A method for determining the limit of transformer transportation impact damage

Abstract

The invention discloses a method for determining a transformer transportation impact damage limit, which belongs to the technical field of transformers. The method comprises the following steps: optimizing the layout of sensors based on vibration transmission paths and simulation results through three-dimensional modeling and finite element analysis, collecting vibration data during transportation in real time, and comparing and analyzing the data with impact limits, optimizing transportation paths and fixing methods, and automatically generating transportation path evaluation reports and quality evaluation reports. The method solves the technical problem of risk evaluation and optimization of structural damage caused by impact damage during transportation of transformers. The invention realizes accurate modeling of transformer structures and mechanical simulation verification during transportation, ensures comprehensive monitoring of key components, collects vibration data during transportation in real time, and compares and analyzes the data with impact limits, provides instant alarms and feedback, and effectively reduces the risk of impact damage.

Description

Technical Field

[0001] The invention belongs to the technical field of transformers, and in particular relates to a method for determining a transformer transportation impact damage limit. Background Art

[0002] In the construction of power grid projects, the transportation of large equipment such as main transformers, parallel high-voltage reactors, converter transformers (hereinafter referred to as: transformer equipment) requires strong technical expertise and is difficult to control risks, which is a key point of control in engineering construction. For example, a typical converter transformer weighs more than 300 tons, the transportation distance exceeds 2,000 kilometers, the transportation time exceeds two months, the single transportation cost is as high as millions, the transportation route is complex, and the control is difficult. Among them, the impact vibration and tilt caused by the vehicle's excessive speed and transportation bumps may cause deformation and displacement damage to the internal body structure of the transformer, which cannot be observed from the outside, resulting in the transformer equipment being put into operation with a disease and a hidden danger of failure. To prevent and control this risk, it is very important to install monitoring devices (IoT terminals, impact recorders, etc.) on the transformer body to monitor the entire transportation process. The magnitude of the impact acceleration of the equipment recorded by the monitoring device becomes a key reference for confirming whether the transportation process is safe during the arrival acceptance stage.

[0003] Problems and shortcomings of existing technologies:

[0004] At present, after years of continuous technological innovation and application promotion efforts, the power grid company has realized high-frequency and digital real-time monitoring of impact vibration during the entire transportation process of large equipment, making up for the defects of high-frequency signals and offline alarms of traditional analog and mechanical impact recorders. However, due to the complexity of the transformer body structure, impacts of different angles and sizes have different degrees of damage to the body, resulting in a lack of theoretical basis for the boundary conditions of transformer impact damage. They can only be roughly defined according to experience, and cannot be finely controlled.

[0005] The impact acceleration data and the degree of damage to the transformer after the impact can only be referred to the " DL / T 1071-2014 Power Large Parts Transportation Specifications, GB / T 6451-2008 Technical Parameters and Requirements for Oil-Immersed Power Transformers" and GB ±3 as defined in 50148-2010 Specification for Construction and Acceptance of Power Transformers, Oil-immersed Reactors and Transformers for Electrical Installations g The industry lacks theoretical research and management methods for the mechanical impact of large transformers on the transformer body when subjected to vibration shock during transportation. Relevant transformer manufacturers still need to conduct in-depth research on the dynamics and structural mechanics mechanism of body deformation and looseness under transportation conditions. For large-capacity transformers, the threshold value is less than 3.g The impact of amplitude may not cause damage, but the small transformer is higher than 3 g Shocks of varying magnitudes do not necessarily result in damage.

[0006] During the transportation of transformers, the installation and fixing methods and the road conditions they experience vary depending on the transportation methods used (such as cars, trains or ships). These differences cause different degrees of attenuation of vibration signals when they are transmitted in the transformer materials. Therefore, the acceleration generated by the vibration signal at different locations on the transformer surface is different. This complexity makes it challenging to determine the best measurement position of the sensor, and it is also difficult to effectively compare the collected impact acceleration data directly with the damage threshold in the acceptance specification. If the sensor is installed in the wrong position, the effectiveness of monitoring will be greatly reduced. Summary of the invention

[0007] The purpose of the present invention is to provide a method for determining the limit of transformer transportation impact damage, which solves the technical problem of risk assessment and optimization of structural damage caused by impact damage during transformer transportation.

[0008] To achieve the above purpose, the present invention adopts the following technical inventions:

[0009] A method for determining a transformer transport impact damage limit comprises the following steps:

[0010] Step 1: Establish a structural modeling layer, build a three-dimensional transformer model through modeling software in the structural modeling layer, input material properties and set the fixing method; use finite element analysis tools to simulate and verify the mechanical properties of the transformer model;

[0011] Step 2: According to the vibration transmission path of the transformer, the location for installing the sensor is set, that is, a fixed point is selected as the installation location of the sensor, and the layout is optimized to obtain the installation layout of the sensor;

[0012] Step 3: Establish a simulation layer, call the installation layout and transformer model in the simulation layer, perform dynamic simulation based on the impact input conditions, extract the stress response of key components inside the transformer, calculate the impact limit using the impact response spectrum method, and obtain the peak data of each key component of the transformer;

[0013] Step 4: Establish a monitoring layer, collect data from installed sensors, and perform preprocessing to obtain vibration data of each fixed point;

[0014] The vibration data and peak data of each key component are obtained at the monitoring layer, and compared with the impact limit values ​​calculated at the simulation layer to obtain the alarm analysis results;

[0015] Step 5: Construct an optimization decision layer. Based on the monitoring data of the entire transportation process, the optimization decision layer analyzes the reasons for over-limit, optimizes the transportation route and fixing method, and finally generates a complete transportation quality assessment report.

