Locomotive product service relative damage evaluation method and device

Abstract

The invention provides a locomotive vehicle product service relative damage assessment method and device, and the method comprises the steps: collecting vehicle real-time data during the operation of a vehicle, and carrying out the cumulative value calculation of the vehicle real-time data through a pre-established conventional damage assessment model, and obtaining a conventional damage assessment result under a conventional service condition; comparing a preset judgment threshold value with the conventional damage evaluation result, and determining a vehicle under a severe service condition; and obtaining a severe damage evaluation result by using a pre-established severe damage evaluation model and the conventional damage evaluation result corresponding to the vehicle under the severe service condition. The vehicle product service relative damage is evaluated according to the condition that the vehicle service damage difference is large under different conditions, the accuracy and efficiency of damage evaluation are improved, manpower and material resources are saved, the accumulated damage of the vehicle product under different operation conditions is accurately evaluated, and the service life of the vehicle product is prolonged. And a support is provided for safe and reliable service and operation and maintenance optimization of the rolling stock.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a method and device for evaluating relative service damage of a locomotive vehicle product. Background Art

[0002] The geographical environment and line conditions in different regions vary greatly. For example, the lines and environmental characteristics of mountainous areas, plains, tunnels, bridges, high temperature, high humidity, high cold, wind and sand, radiation, etc. are different, which makes the stress loads and environmental loads that locomotives and vehicles are subjected to during long-term operation on different lines and in different environments vary greatly, resulting in great differences in the degree of service damage of locomotive and vehicle products. In addition, the operating speed, traction load, etc. of locomotives and vehicles also vary greatly. For example, freight locomotives have a short annual operating mileage and a large traction load, while passenger locomotives have a long annual operating mileage and a small traction load. The damage degree of related products within the same operating mileage varies greatly.

[0003] At present, it is still difficult to scientifically and accurately calculate the absolute damage degree of each product, and there are problems such as low accuracy, low efficiency, and waste of human and material resources. If the relative damage evaluation results of locomotives and vehicles running under different load conditions can be given, the operation and maintenance plan can be reasonably arranged according to the relative damage conditions of different locomotives and vehicles, and better operation and maintenance efficiency and benefits can be obtained under the premise of ensuring the safe and reliable operation of locomotives and vehicles. Summary of the invention

[0004] In view of the problems existing in the prior art, the main purpose of the embodiments of the present invention is to provide a method and device for evaluating the relative damage of a locomotive product in service, so as to accurately evaluate the cumulative damage of the vehicle product under different operating conditions.

[0005] In order to achieve the above-mentioned object, an embodiment of the present invention provides a method for evaluating the relative damage of a rolling stock product in service, the method comprising:

[0006] Collect real-time vehicle data during vehicle operation, and use the pre-established conventional damage assessment model to calculate the cumulative value of the real-time vehicle data to obtain conventional damage assessment results under conventional service conditions;

[0007] Comparing a preset discrimination threshold with the conventional damage assessment result to determine vehicles in severe service conditions;

[0008] The severe damage assessment results are obtained by using the pre-established severe damage assessment model and the conventional damage assessment results corresponding to the vehicle under severe service conditions.

[0009] Optionally, in one embodiment of the present invention, the real-time vehicle data includes acceleration values, voltage values, current values, temperature and humidity data, power values ​​and force values.

[0010] Optionally, in one embodiment of the present invention, a conventional damage assessment result under conventional service conditions is obtained by calculating the cumulative value of the real-time vehicle data using a pre-established conventional damage assessment model, including:

[0011] Using the pre-established conventional damage assessment model, the cumulative value of the product of acceleration value and service mileage, the cumulative value of the product of force value and service mileage, the cumulative value of the product of voltage value and time, the cumulative value of the product of current value and time, the cumulative value of the product of temperature and humidity data and environmental exposure time, and the cumulative value of the product of power value and service mileage are calculated respectively;

[0012] The corresponding conventional relative damage coefficient is determined according to each cumulative value, and each cumulative value and the corresponding conventional relative damage coefficient are used as the conventional damage assessment result under conventional service conditions.

[0013] Optionally, in one embodiment of the present invention, using a pre-established severe damage assessment model and a conventional damage assessment result corresponding to a vehicle under severe service conditions, the severe damage assessment result is obtained, including:

[0014] Determine the severe load threshold by using the pre-established severe damage assessment model and the conventional damage assessment results corresponding to the vehicle under severe service conditions;

[0015] According to the severe load threshold, a severe cumulative damage value and a severe relative damage coefficient are determined, and the severe cumulative damage value and the severe relative damage coefficient are used as severe damage assessment results.

[0016] The embodiment of the present invention further provides a device for evaluating the relative damage of a rolling stock product in service, the device comprising:

[0017] Conventional damage assessment module, used to collect real-time vehicle data during vehicle operation, and use the pre-established conventional damage assessment model to calculate the cumulative value of the real-time vehicle data to obtain conventional damage assessment results under conventional service conditions;

[0018] A severe service vehicle module is used to compare the preset discrimination threshold with the conventional damage assessment results to identify vehicles in severe service conditions;

[0019] The severe damage assessment module is used to obtain severe damage assessment results by using a pre-established severe damage assessment model and conventional damage assessment results corresponding to vehicles under severe service conditions.

[0020] Optionally, in one embodiment of the present invention, the real-time vehicle data includes acceleration values, voltage values, current values, temperature and humidity data, power values ​​and force values.

