A locomotive drawbar falling-off prediction method

Abstract

The application provides a locomotive traction rod falling prediction method, comprising the following steps: S1: comparing the motor currents of two shafts on a bogie with the motor currents of two shafts on a bogie on the other side of the same car body, and the absolute value difference of the motor currents is greater than or equal to 100 A; S2: comparing the motor torque values of two shafts on the same bogie with the motor torque values of two shafts on the bogie on the other side of the same car body, and the absolute value difference of the motor torque values is less than or equal to 3 kN; S3: meeting the conditions in S1 and S2, and the duration is greater than or equal to 5 s; comparing the motor currents of two shafts on the same bogie with the motor currents of two shafts on the other bogie; S4: the motor currents of two shafts on the same bogie are all less than the motor currents of two shafts on the other bogie, and the two shafts with smaller motor currents on the same bogie are isolated; and S5: the two isolated shafts simultaneously send out fault alarms; the application enables the driver to know the abnormal working condition of the locomotive at the first time after the traction rod is broken, and ensures the running safety of the locomotive.

Description

Technical Field

[0001] This invention relates to the field of locomotive traction technology, and in particular to a method for predicting locomotive traction rod detachment. Background Technology

[0002] The drawbar system of an electric locomotive connects the locomotive body and bogie using two drawbars and crank arms, one on each side. Its main function is to connect the locomotive body to the bogie longitudinally via an articulated joint. The bogie can rotate and laterally move relative to the car body, lowering the traction point and replacing the function of the center plate. The traction device uses a split-type inclined single drawbar, and its main components include: traction seat, elastic ring, and drawbar, etc. (see...) Figure 1 The traction device is an important component connecting the locomotive body and the bogie. Its main function is to transmit the traction or braking force of the locomotive. When the locomotive is running, the traction rod should not excessively restrict the movement and should be able to adapt to various relative movements between the locomotive body and the bogie, including the lateral movement of the bogie relative to the car body, rotation in the horizontal plane, and the bogie's floating vibration, pitching vibration, and rolling vibration relative to the car body. By setting the traction point height and cooperating with the primary and secondary suspension systems, the axle load transfer of the locomotive during traction is minimized, and the utilization rate of the locomotive's adhesive weight is improved.

[0003] After the traction force is transmitted to the bogie, it is transmitted to the car body through the traction rod, enabling the locomotive to move. The locomotive traction rod mainly bears the traction and braking forces of the locomotive, and the stress conditions are relatively harsh. During operation, when the locomotive is traveling on sections of track with poor track conditions, such as when turning or climbing uphill and experiencing bumps, the locomotive's vibration or strong torque may cause the traction rod to fall off or break. If the driver and crew do not detect the fault in time, it will lead to a major traffic safety accident.

[0004] Therefore, the safety requirements for locomotive drawbars are relatively high, and protective measures need to be taken for the locomotive drawbars. Existing technologies mainly include two types of drawbar anti-detachment devices: one is a safety wire rope, and the other is a clamp fixed to the outer surface of the drawbar. The clamp consists of an upper clamp and a lower clamp, both of which are Ω-shaped. The upper and lower clamps clamp the drawbar to form a wrap around it, and the upper and lower clamps are fastened to the drawbar by fasteners. This can effectively fix the drawbar with a circular cross-section and prevent it from falling off.

[0005] The steel wire rope is mainly used to bear the weight of the traction rod after it breaks, but the impact of the traction rod falling off is not taken into account, which poses a safety hazard. If the locomotive continues to run after the traction rod breaks, it is easy to cause major safety accidents such as rollover. The existing locomotive microcomputer control system cannot provide the driver with timely fault reminders and corresponding fault handling measures after the traction rod breaks, so as to prevent the fault from escalating.

[0006] Therefore, a method for predicting locomotive traction bar detachment based on a microcomputer system is needed to solve the above-mentioned technical problems. Summary of the Invention

[0007] The purpose of this invention is to provide a method for predicting the detachment of a locomotive drawbar, comprising the following steps:

[0008] S1: Compare the motor currents of the two shafts on one side of the bogie with the motor currents of the two shafts on the other side of the same bogie. Determine whether the absolute difference of each group of motor currents is greater than or equal to 100A. If yes, jump to S3; otherwise, continue the comparison.

[0009] S2: Compare the motor torque values ​​of the two shafts on the same bogie with the motor torque values ​​of the two shafts on another bogie. Determine whether the absolute difference of each set of motor torque values ​​is less than or equal to 3kN. If yes, jump to S3; otherwise, continue the comparison.

