Health assessment method and pre-alarm method for railway locomotive running gear bearing under segment repair condition

Abstract

The invention provides a railway locomotive running gear bearing health assessment method and a pre-alarm method under a segment repair condition, and belongs to the technical field of railway locomotive maintenance. The health assessment method comprises the following steps: obtaining maintenance data of a railway locomotive running gear bearing under a segment maintenance condition, and classifying the maintenance data into a plurality of classification item points; performing quantitative scoring on each classification item point based on the maintenance data, and obtaining a corresponding bearing over-limit cumulative score; and according to the multiple bearing overrun accumulated scores, health state rating is given to the railway locomotive running gear bearing. According to the health assessment method for the railway locomotive running gear bearing under the segment repair condition, the dependence on manpower is reduced, and the problems of information omission, unreasonable disposal and the like caused by judging the health of the bearing by manually integrating information are avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of railway locomotive maintenance, and in particular to a railway locomotive running gear bearing health assessment method and a pre-alarm method under section maintenance conditions. Background Art

[0002] As an important power source for railway transportation production, railway locomotives are characterized by large number, wide operating span and complex operating conditions.

[0003] The maintenance of railway locomotives includes scheduled maintenance according to a fixed time and mileage plan, as well as temporary maintenance and temporary repairs after the vehicle is detained for faults found during operation. At present, all locomotive depots have the qualification for minor auxiliary maintenance, and some locomotive depots have the qualification for medium maintenance. During the operation and maintenance of locomotives by locomotive depots according to a fixed time and mileage plan, the maintenance of the locomotive running gear bearings is a very important content.

[0004] The various types of bearings in the running gear of railway locomotives are mainly divided into axle box bearings, traction motor bearings, and clamping bearings according to their different functions. They are all key rotating and supporting components of the running gear of locomotives and play an important role in the transmission and running of locomotives. At present, the running gear bearings of locomotives are mainly inspected and repaired by spare bearings (including the appearance, size, hardness, fit, etc. of the repaired and newly purchased bearings), gearbox oil testing (the abnormal wear of the bearings is detected by the metal element content in the grease), and on-board monitoring (real-time monitoring of the vibration signal and temperature change of the bearings during loading and running) to find out the over-limit of various monitoring and detection indicators, so as to timely find possible faults.

[0005] However, at present, whether the limit is exceeded or a fault exists is directly judged only based on the results of a single test, or the data is only recorded as a ledger. There is a lack of comprehensive analysis in the time dimension and across platforms, which does not meet the actual management needs. The judgment of bearing abnormalities depends on the management level of the maintenance unit and the personal ability of professional engineers. If key judgment factors are omitted, resulting in misjudgment or missed judgment of bearing faults, it may affect the efficiency of production operation organization and pose a safety hazard.

[0006] In view of this, the inventor, based on many years of production design experience in this field and related fields, has designed a railway locomotive running gear bearing health assessment method and early warning method under section maintenance conditions after repeated experiments, in order to solve the problems existing in the prior art. Summary of the invention

[0007] The purpose of the present invention is to provide a railway locomotive running gear bearing health assessment method and early warning method under section maintenance conditions, which can integrate multiple maintenance results and accurately assess the health status of the railway locomotive running gear.

[0008] In order to achieve the above-mentioned invention object, the present invention proposes a health assessment method for a railway locomotive running gear bearing under section maintenance conditions, wherein the maintenance data of the railway locomotive running gear bearing under section maintenance conditions is obtained, and the maintenance data is classified into a plurality of classification items;

[0009] Based on the maintenance data, each classification item is quantitatively scored and the corresponding bearing overrun cumulative score is obtained;

[0010] The health status rating of the railway locomotive running gear bearings is assigned based on the cumulative scores of multiple bearing overruns.

[0011] The present invention also proposes a pre-alarm method for a railway locomotive running gear bearing under section maintenance conditions, wherein the health status rating of the railway locomotive running gear bearing is regularly obtained based on the above health assessment method;

[0012] Generate pre-alarm information according to the health status rating, the pre-alarm information includes the health status rating and the corresponding classification item points;

[0013] Push the alarm information to the user, and the user verifies and processes each classification item in the alarm information;

[0014] When the health rating of each classification item in the alarm information is updated to healthy, the alarm information is marked as cancelled and the alarm information push process ends.

[0015] Compared with the prior art, the present invention has the following characteristics and advantages:

[0016] The present invention proposes a railway locomotive running gear bearing health assessment method and early warning method under section repair conditions, which optimizes the maintenance process, reduces unnecessary maintenance costs through data-driven decision support, improves operational efficiency, and brings both economic and operational benefits to the railway industry. The self-calibration and health assessment mechanism of the railway locomotive running gear bearing health assessment method under section repair conditions of the present invention brings a more efficient, accurate and economical solution to the field of railway locomotive running gear operation and maintenance.

[0017] The present invention proposes a railway locomotive running gear bearing health assessment method and pre-alarm method under section maintenance conditions. By regularly obtaining the bearing health status rating, pre-alarm information containing specific classification items is generated to identify and handle problems that may affect bearing performance in advance. This information can specify in detail which specific bearing parts have problems. By pushing the pre-alarm information to the user, the user can verify and handle the classification items in the alarm information, so as to take action before the problem develops into a serious failure, thereby enhancing preventive maintenance and providing the railway industry with an effective tool to reduce the risks and costs caused by bearing failures.

[0018] The present invention proposes a railway locomotive running gear bearing health assessment method and early warning method under section maintenance conditions, which integrates multiple maintenance results and reduces dependence on manual work through data-driven decision support, avoiding problems such as information omission and unreasonable handling caused by manual integration of information to judge bearing health. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings described herein are only for explanation purposes and are not intended to limit the scope of the present invention in any way. In addition, the shapes and proportional dimensions of the various components in the figures are only schematic, used to help understand the present invention, and are not specifically limited to the shapes and proportional dimensions of the various components of the present invention. Those skilled in the art can select various possible shapes and proportional dimensions to implement the present invention according to the teachings of the present invention.

[0020] Figure 1 It is a flow chart of the health assessment method of the present invention;

[0021] Figure 2 It is a schematic diagram of the flow chart of the early warning method of the present invention;

[0022] Figure 3 This is a schematic diagram of the pre-alarm push and processing flow of the present invention;

[0023] Figure 4 This is an example diagram (I) of the maintenance record of spare bearings of a locomotive depot of the present invention;

[0024] Figure 5 This is an example diagram (II) of the maintenance record of spare bearings of a locomotive depot of the present invention;

[0025] Figure 6 This is an example diagram of the spectral analysis record of the gearbox oil of the locomotive depot of the present invention. DETAILED DESCRIPTION

[0026] The details of the present invention can be more clearly understood with reference to the accompanying drawings and the description of the specific embodiments of the present invention. However, the specific embodiments of the present invention described herein are only used for the purpose of explaining the present invention and cannot be understood as limiting the present invention in any way. Under the guidance of the present invention, technicians can conceive of any possible variations based on the present invention, which should all be considered to belong to the scope of the present invention.

[0027] The present invention proposes a health assessment method for a railway locomotive running gear bearing under section maintenance conditions, obtains maintenance data of a railway locomotive running gear bearing under section maintenance conditions, and classifies the maintenance data into a plurality of classification items; quantitatively scores each classification item based on the maintenance data and obtains a corresponding bearing over-limit cumulative score; and assigns a health status rating to the railway locomotive running gear bearing according to the plurality of bearing over-limit cumulative scores.

[0028] The health assessment method for railway locomotive running gear bearings under section maintenance conditions proposed in the present invention collects the inspection and maintenance data of railway locomotive running gear bearings, classifies and quantifies the data, and finally assigns the bearing health status rating according to the score, thereby reducing the reliance on manual labor and avoiding the problems of information omission and unreasonable treatment caused by manual information integration to judge the health of bearings. In addition, early identification of potential bearing problems can help prevent failures and accidents and improve the safety of railway transportation.

[0029] The present invention proposes a pre-alarm method for railway locomotive running gear bearings under section maintenance conditions, and based on the above-mentioned health assessment method, the health status rating of the railway locomotive running gear bearings is regularly obtained; pre-alarm information is generated according to the health status rating, and the pre-alarm information includes the health status rating and corresponding classification items; the alarm information is pushed to the user, and the user verifies and processes each classification item in the alarm information; when the health rating of each classification item in the alarm information is updated to healthy, the alarm information is marked as cancelled and the alarm information push process is ended.