[0021] Optionally, in one embodiment of the present invention, the conventional damage assessment module includes:

[0022] The cumulative value unit is used to calculate the cumulative value of the product of acceleration value and service mileage, the cumulative value of the product of force value and service mileage, the cumulative value of the product of voltage value and time, the cumulative value of the product of current value and time, the cumulative value of the product of temperature and humidity data and environmental exposure time, and the cumulative value of the product of power value and service mileage by using a pre-established conventional damage assessment model;

[0023] The conventional damage assessment unit is used to determine the corresponding conventional relative damage coefficient according to each cumulative value, and use each cumulative value and the corresponding conventional relative damage coefficient as the conventional damage assessment result under conventional service conditions.

[0024] Optionally, in one embodiment of the present invention, the severe damage assessment module includes:

[0025] A severe load unit, used to determine a severe load threshold using a pre-established severe damage assessment model and conventional damage assessment results corresponding to a vehicle under severe service conditions;

[0026] The severe damage assessment unit is used to determine a severe cumulative damage value and a severe relative damage coefficient according to the severe load threshold, and use the severe cumulative damage value and the severe relative damage coefficient as the severe damage assessment result.

[0027] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the above method is implemented when the processor executes the program.

[0028] The present invention also provides a computer-readable storage medium, which stores a computer program for executing the above method by a computer.

[0029] The present invention also provides a computer program product, comprising a computer program / instruction, which implements the steps of the above method when the computer program / instruction is executed by a processor.

[0030] Aiming at the situation where the service damage of vehicles varies greatly under different circumstances, the present invention evaluates the relative service damage of vehicle products, improves the accuracy and efficiency of damage assessment, saves manpower and material resources, and accurately evaluates the cumulative damage of vehicle products under different operating conditions, thus providing support for the safe and reliable service and operation and maintenance optimization of locomotives and vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0032] Figure 1 This is a flow chart of a method for evaluating relative damage in service of a rolling stock product according to an embodiment of the present invention;

[0033] Figure 2 A flowchart of obtaining conventional damage assessment results in an embodiment of the present invention;

[0034] Figure 3 A flowchart of obtaining a severe damage assessment result in an embodiment of the present invention;

[0035] Figure 4 A flowchart of the relative damage assessment of vehicle products in service in a specific embodiment of the present invention;

[0036] Figure 5 A system workflow diagram of a damage assessment method applied in an embodiment of the present invention;

[0037] Figure 6 This is a schematic diagram of the structure of a device for evaluating relative damage in service of a rolling stock product according to an embodiment of the present invention;

[0038] Figure 7 Schematic diagram of the structure of a conventional damage assessment module in an embodiment of the present invention;

[0039] Figure 8 Schematic diagram of the structure of a severe damage assessment module in an embodiment of the present invention;

[0040] Fig. 9 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0041] The embodiment of the present invention provides a method and device for evaluating relative damage of a rolling stock product during service.

[0042] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0043] like Figure 1The flowchart of a method for evaluating the relative damage of a vehicle product in service according to an embodiment of the present invention is shown. The execution subject of the method for evaluating the relative damage of a vehicle product in service provided by the embodiment of the present invention includes but is not limited to a computer. The present invention evaluates the relative damage of a vehicle product in service in view of the large difference in vehicle damage in different situations, improves the accuracy and efficiency of damage evaluation, saves manpower and material resources, and accurately evaluates the cumulative damage of vehicle products under different operating conditions, providing support for the safe and reliable service and operation and maintenance optimization of locomotives and vehicles. The method shown in the figure includes:

[0044] Step S1, collecting real-time vehicle data during vehicle operation, and using a pre-established conventional damage assessment model to calculate the cumulative value of the real-time vehicle data to obtain conventional damage assessment results under conventional service conditions;

[0045] Step S2, comparing the preset discrimination threshold with the conventional damage assessment result to determine the vehicle in severe service condition;

[0046] Step S3, using the pre-established severe damage assessment model and the conventional damage assessment results corresponding to the vehicle under severe service conditions to obtain severe damage assessment results.

[0047] As an embodiment of the present invention, the real-time vehicle data includes acceleration values, voltage values, current values, temperature and humidity data, power values ​​and force values.

[0048] Among them, when the locomotive vehicle is in operation, the real-time data of the vehicle is collected, for example, the acceleration value is collected by using a vibration acceleration sensor, the vehicle-related current value, voltage value and power value (such as diesel engine power) is collected by using on-board detection equipment, and the temperature and humidity data, namely ambient temperature and ambient humidity, are collected by conventional equipment.

[0049] In this embodiment, if Figure 2 As shown, the conventional damage assessment results under conventional service conditions obtained by calculating the cumulative value of the real-time data of the vehicle using the pre-established conventional damage assessment model include:

[0050] Step S11, using a pre-established conventional damage assessment model, respectively calculating the cumulative value of the product of the acceleration value and the service mileage, the cumulative value of the product of the force value and the service mileage, the cumulative value of the product of the voltage value and the time, the cumulative value of the product of the current value and the time, the cumulative value of the product of the temperature and humidity data and the environmental exposure time, and the cumulative value of the product of the power value and the service mileage;

[0051] Step S12, determining the corresponding conventional relative damage coefficient according to each cumulative value, and taking each cumulative value and the corresponding conventional relative damage coefficient as the conventional damage assessment result under conventional service conditions.

[0052] Among them, the pre-established conventional damage assessment model includes a cumulative value calculation formula and a conventional relative damage coefficient calculation formula. By using the cumulative value calculation formula to calculate the cumulative value of the vehicle real-time data, the cumulative damage of the vehicle under the continuous action of the relevant load can be obtained, and the conventional relative damage coefficient can be obtained by using the conventional relative damage coefficient calculation formula, and the obtained cumulative values ​​and conventional relative damage coefficients are used as the conventional damage assessment results of the vehicle under conventional service conditions.

