Sensor data analysis method and system for monitoring temperature of brake disc of high-speed train

Abstract

The invention relates to the technical field of train brake disc temperature monitoring, and discloses a sensor data analysis method and system for high-speed train brake disc temperature monitoring. Real-time data are acquired through a temperature sensor, and normal and abnormal states are determined according to a preset temperature range; when an exception occurs, according to whether the train is in a normal running state or a braking state or not, the arrival remaining time or the braking remaining time is calculated under the two conditions and compared with a threshold value obtained through historical data analysis, so that balance is obtained between safety and operation efficiency, and measures of reducing the train speed or maintaining / adjusting the braking state are taken. According to the method, quick response to temperature abnormity is ensured, the actual running state of the train is also considered, and a data-driven comprehensive coping strategy is provided.

Description

Technical Field

[0001] The present invention relates to the technical field of train brake disc temperature monitoring, and particularly to a method and system for analyzing sensor data for monitoring the temperature of a high-speed train brake disc. Background Art

[0002] The braking system of a high-speed train plays a crucial role in driving safety. As an important part of the braking system, the temperature state of the brake disc is directly related to the braking effect, wear condition, and even safety performance. By monitoring the temperature of the brake disc in real time, it is possible to timely grasp the temperature rise trend caused by heat accumulation during braking, and prevent braking performance attenuation, material fatigue, or even failure caused by overheating.

[0003] In practical applications, various technical means can be used to monitor the temperature of the brake disc of a high-speed train. Common methods include thermocouple sensors, infrared thermometers, and fiber optic temperature sensors. Thermocouple sensors are often used to directly monitor the local temperature by being installed on the brake disc due to their low cost, fast response, and mature engineering applications; infrared thermometers are suitable for non-contact remote temperature measurement and can collect real-time temperature distribution information of the entire braking system, but are greatly affected by the external environment and require optical compensation and data filtering; fiber optic temperature sensors have high precision and distributed monitoring capabilities, are suitable for monitoring instantaneous changes in the temperature field, and perform excellently especially in high-speed operation and high-dynamic response scenarios. Summary of the Invention

[0004] Aiming at the problems existing in the above-mentioned prior art, the purpose of the present invention is to provide a method and system for analyzing sensor data for monitoring the temperature of a high-speed train brake disc, so as to be able to monitor the temperature of the high-speed train brake disc.

[0005] To achieve the above object, the present invention provides the following technical solution: A method for analyzing sensor data for monitoring the temperature of a brake disc of a high-speed train, comprising: Step 1, obtaining the temperature of the brake disc using a temperature sensor. At the same time, setting a brake disc temperature threshold based on the temperature range when the brake disc is operating normally, and comparing the brake disc temperature with the brake disc temperature threshold. If the brake disc temperature is less than or equal to the brake disc temperature threshold, the brake disc temperature is normal, and continue to monitor; if the brake disc temperature is greater than the brake disc temperature threshold, the brake disc temperature exceeds the normal range, and proceed to the next step; Step 2, obtaining whether the train state is a normal driving state or a braking state. If the train is in a normal driving state, it is determined that the brake caliper deviates from the normal position, thus rubbing against the brake disc and causing the brake disc to heat up. In this case, subtract the current time from the time when the train arrives at the next station on the train schedule to obtain the remaining time to the station. At the same time, set a remaining time threshold according to the time that the brake disc temperature can persist after overheating in the historical record, and compare the remaining time to the station with the remaining time threshold, and obtain different responses according to the comparison result; if the train is in a braking state, obtain the remaining braking time required to reduce the speed to a predetermined speed according to the current vehicle speed and the predetermined speed to be reduced, and compare the remaining braking time with the remaining time threshold, and make different responses according to the comparison result.

[0006] In some embodiments, if the remaining time to the station is greater than the remaining time threshold, it means that the time that the brake disc temperature can persist after overheating is not enough for the train to reach the next station. In this case, reduce the vehicle speed and reduce the friction between the brake caliper and the brake disc to cool the brake disc; if the remaining time to the station is less than or equal to the remaining time threshold, it means that the time that the brake disc temperature can persist after overheating is enough for the train to reach the next station. In this case, maintain the current vehicle speed and proceed to the next station for maintenance.

