A train brake state monitoring system, method, device, apparatus and medium

Abstract

The application discloses a train braking state monitoring system, method, device and equipment, and relates to the technical field of railway transportation. The method comprises the following steps: acquiring train running process passing data; the train running process passing data comprises train number, total number of vehicles, total number of axles, train number, train wheel temperature and axle temperature; acquiring temperature rise data corresponding to each train wheel of the train according to the train running process passing data; the temperature rise data comprises train wheel temperature rise value and axle temperature rise value; comparing the temperature rise of the same side train wheel and axle according to the temperature rise data to obtain a comparison result; and obtaining the braking state of the train running process according to the comparison result. The application combines the wheel temperature characteristics during train braking, realizes rapid and efficient identification of vehicle braking defects, provides protection for guaranteeing the safe operation of the train, and has great potential benefits.

Description

Technical Field

[0001] This invention relates to the field of railway transportation technology, specifically to a system, method, device, equipment, and medium for monitoring train braking status. Background Technology

[0002] Train operation safety is of paramount importance, and the proper functioning of the vehicle's braking system directly impacts train operation safety. Currently, it is impossible to monitor the vehicle's braking status during operation, to locate braking faults before maintenance, and there is a lack of operational safety monitoring methods specifically for monitoring poor train braking. Summary of the Invention

[0003] In view of this, embodiments of the present invention provide a system, method, apparatus, equipment and medium for monitoring train braking status, in order to solve the problem that the prior art is difficult to monitor train braking status.

[0004] According to a first aspect, embodiments of the present invention provide a train braking state monitoring system, the system comprising:

[0005] Braking failure monitoring and detection station, mitigation failure monitoring and detection station, and central server database;

[0006] Both the brake failure monitoring and detection station and the mitigation failure monitoring and detection station are set along the direction of train operation, and the brake failure monitoring and detection station is located in front of the mitigation failure monitoring and detection station. The train passes by the brake failure monitoring and detection station and the mitigation failure monitoring and detection station in sequence during operation.

[0007] The brake failure monitoring and detection station is equipped with a first wheel temperature detection device. The first wheel temperature detection device includes a first wheel sensor, a first wheel temperature sensor, a first image acquisition device, and a first railside processing unit. The first wheel sensor, the first wheel temperature sensor, and the first image acquisition device are all connected to the first railside processing unit.

[0008] The mitigation monitoring and detection station is equipped with a second wheel temperature detection device. The second wheel temperature detection device includes a second wheel sensor, a second wheel temperature sensor, a second image acquisition device, and a second trackside processing unit. The second wheel sensor, the second wheel temperature sensor, and the second image acquisition device are all connected to the second trackside processing unit.

[0009] Both the first trackside processing unit and the second trackside processing unit are connected to the central server database.

[0010] According to a second aspect, the present invention also provides a method for monitoring the braking state of a train, the method comprising:

[0011] Acquire train passage data during train operation; the train passage data includes train number, total number of cars, total number of axles, car number, wheel temperature, and axle temperature;

[0012] Based on the train data, obtain the temperature rise data for each wheel of the train; the temperature rise data includes the wheel temperature rise value and the axle temperature rise value.

[0013] Based on the temperature rise data, the temperature rise of the wheels and axles on the same side is compared to obtain the comparison results;

[0014] Based on the comparison results, the braking status of the train during operation is obtained; when the temperature rise value of the wheel / axle corresponding to the wheel is less than the temperature rise value of the wheel / axle on the same side and the difference exceeds the first preset value, the braking status of the train is poor braking; when the temperature rise value of the wheel / axle corresponding to the wheel is greater than the temperature rise value of the wheel / axle on the same side and the difference exceeds the second preset value, the braking status of the train is poor release.

[0015] In conjunction with the second aspect, in the first embodiment of the second aspect, the step of comparing the temperature rise of the wheels and axles on the same side based on the temperature rise data to obtain the comparison result specifically includes:

[0016] Obtain the wheel temperature rise value and axle temperature rise value for each wheel, and obtain the average temperature rise value of the wheels and axles on the same side of the same vehicle model.

[0017] The temperature rise value of each wheel is compared with the average temperature rise value of the wheels on the same side of the same vehicle and the same model to obtain the first comparison result;

[0018] The axle temperature rise value corresponding to each wheel is compared with the average temperature rise value of the axle on the same side of the same vehicle and model to obtain the second comparison result.

[0019] In conjunction with the first embodiment of the second aspect, in the second embodiment of the second aspect, the step of comparing the wheel temperature rise value corresponding to each wheel with the average temperature rise value of wheels on the same side of the same vehicle and of the same model to obtain a first comparison result specifically includes:

[0020] The influencing factors of the wheels are determined based on the vehicle load index, wheel speed, wheel acceleration, wheel brake shoe condition, and track gradient.

[0021] The temperature rise value of each wheel is compared with the average temperature rise value of the wheels on the same side of the vehicle, and the temperature rise value of each wheel is compared with the average temperature rise value of the wheels on the same side of the same vehicle model. Based on the influence factor, the first comparison result is obtained.

[0022] In conjunction with the second aspect and the second embodiment, in the third embodiment of the second aspect, the step of comparing the axle temperature rise value corresponding to each wheel with the average temperature rise value of the axles on the same side of the same vehicle and of the same model to obtain a second comparison result specifically includes:

[0023] The influencing factors of the wheels are determined based on the vehicle load index, wheel speed, wheel acceleration, wheel brake shoe condition, and track gradient.