[0053] Furthermore, conventional damage assessment results are screened by presetting discrimination thresholds, for example, when the cumulative value exceeds a certain threshold, and / or the conventional relative damage coefficient exceeds a certain threshold, or the discrimination threshold is set as a percentage, for example, the mean of the conventional damage assessment results is obtained, and vehicles that exceed 30% of the mean, etc., are judged to be locomotive vehicles subjected to severe loads, that is, vehicles under severe service conditions.

[0054] As an embodiment of the present invention, Figure 3 As shown, by using the pre-established severe damage assessment model and the conventional damage assessment results corresponding to the vehicle under severe service conditions, the severe damage assessment results obtained include:

[0055] Step S31, determining a severe load threshold by using a pre-established severe damage assessment model and conventional damage assessment results corresponding to vehicles under severe service conditions;

[0056] Step S32: determining a severe cumulative damage value and a severe relative damage coefficient according to the severe load threshold, and using the severe cumulative damage value and the severe relative damage coefficient as severe damage assessment results.

[0057] Among them, the pre-established severe damage assessment model includes calculation formulas for severe load threshold, severe cumulative damage value and severe relative damage coefficient. Using the corresponding calculation formula, the conventional damage assessment results corresponding to the vehicle under severe service conditions are processed to obtain the severe cumulative damage value and the severe relative damage coefficient, and the severe cumulative damage value and the severe relative damage coefficient are used as the severe damage assessment results.

[0058] In this way, it is possible to accurately and efficiently assess the damage of vehicle products under normal service conditions and severe service conditions, respectively, and provide support for the safe and reliable service and operation and maintenance optimization of locomotives and vehicles.

[0059] In a specific embodiment of the present invention, Figure 4 The damage assessment technology flow chart shown in the figure, firstly, the service relative damage assessment principle of the locomotive and vehicle product of the present invention is explained as follows:

[0060] 1. Relative damage assessment under conventional service conditions

[0061] Assuming that the locomotive vehicle will suffer cumulative damage under the continuous action of load L(t), the cumulative damage D during its service period (0, T) can be calculated by the following formula:

[0062]

[0063] In the formula, the load L(t) is a function of the service history t. The load here is generalized, including various stresses and environmental loads such as wheel-rail vibration impact force, vehicle body aerodynamic force, current, voltage, temperature and humidity, diesel engine load, motor power, etc. The service history is also generalized, including mileage, time, action frequency, etc.

[0064] To facilitate practical engineering applications, formula (1) can be approximated as follows:

[0065]

[0066] In formula (2), (0, T) is discretized into k intervals, and the cumulative damage on the jth interval is approximately L(t j )Δt j , and the approximate value of formula (1) is obtained after accumulation.

[0067] Assume that there are n trains of a certain type of locomotives in use, which are operated on different lines and under different environmental conditions and subjected to different loads. The above formula can be used to calculate the cumulative damage of each locomotive during the current (0, T1) period of use: in is the maximum cumulative damage of the currently operating locomotives and vehicles, then the conventional relative damage coefficient of a locomotive and vehicle is:

[0068]

[0069] According to the calculation results of formula (3), the relative damage coefficient of the locomotive with the largest cumulative damage in the current operation is 1.0, and the relevant damage coefficients of other locomotives are all less than 1.0. If the locomotive with the largest cumulative damage is in good condition and can continue to operate, then the other locomotives should be in better condition under normal circumstances and can meet the operation requirements because the damage degree of other locomotives is relatively light.

[0070] Therefore, formula (2) and formula (3) constitute the conventional damage assessment model.

[0071] As the rolling stock continues to operate, the cumulative damage during the (0, T2) operation period can be calculated. Further determine the maximum cumulative damage at this stage And the relative damage coefficient of each locomotive and vehicle at this stage In this way, the cumulative damage amount, relative damage coefficient and other indicators of each locomotive and vehicle at different stages can be continuously determined. As long as the locomotive and vehicle corresponding to the maximum cumulative damage amount is in good condition and operates reliably, other locomotives and vehicles can continue to operate safely and reliably under normal circumstances.

[0072] 2. Relative damage assessment under severe service conditions

[0073] Locomotives and rolling stock may sometimes encounter unconventional severe loads during long-term service. Even short-term severe loads can cause more serious cumulative damage than conventional loads. For example, polygonal wheels and excessive line unevenness can lead to abnormally increased wheel-rail vibration impact, which can cause serious damage to products such as wheelsets, bearings, and shock absorbers. When the locomotive traction load exceeds the rated value or runs on long and steep slopes, the damage to products such as couplings, traction motors, and diesel engines is also very serious. Therefore, it is necessary to consider special damage assessment methods for locomotives and rolling stock under severe load conditions.

[0074] First, based on practical experience or the damage assessment results of the conventional service conditions mentioned above, identify the locomotives and rolling stock subjected to severe loads (referred to as severe rolling stock), such as some locomotives and rolling stock with short service history but relatively large cumulative damage, and locomotives and rolling stock with large total cumulative damage; then, calculate the average load level of the typical severe rolling stock as the severe load threshold; secondly, calculate the severe cumulative damage value with the severe load threshold as the threshold value; finally, determine the maximum severe cumulative damage value and calculate the relative severe damage coefficient of the relevant locomotive and rolling stock. Formulas (4) to (6) give the severe load thresholds respectively: Worst cumulative damage value The calculation formula is:

[0075]

[0076] If the calculated bad cumulative damage amount of each locomotive and vehicle during the current (0, T1) operation period under bad service conditions is in is the largest cumulative damage in the severe condition, then the relative damage coefficient of a certain locomotive vehicle is:

[0077]

[0078] Therefore, formulas (4)-(7) constitute a severe damage assessment model.