[0007] In some embodiments, if the remaining braking time is less than or equal to the remaining time threshold, it means that the time that the brake disc temperature can persist after overheating is enough for the train to reduce the speed to the predetermined speed. In this case, continue braking; if the remaining braking time is greater than the remaining time threshold, it means that the time that the brake disc temperature can persist after overheating is not enough for the train to reduce the speed to the predetermined speed. In this case, stop braking.

[0008] In some embodiments, the time for the train to reduce the vehicle speed, reduce the friction between the brake caliper and the brake disc, and cool the brake disc is recorded as the first time. After reducing the vehicle speed, obtain the distance to the next station, which is recorded as the remaining distance, and divide the remaining distance by the reduced vehicle speed to obtain the estimated time required to reach the next station, which is recorded as the second time. Compare the sum of the first time and the second time with the remaining time to the station, and obtain different responses according to the comparison result.

[0009] In some embodiments, if the sum of the two is less than or equal to the remaining time until arrival, it means that the train will not be late after reducing the speed. In this case, maintain the reduced speed; if the sum of the two is greater than the remaining time until arrival, it means that the train will be late after reducing the speed. In this case, make a re-judgment.

[0010] In some embodiments, when making a re-judgment, subtract the remaining time until arrival from the sum of the first time and the second time to obtain the late arrival time. At the same time, set a late arrival time threshold, and compare the late arrival time with the late arrival time threshold. If the late arrival time is less than or equal to the late arrival time threshold, it means that the late arrival time of the train is within the maximum late arrival time tolerated by the passengers. In this case, the train maintains the reduced speed and travels; if the late arrival time is greater than the late arrival time threshold, it means that the late arrival time of the train exceeds the maximum late arrival time tolerated by the passengers. In this case, execute other strategies.

[0011] In some embodiments, the specific process of other strategies is as follows: when the late arrival time is greater than the late arrival time threshold, assume that when the brake caliper deviates from the normal state and contacts the brake disc and wears it, causing the brake disc temperature to exceed the brake disc temperature threshold, the train immediately stops for repair. According to the historical records, obtain the average repair time when the brake caliper deviated from the normal position and contacted and wore the brake disc in the past. After obtaining the average repair time, compare the average repair time with the late arrival time threshold, and obtain different responses according to the comparison results.

[0012] In some embodiments, if the average repair time is less than or equal to the late arrival time threshold, it means that when the brake caliper deviates from the normal state and contacts the brake disc, causing the brake disc temperature to exceed the brake disc temperature threshold, the train chooses to stop immediately for repair and then continue to travel. Finally, the total time taken to reach the next station is compared with the time taken to reduce the speed of the train to lower the brake disc temperature below the brake disc temperature threshold and maintain the reduced speed until reaching the next station. The total time spent does not exceed the maximum late arrival time tolerated by the passengers. In this case, the train stops immediately to repair the brake caliper and the brake disc, and then travels at a normal speed after the repair. If the average repair time is greater than the late arrival time threshold, it means that when the brake caliper deviates from the normal state and contacts the brake disc, causing the brake disc temperature to exceed the brake disc temperature threshold, the train chooses to stop immediately for repair and then continue to travel. Finally, the total time taken to reach the next station is compared with the time taken to reduce the speed of the train to lower the brake disc temperature below the brake disc temperature threshold and maintain the reduced speed until reaching the next station. The total time spent exceeds the maximum late arrival time tolerated by the passengers. In this case, the train will choose to stop immediately to repair the brake caliper and the brake disc, and then travel at a normal speed after the repair. The time taken to reach the next station finally is recorded as the selection two time. The selection two late arrival time is obtained by subtracting the remaining time to the station from the selection two time. At the same time, the late arrival time mentioned above is recorded as the selection one late arrival time. After obtaining the selection one late arrival time and the selection two late arrival time, the two are compared. If the selection one late arrival time is less than the selection two late arrival time, then when the brake disc temperature exceeds the brake disc temperature threshold, the brake caliper deviates from the normal position, and the remaining time to the station is greater than the remaining time threshold, the train speed is reduced until the brake disc temperature drops to less than or equal to the brake disc temperature threshold, and then the reduced speed is maintained until reaching the next station. If the selection one late arrival time is greater than the selection two late arrival time, then when the brake disc temperature exceeds the brake disc temperature threshold, the brake caliper deviates from the normal position, and the remaining time to the station is greater than the remaining time threshold, the train chooses to stop immediately for repair. After the repair, the train travels at a normal speed again.