[0016] Preferably, when executing step 1, the following steps are specifically included:

[0017] Step 1-1: Establish a modeling module, use 3D modeling software in the modeling module to build a transformer structure model, i.e., a transformer model, and input actual measured dimension data of the transformer;

[0018] Step 1-2: Establish a material database for storing material properties of each component of the transformer. The modeling module retrieves material parameters of elastic modulus and density of each component of the transformer from the material database and imports them into the transformer model.

[0019] Step 1-3: Establish a fixed boundary setting module. The fixed boundary setting module retrieves the transformer model, sets fixed point constraints in the finite element tool in combination with the transportation plan, defines the fixed characteristics of the transformer base and support points, and inputs them into the transformer model;

[0020] Step 1-4: The fixed boundary setting module uses finite element tools to simulate the application of static loads, analyze the overall structural deformation and stress distribution of the transformer, and compare them with the design parameters to verify the accuracy of the transformer model.

[0021] Preferably, when executing step 2, the specific steps are as follows:

[0022] Step 2-1: Establish a simulation calculation module, the simulation calculation module obtains the transformer model, and analyzes the vibration transmission path through the finite element simulation tool. The vibration transmission path includes the key components from the fixed point to the transformer; extracts the high impact area data on the vibration transmission path to obtain the simulation calculation results;

[0023] Step 2-2: Establish a layout decision module. The layout decision module sets the parameters of the sensor according to the simulation calculation results and formulates the installation layout plan of the sensor;

[0024] Optimize the installation layout, including verifying that the sensor layout covers key components and optimizing uncovered areas;

[0025] The user installs sensors at relevant locations on the transformer according to the installation layout plan.

[0026] Preferably, when executing step 3, the specific steps are as follows:

[0027] Step 3-1: Establish an impact loading module. The impact loading module calls the transformer model and uses a simulation tool to apply a three-dimensional dynamic impact force to each fixed point. The input parameters include acceleration amplitude and waveform, and the force data generated in the simulation is recorded;

[0028] Step 3-2: Establish a response extraction module. The response extraction module analyzes the force data, extracts the stress data and displacement data of the key components of the transformer, and compares them with the material yield strength to identify high-risk areas and obtain the peak data of the key components;

[0029] Step 3-3: Establish the shock response spectrum module. The shock response spectrum module uses the force data to SRS The method calculates the peak response at different frequencies, generates the impulse response curve, and marks the vulnerable frequency band of the transformer.

[0030] Preferably, when executing step 4, the following steps are specifically included:

[0031] Step 4-1: Establish a data acquisition module, which communicates with all installed sensors through a wireless network to collect vibration data of sensors at each fixed point;

[0032] Step 4-2: The data acquisition module performs filtering and noise reduction processing on the collected vibration data to establish a real-time data set;

[0033] Step 4-3: Establish a real-time data analysis module, which retrieves the vibration data of each fixed point in the real-time data set and uses a frequency domain analysis algorithm to extract the frequency components of the vibration signal;

[0034] Step 4-4: Establish an alarm trigger module, which compares the vibration data of each fixed point in the real-time data set with the corresponding impact limit, sets multi-level thresholds, including critical warning and over-limit alarm, and generates alarm records;

[0035] Step 4-5: The alarm trigger module keeps the alarm record and generates alarm history data.

[0036] Preferably, when executing step 5, the following steps are specifically included:

[0037] Step 5-1: Establish an optimization decision module. The optimization decision module imports the real-time data set into the analysis system, combines the time series and path information, locates the location and time of the impact overrun, and generates transportation monitoring data;

[0038] Step 5-2: Use GIS The system replans the transportation route to avoid sections prone to impact and generates a transportation route assessment report;

[0039] Step 5-3: Adjust the vehicle fixing mode to reduce the degree of impact transmission to the transformer and generate a fixing mode decision;

[0040] Step 5-4: Create a display module to generate transport monitoring data, transport route assessment reports and fixed mode decisions in the form of icons PDF Reports are presented to users.

[0041] The method for determining the limit of transformer transportation impact damage described in the present invention solves the technical problem of risk assessment and optimization of structural damage caused by impact damage during transformer transportation. The present invention realizes accurate modeling of transformer structure and mechanical simulation verification during transportation through three-dimensional modeling and finite element analysis, optimizes the layout of sensors based on vibration transmission path and simulation results, ensures comprehensive monitoring of key components, collects vibration data during transportation in real time, and compares and analyzes it with the impact limit to provide instant alarm and feedback. By analyzing real-time data during transportation, the transportation path and fixing method are optimized, the risk of impact damage is effectively reduced, and an integrated optimization decision module and GIS The system automatically generates transportation route assessment reports and quality assessment reports, providing a scientific basis for subsequent operations. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 It is the main flow chart of the present invention;