[0030] Specifically, the four major sources of original data for bearing health assessment, namely bearing mileage, spare bearing maintenance, gearbox oil testing, and on-board diagnostic monitoring, are all recorded through the railway intranet PC terminal and are currently recorded and managed through different online or offline platforms.

[0031] Therefore, through the railway intranet PC terminal system, a comprehensive bearing information platform can be designed to connect with the data of each system; then the original data can be associated according to the bearing number and the original data time / mileage stamp, so as to be used for the health grading assessment of the bearing service status, and a bearing health pre-alarm grading push and cancellation closed-loop management model (referred to as the pre-alarm grading push model) is proposed. On the basis of connecting with each original data source system, the bearing status information is updated in real time. The platform system analyzes the bearing health regularly every day based on the original data of each health assessment item of the bearing according to the health grading assessment model design; if the bearing status is updated through each original data source system, such as by entering the corresponding maintenance records and other processing measures, the bearing health grading assessment model will also automatically analyze the bearing health status according to the new data.

[0032] When the bearing is rated as non-"healthy" by the health grading assessment model, the system will generate a bearing pre-alarm push message. Each pre-alarm push message is based on the locomotive unit, and the pre-alarm level is based on the highest level of non-"healthy" identification in the health assessment of all running gear bearings at each axle position of a single locomotive. The "attention" of the bearing health assessment corresponds to the "warning" in the pre-alarm push, and the "abnormal" and "fault" correspond to the "alarm" in the pre-alarm push; at the same time, it is stated in the push that the bearings on the locomotive that caused the pre-alarm push are not "healthy" due to which items, so as to prompt the user to confirm the corresponding problems and take treatment measures.

[0033] The initial status of the pre-alarm push information is "uncancelled" and "unprocessed"; after checking the push and confirming the processing opinions, the status is updated to "uncancelled" but "processed", indicating that the user has understood and paid attention to the situation of this push; when all the health assessment items in the push are healthy after analysis, the pre-alarm push is marked as "cancelled", indicating that all factors that caused the locomotive running gear bearing pre-alarm have been eliminated, and the pre-alarm information push process for this locomotive has been ended.

[0034] The pre-alarm method for railway locomotive running gear bearings under section maintenance conditions proposed in the present invention realizes real-time monitoring and early warning of the health status of bearings, automatically generates pre-alarm information containing specific ratings and classification items based on regular health assessments, and pushes it to users for verification and processing, which not only improves the efficiency of fault response and processing, but also ensures that problems are resolved in a timely manner through closed-loop management, thereby improving the safety and reliability of railway transportation, optimizing the allocation of maintenance resources, and reducing maintenance costs.

[0035] In an optional embodiment of the present invention, each classification item point includes at least one grouping item point, and the grouping cumulative score of each grouping item point is calculated. The classification cumulative score of the classification item point is calculated based on the grouping cumulative scores of each grouping item point within each classification item point; the bearing overlimit cumulative score corresponding to the classification item point is calculated based on the classification cumulative score of each classification item point and the grouping cumulative scores.

[0036] Specifically, the health assessment of the bearing is achieved by classifying the maintenance data into multiple classification items and further subdividing each classification item into at least one group item. For each group item, the group overlimit cumulative score is calculated, and the group overlimit cumulative score can reflect the extent to which the item exceeds the normal operating range. Based on the group overlimit cumulative scores of all group item points within each classification item, we calculate the classification overlimit cumulative score of the classification item. Combining the classification overlimit cumulative score of each classification item and the group overlimit cumulative scores of its subordinate groups, the bearing overlimit cumulative score corresponding to the classification item is calculated. This comprehensive scoring system not only provides a detailed view of the health status of the bearing, but also can accurately locate the specific causes that may lead to bearing failure through layer-by-layer decomposition, thereby providing a scientific basis for maintenance and replacement decisions.

[0037] In an optional example of this implementation, the calculation formula for the bearing overrun cumulative score is:

[0038] H=max{max(H major ),Σ[max(H minor )]}

[0039] Where, H is the cumulative score of the bearing overrun; H minor H is the cumulative score of group exceeding the limit, major The classification over-limit cumulative score for each “classification item point” (H major ) are calculated and displayed to users respectively, reflecting the abnormal degree of bearing service status at different points; at the same time, the largest group over-limit cumulative score (H minor ), accumulated to reflect the comprehensive situation of bearing service status. major ) and the cumulative score of group overlimit (H major ) is the maximum value of the two. The health assessment method of the railway locomotive running gear bearing of the present invention can provide a more accurate and comprehensive quantitative index of the bearing health status. Through the calculation formula, the method can integrate the influence of all relevant grouping items, while highlighting the factors that have the greatest impact on the health of the bearing, and then identify the classification items and grouping items that have the greatest impact on the health of the bearing, providing key information for maintenance decisions.

[0040] In an optional example of this implementation, the calculation formula for the classification over-limit cumulative score is:

[0041] H major =Σ(H minor )

[0042] In the formula, H major is the classification over-limit cumulative score, H minoris the cumulative score of group overlimit. Specifically, the cumulative score of classification overlimit (H major ) is the sum of the cumulative scores of all the "grouping items" within the "classification item". The scoring method between categories is that each "classification item" represents different aspects of the bearing health status (such as "abnormality of the main elements of the gearbox oil", "abnormality of the single driving vibration alarm", "abnormality of the spare bearing size", etc.). If multiple different factors show that the bearing status is abnormal, it means that the possibility of bearing abnormality is higher, and the corresponding degree of attention should be higher than the situation of a single item exceeding the limit. The classification over-limit cumulative score calculation process can reflect the comprehensive over-limit situation of all grouping items within each classification item, provide comprehensive quantitative indicators for the health assessment of the bearing, and accurately evaluate the contribution of each classification item to the overall health status of the bearing, thereby providing a scientific basis for bearing maintenance and replacement decisions.

[0043] In an optional example of this implementation, the calculation formula for the group overlimit cumulative score is:

[0044] H minor =H minor_1 +(n-1)×H minor_n

[0045] In the formula, H minor H is the cumulative score of group exceeding the limit, minor For the first over-limit score, H minor For subsequent over-limit scoring, n is the total number of times the grouped item point exceeds the limit. The scoring method between groups is to group multiple "grouped item points" into a "classification item point" according to the category, and the scores of the grouped item points in the same "classification item point" are accumulated. The calculation method of the grouped over-limit cumulative score takes into account the impact of each over-limit event on the health status of the bearing, and accumulates these impacts to obtain a comprehensive grouped over-limit cumulative score. In this way, the over-limit situation of each grouped item point can be quantified, and an accurate data basis can be provided for further health assessment of each classification item point to improve the accuracy of the assessment, and the accumulated over-limit scores can more comprehensively reflect the health status of the bearing.

[0046] In an optional example, based on the maintenance data, it is determined whether the grouping item exceeds the limit and the number of times it exceeds the limit is counted. Once the grouping item exceeds the limit, it should be paid attention to. The first time it exceeds the limit, the score H minor 20 points; when one group item exceeds the limit at the same time as another group item, it should be paid attention to, and the first exceeding limit score H minor It is 10 points.

[0047] Specifically, the "first over-limit score" (H minor_1) is used to reflect the level of attention that should be paid to the site when the “group item” exceeds the limit for the first time. For example, if a “group item” exceeds the limit, it should be paid attention to, and its “first limit exceeding score” (H minor_1 ) is set to 20 points, so that the cumulative score of over-limit (H) is at least 20 points, and the output bearing health status rating is "concern". In another case, for example, if a "grouping item" exceeds the limit alone, it will not reach the level that should be concerned; but if the limit of another "grouping item" occurs at the same time, it needs to be concerned accordingly; in this case, the "first over-limit score" (H) of the two "grouping items" is set to 20 points. minor_1 ) are set to 10 points each. If both exceed the limit at least once, the cumulative score (H) of the limit is at least 20 points, and the output bearing health status rating is "concern". By assigning different scores to different limit situations, this method can more accurately identify and evaluate potential problems of bearings. This method not only improves the accuracy of fault diagnosis, but also makes maintenance work more targeted, reducing unnecessary repairs and premature replacement of bearings.