[0013] The present invention also provides the following technical solutions:

[0014] The present invention further provides a sensor data analysis system for monitoring the temperature of a high-speed train brake disc, which is used to execute the method described above, including: a brake disc temperature monitoring module, which is used to obtain the brake disc temperature using a temperature sensor. At the same time, a brake disc temperature threshold is set according to the temperature range when the brake disc is working normally, and the brake disc temperature is compared with the brake disc temperature threshold. If the brake disc temperature is less than or equal to the brake disc temperature threshold, the brake disc temperature is normal and the monitoring continues; if the brake disc temperature is greater than the brake disc temperature threshold, the brake disc temperature exceeds the normal range and the next module is executed; a train state judgment and response module, which is used to obtain whether the train state is a normal running state or a braking state. If the train is in a normal running state, it is determined that the brake caliper deviates from the normal position, thus coming into contact with the brake disc due to wear and causing the brake disc to heat up. In this case, the remaining time to reach the next station is obtained by subtracting the current time from the time on the train schedule to reach the next station. At the same time, a remaining time threshold is set according to the time that the brake disc temperature can persist after overheating in the historical record, and the remaining time to reach the station is compared with the remaining time threshold, and different responses are obtained according to the comparison result; if the train is in a braking state, the remaining braking time required to reduce to the predetermined vehicle speed is obtained according to the current vehicle speed and the predetermined vehicle speed to be reduced to, and the remaining braking time is compared with the remaining time threshold, and different responses are made according to the comparison result.

[0015] The present invention further provides a computer-readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the above-mentioned sensor data analysis method for monitoring the temperature of a high-speed train brake disc.

[0016] The technical solution provided by the present invention has the following beneficial effects compared with the prior art:

[0017] In the present invention, real-time data is first obtained through a temperature sensor, and the normal and abnormal states are determined based on a preset temperature range; when an abnormality occurs, according to whether the train is in a normal running or braking state, in both cases, the remaining time to reach the station or the remaining braking time is calculated and compared with the threshold obtained from historical data analysis, so as to achieve a balance between safety and operating efficiency, and measures such as reducing the vehicle speed or maintaining / adjusting the braking state are taken. This method not only ensures a rapid response to temperature abnormalities, but also takes into account the actual operating state of the train, providing a data-driven comprehensive response strategy. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a schematic flow chart of the steps of the present invention;

[0019] Figure 2 is a schematic module structure diagram of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0020] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0021] It can be understood that the term "one" should be understood as "at least one" or "one or more". That is, in one embodiment, the number of an element can be one, while in other embodiments, the number of the element can be multiple. The term "one" should not be understood as a limitation on the quantity.

[0022] The sensor data analysis method for monitoring the temperature of a high-speed train brake disc provided by the present invention, as Figure 1 and Figure 2 shown, includes the following steps:

[0023] In the first step, temperature data of the train brake disc is obtained through a temperature sensor, denoted as the brake disc temperature. This brake disc temperature is recorded for subsequent reference. At the same time, according to the brake disc parameter information, the temperature range during its normal operation is obtained, and a brake disc temperature threshold is set based on the normal operation temperature range. As long as the brake disc temperature does not exceed the brake disc temperature threshold, the temperature of the brake disc is in a normal state. Under this condition, the brake disc temperature is compared with the brake disc temperature threshold, and different responses are obtained according to the comparison result. If the brake disc temperature is less than or equal to the brake disc temperature threshold, it means that the temperature of the brake disc is in a normal state. In this case, continuous monitoring can be carried out. If the brake disc temperature is greater than the brake disc temperature threshold, it means that the temperature of the brake disc has exceeded the normal temperature. In this case, the next step is executed.