[0043] Figure 2 is a flow chart of step 1 of the present invention;

[0044] Figure 3 is a flow chart of step 2 of the present invention;

[0045] Figure 4 is a flow chart of step 3 of the present invention;

[0046] Figure 5 is a flow chart of step 4 of the present invention;

[0047] Figure 6 It is a schematic diagram of the system architecture of the present invention. DETAILED DESCRIPTION

[0048] Depend on Figure 1-Figure 6 A method for determining a transformer transportation impact damage limit is shown, comprising the following steps:

[0049] Step 1: Establish a structural modeling layer, build a three-dimensional transformer model through modeling software in the structural modeling layer, input material properties and set the fixing method; use finite element analysis tools to simulate and verify the mechanical properties of the transformer model;

[0050] When executing step 1, the specific steps include:

[0051] Step 1-1: Establish a modeling module, use 3D modeling software in the modeling module to build a transformer structure model, i.e., a transformer model, and input actual measured dimension data of the transformer;

[0052] The modeling module constructs the transformer model through 3D modeling software, inputs the actual measured dimension data, and creates the basic model. The modeling software includes SolidWorks , AutoCAD wait.

[0053] Step 1-2: Establish a material database for storing material properties of each component of the transformer. The modeling module retrieves material parameters of elastic modulus and density of each component of the transformer from the material database and imports them into the transformer model.

[0054] The material database is used to store the material properties (elastic modulus, density, etc.) of each transformer component and provide data support for the modeling module.

[0055] In this embodiment, the actual measured dimension data of the transformer, the material parameters of the elastic modulus and density of each component of the transformer, and the position of the preset fixing point of the transformer are all obtained through the instruction manual of the transformer.

[0056] Step 1-3: Establish a fixed boundary setting module. The fixed boundary setting module retrieves the transformer model, sets fixed point constraints in the finite element tool in combination with the transportation plan, defines the fixed characteristics of the transformer base and support points, and inputs them into the transformer model;

[0057] The fixed boundary setting module is used to define the fixing method of the support points in the transformer model and provide constraints for the simulation. The finite element tool is ANSYS .

[0058] In this embodiment, the transportation options include road, train, ship and even airplane transportation, among which road transportation accounts for the largest proportion, and the road transportation of large transformers is divided into two modes: bridge vehicle group transportation and hydraulic flatbed truck transportation. Due to the large weight and volume of large transformers, the fixing methods during transportation include bridge vehicle group transportation fixing method and flatbed truck transportation fixing method:

[0059] The fixed position of the bridge-type vehicle group for transportation is mainly the load-bearing shoulder seat, which is placed on the vehicle's load-bearing beam and then tied with steel wire ropes.

[0060] Flatbed truck transportation involves placing the converter transformer as a whole on the flatbed truck and tying it up with steel wire ropes.

[0061] The finite element simulation tool used in this embodiment is ANSYS , with powerful structural mechanics analysis capabilities, can simulate the mechanical response of the transformer during transportation, including key factors such as stress, displacement, and vibration.

[0062] When performing finite element simulation analysis, the constraints of the fixed points are to simulate how the transformer contacts the transport vehicle (such as a bridge train or a flatbed truck) during transportation and to ensure that the transformer model is properly supported and fixed during transportation. These constraints usually include:

[0063] Position constraint: simulates the contact between the transformer base and support points and the transportation vehicle, and limits the displacement freedom of the transformer during transportation.

[0064] Rotational restraint: Ensure that the transformer does not rotate or tilt excessively during transportation, which helps avoid abnormal stress on the structure.

[0065] Mechanical constraints: By setting rigid or elastic support points, the contact mechanical behavior between the transformer and the supporting surface or load-bearing beam can be simulated.

[0066] These constraints help the simulation tool accurately simulate the stress and deformation of the transformer during transportation.

[0067] In finite element analysis, constraints are equivalent to the "support" model, defining how the transformer interacts with the load-bearing structure during transportation. The purpose of entering these constraints is to:

[0068] Simulate the real physical environment: The transformer will not float freely during transportation, but will be in contact with the transportation vehicle through specific support and fixing methods. Input constraints can ensure that the simulation results are close to the actual transportation environment.

[0069] Analyze structural response: Constraints ensure that the stress and deformation of the transformer during transportation are examined in the simulation, helping to analyze possible damage locations.

[0070] Accurately calculate stresses and deformations: Constraints help define the location and orientation of the fixing points, allowing the simulation tool to accurately calculate the overall mechanical response of the transformer during transportation.

[0071] The fixing characteristics of the transformer base and support points refer to how to impose constraints on these support points. During transportation, the base and support points of the transformer bear most of the force, so the choice of its fixing method is crucial to the entire simulation result. The fixing characteristics mainly include:

[0072] Rigid constraints: used to simulate the rigid connection between the transformer base and support points and the transport vehicle, usually represented by full fixation (no displacement degrees of freedom) in finite element simulation.

[0073] Elastic constraints: Some modes of transportation (such as hydraulic flatbed trucks) may have a certain degree of elasticity. This elastic property can be simulated by defining elastic supports so that the transformer can adapt to vibrations and shocks during transportation.