[0024] The axle temperature rise value corresponding to each wheel is compared with the average temperature rise value of the axle on the same side of the vehicle, and the axle temperature rise value corresponding to each wheel is compared with the average temperature rise value of the axle on the same side of the same vehicle model. Based on the influence factor, a second comparison result is obtained.

[0025] In conjunction with the first embodiment of the second aspect, in the fourth embodiment of the second aspect, the step of comparing the temperature rise of the wheels and axles on the same side based on the temperature rise data to obtain the comparison result further includes:

[0026] Determine the difference between the wheel temperature rise value and the axle temperature rise value corresponding to the same wheel, and discard temperature rise data with a difference exceeding the preset value.

[0027] In conjunction with the second aspect, in the fifth embodiment of the second aspect, the method further includes:

[0028] Based on the relationship between the comparison results and the forecast threshold, the corresponding prevention level is determined when a fault exists in the braking state, and prevention information is generated based on the prevention level.

[0029] According to a third aspect, the present invention also provides a monitoring device for train braking status, the device comprising:

[0030] The first acquisition module is used to acquire train passing data during train operation; the passing data includes train number, total number of cars, total number of axles, car number, wheel temperature, and axle temperature;

[0031] The second acquisition module is used to acquire the temperature rise data corresponding to each wheel of the train based on the passing data; the temperature rise data includes the wheel temperature rise value and the axle temperature rise value.

[0032] The temperature rise comparison module is used to compare the temperature rise of the wheels and axles on the same side based on the temperature rise data, and obtain the comparison results.

[0033] The status determination module is used to determine the braking status of the train during operation based on the comparison results. When the temperature rise value of the wheel / axle corresponding to the wheel is less than that of the wheel / axle on the same side and the difference exceeds a first preset value, the braking status of the train is poor braking. When the temperature rise value of the wheel / axle corresponding to the wheel is greater than that of the wheel / axle on the same side and the difference exceeds a second preset value, the braking status of the train is poor relief.

[0034] According to a fourth aspect, an embodiment of the present invention provides an electronic device, including: a memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to perform the train braking state monitoring method according to the first aspect or any preferred embodiment of the first aspect.

[0035] According to a fifth aspect, embodiments of the present invention provide a computer-readable storage medium storing computer instructions for causing the computer to perform the train braking state monitoring method described in the first aspect or any preferred embodiment of the first aspect.

[0036] The train braking status monitoring system, method, device, equipment, and medium provided by this invention acquires train passage data during train operation and establishes a correlation between wheel / axle temperature and poor braking or poor release based on the passage data. Based on the temperature rise data, it identifies wheels with poor braking or poor release. Specifically, it compares the wheel temperature with the temperature rise value of the train itself and the temperature measurement location on the same side of the train. If the temperature exceeds a specific threshold, it is considered that there is poor braking or poor release. This achieves rapid and efficient detection of train braking status, providing protection for safe train operation and possessing significant potential benefits. Attached Figure Description

[0037] The features and advantages of the invention will be more clearly understood by referring to the accompanying drawings, which are schematic and should not be construed as limiting the invention in any way. In the drawings:

[0038] Figure 1 This is a schematic diagram of the structure of a train braking status monitoring system according to an embodiment of this application;

[0039] Figure 2 This is a schematic diagram of the location of the detection station in the train braking status monitoring system according to an embodiment of this application;

[0040] Figure 3 This is one of the flowcharts illustrating a method for monitoring the braking state of a train according to an embodiment of this application;

[0041] Figure 4 This is one of the specific flowcharts of step S30 in the train braking state monitoring method according to an embodiment of this application;

[0042] Figure 5 This is the second detailed flowchart of step S30 in the train braking state monitoring method according to the embodiments of this application;

[0043] Figure 6This is a schematic flowchart of step S33 in the train braking state monitoring method according to an embodiment of this application;

[0044] Figure 7 This is a schematic flowchart of step S34 in the train braking state monitoring method according to an embodiment of this application;

[0045] Figure 8 This is a second schematic flowchart of a train braking state monitoring method according to an embodiment of this application;

[0046] Figure 9 This is a schematic diagram of the structure of a train braking status monitoring device according to an embodiment of this application;

[0047] Figure 10 This is a schematic diagram of the hardware structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0049] Train operation safety is of paramount importance, and the proper functioning of the train's braking system directly impacts this safety. Currently, during train operation, there are instances of braking system malfunctions such as vehicles failing to brake or releasing brakes, making it impossible to monitor the vehicle's braking status or locate the braking fault before maintenance. There is a lack of operational safety monitoring methods specifically designed to monitor poor train braking. These types of faults are generally discovered during train inspections, which do not provide targeted operational guidance for maintenance.

[0050] There are two existing methods for monitoring train braking status. One method involves installing displacement sensors on the brake shoe movement rods to collect their positions in real time and thus determine the vehicle's braking status. However, this requires installing sensors on every single vehicle, which is extremely costly. Considering future maintenance, the expenses are very high, and the sensors are at risk of falling off, posing a significant hazard to train operation. The other method involves installing high-resolution cameras on the trackside to capture images of the brake shoes and determining the braking status by observing the gap between the brake shoes and the wheel flange. This method requires installing a camera at a specific location on the railway line, which is technically challenging. The camera is far from the wheel, while the gap between the brake shoes and the wheel is only a few millimeters. When the train is moving at high speed, it is impossible to calculate accurately, thus affecting the accurate determination of the vehicle's braking status.