[0079] Similar to the conventional relative damage assessment method, after obtaining parameters such as the cumulative damage amount and relative damage coefficient of each locomotive and vehicle under severe loads, the operation and maintenance methods and strategies of locomotives and vehicles subjected to severe loads can be more accurately optimized.

[0080] In this embodiment, EMUs, electric locomotives, diesel locomotives and other locomotives are typical large-scale complex electromechanical equipment, covering various products such as machinery, electrical, rubber, etc., and the load forms, failure modes, and damage mechanisms are also very different. Here, relative damage assessment methods are given for several typical products. Damage assessment of different load forms is performed by collecting real-time vehicle data. Specifically, the process of relative damage assessment of locomotive vehicle products under different load forms is as follows:

[0081] 1. Relative damage assessment of rolling stock products under vibration and impact

[0082] The scope of product damage caused by the vibration impact force between the wheel and rail generated by the operation of locomotives is very wide, mainly including the car body, frame, wheels, axles, bearings, shock absorbers, various suspension devices and various electrical products that are sensitive to vibration impact. Severe vibration impact will aggravate the initiation and expansion of product cracks, abnormal wear, abrasion, looseness, and falling off. The main factors affecting the vibration impact level include line factors and wheel conditions. For example, if the rails are not polished or the wheels are not repaired in time, the vibration impact between the wheel and rail will be aggravated. The level of vibration impact force between the wheel and rail of locomotives can be reflected by the acceleration detection parameters. The cumulative value of the product of acceleration and the corresponding operating interval mileage can be used to characterize the cumulative damage in service caused by vibration impact.

[0083] At present, some new locomotives and rolling stock are equipped with vibration acceleration sensors in the axle box and other parts, which can detect the acceleration value in real time during operation, and make the following assessments on this basis:

[0084] (1) Using the calculation process of relative damage assessment under conventional service conditions, the cumulative value of the product of the vibration acceleration of the locomotive and the corresponding interval mileage is calculated to perform conventional relative damage assessment, and the operation and maintenance plan and strategy are optimized based on the assessment results.

[0085] (2) Based on practical experience and conventional relative damage assessment results, the calculation process of relative damage assessment under the above-mentioned harsh service conditions is used to determine the harsh vibration acceleration threshold, conduct harsh damage assessment, and accurately optimize the operation and maintenance plans and strategies for vibration impact harsh damage products.

[0086] 2. Relative damage assessment of rolling stock products under the action of current and voltage

[0087] Current and voltage are the main factors that cause damage to electrical products. In actual operation, high voltage and high current are common in locomotives and vehicles due to grid voltage fluctuations and overloads. Frequent high voltage and high current can cause overheating, burning, reduced insulation capacity, breakdown and other damage to traction transformers, converters, motors, main circuit breakers, lightning arresters, etc. New locomotives and vehicles are equipped with a relatively complete on-board monitoring system that can monitor the fluctuations of current and voltage in real time, and also provide convenient conditions for product damage assessment under the action of current and voltage.

[0088] Based on the current and voltage parameters monitored in real time on the vehicle, damage assessment can be carried out from the following aspects:

[0089] (1) Using the calculation process of relative damage assessment under the above-mentioned conventional service conditions, the cumulative value of the product of current, voltage and time in the service history of the product is calculated, and the cumulative damage of the electrical product is evaluated, and the operation and maintenance plan is optimized based on this.

[0090] (2) Based on practical experience and conventional cumulative damage assessment results, the calculation process of relative damage assessment under the above-mentioned harsh service conditions is used to determine the harsh voltage threshold of voltage damage-sensitive products, conduct harsh voltage damage assessment, and accurately optimize the operation and maintenance plans and strategies of voltage harsh damage products.

[0091] (3) Based on practical experience and conventional cumulative damage assessment results, the calculation process of relative damage assessment under the above-mentioned harsh service conditions is used to determine the harsh current threshold of current damage-sensitive products, conduct harsh current damage assessment, and accurately optimize the operation and maintenance plans and strategies for current harsh damage products.

[0092] 3. Relative damage assessment of rolling stock products under the influence of temperature and humidity

[0093] Temperature and humidity are another important factor that causes damage to rolling stock products. For example, continuous high temperature will accelerate the aging of rubber parts and the failure of oil products. Higher temperatures will also increase the failure rate of electronic products. High humidity will accelerate electrochemical reactions and aggravate rust and corrosion. A humid environment will also reduce the insulation capacity of electrical products. Temperature and humidity damage is mainly related to the continuous exposure time of the product in the corresponding environment, and has no direct relationship with whether the rolling stock is running or how fast it is running. Therefore, temperature and humidity damage assessment can be carried out from the following aspects:

[0094] (1) Using the calculation process of relative damage assessment under conventional service conditions, the cumulative value of the product of absolute temperature and the corresponding environmental exposure time interval can be used as the cumulative damage evaluation index when evaluating temperature damage. If the severe temperature threshold of temperature damage sensitive products can be determined based on experience and temperature damage assessment results, severe temperature damage assessment can be performed to accurately optimize the operation and maintenance plans and strategies of temperature severe damage products.