[0010] S3: When the absolute difference of the current of each group of motors is greater than or equal to 100A and the absolute difference of the torque of each group of motors is less than or equal to 3kN, and the duration is ≥5s, the motor current of the two shafts on the same bogie is compared with the motor current of the two shafts on another bogie.

[0011] S4: The motor current of the two shafts on the same bogie is less than the motor current of the two shafts on the other bogie, thus isolating the two shafts on the same bogie with the smaller motor current.

[0012] S5: Both isolated axes simultaneously issue fault alarms.

[0013] As a preferred embodiment, in step S1, if both axles of the same bogie are isolated or have communication issues, step S1 is not valid; if one axle of the same bogie is isolated or has communication issues, the absolute difference between the motor current of the normal axle and the motor current of the two normal axles of the other bogie is determined to be greater than or equal to 100A; if one axle of the same bogie is isolated or has communication issues, and one axle of the other bogie is also isolated or has communication issues, the isolated or communication-abnormal axle is not compared, and the absolute difference between the motor current of the normal axles of the two bogies is determined to be greater than or equal to 100A.

[0014] As a preferred embodiment, in step S2, if both axles on the same bogie are isolated or have communication issues, step S2 is not valid; if one axle on the same bogie is isolated or has communication issues, the absolute difference between the motor torque value of the normally functioning axle and the absolute difference between the motor torque values ​​of the two normally functioning axles on the other bogie is less than or equal to 3 kN; if one axle on the same bogie is isolated or has communication issues, and one axle on the other bogie is also isolated or has communication issues, the isolated or abnormal axle is not compared, and the absolute difference between the motor torque values ​​of the normally functioning axles on the two bogies is determined to be less than or equal to 3 kN.

[0015] As a preferred option, shafts that were previously isolated or had communication failures and were not included in the comparison of motor current or motor torque values ​​will not report a fault and will not be isolated.

[0016] As a preferred embodiment, the alarm in S5 is displayed through a microcomputer system as: CI* traction force abnormality fault, where * = 1, 2, 3, 4.

[0017] As a preferred solution, the procedure for handling a fault alarm is to prevent emergency braking and bring the vehicle to a slow stop.

[0018] As a preferred solution, when a fault alarm is issued, the axis can be manually restored in the isolation interface after isolation, without waiting for a fixed time or powering off and restarting the TCMS.

[0019] As a preferred approach, safety guidance is provided to operators based on fault alarms.

[0020] As a preferred option, the safety guidance is as follows: towing is prohibited, manual restoration of isolation is prohibited within a fixed time, and after restarting the power or waiting for a fixed time, if the speed is less than 5km / h, manual restoration of isolation should be performed to restore the fault and lift the towing ban.

[0021] As a preferred embodiment, the fixed time is 30 minutes.

[0022] By adopting the above technical solution, the driver can be aware of the locomotive's abnormal operating condition immediately after the drawbar breaks, and take timely action to ensure the safe operation of the locomotive and rolling stock. Furthermore, according to the safety guidance control set by the locomotive's microcomputer system, the locomotive drawbar can still be pulled and braked together with the wire rope after falling a certain distance, ensuring the safe operation of the locomotive and rolling stock, preventing the locomotive failure from escalating, and ensuring the safe driving of the locomotive. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of a traction device in the prior art;

[0025] Figure 2 A schematic diagram illustrating whether motor current and / or motor torque values ​​can be compared across four axles on two bogies;

[0026] Figure 3 This is a schematic diagram of the S1 and S2 lines;

[0027] Figure 4 This is a schematic diagram of the S3 and S4 routes;

[0028] Figure 5 This is a schematic diagram of the shaft being isolated and reset;

[0029] Figure 6 These are the motor current data for the four axes in Example 2;

[0030] Figure 7 These are the motor torque values ​​for the four axes in Example 2. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to specific examples and the accompanying drawings.

[0032] Example 1:

[0033] This embodiment provides a method for predicting locomotive drawbar detachment, including the following steps:

[0034] S1: The motor currents of the two axles on one side of the bogie in the same car body are compared with the motor currents of the two axles on the other side of the bogie. It is determined whether the absolute difference of the motor currents in each group is greater than or equal to 100A. If yes, the process jumps to S3; otherwise, the comparison continues. Specifically, a bogie is installed on one side of the car body, and a bogie is installed on the other side of the same car body. Axles CI1 and CI2 are installed on bogie 1, and axles CI1 and CI2 are installed on bogie 2. The motor currents of axles CI1 and CI2 on bogie 1 are compared with the motor currents of axles CI3 and CI4 on bogie 2 on the other side of the car body. It is determined whether the absolute difference of the motor currents in each group is greater than or equal to 100A. If yes, the process jumps to S3; otherwise, the comparison continues.