[0074] Contact behavior: Define the contact behavior between the support point and the base, including friction, compression, etc. In this way, the simulation can better simulate the actual situation under different transportation modes.

[0075] For example, bridge train transport mainly relies on load-bearing shoulders and support beams, which are usually considered as rigid supports. The fixed characteristics may be expressed as a contact mechanics model between the base and the support point, such as setting the friction coefficient and hardness through the contact surface.

[0076] During flatbed transport, the transformer is placed directly on the flatbed, and the supporting points are tied with steel wire ropes. In the simulation, the steel wire rope tying can be represented by an elastic support model to simulate its restraining effect on the transformer.

[0077] Step 1-4: The fixed boundary setting module uses finite element tools to simulate the application of static loads, analyze the overall structural deformation and stress distribution of the transformer, and compare them with the design parameters to verify the accuracy of the transformer model.

[0078] When executing steps 1-4, the finite element simulation tool ANSYS The specific operations are as follows:

[0079] Step 1-4-1: Apply static load, specifically in the finite element simulation tool (such as ANSYS ), firstly, static load is applied according to the transportation plan and actual load conditions of the transformer.

[0080] Static loads mainly include:

[0081] Self-weight load: The weight of the transformer itself, usually applied to various parts of the model in the direction of gravity (vertical direction).

[0082] Transport fixing force: such as the supporting force exerted on the transformer by the transport vehicle (bridge vehicle or flatbed vehicle).

[0083] Additional loads: Other loads that may occur during actual transportation, such as additional loads caused by vibration.

[0084] exist ANSYS In the transformer model, these loads can be applied to various key components (such as base, support points, contact surfaces) of the transformer model by setting different types of "force" or "pressure".

[0085] Step 1-4-2: Boundary conditions and fixed point definition, specifically, determine the constraints of the transformer base and support points according to the defined transportation mode (bridge train or flatbed truck). These constraints need to be input into the simulation through the fixed boundary setting module to simulate the restricted state of the transformer during transportation. Common fixed constraints include:

[0086] Fully constrained (e.g. fixed support points, immovable base).

[0087] Elastic constraints at the support points (e.g. springs or contact models to simulate the contact between the flatbed truck and the transformer).

[0088] The constraints on these fixed points are ANSYS Through the " BoundaryConditions ” module settings, usually set to:

[0089] Displacement constraints of fixed points: such as the fixation of the base and support points, simulating the support force of the transportation vehicle.

[0090] Rotation restraint: prevents the transformer from tilting too much during transportation.

[0091] Step 1-4-3: Perform static analysis. Specifically, after all loads and constraints are entered, perform static analysis ( StaticStructuralAnalysis The purpose of this step is to analyze the deformation, stress and strain of the transformer under static load. The specific steps include:

[0092] Calculate deformation: ANSYS The deformation of the various components of the transformer under static load is calculated and usually displayed as a displacement diagram.

[0093] Stress analysis: Analyze the stress distribution of the transformer structure, especially the stress concentration at the fixing points, support points and structural contact surfaces.

[0094] Strain analysis: Through strain calculation, it can be determined which parts may be subjected to excessive stress during transportation, which may cause damage or destruction.

[0095] Step 1-4-4: Result comparison and verification. Specifically, after the simulation analysis is completed, the deformation and stress distribution results obtained need to be compared with the design parameters to verify the accuracy of the transformer model. The design parameters usually include:

[0096] Maximum allowable stress: usually provided by the transformer design standard or manufacturer, such as the transformer manual.

[0097] Maximum deformation value: usually refers to the maximum allowable deformation range of the transformer in the design.

[0098] exist ANSYSIn the Results " module to view the stress, displacement, strain and other results, and compare them with the design specifications. If the simulation results meet the design standards, it means that the model is reasonable and effective; if it exceeds the design parameters, it is necessary to further adjust the model or transportation plan (such as strengthening the support, adjusting the fixing method, etc.).

[0099] Step 1-4-5: Verification process. If you find that the simulation results are significantly different from the design specifications, you can make adjustments in the following ways:

[0100] Adjusting load conditions: Depending on the transport scenario, it may be necessary to modify the deadweight load or the size of the support force.

[0101] Correct support and constraint conditions: If the transformer is found to have excessive displacement or deformation at certain key support points, it may be necessary to adjust the rigidity or elastic properties of the support points.

[0102] Improve modeling accuracy: For example, refine the mesh, improve material properties, or optimize the model geometry to improve simulation accuracy.

[0103] Step 1-4-6: Output and report the results. Output the simulation results (such as stress distribution diagram, deformation diagram, maximum stress / strain value, etc.), compare them with the design parameters in detail, and generate a simulation report as the basis for transformer model verification.

[0104] In this embodiment, static load application and simulation result comparison can verify whether the model is consistent with the actual transformer during transportation, ensuring that the simulation results reflect the real scene. The static analysis results combined with the design parameters can guide the improvement of the transportation plan to ensure that the transformer is not subjected to excessive impact or deformation during transportation.