[0048] In an alternative example, the subsequent over-limit score calculation method is:

[0049] H minor_n = expected score / (number of times exceeding the limit that should attract attention of the corresponding level - 1).

[0050] In the formula, H minor_n For subsequent over-limit scoring, the result is rounded to two decimal places; the expected score is the corresponding cumulative over-limit score when the health status rating is healthy.

[0051] Specifically, the "subsequent over-limit scoring" (H minor_n ), which is used to reflect the degree of attention that should be taken on site when the "grouping item" exceeds the limit for multiple times; this score also reflects the importance of the "grouping item" itself to the bearing health assessment, such as the "subsequent over-limit score" (H) of the first-level vibration shock alarm. minor_n ) value should be higher than the subsequent over-limit score of vibration shock warning (H minor_n ) value. For example, if a certain "grouping point" appears 5 times in a row, there is a high probability that the bearing health has problems, so the "first over-limit score" (H minor_1 ) plus 4 "subsequent over-limit points" (H minor_n) should reach 40 points, so that the cumulative score (H) is at least 40 points, and the output bearing health rating is "abnormal". The calculation method of subsequent over-limit scores ensures that as the number of over-limit increases, the subsequent over-limit scores can reflect the gradual deterioration of the bearing health status, thereby providing a dynamic quantitative indicator for the health assessment of the bearing. The result is rounded to two decimal places to ensure the accuracy of the assessment.

[0052] In an optional example of this implementation, the data sources of the bearing health status items can be divided into "quantitative indicators" (such as: mileage, size, gearbox oil element content, vibration impact dB value, etc.) and "qualitative indicators" (such as: appearance inspection qualified / unqualified, cleanliness qualified / unqualified, etc.). Threshold values ​​or limit value ranges are set for various "quantitative indicators" to transform continuous quantitative indicators into qualitative indicators (such as: if the impact vibration amplitude limit is 50dB, the quantitative indicator calculated by "how much dB value" can be transformed into a qualitative indicator of "vibration amplitude exceeds the limit" / "vibration amplitude does not exceed the limit"). Each limit rule set forms a "grouping item point" for bearing health assessment. The item point that was originally a "qualitative indicator" directly becomes a "grouping item point" for bearing health assessment.

[0053] In the same category, the "grouping items" with overlapping evaluation objects are grouped into one "classification item" (e.g., the "content concern limit", "content limit" and "monthly growth rate limit" of the three main elements Cu, Fe and Zn in gearbox oil are grouped into the same "classification item"; the "content concern limit", "content limit" and "monthly growth rate limit" of the three minor elements Cr, Al and Si are grouped into another "classification item"). "Grouping items" are set according to the various indicators of the bearing health status, and "classification items" are formed for the scoring method of the over-limit cumulative score (H) described later.

[0054] In an optional example, based on the maintenance data, it is determined whether the grouping item is out of limit and the number of times it is out of limit is counted, including that the maintenance data corresponding to the grouping item belongs to a qualitative indicator. If the qualitative indicator is unqualified, the grouping item is judged to be out of limit. The direct evaluation of qualitative data to determine the health status of the bearing provides a clear judgment standard for the health assessment of the bearing, which can quickly identify the bearing parts that need attention and may need maintenance, so as to take corresponding maintenance measures.

[0055] In an optional example, based on the maintenance data, it is determined whether the grouping item point exceeds the limit and the number of times the limit is exceeded is counted, including that the maintenance data corresponding to the grouping item point belongs to a quantitative indicator, and a limit value range is set for the quantitative indicator. If the quantitative indicator exceeds the limit value range, the grouping item point is judged to be out of limit. The accurate measurement of quantitative data to determine the health status of the bearing provides a scientific judgment standard for the health assessment of the bearing, which can accurately identify the bearing parts that need attention and may need maintenance, so as to take corresponding maintenance measures.

[0056] Specifically, by setting various limit rules for "quantitative indicators", "grouping items" are formed; if the original data such as a maintenance report of the bearing health assessment, the result of judging according to the "quantitative indicators" specified in the "grouping items" exceeds the corresponding "limit value range", or the "qualitative indicator" result is "unqualified", then 1 over-limit / unqualified number of times is recorded. For each "grouping item", if it is a "quantitative indicator", it is judged according to whether its specific value exceeds the limit; if it is a "qualitative indicator", it is judged according to whether its evaluation result is unqualified; then the number of over-limit / unqualified times is calculated. The over-limit situations are divided into "first over-limit" and "subsequent over-limit", so the "grouping over-limit cumulative score" (H minor ) is divided into "First Over-Limit Points" (H minor_1 ) and "Subsequent Over-Limit Scoring" (H minor_n ). With reference to the provisions of the aforementioned "Regulations on the Maintenance Management of Railway Locomotive Bearings", "Railway Technical Management Regulations (Conventional Railway Part)", "AC Drive Locomotive Maintenance Technical Regulations", "Locomotive On-board Safety Protection System (6A System) Locomotive Running Gear Fault Monitoring Subsystem Technical Conditions", and in combination with the actual on-site management needs and experience of the locomotive depot, a reference value is proposed for these scores, and appropriate adjustments are allowed according to actual conditions.

[0057] In an optional example, the number of limit violations is counted based on the tracing time and the tracing condition.

[0058] Specifically, the “group overlimit cumulative score” (H minor) For the counting of over-limit situations, it is necessary to stipulate the over-limit situations that are counted by time, mileage, maintenance records, etc. For example, for the "grouping item point" of "accumulated vibration shock level 1 alarm in the past 10 days", the tracing time is the past 10 days, and the vibration shock level 1 alarm more than 10 days ago is no longer counted; for example, for the "grouping item point" of "gearbox oil element content attention", the tracing condition is from the last time the gearbox oil was replaced to the present, and the situation where the element content before this gearbox oil replacement exceeds the attention limit is not counted; if the gearbox oil is replaced later, the over-limit situation will be counted again from 0. By recording the over-limit events of each grouping item point, and combining the time and conditions of the event, a detailed tracing analysis can be carried out to identify the patterns and trends of over-limit events, so as to more accurately evaluate the health status of the bearing. By counting the number of over-limit times, it can be determined that the grouping item points need more frequent attention and maintenance to ensure the continuous operation and performance of the bearing.

[0059] In an optional embodiment of the present invention, the health status rating includes at least four levels, namely healthy, concerned, abnormal and faulty.

[0060] Specifically, the health status of each bearing is quantitatively scored according to the items in the maintenance data source of the railway locomotive running gear bearing under the section maintenance condition, that is, the cumulative score of the bearing overlimit (H); then, according to the score range of the cumulative score of the bearing overlimit (H), different health ratings are assigned to the bearing. The cumulative score of the bearing overlimit (H) and the corresponding health rating are shown in Table 1.

[0061] Table 1:

[0062]

[0063] In another optional example of this implementation, before pushing the alarm information to the user, check whether the locomotive where the railway locomotive running gear bearing is located has any unprocessed pre-alarm information; if the locomotive has unprocessed pre-alarm information and there are unhealthy classification items in the alarm information, update the pre-alarm information; if the locomotive has unprocessed pre-alarm information and all classification items in the alarm information are healthy, mark the alarm information as cancelled and end the alarm information push process; if the locomotive has no unprocessed pre-alarm information, determine whether the alarm information needs to be updated based on the health status rating and historical push in the alarm information. After the system performs a graded assessment of the bearing health, check whether the locomotive where the bearing is located has had any unprocessed pre-alarm push.

[0064] The specific alarm information push mechanism in the present invention:

[0065] If there are unprocessed pre-alarm pushes, and the result of this bearing health assessment is also not "healthy", it is considered that the abnormality of the locomotive bearing has not been handled, and the push cannot be cancelled. According to the latest analysis result, the content of the push information is updated; if the result of this bearing health assessment is "healthy", it is considered that although there are unprocessed pre-alarms, the bearing is already in a healthy state, and the pre-alarm push can be cancelled. The system will automatically cancel the push.

[0066] If the locomotive has no unprocessed pre-alarm push, it is necessary to determine whether an update push is needed based on the bearing health, and whether a re-push is needed based on historical pushes.

[0067] By querying and updating unprocessed pre-alarm information before pushing the alarm information, it can ensure that the alarm information received by the user is the latest and matches the actual health status of the bearing. This not only improves the accuracy and timeliness of fault diagnosis, but also reduces user distress caused by repeated or outdated alarm information.