[0035] In S1, S1 is not valid when both shafts on the same bogie are isolated or have communication failures. That is, S1 is not valid when both shafts CI1 and CI2 on bogie one are isolated or have communication failures, and S1 is not valid when both shafts CI3 and CI4 on bogie two are isolated or have communication failures.

[0036] When one of the two axles on the same bogie is isolated or has a communication failure, determine whether the absolute difference between the motor current of the normal axle and the motor currents of the two normal axles on the other bogie is greater than or equal to 100A. In this case, determine whether the absolute difference between the two sets of motor currents is greater than or equal to 100A. Specifically: when axle CI1 on bogie one is isolated or has a communication failure, compare the motor currents of axle CI2 with those of axles CI3 and CI4 on bogie two, and determine whether the absolute difference between the motor currents of axle CI2 and CI3, and between axle CI2 and CI4 is greater than or equal to 100A. When axle CI2 on bogie one is isolated or has a communication failure, compare the motor currents of axle CI1 with those of axles CI3 and CI4 on bogie two. The motor currents are compared separately to determine whether the absolute difference between the motor currents of axle CI1 and axle CI3, and between axle CI1 and axle CI4, is greater than or equal to 100A; when axle CI3 on ​​bogie two is isolated or has a communication failure, the motor currents of axle CI4 are compared separately with those of axle CI1 and axle CI2 on bogie two to determine whether the absolute difference between the motor currents of axle CI4 and axle CI1, and between axle CI4 and axle CI2, is greater than or equal to 100A; when axle CI4 on bogie two is isolated or has a communication failure, the motor currents of axle CI3 are compared separately with those of axle CI1 and axle CI2 on bogie two to determine whether the absolute difference between the motor currents of axle CI3 and axle CI1, and between axle CI3 and axle CI2, is greater than or equal to 100A.

[0037] When one axle on the same bogie is isolated or has a communication failure, and one axle on the other bogie is also isolated or has a communication failure, the isolated or communication failure axle is not compared with the normal axle on the two bogies. Instead, the absolute difference in motor current between the normal axles on the two bogies is determined to be greater than or equal to 100A. In this case, it is determined whether the absolute difference in a set of motor currents is greater than or equal to 100A. Specifically: when axle CI1 on bogie one is isolated or has a communication failure, and when axle CI3 on ​​bogie two is isolated or has a communication failure, only the absolute difference in motor current between axle CI2 on bogie one and axle CI4 on bogie two is determined to be greater than or equal to 100A. Similarly, when axle CI1 on bogie one is isolated or has a communication failure, and when axle CI4 on bogie two is isolated or has a communication failure, only the absolute difference in motor current between axle CI2 on bogie one and axle CI3 on ​​bogie two is determined to be greater than or equal to 100A. Other cases are not listed here.

[0038] S2: The motor torque values ​​of two axles on the same bogie are compared with the motor torque values ​​of two axles on another bogie in the same car body. It is determined whether the absolute difference of each set of motor torque values ​​is less than or equal to 3kN. If yes, jump to S3; otherwise, continue to execute S2. Specifically, the motor torque values ​​occurring on axles CI1 and CI2 are compared with the motor torque values ​​occurring on axles CI3 and CI4. It is determined whether the absolute difference of each set of motor torque values ​​is less than or equal to 3kN. If yes, jump to S3; otherwise, continue the comparison.

[0039] In S2, S2 is not valid when both axles on the same bogie are isolated or have communication failures; specifically, S1 is not valid when both axles CI1 and CI2 on bogie one are isolated or have communication failures, and S1 is not valid when both axles CI3 and CI4 on bogie two are isolated or have communication failures.