[0105] Step 2: According to the vibration transmission path of the transformer, the location for installing the sensor is set, that is, a fixed point is selected as the installation location of the sensor, and the layout is optimized to obtain the installation layout of the sensor;

[0106] When executing step 2, the specific steps are as follows:

[0107] Step 2-1: Establish a simulation calculation module, the simulation calculation module obtains the transformer model, and analyzes the vibration transmission path through the finite element simulation tool. The vibration transmission path includes the key components from the fixed point to the transformer; extracts the high impact area data on the vibration transmission path to obtain the simulation calculation results;

[0108] The simulation module uses simulation software to analyze vibration transmission paths, evaluate high impact areas, and optimize sensor layout. The simulation software includes ANSYS wait.

[0109] In this embodiment, in the simulation calculation module, a finite element simulation tool (such as ANSYS ) Import the 3D structural model of the transformer and ensure that the transformer model includes all key components (such as transformer oil tank, transformer body, wiring terminals, support points, etc.).

[0110] According to the transformer transportation scheme (bridge train, flatbed truck, etc.), determine the input source of vibration. The vibration source can usually be the vibration generated during transportation (such as impact through wheels or carriers).

[0111] In the simulation tool, the vibration propagation path from the transport carrier (such as flatbed truck, bridge train) to the transformer is simulated according to different load positions and support point conditions.

[0112] Select the appropriate frequency range to analyze low-frequency and high-frequency vibrations during transportation.

[0113] exist ANSYS In the software, a dynamic simulation model is used to analyze the transmission path of vibration from the fixed point to the transformer, analyze the vibration mode, identify which frequencies will cause a large vibration response, calculate the path of vibration propagation along different components, identify which components are high-impact areas of vibration, evaluate the vibration intensity, and mark the areas that may be subject to higher impact on various components of the transformer. These areas are usually "resonance points" or vibration amplification areas on the transmission path.

[0114] When analyzing the vibration transfer path, the specific formulas include:

[0115] Energy calculation formula:

[0116] E = 0.5× m ×( ΔV ) 2 ;

[0117] Speed ​​changes calculated by simulation ΔV and the quality of the transformer m , the impact energy of each fixed point can be calculated E This helps to assess the impact intensity and energy of different areas. E It will be used to evaluate the impact of different sensor layouts on the transformer.

[0118] Speed ​​change formula:

[0119] ΔV = 2 / π × t × a ;

[0120] Based on known acceleration data aand the duration of the shock wave t , through the speed change formula, the speed change of each point can be calculated ΔV .

[0121] Output vibration transfer path, modal vibration analysis results and data of high impact areas to provide a basis for subsequent sensor layout.

[0122] Step 2-2: Establish a layout decision module. The layout decision module sets the parameters of the sensor according to the simulation calculation results and formulates the installation layout plan of the sensor;

[0123] Optimize the installation layout, including verifying that the sensor layout covers key components and optimizing uncovered areas;

[0124] The user installs sensors at relevant locations of the transformer according to the installation layout plan;

[0125] The layout decision module is used to optimize the sensor layout scheme based on the simulation results.

[0126] In this embodiment, the type, model and technical parameters of the sensor are determined according to the key components of the transformer and the simulation results. The sensor includes an accelerometer. The high impact area is determined according to the simulation results, and the sensor is installed at these locations. The sensor with corresponding accuracy and range is selected according to the vibration intensity and frequency characteristics of the high impact area.

[0127] Common installation locations include: the four corners of the transformer, base support points and sides, near high impact areas, especially those with high vibration intensity.

[0128] Ensure that the layout of the sensor can cover all high-impact areas. During the optimization process, if the simulation calculation results show that some key components are not effectively covered, adjust the layout plan to ensure that all high-impact areas can be covered by the sensor.

[0129] Step 3: Establish a simulation layer, call the installation layout and transformer model in the simulation layer, perform dynamic simulation based on the impact input conditions, extract the stress response of key components inside the transformer, calculate the impact limit using the impact response spectrum method, and obtain the peak data of each key component of the transformer;

[0130] When executing step 3, the specific steps are as follows:

[0131] Step 3-1: Establish an impact loading module. The impact loading module calls the transformer model and uses a simulation tool to apply a three-dimensional dynamic impact force to each fixed point. The input parameters include acceleration amplitude and waveform, and the force data generated in the simulation is recorded;

[0132] The impact loading module is used to apply dynamic impact force to the transformer model and record the generated force data.

[0133] In this embodiment, the simulation tool used in step 3-1 is ANSYS Software, in simulation tools ANSYS , enter the parameters of the impact force.

[0134] Impact forces are usually three-dimensional, requiring the specification of forces in three directions: X Axis direction (front and rear impact), Y Axis direction (left and right impact), Z Axis direction (up and down impact).

[0135] Set the magnitude of the impact force: that is, specify the magnitude of the acceleration or force. This can be set according to the impact expected for the mode of transportation (such as road transportation).

[0136] Set the impact waveform: Select a suitable waveform (such as square wave, sine wave, pulse wave, etc.), which will affect the way the impact force affects the transformer.

[0137] When the impact force is applied, the simulation tool ANSYS In the , select fixed points in the transformer model and apply dynamic impact forces at these points. Common fixed points include the support surface, base, or transport vehicle platform.

[0138] Simulation Tools ANSYS The vibration response of each fixed point is calculated according to the set shock parameters (amplitude, waveform, etc.).