[0068] In another optional example, judging whether the alarm information needs to be updated according to the health status rating and historical push in the alarm information includes:

[0069] If there are unhealthy classification items in the alarm information, it is determined whether there is any alarm information on the locomotive;

[0070] If there is no alarm information for the locomotive, the alarm information will be pushed to the user;

[0071] If there is an existing alarm message for the locomotive and the alarm message has been pushed for more than 30 days, the alarm message will be pushed to the user;

[0072] If there is an existing alarm information for the locomotive and the alarm information has been updated within 30 days, and the health status rating of the alarm information is the same as or lower than that in the existing alarm information, the existing alarm information shall be updated;

[0073] If there is an existing alarm message for the locomotive and the health status rating of the alarm message is higher than that of the existing alarm message within 30 days, the alarm message will be pushed to the user.

[0074] Specifically, when the latest analysis result of the bearing health assessment is not "healthy", it is first determined whether there has been a pre-alarm push for this locomotive before. If not, a new pre-alarm message is generated and pushed to the user;

[0075] If there has been a pre-alarm push, it is further determined whether the pre-alarm push was pushed in the last 30 days. If it has been more than 30 days since the last push, it is considered necessary to remind the user again to handle the bearing abnormality, so a new pre-alarm message is generated and pushed to the user;

[0076] If the locomotive has pushed out pre-warning information in the last 30 days, then further determine whether the latest pre-warning information of the locomotive contains all the items that caused the bearing to be unhealthy in the latest analysis. If not, update the corresponding description in this pre-warning information;

[0077] If the existing pre-alarm information already contains the item point of the bearing not being "healthy", then further determine whether the abnormal level of the health assessment mark corresponding to this item in the latest analysis is the same as or lower than that in the existing pre-alarm information. If the abnormal level of the item point of the bearing not being "healthy" in the latest analysis increases, it is considered that the user needs to be reminded again to pay attention, so a new pre-alarm information is generated and pushed to the user;

[0078] If there has been a pre-alarm push, the pre-alarm information has been pushed in the last 30 days, the pre-alarm information already contains items that are not "healthy" for the bearing, and the abnormality levels of these items have not increased, there is no need to push it to the user again, and the existing pre-alarm push remains unchanged.

[0079] If the locomotive has no unprocessed pre-alarm pushes and the latest analyzed bearing health assessment result is "healthy", there is no need to push pre-alarms and the user does not need to take any action.

[0080] By comprehensively considering the health status rating and historical push records in the alarm information, it is possible to accurately determine when the alarm information needs to be updated and when the user needs to be notified, which not only improves the accuracy and timeliness of fault diagnosis, but also reduces user distress caused by duplicate or outdated alarm information. In addition, by effectively managing pre-alarm information, this method helps to improve the efficiency of maintenance work.

[0081] In another optional example of this implementation, the original data sources of the locomotive running gear bearing health status assessment items are mainly divided into four categories: bearing mileage, spare bearing maintenance, installed bearing maintenance, and installed bearing real-time monitoring.

[0082] In another optional example, the mileage data of the bearing is recorded by the statistics department of the locomotive depot according to the specific number of kilometers traveled by each locomotive on a certain day of a certain month. Therefore, if it is known when a certain bearing was installed on which locomotive, the mileage of the corresponding locomotive during this period will be accumulated to the bearing; if the bearing is replaced with another locomotive along with the wheelset or wheel drive, the mileage of the other locomotive will be accumulated from the date of installation. And so on, it is the mileage of the bearing.

[0083] If the mileage of a bearing reaches the upper limit specified in the relevant regulations, it is considered to have reached the limit of its service life and is not allowed to be used any further. The "Regulations on the Maintenance and Management of Railway Locomotive Bearings" of the National Railway Group and various railway bureaus stipulate the following requirements for the mileage limit of locomotive running gear bearings:

[0084] The bearings of AC drive locomotives (i.e. the current Harmony and Fuxing electric and diesel locomotives) are determined according to the maintenance manual of different locomotive models.

[0085] The service life of the motor bearings of AC drive diesel locomotives (i.e. the diesel locomotives in the current Harmony and Fuxing locomotives) is not more than 1 million kilometers.

[0086] The service life of the axle box bearings of DC drive locomotives (i.e. the current Dongfeng and Shaoshan locomotives) is not more than 1 million kilometers.

[0087] The motor bearings of DC drive locomotives (i.e. the current Dongfeng and Shaoshan locomotives) have a service life of no more than 600,000 kilometers.

[0088] Based on these basic regulations in the China Railway Corporation documents, each railway bureau will further refine and limit the service life of bearings according to actual needs. Taking Shanghai Railway Bureau as an example, the service life of bearings of AC transmission locomotives (i.e., the current Harmony and Fuxing electric and diesel locomotives) is specifically stipulated to be 2 million kilometers.

[0089] In another optional example, "spare bearings" are in a state where they are not pressed together with other parts to drive the wheel axle, such as new bearings that have not been pressed together after purchase, or maintenance bearings that are removed from the wheelset for repair after the wheelset is disassembled during section repair. The locomotive depot generally sets up a bearing inspection station for management. The situation of removed bearings during section repair is currently limited to axle box bearings of some models (for other models and other types of bearings, the maintenance section or the main engine factory will only remove them from the wheelset for inspection or replacement when the locomotive is sent to the maintenance section, sent back to the main engine factory for overhaul, or when the bearing itself fails and cannot be used any more. Section repair is not involved).

[0090] Taking into account the high working intensity, large load, critical role, and difficulty in disassembly and repair of bearings, the inspection and maintenance of spare bearings before loading has set strict inspection requirements for indicators such as good bearing condition without defects, qualified dimensions, and normal operation. According to the National Railway's "Regulations on the Inspection and Management of Railway Locomotive Bearings" and the bearing management methods issued by various railway bureaus on this basis, locomotive depots with corresponding spare bearing maintenance qualifications should set up bearing inspection stations to conduct appearance inspections, static inspections, dynamic inspections, hardness (non-destructive testing), and cleanliness after cleaning on spare bearings. Only after all of them are qualified can they be kept ready for loading and use; if any of them is unqualified, the bearing should be scrapped. An example of a locomotive depot's spare bearing maintenance record is as follows: Figure 4 and Figure 5 shown.

[0091] Appearance inspection: The China Railway Corporation's "Railway Locomotive Bearing Maintenance Management Regulations" require that new bearings be inspected for appearance inspections of bearing markings, sealing packaging, residual magnetic strength, cleanliness, assembly quality, etc., and that the surfaces of the bearing components be inspected for corrosion, electrolytic erosion, thermal discoloration, abrasions, indentations and bruises, fatigue peeling, and that the appearance and seals be checked for any excesses or abnormalities.

[0092] Static testing: According to the "Regulations on Inspection and Maintenance of Railway Locomotive Bearings", new bearings are required to meet the requirements for inner diameter, outer diameter and radial clearance during static testing; spare bearings are required to meet the requirements for radial clearance.

[0093] Dynamic testing: Use testing equipment to perform dynamic testing on the bearing, requiring that parameters such as vibration acceleration and kurtosis coefficient are normal.

[0094] Hardness test: Perform non-destructive hardness test on the working surface of the inner ring of the bearing, and the hardness value is required to meet the requirements.

[0095] Cleanliness test: After cleaning the bearing, check the bearing cleanliness according to the method described in Appendix B of GB / T 25771-2010 to ensure that it meets the requirements.

[0096] For the various types of NJ / NU / NUHJ bearings used in railway locomotive axle box bearings, in addition to the prototype bearing model with a standard inner diameter of 160mm (in bold), in order to meet the needs of matching the axle diameter after axle wear, the inner diameter of the inner ring is divided into different gears of K-K3 (not in bold) based on the prototype bearing according to the unit of -0.5mm (minimum 158mm). The inspection standard items and value ranges of various types of bearings are shown in Table 2.

[0097] Table 2:

[0098]

[0099]

[0100] In another optional example, during the on-board bearing inspection, the locomotive running gear bearings are usually not directly observed or contacted after being pressed together with other components driven by the wheel axle; however, for some types of locomotives, the motor bearings (as well as components such as driving gears and driven gears) are located in the gearbox, and the element content obtained from the spectral analysis of the gearbox oil can be used as a health assessment and fault analysis factor for the corresponding components.