[0040] When one of the two axles on the same bogie is isolated or has a communication failure, determine whether the absolute difference between the motor torque value of the normally functioning axle and the motor torque values ​​of the two normally functioning axles on the other bogie is ≤3kN; in this case, determine whether the absolute difference between the two sets of motor torque values ​​is less than or equal to 3kN; specifically: when axle CI1 on bogie one is isolated or has a communication failure, compare the motor torque values ​​of axle CI2 with those of axles CI3 and CI4 on bogie two, and determine whether the absolute difference between the motor torque values ​​of axle CI2 and CI3, and between axle CI2 and CI4 is less than or equal to 3kN; when axle CI2 on bogie one is isolated or has a communication failure, compare the absolute differences between axle CI1 and those of axles CI3 and CI4 on bogie two. The motor torque values ​​are compared separately to determine whether the absolute difference between the motor torque values ​​of shaft CI1 and shaft CI3, and between shaft CI1 and shaft CI4 is less than or equal to 3kN; when shaft CI3 on ​​bogie two is isolated or has a communication failure, the motor current of shaft CI4 is compared separately with that of shaft CI1 and shaft CI2 on bogie two to determine whether the absolute difference between the motor torque values ​​of shaft CI4 and shaft CI1, and between shaft CI4 and shaft CI2 is less than or equal to 3kN; when shaft CI4 on bogie two is isolated or has a communication failure, the motor torque values ​​of shaft CI3 are compared separately with those of shaft CI1 and shaft CI2 on bogie two to determine whether the absolute difference between the motor torque values ​​of shaft CI3 and shaft CI1, and between shaft CI3 and shaft CI2 is less than or equal to 3kN;

[0041] When one axle on the same bogie is isolated or has a communication failure, and one axle on another bogie is also isolated or has a communication failure, the isolated or communication-failed axle is not compared. Instead, the absolute difference in motor torque values ​​between the normal axles on the two bogies is determined to be less than or equal to 3 kN. In this case, the absolute difference in a set of motor torque values ​​is determined to be less than or equal to 3 kN. Specifically: when axle CI1 on bogie one is isolated or has a communication failure, and when axle CI3 on ​​bogie two is isolated or has a communication failure, only the absolute difference in motor torque values ​​between axle CI2 on bogie one and axle CI4 on bogie two is determined to be less than or equal to 3 kN. Similarly, when axle CI1 on bogie one is isolated or has a communication failure, and when axle CI4 on bogie two is isolated or has a communication failure, only the absolute difference in motor torque values ​​between axle CI2 on bogie one and axle CI3 on ​​bogie two is determined to be less than or equal to 3 kN. Other cases are not listed here.

[0042] S3: When the conditions in S1 and S2 are met simultaneously and the duration is ≥5s, the motor currents of the two shafts on the same bogie are compared with the motor currents of the two shafts on another bogie; more specifically: the currents of shafts CI1 and CI3, CI1 and CI4, CI2 and CI3, and CI2 and CI4 are compared respectively.

[0043] S4: If the motor currents of both axles on the same bogie are lower than the motor currents of the two axles on the other bogie, isolate the two axles on the same bogie with the lower motor current. If the motor current of one axle on the same bogie is lower than the motor currents of the two axles on the other bogie, and the motor current of the other axle is higher than the motor currents of the two axles on the other bogie, then do not isolate the axles. According to actual axle breakage data, the motor currents of the two axles on the bogie with the broken axle will be lower than the motor currents of the two axles on the other bogie. Specifically: when the motor current of axle CI1 is lower than the motor currents of axles CI3 and CI4, and the motor current of axle CI2 is lower than the motor current of axles CI3 and CI4, then the motor current of axle CI2 is lower than the motor current of axles CI3 and CI4, and the motor current of axle CI4 is lower than the motor current of axles CI2. If the current of axle CI3 is less than the current of axle CI4, axle CI1 and axle CI2 on bogie one are isolated. If the current of axle CI3 is less than the current of axle CI1 and axle CI2, and the current of axle CI4 is less than the current of axle CI1 and axle CI2, axle CI3 and axle CI4 on bogie two are isolated. If the current of axle CI1 is less than the current of axle CI3 and axle CI4, and the current of axle CI2 is greater than the current of axle CI3 and axle CI4, or if the current of axle CI2 is greater than the current of one of the motors in axle CI3 and axle CI4, but less than the current of the motor in the other axle in axle CI3 and axle CI4, then axle CI1 and axle CI2 are not isolated.

[0044] S5: Both isolated axes simultaneously issue fault alarms; the handling method when a fault alarm is issued is as follows: emergency braking is prohibited, the vehicle should be brought to a slow stop. When a fault alarm is issued, the isolated axes can be manually restored in the isolation interface without waiting for a fixed time or powering off and restarting the TCMS. Furthermore, to improve safety, safety guidance is provided to operators based on the fault alarm. The safety guidance is as follows: traction is prohibited, manual restoration of isolation is prohibited within a fixed time, and after restarting the power or waiting for a fixed time, if the speed is less than 5 km / h, manual restoration of isolation should be performed, the fault should be restored, and the prohibition of traction should be lifted. Preferably, the fixed time is 30 minutes.