[0051] To address the aforementioned problems, this embodiment provides a system, method, apparatus, and device for monitoring train braking status. The main solution of this embodiment is: acquiring train passing data during train operation; the passing data includes train number, total number of cars, total number of axles, car number, wheel temperature, and axle temperature; acquiring temperature rise data corresponding to each wheel of the train based on the passing data; the temperature rise data includes wheel temperature rise value and axle temperature rise value; comparing the temperature rise of wheels and axles on the same side based on the temperature rise data to obtain a comparison result; obtaining the braking status of the train during operation based on the comparison result; when the temperature rise value of the wheel / axle corresponding to a wheel is less than the temperature rise value of the wheel / axle on the same side and the difference exceeds a first preset value, the train's braking status is poor braking; when the temperature rise value of the wheel / axle corresponding to a wheel is greater than the temperature rise value of the wheel / axle on the same side and the difference exceeds a second preset value, the train's braking status is poor relief.

[0052] In this embodiment of the invention, by acquiring train passing data during train operation and establishing a correlation between wheel / axle temperature and poor braking and poor release based on the passing data, the wheels with poor braking and poor release can be identified based on the temperature rise data. Specifically, the wheel temperature is compared with the temperature rise value of the train and the temperature measurement position on the same side of the train. If it exceeds a certain threshold, it is considered that there is poor braking or poor release. This achieves rapid and efficient detection of train braking status, provides protection for the safe operation of trains, and has significant potential benefits.

[0053] The technical solutions of the embodiments of the present invention and how the technical solutions of the embodiments of the present invention solve the above-mentioned technical problems will be described in detail below with specific examples. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the present invention will be described in detail below with reference to the specific accompanying drawings.

[0054] This invention provides a system for monitoring the braking status of a train. Figure 1 This is a schematic diagram of the structure of a train braking status monitoring system according to an embodiment of the present invention, as shown below. Figure 1 As shown, the system specifically includes:

[0055] Braking failure monitoring and detection station 10, brake mitigation failure monitoring and detection station 20, and central server database 30. (Please refer to [the relevant documentation]). Figure 2 Both the brake failure monitoring and detection station 10 and the brake failure mitigation monitoring and detection station 20 are set along the direction of train operation, and the brake failure monitoring and detection station is set in front of the brake failure mitigation monitoring and detection station. The train passes through the brake failure monitoring and detection station 10 and the brake failure mitigation monitoring and detection station 20 in sequence when it is running.

[0056] To monitor poor braking and poor retraction, it is necessary to select appropriate detection station locations and install corresponding multi-element wheel temperature detection equipment to ensure that potential poor braking and poor retraction can be triggered.

[0057] In this embodiment of the invention, the two detection stations, brake failure monitoring station 10 and brake failure mitigation monitoring station 20, are located in the braking section and the normal section, respectively. The braking section and the normal section are arranged adjacent to each other. The two sections are respectively equipped with brake failure monitoring station 10 and brake failure mitigation monitoring station 20, meaning that brake failure monitoring station 10 and brake failure mitigation monitoring station 20 are arranged adjacent to each other, and the train's direction of travel is from the braking section to the normal section. It should be noted that brake failure monitoring station 10 can be installed at any position in the braking section, and brake failure mitigation monitoring station 20 can be installed at any position in the normal section.

[0058] Braking malfunction monitoring and detection station 10 is equipped with a first wheel temperature detection device, which includes a first wheel sensor 11, a first wheel temperature sensor 12, a first image acquisition device 13, and a first railside processing unit 14. The first wheel sensor 11, the first wheel temperature sensor 12, and the first image acquisition device 13 are all connected to the first railside processing unit 14. Braking malfunction monitoring and detection station 20 is equipped with a second wheel temperature detection device, which includes a second wheel sensor 21, a second wheel temperature sensor 22, a second image acquisition device 23, and a second railside processing unit 24. The second wheel sensor 21, the second wheel temperature sensor 22, and the second image acquisition device 23 are all connected to the second railside processing unit 24. Furthermore, both the first railside processing unit 14 and the second railside processing unit 24 are connected to the central server database.

[0059] Both the first and second round temperature detection devices mentioned above are multi-functional round temperature detection devices.

[0060] During operation, the train first passes through the braking zone, where braking reduces or maintains speed. During this time, friction between the brake shoes and wheels causes the wheel temperature to rise until it reaches its peak at the end of the braking zone. Then, it enters the normal non-braking zone, where the brake shoes separate from the wheels, ceasing friction, and the wheel temperature naturally cools down to normal operating temperature over time. The first and second wheel temperature detection devices collect axle temperature data during braking and non-braking periods, respectively, providing support for subsequent analysis.

[0061] Both the brake failure monitoring and detection station 10 and the brake failure mitigation monitoring and detection station 20 have multi-element wheel temperature detection devices located at the bottom layer. The first wheel sensor 11 and the second wheel sensor 21 are located at the front of their respective detection stations. When a train passes the corresponding detection station, the wheel sensor installed in front of the track will first trigger the approaching train signal. The system will then immediately activate all the equipment of the wheel temperature detection device (including wheel temperature sensors, image acquisition devices, etc.) and use multi-element wheel temperature detection technology to collect raw train passing data, which will be stored in the main unit of the detection station's computer room. Subsequently, the trackside processing unit will process the data collected by the above-mentioned devices, such as axle and vehicle counting, car number and AB end identification, data separation, etc., to generate the corresponding train passing data for the detection station (including but not limited to: train number, total number of cars, total number of axles, car number and AB end, wheel temperature, axle temperature, image, etc.). The brake failure monitoring and detection station 10 generates brake failure train passing data, and the brake failure mitigation monitoring and detection station 2 generates brake failure mitigation train passing data.