[0101] Normally, pure gearbox oil does not contain metal and silicon elements. Therefore, these elements found in gearbox oil through spectral analysis are metal debris generated by the wear of various parts in the gearbox of corresponding materials, such as iron and chromium in the inner and outer rings of bearings and large and small gears, and copper and zinc in the bearing cage. Therefore, the abnormal increase or abnormally high content of elements is related to the abnormal coordination of various parts of the bearing caused by bearing damage, and can be used to assist in judging the damage of the bearing.

[0102] Currently, the National Railway Group's "Railway Technical Management Regulations (Conventional Railway Section)" and "AC Transmission Locomotive Maintenance Technical Regulations" only require that the gearbox oil be supplemented or replaced as appropriate during each maintenance process, and there are no unified regulations for gearbox oil testing; each railway bureau, based on the actual manpower and material resources and needs of its subordinate locomotive depots, has detailed regulations on gearbox oil testing items in the relevant requirements of the maintenance scope; each locomotive depot sets element content thresholds, element content growth rate thresholds, and related component failures and treatment measures based on the materials of various components in the gearbox, including bearings, and the relevant experience of the operating units. An example of a gearbox oil spectral analysis record at a locomotive depot is shown below. Figure 6 shown.

[0103] Taking a certain locomotive depot as an example, the reference values ​​of the relevant threshold values ​​of gearbox oil element content are shown in Table 3.

[0104] Table 3:

[0105]

[0106] In another optional example, the real-time monitoring of the locomotive running gear is carried out by the on-board monitoring device of the locomotive running gear (hereinafter referred to as the monitoring device) to monitor the key components of the locomotive running gear in real time online. The monitoring objects mainly include three categories: bearings, gears, and wheel treads. Among them, the locomotive bearings and gears cannot be directly observed or directly contacted during the use of the locomotive. Therefore, the real-time monitoring based on vibration and temperature sensors is an important means to monitor the operating status information of the key components of the locomotive running gear in real time and continuously during the use of the locomotive, and then evaluate its health status.

[0107] The running gear on-board monitoring device installs composite sensors at different monitoring points of the running gear, collects and preliminarily analyzes the vibration and temperature data of the monitoring points, and transmits them to the locomotive on-board safety protection system (hereinafter referred to as 6A) host on the locomotive. Depending on the pre-alarm threshold setting, vibration monitoring is divided into early warning, level I alarm, and level II alarm, and temperature monitoring is divided into temperature alarm and temperature rise alarm. When the locomotive is in operation and the monitoring device issues a vibration or temperature pre-alarm, a real-time reminder is issued through the 6A host; when the locomotive is returned to the depot and stored, the driving data is copied from the 6A host, and further data analysis is performed through the offline analysis software supporting the monitoring device.

[0108] The offline analysis software further refines simple graded alarms into different alarm locations and alarm types based on information such as vibration waveform characteristics, thereby prompting engineers of possible problems, providing them with a basis for judgment, analyzing and identifying component failures, and making corresponding processing decisions.

[0109] The Technical Regulations for Maintenance of AC Drive Locomotives requires that in each maintenance process starting from C1, the vibration and temperature of the locomotive must not be abnormal in the analysis and diagnosis of the 6A platform. The Railway Administration has refined this requirement and formulated the Management Measures for On-board Monitoring Devices of the Running Gear applicable to the Administration in accordance with the actual situation of each locomotive depot. The monitoring device pre-alarm level and cumulative number are quantified, and then the number of pre-alarms is used to determine whether the locomotive needs to be detained for maintenance and further inspection of the problem.

[0110] The Technical Requirements for Locomotive Running Gear Fault Monitoring Subsystem of Locomotive Onboard Safety Protection System (6A System) stipulates that different fault locations and recommended vibration pre-alarm and temperature alarm thresholds are shown in Tables 4 and 5. The alarm thresholds can be manually adjusted according to actual conditions (such as too high thresholds leading to many missed alarms, too low thresholds leading to many false alarms, local seasonal climate leading to high or low temperatures, etc.).

[0111] Table 4

[0112]

[0113] Table 5:

[0114]

[0115]

[0116] For the same monitoring point, the number of pre-alarms of the monitoring device that requires tracking or immediate vehicle seizure is limited as shown in Table 5. Among them, the statistical range can be selected according to actual needs, and the pre-alarm limit of each tracking / vehicle seizure can be set manually.

[0117] Table 6:

[0118]

[0119]

[0120] The specific implementation process of the present invention is now described in detail with reference to the embodiments:

[0121] The four major types of bearing health assessment raw data sources introduced in the introduction to the raw data sources of bearing health status items (background information) are divided into one or more "classification items" under each category, and each "classification item" contains one or more "grouping items". For the three main types of locomotive running gear bearings, namely axle box bearings, bearings and motor bearings, the applicable items and corresponding limits are different depending on the actual on-site operation content and relevant regulations and requirements.

[0122] 1. The cumulative score of the bearing exceeding the limit (H)

[0123] First, the service life of the bearing is calculated through the locomotive mileage and bearing history records reported by the locomotive depot to the relevant management department.

[0124] If the cumulative mileage of the bearing (S acc ) reaches the upper limit of service life (S life_lim ), the bearing is not allowed to continue to be used, so the mileage S acc =S life_lim When , the corresponding health status rating in Table 1 is fault, and the over-limit score is 60 points. life_lim For each application unit and different types of bearings, the values ​​are different and can be set as appropriate.

[0125] On this basis, the cumulative mileage of the bearing (S acc ) reaches the service life warning value (S life_pre ) (can also be adjusted according to actual needs) when the first over-limit score (H minor_1 ) is 20 points, so that the cumulative score (H) of the bearing overrun is at least 20 and the bearing health status rating is at least "concern".

[0126] The bearings work continuously with the operation of the locomotive. As the mileage increases, the performance gradually decreases and finally reaches the reliability limit. Therefore, each time the bearing runs a certain mileage, a subsequent over-limit score (H minor_n ).

[0127] In the cumulative mileage (S acc ) reaches the service life alarm value (S life_ala ) (can also be adjusted according to actual needs), through the subsequent over-limit scoring (H minor_n) is accumulated, so that the bearing is the cumulative mileage of the bearing (S acc ) reaches the life alarm value (S life_ala ), the group over-limit cumulative score (H minor ) reaches 40 points, so that the bearing overlimit cumulative score (H) is at least 40 points and the bearing health status rating is at least "abnormal".

[0128] Similarly, by subsequent over-limit scoring (H minor_n ) is accumulated, so that the bearing is the cumulative mileage of the bearing (S acc ) reaches the upper limit of service life (S life_lim ), the group over-limit cumulative score (H minor ) reaches 60 points, so that the cumulative score of the bearing overrun (H) is at least 60 points and the bearing health status rating is at least "fault".

[0129] Therefore, the value range of the grouping item "Cumulative Travel Near Limit Warning" is:

[0130] 0≤S acc life_pre ;

[0131] First over-limit scoring (H minor_1 )for:

[0132] H minor_1 =20;

[0133] Subsequent over-limit scoring (H minor_n ) is calculated as:

[0134] H minor_n =(S life_ala -S life_pre ) / 20(min / 10,000 km);

[0135] The limit value range of the grouping item "Accumulated travel near limit alarm" is:

[0136] S life_pre ≤S acc life_ala ;

[0137] No first over-limit score (H minor_1 );

[0138] Subsequent over-limit scoring (H minor_n ) is calculated as:

[0139] H minor_n =(S life_lim -S life_ala ) / 20(min / 10,000 km);

[0140] ​​The traceability time / traceability condition of this classification item is from the new bearing with 0 mileage to the present.

[0141] 2. Spare bearing inspection

[0142] The bearing inspection report (including the results of all inspection items in this section) formed by the bearing inspection station of the locomotive depot is used to obtain the various values ​​of the spare bearing inspection.

[0143] During the inspection of spare bearings, if any of the inspection items of the spare bearings: inner ring inner diameter d, outer ring outer diameter D, radial clearance Δa, hardness test HRC exceeds the limit, or the appearance inspection, dynamic inspection, and cleanliness inspection are unqualified, the bearings are not allowed to continue to be used and are scrapped. Therefore, when any of the above items exceeds the limit, the corresponding health status rating in Table 1 is failure, and the limit score is 60 points, so that the cumulative score (H) of the bearing limit is at least 60 points, and the bearing health status rating is at least "failure".