[0139] During the simulation, the force data after the impact force is applied to each fixed point are recorded. These data include the stress, strain, displacement, etc. of each transformer component (such as the oil tank, transformer body, support points, etc.).

[0140] The recorded data will include changes before and after the impact force is applied, which will help in the subsequent analysis of the dynamic impact the transformer is subjected to during transportation.

[0141] Step 3-2: Establish a response extraction module. The response extraction module analyzes the force data, extracts the stress data and displacement data of the key components of the transformer, and compares them with the material yield strength to identify high-risk areas and obtain the peak data of the key components;

[0142] The response extraction module is used to extract stress response data and compare it with the material yield strength to identify risk areas.

[0143] When analyzing the force data, obtain the force data (such as stress, strain, displacement, etc.) of each fixed point and key components from the impact loading module, and use the finite element simulation tool ANSYSThis data was further analyzed to determine how each component would perform under dynamic impact.

[0144] When extracting stress data and displacement data, extract the stress response data and displacement data of key components of the transformer (such as oil tank, support frame, core components) from the simulation results. Usually these components are the most vulnerable to impact damage. The extracted data should include the maximum stress and displacement experienced by each component during the impact process. These data can help identify potential risk areas.

[0145] When comparing with the material yield strength, the extracted stress data is compared with the yield strength of the transformer material. The yield strength is the critical point at which the material begins to deform permanently. If the stress value of a component exceeds the yield strength of the material, it means that the component is in a high-risk area and may suffer permanent damage.

[0146] Identifying high-risk areas specifically involves identifying high-risk areas in the transformer based on stress data and displacement response. These areas are usually components that are greatly affected by the impact force transmission strength.

[0147] The peak data includes the peak stress and displacement data of each key component, which provides a reference for the subsequent shock response spectrum analysis.

[0148] Step 3-3: Establish the shock response spectrum module. The shock response spectrum module uses the force data to SRS The method calculates the peak response at different frequencies, generates the impulse response curve, and marks the vulnerable frequency band of the transformer.

[0149] The shock response spectrum module is used to calculate the peak response at different frequencies based on the stress response data and generate a shock response curve.

[0150] In this embodiment, the stress response data of each key component is obtained from the response extraction module. These data are obtained by applying dynamic impact force, reflecting the impact of vibration on each component. SRS ) method, and perform frequency domain analysis on the stress response data of each component. SRS The method calculates the peak response at each frequency based on the impulse response at different frequencies. This can help analyze the vibration amplification effect of each component of the transformer at a specific frequency.

[0151] Shock response spectrum ( SRS ) method is used to quantify the maximum response of different frequency components to the transformer when it encounters external impact. By performing frequency domain analysis on the time domain impact signal, SRS The peak response at each frequency can be calculated:

[0152] Fourier transform: transform the impulse signal in the time domainx ( t ) is converted into a frequency domain signal X ( f ), which describes the amplitude of a signal at different frequencies.

[0153] Maximum response value: Calculate the maximum peak response of the system at each frequency and obtain the shock response spectrum.

[0154] Calculation formula:

[0155] SRS ( ω )= max t ∣ X ( ω , t )∣;

[0156] SRS ( ω ): indicates frequency ω Shock response spectrum value under (unit: acceleration or displacement);

[0157] X ( ω , t ): indicates the frequency ω On, through the time domain signal x ( t )Frequency domain response obtained by Fourier transform;

[0158] t : Time variable, representing the response data at each moment;

[0159] ω : Indicates frequency in radians per second ( rad / s ), is the main parameter of the calculation;

[0160] max t : In the time domain t , calculate the maximum response at each frequency.

[0161] according to SRS The analysis results generate an impulse response curve. This curve shows the peak response at different frequencies, helping to analyze which frequency bands are most damaging to the transformer. Based on the impulse response curve, the vulnerable frequency bands of the transformer are marked. Vulnerable frequency bands are usually areas where frequency components frequently appear during transportation, and these frequency bands require special attention.

[0162] Output the results of the shock response spectrum analysis, generate relevant charts, and mark the vulnerable frequency bands to provide data support for subsequent monitoring and optimization decisions.

[0163] Step 4: Establish a monitoring layer, obtain vibration data and peak data of each key component at the monitoring layer, compare and analyze them with the impact limit values ​​calculated by the simulation layer, and obtain alarm analysis results;

[0164] When executing step 4, the specific steps include:

[0165] Step 4-1: Establish a data acquisition module, which communicates with all installed sensors through a wireless network to collect vibration data of sensors at each fixed point;

[0166] The data acquisition module is used to collect vibration data at each fixed point and transmit the real-time data of the sensor through the wireless network. The specific data acquisition can be DTU The data acquisition terminal uploads the real-time data of the sensor to the data acquisition module.

[0167] In this embodiment, according to the solution provided by the layout decision module, the user installs sensors at key positions of the transformer. The sensors can be firmly mounted on the transformer through appropriate brackets or fixtures to ensure that they will not shift during transportation.

[0168] The data collection terminal is connected via a wireless network (such as Wi - Fi , LoRa , ZigBee The data acquisition terminal collects the real-time data of each sensor and uploads the data to the distributed server cluster through the wireless network.