[0095] (2) Using the calculation process of relative damage assessment under the above-mentioned harsh service conditions, the cumulative value of the product of relative humidity and the corresponding environmental exposure time interval can be used as the cumulative damage evaluation index when evaluating humidity damage. If the harsh humidity threshold of humidity damage-sensitive products can be determined based on experience and humidity damage assessment results, humidity harsh damage assessment can be performed to accurately optimize humidity harsh damage product operation and maintenance plans and strategies.

[0096] 4. Relative damage assessment of diesel engines of diesel locomotives under different traction conditions

[0097] The diesel engine is the core component of a diesel locomotive. Its maintenance needs determine the maintenance schedule of the entire diesel locomotive. Scientifically assessing its damage condition, reasonably determining its maintenance needs and optimizing matching them with the maintenance schedule of the entire vehicle are of great significance to improving the efficiency and benefits of diesel locomotive maintenance.

[0098] The load rate is the ratio of the actual operating power of the diesel engine to the rated power. This indicator reflects the working intensity and damage degree of the diesel engine. For example, for the same mileage interval, the passenger diesel locomotive runs fast, has a low load and is relatively lightly damaged, while the freight diesel locomotive runs slow, has a high load and is relatively heavily damaged. In addition, the total accumulated work generated by the diesel engine also reflects its actual workload and the wear and damage of related components. Usually, diesel engines with large total accumulated work are more seriously damaged. Therefore, the service damage of the diesel engine can be evaluated from the two aspects of load rate and accumulated work.

[0099] (1) Using the calculation process of relative damage assessment under conventional service conditions, the load function is set as the diesel engine power, and the total cumulative work generated by the diesel engine during the service history of the diesel locomotive is calculated. The greater the total cumulative work, the greater the cumulative damage of the diesel engine. On this basis, the relative cumulative damage assessment results of different diesel engines are given.

[0100] (2) The calculation process of relative damage assessment under the above-mentioned severe service conditions is used, combined with practical experience and cumulative work damage assessment results, to determine the severe load rate threshold of the diesel engine, conduct severe damage assessment under high load rates, and accurately optimize the operation and maintenance plans and strategies for key load-bearing components of the diesel engine.

[0101] In this embodiment, after obtaining the relative damage of the locomotive vehicle according to the above method, the operation and maintenance plan and strategy can be optimized according to the relative damage size. The general principle is to arrange equipment with relatively heavy damage to operate on lines with small service loads and appropriately strengthen maintenance measures; arrange equipment with relatively light damage to operate on lines with large service loads and only need to maintain routine maintenance; this can not only improve the safety of locomotive vehicle operation but also give full play to the equipment efficiency. The process of optimizing the operation and maintenance strategy of locomotive vehicles based on relative damage is as follows:

[0102] 1. Operation and maintenance strategy for locomotives with relatively heavy damage

[0103] Locomotives and rolling stock with relatively large damage are often those that were put into use early, have high service loads, and have long operating mileage. Some of them are even close to their design life. For such locomotives, appropriate strengthening measures should be taken at all levels of maintenance. For example, for locomotives that were put into use earlier, have a service period exceeding the five-level maintenance interval, and have relatively large damage, the future service performance and status of the products can be fully confirmed by expanding the scope of disassembly and inspection; their subsequent service capabilities can be determined by conducting special sampling, flaw detection, and testing on some products. Through the above measures, on the one hand, the maintenance quality of relatively large-damage EMUs is guaranteed; on the other hand, based on the evaluation results of relatively large-damage EMUs, further decisions can be made on whether other EMUs should still use conventional maintenance or adopt comprehensive strengthening measures.

[0104] In terms of operation strategy, for train sets with relatively severe damage, on the one hand, priority can be given to operating on lines with good conditions and small service loads, while strengthening daily maintenance and tracking and monitoring of operation safety; on the other hand, for train sets that have suffered damage from severe loads or working conditions during use, timely assess the severe damage conditions of related products and take targeted measures to ensure safe and reliable operation.

[0105] 2. Operation and maintenance strategy for locomotives with relatively minor damage

[0106] Locomotives and rolling stock with a short service life, light service load or short mileage are usually relatively less damaged and in good quality condition, and only need to be inspected and maintained according to routine requirements.

[0107] In terms of operation, these locomotives and rolling stock can be appropriately arranged to operate on lines with harsh conditions due to their relatively small damage and good quality, so as to replace old equipment with relatively large damage and ensure the safety and reliability of the line operation.

[0108] According to the maximum damage amount Dmax of a certain type of locomotive and the minimum damage amount Di of a certain train set, the difference ΔDi is calculated, and the operation route can be arranged more accurately. With the help of formula (2), it can be obtained:

[0109]

[0110] In formula (7), ΔT represents the different sections Δt where the cumulative damage of the i-th train group reaches Dmax from Di j The accumulated history value is a running route plan arranged for the i-th train group according to the allowable damage of ΔDi.

[0111] In this embodiment, an example is given as follows: the vibration acceleration of the axle box of the EMU reflects the wheel-rail load, and its effective value can be used as a measure of the service load. The vibration acceleration of the axle box is affected by many factors such as the wheel tread profile, rail profile, bogie suspension parameters, etc., among which the wheel tread profile has the most significant impact. Therefore, this embodiment mainly considers the impact of the tread profile change on the vibration acceleration of the axle box.