[0144] Therefore, the limit value ranges of the grouping items "inner ring inner diameter d", "outer ring outer diameter D", "radial clearance Δa", and "hardness test HRC" are:

[0145] 157.975≤d≤160(mm);

[0146] 289.965≤D≤290(mm);

[0147] 0.165≤Δa≤0.215(mm);

[0148] 58≤HRC≤62(HRC);

[0149] The grouping items “Appearance Inspection”, “Dynamic Inspection” and “Cleanliness” have unlimited value ranges. If the test result is “Unqualified”, it is out of limit.

[0150] First over-limit scoring (H minor_1 )for:

[0151] H minor_1 =60;

[0152] Because the bearing is not allowed to continue to be used if all the grouping items in this classification item exceed the limit for the first time, no subsequent exceeding limit scoring is set (H minor_n ).

[0153] The traceability time / traceability condition of this classification item is the time when the bearing was last manufactured or overhauled - the present.

[0154] 3. Content of main elements in gearbox oil

[0155] The gearbox oil test report (including the results of all test items in this section) formed by spectral testing of the gearbox oil in the locomotive depot laboratory is used to obtain the content of various elements in the gearbox oil (ppm). It is compared with the previous test report and the month-on-month growth rate is calculated, which is the element content growth rate (%).

[0156] Among the elements included in the gearbox oil test report, copper (Cu), iron (Fe), and zinc (Zn) are the three main elements of concern, which are closely related to abnormal bearing wear. Therefore, the site pays more attention to the abnormal increase in the content of these three elements in the gearbox oil. But at the same time, the element content of gearbox oil is a relatively indirect basis for bearing abnormalities, and is usually used as a supporting evidence to infer the abnormality of the bearing together with other abnormal manifestations. Therefore, in the two categories of "gearbox oil element content", the score of over-limit scoring is also slightly lower than that of other categories.

[0157] When the gearbox oil test report shows the main element content (E pri ) reaches the element content warning value (E pri_pre )(reference value see Table 3, specific value can be set according to actual site needs) when the first over-limit score (H minor_1 ) is 10 points, and the subsequent over-limit score (H minor_n ) is 5 points, so that when the content of the main elements reaches the warning limit for 3 times (such as Cu exceeds the limit three times, or Cu, Fe, and Zn exceed the limit once), the cumulative score of the bearing overlimit (H) is at least 20, and the bearing health status rating is at least "concern".

[0158] Main element content (E pri ) reaches the alarm value of element content (E pri_ala ) (The specific value can be set according to the actual needs of the site), the first over-limit score (H minor_1 ) is 30 points, so that the bearing overlimit cumulative score (H) is at least 30, and the bearing health rating is at least "concern"; and if the main element content (E pri ) After a warning, another alarm occurs, which means that the abnormal wear of the bearing may develop and worsen. The two groups are added together, making the over-limit cumulative score (H minor ) totals to 40 points, so that the bearing overrun cumulative score (H) is at least 40 points and the bearing health rating is at least "abnormal"; subsequent overrun scores (H minor_n ) is 5 points, so that when the main element content reaches the alarm limit three times (such as Cu exceeds the limit three times, or Cu, Fe, Zn exceed the limit once), the bearing overlimit cumulative score (H) is at least 40, and the bearing health status rating is at least "abnormal".

[0159] Growth rate of main element content (ΔEpri ) reaches the element content growth rate limit (ΔE pri_ala ) (The specific value can be set according to the actual needs of the site), the first over-limit score (H minor_1 ) is 30 points, so that the cumulative score of the bearing overrun (H) is at least 30, and the bearing health status rating is at least "concern"; subsequent overrun scoring (H minor_n ) is 5 points, so that when the main element content reaches the growth rate limit three times (such as Cu exceeds the limit three times, or Cu, Fe, and Zn exceed the limit once), the bearing overlimit cumulative score (H) is at least 40 and the bearing health status rating is at least "abnormal".

[0160] Therefore, the grouping item "Main element content (E pri The value range of the "warning" limit is:

[0161] 0≤E pri <E pri_pre ;

[0162] First over-limit scoring (H minor_1 )for:

[0163] H minor_1 =10;

[0164] Subsequent over-limit scoring (H minor_n ) is calculated as:

[0165] H minor_n =5;

[0166] Grouping item "Main element content (E pri The limit value range of ") alarm" is:

[0167] E pri_pre ≤E pri <E pri_ala ;

[0168] First over-limit scoring (H minor_1 )for:

[0169] H minor_1 =30;

[0170] Subsequent over-limit scoring (H minor_n ) is calculated as:

[0171] H minor_n =5;

[0172] Grouping item “Main element content growth rate (ΔE pri The value range of the limit of ) is:

[0173] 0≤ΔE pri <ΔE pri_ala;

[0174] First over-limit scoring (H minor_1 )for:

[0175] H minor_1 =30;

[0176] Subsequent over-limit scoring (H minor_n ) is calculated as:

[0177] H minor_n =5;

[0178] The traceability time / traceability condition of this classification item is the time point of the most recent gearbox oil change record - current.

[0179] 4. Content of minor elements in gearbox oil

[0180] Among the elements included in the gearbox oil test report, chromium (Cr), aluminum (Al), and silicon (Si) are three relatively minor elements, and their correlation with abnormal bearing wear is relatively weak, but there may be a certain correlation with other parts in the gearbox; at the same time, the detected content itself is generally low, and the content is affected by sampling errors and is prone to fluctuations, so the on-site attention to the abnormal increase in the content of these three elements in the gearbox oil is relatively low. Therefore, the score of the "minor element content of gearbox oil" category is also further reduced than the score of the main element content in the main element content of gearbox oil. When the over-limit situation occurs continuously, the bearing health status rating only starts from the "concern" level. Usually, when the over-limit situation in other classification items occurs at the same time, the bearing health status rating will reach "abnormal" or above.

[0181] When the gearbox oil test report shows the content of minor elements (E sec ) reaches the element content warning value (E sec_pre ) (The specific value can be set according to the actual needs of the site), the first over-limit score (H minor_1 ) is 10 points, and the subsequent over-limit score (H minor_n ) is 5 points, so that when the content of minor elements reaches the warning limit for 3 times (such as Cr exceeds the limit three times, or Cr, Al, Si exceed the limit once), the cumulative score of the bearing overlimit (H) is at least 20, and the bearing health status rating is at least "concern".

[0182] When the gearbox oil test report shows the content of minor elements (E sec ) reaches the alarm value of element content (E sec_ala ) (The specific value can be set according to the actual needs of the site), the first over-limit score (H minor_1 ) is 10 points, and the subsequent over-limit score (H minor_n) is 5 points, so that when the minor element content reaches the alarm limit for three times (such as Cr exceeds the limit three times, or Cr, Al, Si exceed the limit once), the bearing overlimit cumulative score (H) is at least 20, and the bearing health status rating is at least "concern"; or when the minor element content (E sec ) After a warning, another alarm occurs, which means that abnormal bearing wear may develop, and the group overrun cumulative score (H minor ) reaches 20 points, so that the cumulative score of the bearing overrun (H) is at least 20 points and the bearing health status rating is at least "concern".

[0183] The growth rate of minor element content (ΔE sec ) reaches the element content growth rate limit (ΔE sec_ala ) (The specific value can be set according to the actual needs of the site), the first over-limit score (H minor_1 ) is 10 points, and the subsequent over-limit score (H minor_n ) is 5 points, so that when the content of minor elements reaches the growth rate limit for 2 times (such as Cr exceeds the limit twice, or two of the three elements Cr, Al and Si exceed the limit once), the cumulative score of the bearing overlimit (H) is at least 20, and the bearing health status rating is at least "concern".

[0184] Therefore, the grouping item "Minor element content (E sec The value range of the "warning" limit is:

[0185] 0≤E sec <E sec_pre ;

[0186] First over-limit scoring (H minor_1 )for:

[0187] H minor_1 =10;

[0188] Subsequent over-limit scoring (H minor_n ) is calculated as:

[0189] H minor_n =5;

[0190] Grouping item "Minor element content (E sec The limit value range of ") alarm" is:

[0191] E sec_pre ≤E sec <E sec_ala ;

[0192] First over-limit scoring (H minor_1 )for:

[0193] H minor_1 =10;

[0194] Subsequent over-limit scoring (H minor_n ) is calculated as:

[0195] H minor_n =5;

[0196] Grouping item “Increase rate of minor element content (ΔE sec The value range of the limit of ) is:

[0197] 0≤ΔE sec <ΔE sec_ala ;

[0198] First over-limit scoring (H minor_1 )for:

[0199] H minor_1 =10;

[0200] Subsequent over-limit scoring (H minor_n ) is calculated as:

[0201] H minor_n =5;

[0202] The traceability time / traceability condition of this classification item is the time point of the most recent gearbox oil change record - current.