[0062] In this embodiment of the invention, the wheel temperature sensor can be an infrared sensor to collect a large amount of wheel temperature data.

[0063] Preferably, the specific location of the detection station should be a downhill section with a large angle. The first wheel temperature detection device is installed at an appropriate position after the start of the downhill, and the second wheel temperature detection device is installed at an appropriate position after the end of the downhill. Appropriate time is allowed to ensure that the wheel friction heating and natural cooling are obvious, so as to maximize the difference in the collected data and improve the accuracy of braking performance judgment.

[0064] After a train passes through, the main computer room of the detection station automatically uploads the train passing data to the central server database 30 via the road network. The data is stored in a specific format to ensure efficient access for upper-level software. After the central server database 30 stores the train passing data, the system automatically parses data such as train number and all car numbers, and then uses vehicle braking performance recognition technology to identify vehicles with poor braking and poor brake release, determine the wheels with braking malfunctions, and thus find vehicles with abnormal braking performance.

[0065] The train braking status monitoring system provided by the present invention sets up a poor braking monitoring detection station 10 and a poor relief monitoring detection station 20 in the braking section and normal section adjacent to each other in the direction of train operation, respectively. It collects raw vehicle passage data by using multi-element wheel temperature detection, processes the data to generate corresponding vehicle passage data for the detection stations, and then automatically parses data such as train number and car number of all vehicles. Then it identifies vehicles with poor braking and poor relief, determines the wheels with braking faults, and finds vehicles with abnormal braking performance.

[0066] This invention also provides a method for monitoring train braking status. It is understood that this method can be used in electronic devices, including but not limited to computers, mobile terminals, etc. Figure 3 This is a flowchart illustrating a method for monitoring train braking status according to an embodiment of the present invention, as shown below. Figure 3 As shown, the method includes the following steps:

[0067] S10. Obtain train passage data during train operation. In this embodiment of the invention, the train passage data includes at least: train number, total number of cars, total number of axles, car number and A / B ends, wheel temperature, axle temperature, and image.

[0068] This method can be as follows Figure 1 As shown, two detection stations are established to acquire vehicle passage data, but other methods can also be used to acquire the corresponding vehicle passage data. There are no restrictions on the specific form of vehicle passage data acquisition, as long as the electronic equipment can acquire the data.

[0069] The process data mentioned above includes not only real-time online data, but also offline data that has been collected and stored in advance on electronic devices.

[0070] S20. Based on the vehicle passage data, obtain the temperature rise data of the left and right wheels and axles of the train. In this embodiment of the invention, each wheel corresponds to two temperature data in the vehicle passage data, namely the wheel temperature value and the axle temperature value. Therefore, after processing, each wheel will also correspond to two temperature rise data, namely the wheel temperature rise value and the axle temperature rise value.

[0071] Abnormal braking performance of train vehicles can be mainly divided into two types: poor braking and poor release. When a vehicle brakes, the brake shoes should grip the wheel tread to generate braking force. During normal vehicle operation, the brake shoes should disengage from the wheel tread. Poor braking refers to the brake shoes failing to grip the tread when braking is required, which manifests as a lower tread temperature. Poor release refers to the brake shoes failing to disengage properly from the tread, which manifests as a higher tread temperature. By analyzing the data contained in the train's data, the temperature rise data of the left and right wheels and axles can be obtained.

[0072] S30. Based on the temperature rise data, compare the temperature rise of the wheels and axles on the same side to obtain the comparison results.

[0073] In this embodiment of the invention, the temperature rise data is first divided and grouped according to vehicle model information. Then, the average temperature rise value of the left and right sides of the entire train of all vehicles of the same model is calculated. The average temperature rise value includes the average temperature value of the wheels and axles. Then, the temperature rise value corresponding to each wheel is compared with the temperature rise value corresponding to all wheels of the same side of the vehicle and the temperature rise value corresponding to all wheels of the same model of the entire train of all vehicles of the same side to obtain the comparison result.

[0074] Other parameters for braking performance identification include the vehicle load index L. k (L k The value is 0 for no load and 1 for load; the wheel speed is S. i Wheel acceleration A i Wheel brake shoe status ZW i This includes the brake shoe replacement time, track gradient SD (positive for uphill and negative for downhill), and track bending radius R (negative for leftward bends and positive for rightward bends along the travel direction). In this embodiment of the invention, the temperature rise comparison process is dynamically adjusted according to different vehicle types and speeds. For example, the threshold is higher for heavily loaded vehicles than for unloaded vehicles, and the faster the speed, the higher the threshold. It is also necessary to comprehensively consider multiple factors such as vehicle load, temperature increase due to friction between wheels and tracks, and the influence of track curvature on the friction coefficient. The relationship between all these factors is not a simple linear one, and continuous optimization and adjustment are required to obtain more accurate results.

[0075] S40. Based on the comparison results, the braking status of the train during operation is obtained.

[0076] When the comparison results show that the temperature rise is too low, there may be no brake engagement, meaning there is a problem with the braking status during train operation; when the comparison results show that the temperature rise is too high, the brake may not have been released, meaning there is a problem with the braking status during train operation.