[0169] The vibration data of each fixed point includes vibration parameters such as acceleration, velocity, displacement, and time series data of vibration signals.

[0170] Step 4-2: The data acquisition module performs filtering and noise reduction processing on the collected vibration data to establish a real-time data set.

[0171] Step 4-3: Establish a real-time data analysis module, which retrieves the vibration data of each fixed point in the real-time data set and uses a frequency domain analysis algorithm to extract the frequency components of the vibration signal;

[0172] The real-time data analysis module performs frequency domain analysis on the collected vibration data and extracts the frequency components of the vibration signal.

[0173] In this embodiment, a frequency domain analysis method (such as Fourier transform or wavelet transform) is used to convert the time domain signal into a frequency domain signal, extract the frequency component of the vibration signal, analyze the main frequency components in the vibration signal, and determine whether it contains high impact frequency components.

[0174] The frequency component data of each fixed point is extracted and compared with the frequency range of the vulnerable frequency band in the transformer model to detect whether the vibration signal is contained in the vulnerable frequency band.

[0175] The main purpose of frequency domain analysis is to convert time domain signals x ( t ) is converted to frequency domain representation X ( f ) to extract the frequency components of the signal. For the vibration signal of the transformer, frequency domain analysis helps to identify whether the signal contains high-impact frequency components, especially those close to the natural frequency of the transformer, which may cause resonance.

[0176] Fourier transform transforms the time domain signal x ( t ) is converted into a frequency domain signal X ( f ), the formula is:

[0177] ;

[0178] X ( f ): frequency domain signal, indicating the signal at frequency f The complex amplitude under contains the vibration amplitude and phase information;

[0179] x ( t ): time domain signal, representing real-time data of vibration;

[0180] f : frequency, in Hertz ( Hz ), which indicates the frequency of signal change;

[0181] j : represents the imaginary unit;

[0182] e : Represents the base of natural logarithms.

[0183] The frequency domain analysis results are stored and real-time visualization charts are provided to help engineers monitor whether the real-time data matches the simulation results.

[0184] Step 4-4: Establish an alarm trigger module, which compares the vibration data of each fixed point in the real-time data set with the corresponding impact limit, sets multi-level thresholds, including critical warning and over-limit alarm, and generates alarm records;

[0185] The alarm trigger module compares and analyzes the real-time data with the impact limit and generates an alarm record.

[0186] The real-time vibration data is compared with the impulse limits calculated from the simulation, which are safety thresholds calculated based on the dynamic response of the transformer structure and the yield strength of the material.

[0187] The multi-level alarm thresholds include critical warning and over-limit alarm. Critical warning means that the vibration is close to the limit, while over-limit alarm means that the vibration exceeds the safe range.

[0188] Step 4-5: The alarm trigger module keeps the alarm record and generates alarm history data.

[0189] According to the comparison results, when the vibration exceeds the set threshold, an alarm record is generated and the time, location and cause of the alarm are recorded.

[0190] Step 5: Construct an optimization decision layer. Based on the monitoring data of the entire transportation process, the optimization decision layer analyzes the reasons for over-limit, optimizes the transportation route and fixing method, and finally generates a complete transportation quality assessment report.

[0191] When executing step 5, the specific steps include:

[0192] Step 5-1: Establish an optimization decision module. The optimization decision module imports the real-time data set into the analysis system, combines the time series and path information, locates the location and time of the impact overrun, and generates transportation monitoring data;

[0193] The optimization decision module analyzes the causes of over-limit and makes optimization decisions based on real-time monitoring data and path information.

[0194] Step 5-2: Use GIS The system replans the transportation route to avoid sections prone to impact and generates a transportation route assessment report;

[0195] GIS The system module is used to plan the transport route, avoid high impact areas, and generate a transport route assessment report.

[0196] Step 5-3: Adjust the vehicle fixing mode to reduce the degree of impact transmission to the transformer and generate a fixing mode decision;

[0197] The fixing mode decision module is used to adjust the transportation fixing mode according to the analysis results to reduce impact damage.

[0198] Step 5-4: Create a display module to generate transport monitoring data, transport route assessment reports and fixed mode decisions in the form of icons PDF Reports are presented to users.

[0199] The report generation module is used to generate the final transportation quality assessment report and display it visually.

[0200] In this embodiment, the structure modeling layer, monitoring point layout layer, simulation layer, monitoring layer and optimization decision layer are all deployed in a distributed server cluster.

[0201] The method for determining the limit of transformer transportation impact damage described in the present invention solves the technical problem of risk assessment and optimization of structural damage caused by impact damage during transformer transportation. The present invention realizes accurate modeling of transformer structure and mechanical simulation verification during transportation through three-dimensional modeling and finite element analysis, optimizes the layout of sensors based on vibration transmission path and simulation results, ensures comprehensive monitoring of key components, collects vibration data during transportation in real time, and compares and analyzes it with the impact limit to provide instant alarm and feedback. By analyzing real-time data during transportation, the transportation path and fixing method are optimized, the risk of impact damage is effectively reduced, and an integrated optimization decision module and GIS The system automatically generates transportation route assessment reports and quality assessment reports, providing a scientific basis for subsequent operations.