[0203] 5. Bearing on-board vibration monitoring (single driving)

[0204] The 6A host equipped on the locomotive includes an on-board monitoring module. During the operation of the bearing with the locomotive, if the on-board vibration monitoring records a periodic vibration exceeding a certain dB, it is considered that the bearing at the corresponding monitoring point may be faulty, and outputs a warning / level 1 alarm / level 2 alarm according to the maximum dB value sampled (reference dB limit values ​​are shown in Table 4). The locomotive depot will copy the on-board monitoring data of each run to the railway intranet terminal after each run, import the corresponding on-board monitoring data analysis software, and record the details and number of vibration monitoring pre-alarms of each bearing point by the on-board vibration monitoring.

[0205] Vibration monitoring early warning is usually used as the main evidence of abnormal bearing conditions. Each railway bureau stipulates the corresponding handling methods for different levels of vibration monitoring early warning numbers. If the vibration monitoring early warning occurs multiple times during a train operation, it is considered that there is a high possibility of abnormal bearing conditions, and it is required to be repaired in conjunction with the maintenance schedule or to be repaired as soon as possible; if the bearing has been used for a long time or the gearbox oil element content is abnormal, the possibility of abnormality will further increase.

[0206] Therefore, the bearing overlimit score is calculated according to the level and number of vibration monitoring warning alarms recorded in a single driving. When the first time in a single driving record that the vibration dB value (A) exceeds the corresponding limit value (A) in Table 4 pre or A ala1 )(The limit value can be adjusted according to the on-site situation). Therefore, when a warning / level 1 alarm occurs, the first over-limit score (H minor_1 ) is 20 points, making the bearing overrun cumulative score (H) at least 20 and the bearing health rating at least "concern".

[0207] Then, refer to the different alarm levels (warning, first-level alarm) and alarm objects (axle box bearing, motor bearing, and bearing lock) in Table 6 to set different number limits (N ala ) (Table 6 is a reference value, which can be set as needed) to calculate the subsequent over-limit score (H minor_n ), so that when the number of warnings / level 1 alarms reaches a certain number, the cumulative score (H) of the bearing overrun is at least 40, and the bearing health status rating is at least "abnormal". The difference in importance between warnings and level 1 alarms is reflected by different number limits and corresponding subsequent overrun scores.

[0208] As shown in Table 6, the second level alarm is highly valued. Usually, when it first occurs, the locomotive depot requires the vehicle to be detained for maintenance immediately. Therefore, when the second level alarm occurs, the first over-limit score (H minor_1 ) is 60 points, so that the cumulative score of the bearing overrun (H) is at least 60 and the bearing health status rating is at least "faulty"; at the same time, subsequent overrun scoring is not applicable.

[0209] Therefore, the limit value ranges of the grouping item points "single driving warning" and "single driving first level alarm" are:

[0210] 0≤A pre ;

[0211] A pre ≤A ala1 ;

[0212] First over-limit scoring (H minor_1 )for:

[0213] H minor_1 =20;

[0214] Subsequent over-limit scoring (H minor_n ) is calculated as:

[0215] H minor_n =20 / (Nala–1) (rounded to 2 decimal places);

[0216] The limit value range of the grouping item "single driving secondary alarm" is:​​

[0217] A ala1 ≤A ala2 ;

[0218] First over-limit scoring (H minor_1 )for:

[0219] H minor_1 =60;

[0220] There is no subsequent over-limit scoring for this group item (H minor_n ).

[0221] The traceability time / traceability condition of this classification item is the locomotive's most recent driving start time / mileage - current.

[0222] 6. Bearing vehicle vibration monitoring (cumulative during the period)

[0223] Even if the vibration monitoring warning alarm occurs less frequently during a single drive and does not exceed the frequency limit, if the warning alarm occurs multiple times within a period of time (the on-site statistical time range is generally 10 days to one month), then it is also considered that there is a high possibility that the bearing is abnormal, requiring maintenance in conjunction with the repair procedure or repair as soon as possible.

[0224] Therefore, similar to the bearing vehicle vibration monitoring (single driving), within a certain number of days (Z) (which can be set as needed), the first time the vibration dB value (A) exceeds the corresponding limit value (A) in Table 4 pre or A ala1 )(The limit value can be adjusted according to the on-site situation). Therefore, when a warning / level 1 alarm occurs, the first over-limit score (H minor_1 ); refer to the different alarm levels (warning, first-level alarm) and alarm objects (axle box bearing, motor bearing, and bearing lock) in Table 6, and set different number limits (N ala ) (Table 6 is a reference value, which can be set as needed), calculate the subsequent over-limit score (H minor_n ).

[0225] The second level alarm is highly valued, so when the second level alarm occurs, the first limit violation score (H minor_1 ) is 60 points, so that the cumulative score of the bearing overrun (H) is at least 60 and the bearing health status rating is at least "faulty"; at the same time, subsequent overrun scoring is not applicable.

[0226] At the same time, if the pre-alarm level of the same monitoring position is upgraded within a certain number of days (Z) (the pre-alarm is upgraded to level 1 or level 2 alarm, and the level 1 alarm is upgraded to level 2 alarm), the bearing abnormality is likely to deteriorate. Therefore, when the pre-alarm level is upgraded, the first over-limit score (H minor_1 ​) is 40 points, so that the cumulative score of the bearing overlimit (H) is at least 40 and the bearing health status rating is at least "abnormal"; at the same time, subsequent overlimit scoring is not applicable.

[0227] Therefore, the limit value ranges of the grouping items "(Z) Intraday warning" and "(Z) Intraday first-level alarm" are:

[0228] 0≤A pre ;

[0229] A pre ≤A ala1 ;

[0230] First over-limit scoring (H minor_1 )for:

[0231] H minor_1 =20;

[0232] Subsequent over-limit scoring (H minor_n ) is calculated as:

[0233] H minor_n =20 / (N ala –1)(rounded to 2 decimal places);

[0234] The value range of the grouping item "(Z) intraday second level alarm" is:

[0235] A ala1 ≤A ala2 ;

[0236] First over-limit scoring (H minor_1 )for:

[0237] H minor_1 =60;

[0238] There is no subsequent over-limit scoring for this group item (H minor_n ).

[0239] The grouping item "(Z) Intraday Early Warning Upgrade" is determined by the change in the early warning level and is not subject to the limit value range;

[0240] First over-limit scoring (H minor_1 )for:

[0241] H minor_1 =40;

[0242] There is no subsequent over-limit scoring for this group item (H minor_n ).

[0243] The traceability time / traceability condition of this classification item is the last wheel drive replacement within the past (Z) days or (Z) days - current. ​​​

[0244] 7. Bearing on-board temperature monitoring

[0245] The 6A main engine equipped on the locomotive includes an on-board monitoring module. During the operation of the bearing with the locomotive, if the on-board temperature sensor records an abnormal increase in the bearing temperature or exceeds the temperature limit, it is considered that the bearing at the corresponding monitoring point may be faulty, and the temperature or temperature rise alarm is output according to the maximum sampled temperature or temperature rise value (the reference temperature limit is shown in Table 5).

[0246] In actual use, when a bearing has a temperature or temperature rise alarm, it usually means that the internal structure of the bearing may have deformed and failed, frictional heat has occurred, and the temperature has risen. Therefore, the bearing temperature / temperature rise alarm is highly valued. Usually, when it first appears, the locomotive depot requires immediate speed reduction and immediate return to the depot for maintenance. Therefore, when a temperature / temperature rise alarm appears, the first over-limit score (H minor_1 ) is 60 points, so that the cumulative score of the bearing overrun (H) is at least 60 and the bearing health status rating is at least "faulty"; at the same time, subsequent overrun scoring is not applicable.