[0077] The train braking status monitoring method provided by this invention acquires train passing data during train operation and establishes a correlation between wheel / axle temperature and poor braking or poor release based on the passing data. Based on the temperature rise data, it identifies wheels with poor braking or poor release. Specifically, it compares the wheel temperature with the temperature rise value of the train itself and the temperature measurement location on the same side of the train. If the temperature exceeds a specific threshold, it is considered that there is poor braking or poor release. This method achieves rapid and efficient identification of train braking status, providing protection for safe train operation and possessing significant potential benefits.

[0078] The following is combined with Figure 4 The method for monitoring train braking status provided by this invention is described, and step S30 specifically includes:

[0079] S32. Obtain the wheel temperature rise value and axle temperature rise value corresponding to each wheel, and obtain the average temperature rise value of the wheels and axles on the same side of the same vehicle model, that is, the average temperature rise value of the wheels on the same side (both on the left or both on the right) and the average temperature rise value of the axles on the same side.

[0080] In step S32, the temperature rise data is first divided and grouped according to the vehicle model information. Then, the average temperature rise value of the left and right sides of the entire train under the same vehicle model is calculated.

[0081] More specifically:

[0082]

[0083]

[0084]

[0085]

[0086] Where Z represents the total number of axles in the train; LW i LW represents the temperature rise value of the i-th wheel on the left side of the train. avq This indicates the average temperature rise of the left-side wheels of the train; LA i This represents the temperature rise value of the i-th axle on the left side of the train; LA avg RW represents the average temperature rise of the left axle of the train. i RW represents the temperature rise of the i-th wheel on the right side of the train. avg Indicates the average temperature rise of the right-hand vehicle of the train; RA i RA represents the temperature rise of the i-th axle on the right side of the train. avg This represents the average temperature rise of the right axle of the train; i = 1, 2, 3...Z.

[0087] It should be noted that when i only includes the axle index of the vehicle, the specific values ​​of the temperature rise of the left and right wheels and the axle temperature rise for each vehicle can be obtained. Where k represents the vehicle sequence.

[0088] S33. Compare the wheel temperature rise value corresponding to each wheel with the average temperature rise value of the wheels on the same side of the same vehicle and the same model to obtain the first comparison result.

[0089] Step S33 will specifically perform two comparisons: comparing the wheel temperature rise value corresponding to each wheel with the average temperature rise value of the wheels on the same side (left or right) of the vehicle, and comparing the wheel temperature rise value corresponding to each wheel with the average temperature rise value of the wheels on the same side of the vehicle model.

[0090] S34. Compare the axle temperature rise value corresponding to each wheel with the average temperature rise value of the axle on the same side of the same vehicle and model to obtain the second comparison result.

[0091] Step S34 will also specifically compare two aspects: comparing the axle temperature rise value corresponding to each wheel with the average temperature rise value of the axle on the same side of the vehicle, and comparing the axle temperature rise value corresponding to each wheel with the average temperature rise value of the axle on the same side of the vehicle model.

[0092] The following is combined with Figure 5 The method for monitoring train braking status provided by the present invention is described, and step S31 further includes the following steps:

[0093] S31. Determine the difference between the wheel temperature rise value and the axle temperature rise value corresponding to the same wheel, and discard temperature rise data whose difference exceeds the preset value.

[0094] In this embodiment of the invention, the wheel temperature data is also corrected by combining the axle temperature rise data. Based on the preset value that can be configured and adjusted by the user, wheels with excessively large or even opposite differences between wheel temperature rise and axle temperature rise are removed, and their data is deemed invalid and no longer included in subsequent calculations, thereby improving the accuracy of the calculation results.

[0095] The following is combined with Figure 6 The method for monitoring train braking status provided by the present invention is described, and step S33 further includes the following steps:

[0096] S331. Determine the influencing factors of the wheels based on the vehicle load index, wheel speed, wheel acceleration, wheel brake shoe condition, and track gradient.

[0097] In this embodiment of the invention, the temperature rise comparison is dynamically adjusted according to different vehicle models and speeds. For example, the threshold is higher for heavily loaded vehicles than for unloaded vehicles, and the threshold is higher as the speed increases. It is also necessary to comprehensively consider multiple factors such as vehicle load, temperature increase due to friction between wheels and rails, and the influence of rail curvature on the friction coefficient. The relationships between these factors are not simple linear and require continuous optimization to obtain more accurate results. Specifically, this is achieved by establishing a wheel influence factor (IF). j Dynamic adjustments are made based on temperature rise comparisons.

[0098] The influence factor IF of the wheel was calculated. i as follows:

[0099] IF i =F(L k S i A i ZW i ,SD,R)

[0100] Where k is the vehicle sequence of the i-th axle wheel.

[0101] S332. Compare the temperature rise value of each wheel with the average temperature rise value of the wheels on the same side of the vehicle, and compare the temperature rise value of each wheel with the average temperature rise value of the wheels on the same side of the same vehicle model. Based on the influence factor, obtain the first comparison result.

[0102] The first comparison result consists of two deviation values. The larger the deviation value, the greater the degree of deviation. During the comparison process, the relationship between the wheel temperature rise value corresponding to each wheel and the average temperature rise value of the wheels on the same side of the train and the wheels of the same model is determined. If the train is in a state of poor braking during operation, the wheel temperature rise value corresponding to each wheel will be lower than the average temperature rise value by a certain amount. If the train is in a state of poor braking during operation, the wheel temperature rise value corresponding to each wheel will be higher than the average temperature rise value by a certain amount. If neither condition is met, it indicates that the train is in a stable and normal braking state.