Claims

1. A method for determining the limit of transformer transport impact damage, characterized in that: The steps include: Step 1: Establish a structural modeling layer, build a three-dimensional transformer model through modeling software in the structural modeling layer, input material properties and set the fixing method; use finite element analysis tools to simulate and verify the mechanical properties of the transformer model; Step 2: According to the vibration transmission path of the transformer, the location for installing the sensor is set, that is, a fixed point is selected as the installation location of the sensor, and the layout is optimized to obtain the installation layout of the sensor; Step 3: Establish a simulation layer, call the installation layout and transformer model in the simulation layer, perform dynamic simulation based on the impact input conditions, extract the stress response of key components inside the transformer, calculate the impact limit using the impact response spectrum method, and obtain the peak data of each key component of the transformer; Step 4: Establish a monitoring layer, collect data from installed sensors, and perform preprocessing to obtain vibration data of each fixed point; The vibration data and peak data of each key component are obtained at the monitoring layer, and compared with the impact limit values ​​calculated at the simulation layer to obtain the alarm analysis results; Step 5: Construct an optimization decision layer. Based on the monitoring data of the entire transportation process, the optimization decision layer analyzes the reasons for over-limit, optimizes the transportation route and fixing method, and finally generates a complete transportation quality assessment report.

2. A method for determining a transformer transport impact damage limit as claimed in claim 1, characterized in that: When executing step 1, the specific steps include: Step 1-1: Establish a modeling module, use 3D modeling software in the modeling module to build a transformer structure model, i.e., a transformer model, and input actual measured dimension data of the transformer; Step 1-2: Establish a material database for storing material properties of each component of the transformer. The modeling module retrieves material parameters of elastic modulus and density of each component of the transformer from the material database and imports them into the transformer model. Step 1-3: Establish a fixed boundary setting module. The fixed boundary setting module retrieves the transformer model, sets fixed point constraints in the finite element tool in combination with the transportation plan, defines the fixed characteristics of the transformer base and support points, and inputs them into the transformer model; Step 1-4: The fixed boundary setting module uses finite element tools to simulate the application of static loads, analyze the overall structural deformation and stress distribution of the transformer, and compare them with the design parameters to verify the accuracy of the transformer model.

3. A method for determining a transformer transport impact damage limit as claimed in claim 2, characterized in that: When executing step 2, the specific steps are as follows: Step 2-1: Establish a simulation calculation module, the simulation calculation module obtains the transformer model, and analyzes the vibration transmission path through the finite element simulation tool. The vibration transmission path includes the key components from the fixed point to the transformer; extracts the high impact area data on the vibration transmission path to obtain the simulation calculation results; Step 2-2: Establish a layout decision module. The layout decision module sets the parameters of the sensor according to the simulation calculation results and formulates the installation layout plan of the sensor; Optimize the installation layout, including verifying that the sensor layout covers key components and optimizing uncovered areas; The user installs sensors at relevant locations on the transformer according to the installation layout plan.

4. A method for determining a transformer transport impact damage limit as claimed in claim 1, characterized in that: When executing step 3, the specific steps are as follows: Step 3-1: Establish an impact loading module. The impact loading module calls the transformer model and uses a simulation tool to apply a three-dimensional dynamic impact force to each fixed point. The input parameters include acceleration amplitude and waveform, and the force data generated in the simulation is recorded; Step 3-2: Establish a response extraction module. The response extraction module analyzes the force data, extracts the stress data and displacement data of the key components of the transformer, and compares them with the material yield strength to identify high-risk areas and obtain the peak data of the key components; Step 3-3: Establish the shock response spectrum module. The shock response spectrum module uses the force data to SRS The method calculates the peak response at different frequencies, generates the impulse response curve, and marks the vulnerable frequency band of the transformer.

5. A method for determining a transformer transport impact damage limit as claimed in claim 1, characterized in that: When executing step 4, the specific steps include: Step 4-1: Establish a data acquisition module, which communicates with all installed sensors through a wireless network to collect vibration data of sensors at each fixed point; Step 4-2: The data acquisition module performs filtering and noise reduction processing on the collected vibration data to establish a real-time data set; Step 4-3: Establish a real-time data analysis module, which retrieves the vibration data of each fixed point in the real-time data set and uses a frequency domain analysis algorithm to extract the frequency components of the vibration signal; Step 4-4: Establish an alarm trigger module, which compares the vibration data of each fixed point in the real-time data set with the corresponding impact limit, sets multi-level thresholds, including critical warning and over-limit alarm, and generates alarm records; Step 4-5: The alarm trigger module keeps the alarm record and generates alarm history data.

6. A method for determining a transformer transport impact damage limit as claimed in claim 4, characterized in that: When executing step 5, the specific steps include: Step 5-1: Establish an optimization decision module. The optimization decision module imports the real-time data set into the analysis system, combines the time series and path information, locates the location and time of the impact overrun, and generates transportation monitoring data; Step 5-2: Use GIS The system replans the transportation route to avoid sections prone to impact and generates a transportation route assessment report; Step 5-3: Adjust the vehicle fixing mode to reduce the degree of impact transmission to the transformer and generate a fixing mode decision; Step 5-4: Create a display module to generate transport monitoring data, transport route assessment reports and fixed mode decisions in the form of icons PDF Report, displayed to the user.

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