[0247] Therefore, the limit value ranges of the grouping item "temperature / temperature rise pre-alarm" are:

[0248] 0≤T <T ala ;

[0249] 0≤ΔT<ΔT ala ;

[0250] First over-limit scoring (H minor_1 )for:

[0251] H minor_1 =60;

[0252] There is no subsequent over-limit scoring for this group item (H minor_n ).

[0253] The traceability time / traceability condition of this classification item is the locomotive's most recent driving start time / mileage - current.

[0254] 8. Test run after on-board monitoring of bearings

[0255] There are usually two ways to handle the on-site bearing on-board monitoring pre-alarm: ① Repair the wheel to eliminate the false alarm of bearing vibration caused by wheel tread damage; ② Replace the wheel drive and replace the bearing that may be faulty (because the bearing cannot be removed separately during the repair, the entire wheel drive is replaced and returned to the factory for repair). Therefore, if the pre-alarm still appears at the same point after the on-board monitoring pre-alarm is processed, it is considered that the abnormality has not been eliminated and needs to be re-checked as soon as possible.

[0256] The post-processing trial run phase is usually the first drive after the fault is processed. If during this drive, the axle position after turning or replacement of the wheel drive has any type of vehicle monitoring pre-alarm (vibration warning / level 1 alarm / level 2 alarm / temperature / temperature rise pre-alarm), the grouping item "post-turning trial run pre-alarm" and "post-wheel drive replacement trial run pre-alarm" directly inherit the grouping over-limit cumulative score of the corresponding pre-alarm before processing (H minor ), which means that the current treatment is considered invalid and the bearing health condition is re-scored according to the cumulative score of over-limit before the treatment.

[0257] In view of the different maintenance and inspection items applicable to the three types of bearings, namely axle box bearings, motor bearings and clamping bearings in section repair situations, the quantitative scoring method for the three types of bearings is shown in Table 7, Table 8 and Table 9.

[0258] Table 7:

[0259]

[0260]

[0261] Table 8:

[0262]

[0263]

[0264] Table 9:

[0265]

[0266] The detailed explanation of the above-mentioned embodiments is only intended to explain the present invention so as to facilitate a better understanding of the present invention. However, these descriptions cannot be interpreted as limitations on the present invention for any reason. In particular, the various features described in different embodiments may also be arbitrarily combined with each other to form other embodiments. Unless there is a clear description to the contrary, these features should be understood to be applicable to any embodiment and are not limited to the described embodiments.

Claims

1. A method for health assessment of railway locomotive running gear bearings under section maintenance conditions, characterized in that: Obtaining maintenance data of a railway locomotive running gear bearing under section maintenance conditions, and classifying the maintenance data into a plurality of classification items; Based on the inspection data, each of the classification items is quantitatively scored and a corresponding bearing overrun cumulative score is obtained; A health status rating is assigned to the railway locomotive running gear bearing according to the cumulative scores of the bearing exceeding the limit.

2. The method for health assessment of railway locomotive running gear bearings under section repair conditions as claimed in claim 1, characterized in that: Each of the classification item points includes at least one grouping item point, and the grouping overlimit cumulative score of each of the grouping item points is calculated. The classification overlimit cumulative score of the classification item point is calculated based on the grouping overlimit cumulative scores of each of the grouping item points within each of the classification item points; the bearing overlimit cumulative score corresponding to the classification item point is calculated based on the classification overlimit cumulative score of each of the classification item points and the grouping overlimit cumulative scores.

3. The method for health assessment of railway locomotive running gear bearings under section repair conditions as claimed in claim 2, characterized in that: The calculation formula for the bearing overrun cumulative score is: H=max{max(H major ),Σ[max(H minor )]} Where, H is the cumulative score of the bearing overrun; H minor H is the cumulative score of group exceeding the limit, major Cumulative score for classification over-limit.

4. The method for health assessment of railway locomotive running gear bearings under section repair conditions as claimed in claim 3 is characterized in that: The calculation formula for the classification over-limit cumulative score is: H major =Σ(H minor ) In the formula, H major is the classification over-limit cumulative score, H minor The accumulated score for group over-limit.

5. The method for health assessment of railway locomotive running gear bearings under section repair conditions as claimed in claim 2, characterized in that: The calculation formula for the group over-limit cumulative score is: H minor =H minor_1 +(n-1)×H minor_n In the formula, H minor H is the cumulative score of group exceeding the limit, minor For the first over-limit score, H minor For subsequent over-limit scoring, n is the total number of times the grouped item points exceed the limit.

6. The method for health assessment of railway locomotive running gear bearings under section repair conditions as claimed in claim 5, characterized in that: Based on the inspection data, determine whether the grouping item exceeds the limit and count the number of times it exceeds the limit. If the grouping item exceeds the limit, it should be paid attention to. The first time the limit is exceeded, the score H minor-1 20 points; When one of the grouping items exceeds the limit at the same time as another grouping item, it should be paid attention to. The first exceeding limit score H minor-1 It is 10 points.

7. The method for health assessment of railway locomotive running gear bearings under section repair conditions as claimed in claim 5, characterized in that: The calculation method for the subsequent over-limit points is: H minor_n = Expected score / (Number of violations that should attract attention at the corresponding level - 1) In the formula, H minor_n For subsequent over-limit scoring, the expected score is the corresponding over-limit cumulative score when the health status rating is healthy.

8. The method for health assessment of railway locomotive running gear bearings under section repair conditions as claimed in claim 5, characterized in that: Based on the inspection data, determine whether the grouping item exceeds the limit and count the number of times it exceeds the limit. include, The maintenance data corresponding to the grouping item point belongs to a qualitative indicator. If the qualitative indicator is unqualified, it is judged that the grouping item point exceeds the limit.

9. The method for health assessment of railway locomotive running gear bearings under section repair conditions as claimed in claim 5, characterized in that: Based on the inspection data, determine whether the grouping item exceeds the limit and count the number of times it exceeds the limit. include, The maintenance data corresponding to the grouping item point belongs to a quantitative index, and a limit value range is set for the quantitative index. If the quantitative index exceeds the limit value range, it is determined that the grouping item point exceeds the limit.

10. The method for health assessment of railway locomotive running gear bearings under section repair conditions as claimed in claim 5, characterized in that: The number of times the limit is exceeded is counted based on the tracing time and the tracing condition.

11. The method for health assessment of railway locomotive running gear bearings under section repair conditions according to claim 1, characterized in that: The health status rating includes at least four levels, namely healthy, concerned, abnormal and faulty.

12. A railway locomotive running gear bearing early warning method under section maintenance conditions, characterized in that: Regularly obtain a health rating of a railway locomotive running gear bearing based on the health assessment method as claimed in claim 1; Generate pre-warning information according to the health status rating, the pre-warning information including the health status rating and corresponding classification item points; Pushing the alarm information to the user, and the user verifying and processing each of the classification items in the alarm information; When the health rating of each of the classification items in the alarm information is updated to healthy, the alarm information is marked as cancelled and the alarm information push process is terminated.

13. The early warning method for railway locomotive running gear bearings under section repair conditions according to claim 12, characterized in that: Before pushing the alarm information to the user, Check whether the locomotive where the railway locomotive running gear bearing is located has any unprocessed early warning information; If there is unprocessed pre-alarm information for the locomotive, and there are unhealthy classification items in the alarm information, then update the pre-alarm information; If there is unprocessed pre-alarm information for the locomotive, and all classification items in the alarm information are healthy, the alarm information is marked as cancelled and the alarm information push process is terminated; If the locomotive has no unprocessed pre-alarm information, it is determined whether the alarm information needs to be updated according to the health status rating and historical push in the alarm information.

14. The early warning method for railway locomotive running gear bearings under section repair conditions according to claim 13, characterized in that: Judging whether the alarm information needs to be updated according to the health status rating and historical push in the alarm information includes: If there is an unhealthy classification item in the alarm information, it is determined whether there is any alarm information in the locomotive; If there is no alarm information for the locomotive, the alarm information is pushed to the user; If there is an existing alarm message for the locomotive and the alarm message has been pushed for more than 30 days, the alarm message will be pushed to the user; If there is an existing alarm information for the locomotive and the health status rating of the alarm information is the same as or lower than that in the existing alarm information within 30 days, the existing alarm information is updated; If there is an existing alarm message for the locomotive and the existing alarm message is within 30 days, and the health status rating of the alarm message is higher than that of the existing alarm message, the alarm message will be pushed to the user.

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