[0103] Taking the calculation of the first comparison result of a certain wheel on the left as an example:

[0104] TD i =|LW i -LW avg |×IF i

[0105]

[0106] Among them, TD i VD represents the deviation between the temperature rise value of the i-th wheel on the left side of the train and the average temperature rise value of the wheels on the left side of the train. i This represents the deviation of the temperature rise value of the i-th wheel on the left side of the train from the average temperature rise value of the vehicles on the left side of this train.

[0107] Similarly, we can obtain the two deviation values ​​for the temperature rise of the left axle, the two deviation values ​​for the temperature rise of the right axle, and the two deviation values ​​for the temperature rise of the axle.

[0108] when At that time, according to TD i / VD i The magnitude relationship of the first preset comparison value can determine whether the train has a braking problem; when At that time, according to TD i / VD i The relationship between the second preset comparison value can determine whether the train has a problem with mitigation.

[0109] In actual comparisons, two dimensions are considered: wheel and axle temperature rise. If either dimension is too high or too low, it is considered that there is a problem with poor relief or poor braking.

[0110] The following is combined with Figure 7 The method for monitoring train braking status provided by the present invention is described, and step S34 further includes the following steps:

[0111] S341. Determine the influencing factors of the wheels based on the vehicle load index, wheel speed, wheel acceleration, wheel brake shoe condition, and track gradient.

[0112] For details of step S341, please see below. Figure 6 Step S331 shown will not be repeated here.

[0113] S342. Compare the axle temperature rise value corresponding to each wheel with the average temperature rise value of the axle on the same side of the vehicle, and compare the axle temperature rise value corresponding to each wheel with the average temperature rise value of the axle on the same side of the same vehicle model. Based on the influence factor, obtain the second comparison result.

[0114] The second comparison result also consists of two deviation values. The larger the deviation value, the higher the degree of deviation. In the comparison process, the relationship between the axle temperature rise value corresponding to each wheel and the average temperature rise value of the axle on the same side of the vehicle and the axle of the same model will be determined first.

[0115] The following is combined with Figure 8 The present invention describes a method for monitoring train braking status, which further includes the following steps:

[0116] S50. Based on the relationship between the comparison results and the forecast threshold, determine the corresponding prevention level when there is a fault in the braking state, and generate prevention information based on the prevention level.

[0117] After determining the relationship between the temperature rise value of each wheel and the average temperature rise value of the wheels on the same side of the vehicle and the axle of the same model, the temperature rise value is then compared with the TD value. i and VD i The degree of poor wheel braking or inadequate relief can be determined by the relationship between the magnitude of the value and the pre-set threshold. In this embodiment of the invention, different degrees are classified and predicted, that is, based on TD... i and VD i Corresponding warning levels were established for wheel braking failure or poor relief based on threshold values, and it is understandable that higher levels indicate more severe conditions.

[0118] The following example illustrates the different warning levels for brake failure:

[0119]

[0120]

[0121] Where T1, T2, and T3 represent the train temperature rise difference prediction threshold parameters, and T1 < T2 < T3; V1, V2, and V3 represent the vehicle temperature rise difference prediction threshold parameters, and V1 < V2 < V3.

[0122] After obtaining the column forecast level and the vehicle forecast level, the two are weighted and calculated to obtain the final wheel forecast level. In this embodiment of the invention, adjustable weighting coefficients are set for the column forecast level and the vehicle forecast level.

[0123] Once the prevention level is determined, corresponding prevention information is automatically generated to remind relevant maintenance personnel.

[0124] This invention also provides a train braking status monitoring device. It is understood that this train braking status monitoring device can be used in electronic devices, including but not limited to computers, mobile terminals, etc. Figure 9 This is a schematic diagram of the structure of a train braking state monitoring device according to an embodiment of the present invention, as shown below. Figure 9 As shown, the device includes:

[0125] The first acquisition module 100 is used to acquire train passing data during train operation. In this embodiment of the invention, the train passing data includes at least: train number, total number of cars, total number of axles, car number and A / B ends, wheel temperature, axle temperature, and image.

[0126] The device can be as follows Figure 1 As shown, two detection stations are established to acquire vehicle passage data, but other methods can also be used to acquire the corresponding vehicle passage data. There are no restrictions on the specific form of vehicle passage data acquisition, as long as the electronic equipment can acquire the data.

[0127] The process data mentioned above includes not only real-time online data, but also offline data that has been collected and stored in advance on electronic devices.

[0128] The second acquisition module 200 is used to acquire temperature rise data of the left and right wheels and axles of the train based on the passing data. In this embodiment of the invention, each wheel corresponds to two temperature data in the passing data, namely the wheel temperature value and the axle temperature value. Therefore, after processing, each wheel will also correspond to two temperature rise data, namely the wheel temperature rise value and the axle temperature rise value.

[0129] Abnormal braking performance of train vehicles can be mainly divided into two types: poor braking and poor release. When a vehicle brakes, the brake shoes should grip the wheel tread to generate braking force. During normal vehicle operation, the brake shoes should disengage from the wheel tread. Poor braking refers to the brake shoes failing to grip the tread when braking is required, which manifests as a lower tread temperature. Poor release refers to the brake shoes failing to disengage properly from the tread, which manifests as a higher tread temperature. By analyzing the data contained in the train's data, the temperature rise data of the left and right wheels and axles can be obtained.