[0112] Specifically, assuming that the average wheel turning cycle is 200,000 km, the wheel turning cycle mileage interval is divided into four intervals: 0-50,000 km (X1 interval), 50,000-100,000 km (X2 interval), 100,000-150,000 km (X3 interval), and 150,000-200,000 km (X4 interval), and it is approximately assumed that the effective value of the axle box vibration acceleration in each interval is stable. Given that the EMU can use the axle box bearing temperature vibration composite sensor to measure the axle box vibration acceleration in real time, the damage value can be calculated in real time based on the acceleration effective value and the running mileage.

[0113] A certain type of EMU runs on three lines A, B and C, with a length of 1000km each. Line A has better conditions and less wheel-rail load, Line B has worse conditions, and Line C has moderate conditions. The average values ​​of the effective values ​​of the axle box vibration acceleration of the EMUs after wheel boring and repair in different lines and mileage ranges are shown in Table 1.

[0114] Table 1 Axle box vibration acceleration values ​​at different mileage intervals after wheel turning on different lines

[0115]

[0116] The damage assessment method of the present invention can calculate the damage amount of a single operation of the EMU on each line and the cumulative damage amount within a wheel turning and repair cycle in different mileage intervals after wheel turning and repair, as shown in Table 2 for details.

[0117] Table 2 The damage amount of a single run in different mileage intervals after wheel repair and turning on different lines and the cumulative damage amount of a single wheel turning cycle

[0118]

[0119] Three EMUs of this type, a, b, and c, were randomly selected, and their cumulative operating conditions on lines A, B, and C are shown in Table 3.

[0120] Table 3 EMU operation status on different lines

[0121]

[0122] According to the damage assessment method of the present invention, the damage amount and relative damage coefficient of the above-mentioned EMU after cumulative operation can be calculated, see Table 4.

[0123] Table 4 Cumulative damage of EMU after operation

[0124]

[0125] It can be seen from Table 4 that due to the different operating frequencies of each vehicle on different lines, the cumulative damage generated is very different. Vehicle A has the shortest cumulative operating mileage, but the largest cumulative damage; Vehicle B has the longest cumulative operating mileage, but the smallest cumulative damage.

[0126] Given that car A has the largest cumulative damage, if its cumulative damage is used as the service life standard, that is, the damage reaches 100%, then the damage of cars B and C is only 65% ​​and 86%, respectively, and there is still a certain service potential. The operation plan of the other two cars can be reasonably arranged with reference to the service life damage standard of car A. Taking car B as an example, its remaining cumulative damage is 4777.5-3096.25=16812500 g.km. According to the cumulative damage value within one wheel turning cycle of each line, it can be calculated that the car can still run 24, 11, and 16 (rounded up) wheel turning cycles on lines A, B, and C respectively, that is, 4800, 2200, and 3200 times, equivalent to 4.8 million, 2.2 million, and 3.2 million km.

[0127] In this embodiment, if Figure 5 The figure shows a system workflow diagram for applying the damage assessment method of the present invention. According to the above method, a relative damage assessment system for locomotive vehicles in service can be developed. The assessment system consists of two parts: an on-board device and a ground device.

[0128] Among them, the on-board device is responsible for the real-time collection of the service damage data of each locomotive and vehicle and calculates the daily loss value, and uses the vehicle-to-ground wireless communication to send the vehicle number and daily loss value to the ground device in time; the ground device is responsible for receiving the service damage information of each locomotive and vehicle and statistically analyzing and giving the relative damage assessment results of each locomotive and vehicle, and sending the results to each locomotive and vehicle. Specifically, the ground device updates the cumulative damage value and relative damage coefficient of each locomotive and vehicle every day, and gives operation and maintenance optimization suggestions for each locomotive and vehicle, and then uses the vehicle-to-ground wireless communication to transmit the cumulative damage value, relative damage coefficient and operation and maintenance optimization suggestions to the on-board device of each locomotive and vehicle; each locomotive and vehicle optimizes the subsequent operation and maintenance plans and strategies based on the service relative damage assessment results. Specifically, the on-board device of each locomotive and vehicle displays the cumulative damage value, relative damage coefficient and operation and maintenance optimization suggestions on the human-computer interaction interface to scientifically guide the actual operation and maintenance.

[0129] 1. Vehicle-mounted devices and functions

[0130] The main functions of the on-board device include: collecting and sending service damage data, i.e. real-time vehicle data, and receiving damage assessment results of ground devices.

[0131] (1) Collect the vehicle service load data such as vibration, pneumatic, current, voltage, temperature and humidity, load, power, etc. in real time, continuously record the process data such as time, mileage, frequency, etc., and regularly transmit the above information to the ground device by means of vehicle-to-ground wireless transmission.

[0132] (2) Regularly receive damage assessment analysis results and suggestions such as service cumulative damage and service relative damage coefficient sent by ground equipment, and provide display, warning and other information on the on-board human-computer interaction interface to scientifically guide the operation and maintenance of locomotives and vehicles.

[0133] 2 Ground devices and functions

[0134] The main functions of the ground device include receiving the service damage data of locomotives and vehicles, calculating the evaluation results such as the cumulative service damage and relative damage coefficient, and sending the evaluation results and suggestions to the relevant on-board devices.

[0135] (1) Regularly receive the in-service damage data of rolling stock, calculate the evaluation indicators such as the cumulative damage, maximum cumulative damage, and relative damage coefficient of each rolling stock, establish a database of the in-service relative damage evaluation results of rolling stock, and continuously and dynamically update the calculation results based on the latest data.

[0136] (2) The service relative damage assessment results are sent to the on-board devices of each locomotive and vehicle, and relevant warning information and operation and maintenance optimization suggestions are given when necessary.