[0045] Example 2:

[0046] Combination Figures 2 to 5 This describes the working mode where all four axles are effective. There are two bogies on the same car body. One bogie has axles CI1 and CI2, and the other bogie has axles CI3 and CI4. CI1, CI2, CI3, and CI4 are all effective.

[0047] S1: The motor current of shaft CI1 is compared with the motor currents of shaft CI3 and shaft CI4 respectively, and the motor current of shaft CI2 is compared with the motor currents of shaft CI3 and shaft CI4 respectively. If the absolute value of all four sets of motor currents is greater than or equal to 100A, jump to S3.

[0048] S2: The motor torque value generated on shaft CI1 is compared with the motor torque values ​​generated on shaft CI3 and shaft CI4 respectively. The motor torque value generated on shaft CI2 is compared with the motor torque values ​​generated on shaft CI3 and shaft CI4 respectively. The absolute difference of the four sets of motor torque values ​​is less than or equal to 3kN. Jump to S3.

[0049] S3: S1 and S2 duration ≥ 5s, compare the current magnitudes of axes CI1 and CI3, compare the current magnitudes of axes CI1 and CI4, compare the current magnitudes of axes CI2 and CI3, and compare the current magnitudes of axes CI2 and CI4.

[0050] S4: If the current of axis CI3 is greater than the current of axis CI1, the current of axis CI4 is greater than the current of axis CI1, the current of axis CI3 is greater than the current of axis CI2, and the current of axis CI4 is greater than the current of axis CI2, then axis CI1 and CI2 may be cut off. Isolate axis CI1 and CI2.

[0051] S5: The two isolated axes simultaneously issue fault alarms on the microcomputer system; after handling the specific alarm situation, the isolation of axes CI1 and CI2 can be restored, and no specific restrictions are imposed.

[0052] Example 3:

[0053] This embodiment provides a specific application scenario:

[0054] After adopting this application, the microcomputer screen displayed abnormal traction force on axle CI3 and axle CI4; querying DLG data revealed that axles CI3 and CI4 experienced two instances of abnormal idling at 20:10 and 20:50 respectively, indicating that axles CI3 and CI4 were idling. Figure 6 As shown, the motor current values ​​of shafts CI3 and CI4 are about 100A lower than the motor current value of shaft CI1, and the shaft current values ​​of shafts CI3 and CI4 are basically the same, but... Figure 7 As shown, when shafts CI3 and CI4 are idling, the motor torque value does not decrease (the motor torque values ​​of CI3, CI4, and CI1 are almost the same). This is very different from the changes in motor current and motor torque value during normal idling. Normally, after idling occurs, both motor current and motor torque value will change, not just motor current change while motor torque value remains unchanged.

[0055] After the locomotive stopped, the crew inspected the broken traction rod, which was located on the rear bogie of section B. The driver operated the locomotive from the driver's cab in section B. Under traction conditions, the traction rod at this location was subjected to compressive force; under braking conditions, the traction rod at this location was subjected to tensile force. The traction rod broke near the frame side, near the weld seam of the connecting flange ring, and the fracture surface was close to the weld seam of the anti-detachment bracket. The crack occurred at the location of the steel pipe base.

[0056] In summary, by adopting the above-mentioned technical solutions, the driver can immediately be aware of the locomotive's abnormal operating condition after the drawbar breaks, and take timely action to ensure the safe operation of the locomotive and rolling stock. Furthermore, according to the safety guidance control set by the locomotive's microcomputer system, the locomotive drawbar can still be pulled and braked together with the wire rope after falling a certain distance, ensuring the safe operation of the locomotive and rolling stock, preventing the locomotive failure from escalating, and ensuring the safe operation of the locomotive.

[0057] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of the invention (including the claims) is limited to these examples. Within the framework of the invention, technical features of the above embodiments or different embodiments can be combined, and many other variations of the different aspects of the invention as described above exist, which are not provided in the details for the sake of brevity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the invention should be included within the protection scope of the invention.