[0130] The temperature rise comparison module 300 is used to compare the temperature rise of the wheels and axles on the same side based on the temperature rise data, and obtain the comparison results.

[0131] In this embodiment of the invention, the temperature rise data is first divided and grouped according to vehicle model information. Then, the average temperature rise value of the left and right sides of the entire train of all vehicles of the same model is calculated. The average temperature rise value includes the average temperature value of the wheels and axles. Then, the temperature rise value corresponding to each wheel is compared with the temperature rise value corresponding to all wheels of the same side of the vehicle and the temperature rise value corresponding to all wheels of the same model of the entire train of all vehicles of the same side to obtain the comparison result.

[0132] Other parameters for braking performance identification include the vehicle load index L. k (L k The value is 0 for no load and 1 for load; the wheel speed is S. i Wheel acceleration A i Wheel brake shoe status ZW i This includes the brake shoe replacement time, track gradient SD (positive for uphill and negative for downhill), and track bending radius R (negative for leftward bends and positive for rightward bends along the travel direction). In this embodiment of the invention, the temperature rise comparison process is dynamically adjusted according to different vehicle types and speeds. For example, the threshold is higher for heavily loaded vehicles than for unloaded vehicles, and the faster the speed, the higher the threshold. It is also necessary to comprehensively consider multiple factors such as vehicle load, temperature increase due to friction between wheels and tracks, and the influence of track curvature on the friction coefficient. The relationship between all these factors is not a simple linear one, and continuous optimization and adjustment are required to obtain more accurate results.

[0133] The state determination module 400 is used to determine the braking state of the train during operation based on the comparison results.

[0134] When the comparison results show that the temperature rise is too low, there may be no brake engagement, meaning there is a problem with the braking status during train operation; when the comparison results show that the temperature rise is too high, the brake may not have been released, meaning there is a problem with the braking status during train operation.

[0135] The train braking status monitoring device provided by this invention acquires train passing data during train operation and establishes a correlation between the wheel / axle temperature corresponding to the wheel and poor braking and poor release based on the passing data. In this way, it identifies the wheels with poor braking and poor release based on the temperature rise data. Specifically, it compares the wheel temperature with the temperature rise value of the train and the temperature measurement position on the same side of the train. If it exceeds a certain threshold, it is considered that there is poor braking or poor release. This device achieves rapid and efficient identification of train braking status, provides protection for the safe operation of trains, and has significant potential benefits.

[0136] Figure 10 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 10 As shown, the electronic device may include: a processor 510, a communication interface 520, a memory 530, and a communication bus 540, wherein the processor 510, the communication interface 520, and the memory 530 communicate with each other via the communication bus 540. The processor 510 can call logical commands in the memory 530 to execute a method for monitoring the train braking status, the method including:

[0137] Acquire train passage data during train operation; the train passage data includes train number, total number of cars, total number of axles, car number, wheel temperature, and axle temperature;

[0138] Based on the train data, obtain the temperature rise data for each wheel of the train; the temperature rise data includes the wheel temperature rise value and the axle temperature rise value.

[0139] Based on the temperature rise data, the temperature rise of the wheels and axles on the same side is compared to obtain the comparison results;

[0140] Based on the comparison results, the braking status of the train during operation is obtained; when the temperature rise value of the wheel / axle corresponding to the wheel is less than the temperature rise value of the wheel / axle on the same side and the difference exceeds the first preset value, the braking status of the train is poor braking; when the temperature rise value of the wheel / axle corresponding to the wheel is greater than the temperature rise value of the wheel / axle on the same side and the difference exceeds the second preset value, the braking status of the train is poor release.

[0141] Furthermore, the logical commands in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent media, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software medium. This computer software medium is stored in a storage medium and includes several commands to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0142] On the other hand, the present invention also provides a computer program medium, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the train braking state monitoring method provided by the above methods, the method comprising:

[0143] Acquire train passage data during train operation; the train passage data includes train number, total number of cars, total number of axles, car number, wheel temperature, and axle temperature;

[0144] Based on the train data, obtain the temperature rise data for each wheel of the train; the temperature rise data includes the wheel temperature rise value and the axle temperature rise value.

[0145] Based on the temperature rise data, the temperature rise of the wheels and axles on the same side is compared to obtain the comparison results;

[0146] Based on the comparison results, the braking status of the train during operation is obtained; when the temperature rise value of the wheel / axle corresponding to the wheel is less than the temperature rise value of the wheel / axle on the same side and the difference exceeds the first preset value, the braking status of the train is poor braking; when the temperature rise value of the wheel / axle corresponding to the wheel is greater than the temperature rise value of the wheel / axle on the same side and the difference exceeds the second preset value, the braking status of the train is poor release.

[0147] In another aspect, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a method for monitoring the train braking state provided by the methods described above, the method comprising:

[0148] Acquire train passage data during train operation; the train passage data includes train number, total number of cars, total number of axles, car number, wheel temperature, and axle temperature;

[0149] Based on the train data, obtain the temperature rise data for each wheel of the train; the temperature rise data includes the wheel temperature rise value and the axle temperature rise value.

[0150] Based on the temperature rise data, the temperature rise of the wheels and axles on the same side is compared to obtain the comparison results;

[0151] Based on the comparison results, the braking status of the train during operation is obtained; when the temperature rise value of the wheel / axle corresponding to the wheel is less than the temperature rise value of the wheel / axle on the same side and the difference exceeds the first preset value, the braking status of the train is poor braking; when the temperature rise value of the wheel / axle corresponding to the wheel is greater than the temperature rise value of the wheel / axle on the same side and the difference exceeds the second preset value, the braking status of the train is poor release.