[0137] In view of the large differences in service damage of locomotives and vehicles on different lines and in different environments, the principle and concept of relative service damage assessment are proposed; (2) Evaluation indicators and methods such as cumulative damage and relative damage coefficient are defined, and a relative service damage assessment technology for locomotives and vehicles is constructed; (3) Based on different service load forms such as vibration and impact, aerodynamic effects, current, voltage, temperature and humidity, load, and power, a relative service damage assessment method for typical locomotive and vehicle products is given; (4) A relative service damage assessment device for locomotive and vehicle products is developed and manufactured, and operation and maintenance plans and strategies are scientifically optimized based on the assessment results.

[0138] like Figure 6 The figure is a schematic diagram of the structure of a device for evaluating the relative damage of a rolling stock product in service according to an embodiment of the present invention. The device shown in the figure comprises:

[0139] The conventional damage assessment module 10 is used to collect real-time vehicle data during vehicle operation, and use a pre-established conventional damage assessment model to calculate the cumulative value of the real-time vehicle data to obtain conventional damage assessment results under conventional service conditions;

[0140] A bad service vehicle module 20 is used to compare a preset discrimination threshold with a conventional damage assessment result to determine vehicles in bad service conditions;

[0141] The severe damage assessment module 30 is used to obtain a severe damage assessment result by using a pre-established severe damage assessment model and a conventional damage assessment result corresponding to a vehicle under severe service conditions.

[0142] As an embodiment of the present invention, the real-time vehicle data includes acceleration values, voltage values, current values, temperature and humidity data, power values ​​and force values.

[0143] In this embodiment, if Figure 7 As shown, the conventional damage assessment module 10 includes:

[0144] The cumulative value unit 11 is used to calculate the cumulative value of the product of the acceleration value and the service mileage, the cumulative value of the product of the force value and the service mileage, the cumulative value of the product of the voltage value and the time, the cumulative value of the product of the current value and the time, the cumulative value of the product of the temperature and humidity data and the environmental exposure time, and the cumulative value of the product of the power value and the service mileage by using a pre-established conventional damage assessment model;

[0145] The conventional damage assessment unit 12 is used to determine the corresponding conventional relative damage coefficient according to each cumulative value, and use each cumulative value and the corresponding conventional relative damage coefficient as the conventional damage assessment result under conventional service conditions.

[0146] As an embodiment of the present invention, Figure 8 As shown, the severe damage assessment module 30 includes:

[0147] A severe load unit 31 is used to determine a severe load threshold value by using a pre-established severe damage assessment model and a conventional damage assessment result corresponding to a vehicle under severe service conditions;

[0148] The severe damage assessment unit 32 is used to determine a severe cumulative damage value and a severe relative damage coefficient according to a severe load threshold, and use the severe cumulative damage value and the severe relative damage coefficient as the severe damage assessment result.

[0149] Based on the same application concept as the above-mentioned relative damage assessment method for a locomotive and vehicle product, the present invention also provides the above-mentioned relative damage assessment device for a locomotive and vehicle product. Since the principle of solving the problem by the relative damage assessment device for a locomotive and vehicle product is similar to that of the relative damage assessment method for a locomotive and vehicle product, the implementation of the relative damage assessment device for a locomotive and vehicle product can refer to the implementation of the relative damage assessment method for a locomotive and vehicle product, and the repeated parts will not be repeated.

[0150] Aiming at the situation where the service damage of vehicles varies greatly under different circumstances, the present invention evaluates the relative service damage of vehicle products, improves the accuracy and efficiency of damage assessment, saves manpower and material resources, and accurately evaluates the cumulative damage of vehicle products under different operating conditions, thus providing support for the safe and reliable service and operation and maintenance optimization of locomotives and vehicles.

[0151] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the above method is implemented when the processor executes the program.

[0152] The present invention also provides a computer program product, comprising a computer program / instruction, which implements the steps of the above method when the computer program / instruction is executed by a processor.

[0153] The present invention also provides a computer-readable storage medium, which stores a computer program for executing the above method by a computer.

[0154] like Fig. 9 As shown, the electronic device 600 may further include: a communication module 110, an input unit 120, an audio processor 130, a display 160, and a power supply 170. It is worth noting that the electronic device 600 does not necessarily have to include Fig. 9 In addition, the electronic device 600 may also include Fig. 9 For components not shown, reference may be made to the prior art.

[0155] like Fig. 9 As shown, the central processor 100 is sometimes also referred to as a controller or an operation control, and may include a microprocessor or other processor devices and / or logic devices. The central processor 100 receives inputs and controls the operations of various components of the electronic device 600.

[0156] The memory 140 may be, for example, one or more of a cache, a flash memory, a hard drive, a removable medium, a volatile memory, a non-volatile memory or other suitable devices. The above-mentioned information related to the failure may be stored, and a program for executing the relevant information may also be stored. The CPU 100 may execute the program stored in the memory 140 to implement information storage or processing.

[0157] The input unit 120 provides input to the CPU 100. The input unit 120 is, for example, a key or a touch input device. The power supply 170 is used to provide power to the electronic device 600. The display 160 is used to display display objects such as images and text. The display may be, for example, an LCD display, but is not limited thereto.

[0158] The memory 140 may be a solid-state memory, such as a read-only memory (ROM), a random access memory (RAM), a SIM card, etc. It may also be a memory that saves information even when the power is off, can be selectively erased, and is provided with more data, examples of which are sometimes referred to as EPROMs, etc. The memory 140 may also be some other type of device. The memory 140 includes a buffer memory 141 (sometimes referred to as a buffer). The memory 140 may include an application / function storage unit 142, which is used to store application programs and function programs or processes for executing the operation of the electronic device 600 through the central processor 100.