Claims

1. A method for predicting locomotive drawbar detachment, characterized in that, A bogie one is installed on one side of the car body, and a bogie two is installed on the other side of the same car body. Axle CI1 and axle CI2 are installed on bogie one, and axle CI3 and axle CI4 are installed on bogie two. The method includes the following steps: S1: The motor currents of the two shafts on bogie one are compared with the motor currents of the two shafts on bogie two, and it is determined whether the absolute difference of the motor currents of each group is greater than or equal to 100A; The comparison of the motor currents of the two shafts on bogie one with the motor currents of the two shafts on bogie two is specifically: the motor currents of shaft CI1 and shaft CI2 are compared with the motor currents of shaft CI3 and shaft CI4, respectively. S2: The motor torque values ​​of the two shafts on bogie one are compared with the motor torque values ​​of the two shafts on bogie two, respectively, to determine whether the absolute difference of each set of motor torque values ​​is less than or equal to 3kN; the comparison of the motor torque values ​​of the two shafts on bogie one with the motor torque values ​​of the two shafts on bogie two specifically involves comparing the motor torque values ​​of shafts CI1 and CI2 with the motor torque values ​​of shafts CI3 and CI4, respectively. S3: When the absolute difference of the current of each group of motors is greater than or equal to 100A and the absolute difference of the torque of each group of motors is less than or equal to 3kN, and the duration is ≥5s, the motor currents of the two shafts on bogie one are compared with the motor currents of the two shafts on bogie two. Specifically, the comparison of the motor currents of the two shafts on bogie one with the motor currents of the two shafts on bogie two is as follows: the currents of shafts CI1 and CI3, shafts CI1 and CI4, shafts CI2 and CI3, and shafts CI2 and CI4 are compared respectively. S4: On the same car body, if the motor current of two axles on one bogie is less than the motor current of two axles on another bogie, isolate the two axles on the bogie with the smaller motor current. S5: Both isolated axes simultaneously issue fault alarms.

2. The method for predicting locomotive traction bar detachment according to claim 1, characterized in that, In S1, on the same car body, when both axles of a bogie are isolated or have communication failure, the judgment condition of S1 is not met; when one of the two axles on a bogie is isolated or has communication failure, it is judged whether the absolute difference between the motor current of the normal axle and the motor current of the two normal axles on the other bogie is greater than or equal to 100A; when one of the two axles on a bogie is isolated or has communication failure, and one of the two axles on the other bogie is also isolated or has communication failure, the isolated or communication failure axle is not compared, and it is judged whether the absolute difference between the motor current of the normal axles on the two bogies is greater than or equal to 100A.

3. The locomotive traction bar detachment prediction method according to claim 2, characterized in that, In S2, on the same car body, when both axles on one bogie are isolated or have communication issues, the judgment condition of S2 is not met; when one of the two axles on one bogie is isolated or has communication issues, it is determined whether the absolute difference between the motor torque value generated by the normal axle and the motor torque value generated by the two normal axles on the other bogie is less than or equal to 3kN; when one of the two axles on one bogie is isolated or has communication issues, and one of the two axles on the other bogie is also isolated or has communication issues, the isolated or communication-abnormal axle is not compared, and it is determined whether the absolute difference between the motor torque values ​​of the normal axles on the two bogies is less than or equal to 3kN.

4. The locomotive traction bar detachment prediction method according to claim 3, characterized in that, Shafts that are isolated, have communication problems, or are not included in the comparison of motor current or motor torque values ​​will not report faults and will not be isolated.

5. The locomotive drawbar detachment prediction method according to claim 1, characterized in that, The alarm in S5 is displayed through a microcomputer system as: CI* traction force abnormality fault, where * represents 1, 2, 3 or 4.

6. The locomotive traction bar detachment prediction method according to claim 1, characterized in that, When a fault alarm is triggered, the procedure is as follows: Do not trigger emergency braking; bring the vehicle to a stop slowly.

7. The locomotive traction bar detachment prediction method according to claim 1, characterized in that, When a fault alarm is issued, the axis can be manually restored in the isolation interface after being isolated, without waiting for a fixed time or powering off and restarting the TCMS.

8. The locomotive traction bar detachment prediction method according to claim 1, characterized in that, Based on the fault alarm, provide safety guidance to the operators.

9. The locomotive traction bar detachment prediction method according to claim 8, characterized in that, The safety guidelines are as follows: Towing is prohibited, and manual release of the isolation between the two axles is prohibited within a fixed time. After restarting the power supply, or after waiting for a fixed time and the speed is less than 5 km / h, the isolation between the two axles can be manually released, the fault alarm can be deactivated, and the prohibition of towing can be lifted. The fixed time is 30 minutes.

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