[0152] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0153] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of software media. This computer software media can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., including several commands to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods of various embodiments or some parts of embodiments.

[0154] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for monitoring the braking status of a train, characterized in that, The method includes: Acquire train passage data during train operation; the train passage data includes train number, total number of cars, total number of axles, car number, wheel temperature, and axle temperature; Based on the train data, obtain the temperature rise data for each wheel of the train; the temperature rise data includes the wheel temperature rise value and the axle temperature rise value. Based on the temperature rise data, the temperature rise of the wheels and axles on the same side is compared to obtain the comparison results; Based on the comparison results, the braking status of the train during operation is obtained; when the temperature rise value of the wheel / axle corresponding to the wheel is less than the temperature rise value of the wheel / axle on the same side and the difference exceeds the first preset value, the braking status of the train is poor braking; when the temperature rise value of the wheel / axle corresponding to the wheel is greater than the temperature rise value of the wheel / axle on the same side and the difference exceeds the second preset value, the braking status of the train is poor release. The process of comparing the temperature rise of the wheels and axles on the same side based on the temperature rise data to obtain comparison results specifically includes: Obtain the wheel temperature rise value and axle temperature rise value for each wheel, and obtain the average temperature rise value of the wheels and axles on the same side of the same vehicle model. The temperature rise value of each wheel is compared with the average temperature rise value of the wheels on the same side of the same vehicle and the same model to obtain the first comparison result; The axle temperature rise value corresponding to each wheel is compared with the average temperature rise value of the axle on the same side of the same vehicle and the same model to obtain the second comparison result; The process of comparing the temperature rise of the wheels and axles on the same side based on the temperature rise data to obtain the comparison results also specifically includes: Determine the difference between the wheel temperature rise value and the axle temperature rise value corresponding to the same wheel, and discard temperature rise data with a difference exceeding the preset value.

2. The method for monitoring train braking status according to claim 1, characterized in that, The step of comparing the temperature rise value of each wheel with the average temperature rise value of wheels on the same side of the same vehicle and model to obtain a first comparison result specifically includes: The influencing factors of the wheels are determined based on the vehicle load index, wheel speed, wheel acceleration, wheel brake shoe condition, and track gradient. The temperature rise value of each wheel is compared with the average temperature rise value of the wheels on the same side of the vehicle, and the temperature rise value of each wheel is compared with the average temperature rise value of the wheels on the same side of the same vehicle model. Based on the influence factor, the first comparison result is obtained.

3. The method for monitoring train braking status according to claim 1, characterized in that, The step of comparing the axle temperature rise value corresponding to each wheel with the average temperature rise value of the axles on the same side of the same vehicle and model to obtain a second comparison result specifically includes: The influencing factors of the wheels are determined based on the vehicle load index, wheel speed, wheel acceleration, wheel brake shoe condition, and track gradient. The axle temperature rise value corresponding to each wheel is compared with the average temperature rise value of the axle on the same side of the vehicle, and the axle temperature rise value corresponding to each wheel is compared with the average temperature rise value of the axle on the same side of the same vehicle model. Based on the influence factor, a second comparison result is obtained.

4. The method for monitoring train braking status according to claim 1, characterized in that, The method further includes: Based on the relationship between the comparison results and the forecast threshold, the corresponding prevention level is determined when a fault exists in the braking state, and prevention information is generated based on the prevention level.

5. A device for monitoring the braking status of a train, characterized in that, The device includes: The first acquisition module is used to acquire train passing data during train operation; the passing data includes train number, total number of cars, total number of axles, car number, wheel temperature, and axle temperature; The second acquisition module is used to acquire the temperature rise data corresponding to each wheel of the train based on the passing data; the temperature rise data includes the wheel temperature rise value and the axle temperature rise value. The temperature rise comparison module is used to compare the temperature rise of the wheels and axles on the same side based on the temperature rise data, and obtain the comparison results. The process of comparing the temperature rise of the wheels and axles on the same side based on the temperature rise data to obtain comparison results specifically includes: Obtain the wheel temperature rise value and axle temperature rise value for each wheel, and obtain the average temperature rise value of the wheels and axles on the same side of the same vehicle model. The temperature rise value of each wheel is compared with the average temperature rise value of the wheels on the same side of the same vehicle and the same model to obtain the first comparison result; The axle temperature rise value corresponding to each wheel is compared with the average temperature rise value of the axle on the same side of the same vehicle and the same model to obtain the second comparison result; The process of comparing the temperature rise of the wheels and axles on the same side based on the temperature rise data to obtain the comparison results also specifically includes: Determine the difference between the temperature rise value of the wheel and the temperature rise value of the axle corresponding to the same wheel, and discard temperature rise data with a difference exceeding the preset value; The status determination module is used to determine the braking status of the train during operation based on the comparison results. When the temperature rise value of the wheel / axle corresponding to the wheel is less than that of the wheel / axle on the same side and the difference exceeds a first preset value, the braking status of the train is poor braking. When the temperature rise value of the wheel / axle corresponding to the wheel is greater than that of the wheel / axle on the same side and the difference exceeds a second preset value, the braking status of the train is poor relief.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the train braking state monitoring method as described in any one of claims 1 to 4.

7. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the method for monitoring the train braking state as described in any one of claims 1 to 4.

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