[0159] The memory 140 may also include a data storage unit 143 for storing data, such as contacts, digital data, pictures, sounds, and / or any other data used by the electronic device. The driver storage unit 144 of the memory 140 may include various drivers for communication functions of the electronic device and / or for executing other functions of the electronic device (such as messaging applications, address book applications, etc.).

[0160] The communication module 110 is a transmitter / receiver that transmits and receives signals via the antenna 111. The communication module (transmitter / receiver) 110 is coupled to the central processor 100 to provide input signals and receive output signals, which may be the same as the case of a conventional mobile communication terminal.

[0161] Based on different communication technologies, multiple communication modules 110 may be provided in the same electronic device, such as a cellular network module, a Bluetooth module and / or a wireless LAN module. The communication module (transmitter / receiver) 110 is also coupled to a speaker 131 and a microphone 132 via an audio processor 130 to provide an audio output via the speaker 131 and receive an audio input from the microphone 132, thereby realizing a common telecommunication function. The audio processor 130 may include any suitable buffer, decoder, amplifier, etc. In addition, the audio processor 130 is also coupled to the central processor 100, so that the sound can be recorded on the local machine through the microphone 132, and the sound stored on the local machine can be played through the speaker 131.

[0162] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0163] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0164] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0165] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0166] The present invention uses specific embodiments to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A method for evaluating relative damage of rolling stock products in service, characterized in that: The method comprises: Collecting real-time vehicle data during vehicle operation, and using a pre-established conventional damage assessment model to calculate cumulative values ​​of the real-time vehicle data, to obtain conventional damage assessment results under conventional service conditions; Comparing a preset discrimination threshold with the conventional damage assessment result to determine vehicles in severe service conditions; The severe damage assessment results are obtained by using the pre-established severe damage assessment model and the conventional damage assessment results corresponding to the vehicle under severe service conditions.

2. The method according to claim 1, characterized in that The vehicle real-time data includes acceleration value, voltage value, current value, temperature and humidity data, power value and force value.

3. The method according to claim 2, characterized in that The conventional damage assessment results under conventional service conditions obtained by calculating the cumulative value of the real-time data of the vehicle using the pre-established conventional damage assessment model include: Using the pre-established conventional damage assessment model, the cumulative value of the product of acceleration value and service mileage, the cumulative value of the product of force value and service mileage, the cumulative value of the product of voltage value and time, the cumulative value of the product of current value and time, the cumulative value of the product of temperature and humidity data and environmental exposure time, and the cumulative value of the product of power value and service mileage are calculated respectively; The corresponding conventional relative damage coefficient is determined according to each cumulative value, and each cumulative value and the corresponding conventional relative damage coefficient are used as the conventional damage assessment result under conventional service conditions.

4. The method according to claim 1, characterized in that Using the pre-established severe damage assessment model and the conventional damage assessment results corresponding to vehicles under severe service conditions, the severe damage assessment results obtained include: Determine the severe load threshold by using the pre-established severe damage assessment model and the conventional damage assessment results corresponding to the vehicle under severe service conditions; According to the severe load threshold, a severe cumulative damage value and a severe relative damage coefficient are determined, and the severe cumulative damage value and the severe relative damage coefficient are used as the severe damage assessment result.

5. A device for evaluating relative damage in service of rolling stock products, characterized in that: The device comprises: A conventional damage assessment module is used to collect real-time vehicle data during vehicle operation, and use a pre-established conventional damage assessment model to calculate the cumulative value of the real-time vehicle data to obtain conventional damage assessment results under conventional service conditions; A bad service vehicle module, used to compare a preset discrimination threshold with the conventional damage assessment result to determine vehicles in bad service conditions; The severe damage assessment module is used to obtain severe damage assessment results by using a pre-established severe damage assessment model and conventional damage assessment results corresponding to vehicles under severe service conditions.

6. The device according to claim 5, characterized in that The vehicle real-time data includes acceleration value, voltage value, current value, temperature and humidity data, power value and force value.

7. The device according to claim 6, characterized in that The conventional damage assessment module includes: The cumulative value unit is used to calculate the cumulative value of the product of acceleration value and service mileage, the cumulative value of the product of force value and service mileage, the cumulative value of the product of voltage value and time, the cumulative value of the product of current value and time, the cumulative value of the product of temperature and humidity data and environmental exposure time, and the cumulative value of the product of power value and service mileage by using a pre-established conventional damage assessment model; The conventional damage assessment unit is used to determine the corresponding conventional relative damage coefficient according to each cumulative value, and use each cumulative value and the corresponding conventional relative damage coefficient as the conventional damage assessment result under conventional service conditions.

8. The device according to claim 5, characterized in that The severe damage assessment module includes: A severe load unit, used to determine a severe load threshold using a pre-established severe damage assessment model and conventional damage assessment results corresponding to a vehicle under severe service conditions; The severe damage assessment unit is used to determine a severe cumulative damage value and a severe relative damage coefficient according to the severe load threshold, and use the severe cumulative damage value and the severe relative damage coefficient as the severe damage assessment result.

9. 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 computer program, the method according to any one of claims 1 to 4 is implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program for causing a computer to execute the method according to any one of claims 1 to 4.

11. A computer program product comprising a computer program / instructions, characterized in that When the computer program / instructions are executed by a processor, the steps of the method according to any one of claims 1 to 4 are implemented.

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