[0024] Second step: Obtain whether the current train state is the braking state or the normal running state, and take different responses according to the train state. If the train is in the normal running state at this time, it is determined that the brake caliper has deviated from the normal position and thus has a worn contact with the brake disc, causing the temperature of the brake disc to rise. Because in the normal running state, when the train is not braking, the brake caliper and the brake disc are not in contact, and only when braking, the brake caliper is used to clamp the brake disc for braking. Therefore, if the train is in the normal running state, it is determined that the brake caliper has deviated from the normal position, thus having a worn contact with the brake disc and causing the temperature of the brake disc to rise. Based on this, after determining that the brake caliper has deviated from the normal position, obtain the time required for the train to reach the next station, denoted as the remaining time to the station. This remaining time to the station is the time for the train to reach the next station under normal running, and can also be understood as the time obtained by subtracting the current time from the time to reach the next station on the train schedule. At the same time, according to the historical records, obtain the time that the brake disc can still hold after the temperature of the brake disc exceeds the brake disc temperature threshold, denoted as the holding time. Since there will be multiple historical records, multiple holding times will be obtained. For the multiple holding times, take the shortest time among them and denote it as the remaining time threshold. Based on this, compare the remaining time to the station with the remaining time threshold, and take different responses according to the comparison result. If the remaining time to the station is greater than the remaining time threshold, it means that the time that the brake disc can still hold after the temperature of the brake disc exceeds the brake disc temperature threshold is not enough for the train to reach the next station. In this case, reduce the train speed and reduce the friction between the brake caliper and the brake disc to make the train reach the next station as much as possible. If the remaining time to the station is less than or equal to the remaining time threshold, it means that the time that the brake disc can still hold after the temperature of the brake disc exceeds the brake disc temperature threshold is enough for the train to reach the next station. In this case, maintain the current vehicle speed and move forward, and repair the brake caliper and the brake disc after the train reaches the next station. If the train is in the braking state at this time, the brake caliper is clamping the brake disc for braking. In this case, obtain the time required to reduce to the predetermined vehicle speed according to the current vehicle speed and the predetermined vehicle speed to be reduced, denoted as the remaining braking time, and compare the remaining braking time with the remaining time threshold, and take different responses according to the comparison result. If the remaining braking time is less than or equal to the remaining time threshold, it means that the time that the brake disc can still hold after the temperature of the brake disc exceeds the brake disc temperature threshold is enough for the train to reduce to the predetermined vehicle speed. In this case, maintain the current braking state. If the remaining braking time is greater than the remaining time threshold, it means that the time that the brake disc can still hold after the temperature of the brake disc exceeds the brake disc temperature threshold is not enough for the train to reduce to the predetermined vehicle speed. In this case, stop braking.Combining the first and second steps, first obtain real-time data through the temperature sensor and determine the normal and abnormal states based on the preset temperature range; when an abnormality occurs, according to whether the train is in a normal driving or braking state, calculate the remaining time to the next station or the remaining braking time in these two cases, and compare it with the remaining time threshold obtained from historical data analysis, so as to balance safety and operation efficiency, and take measures to reduce the vehicle speed or maintain / adjust the braking state. This method not only ensures a rapid response to temperature abnormalities, but also takes into account the actual operating state of the train, providing a data-driven comprehensive response strategy.

[0025] In the third step, when the train is in a normal driving state and the remaining time to the next station is greater than the remaining time threshold, and the time the brake disc persists is not enough for the train to reach the next station, reduce the train speed until the brake disc temperature drops to less than or equal to the brake disc temperature threshold, and the time for reducing the speed is recorded as the first time. After reducing the train speed, obtain the distance to the next station, which is recorded as the remaining distance, and divide the remaining distance by the reduced speed to get the estimated time required to reach the next station, and record this time as the second time. In addition, the remaining time to the next station obtained in the second step is the remaining time to the next station in the normal driving state of the train. Therefore, compare the sum of the first time and the second time with the remaining time to the next station, and obtain different responses according to the comparison result. If the sum of the first time and the second time is less than or equal to the remaining time to the next station, it means that after the train reduces the speed to lower the brake disc temperature and then travels at the reduced speed, the train will not be late. In this case, maintain the reduced speed and drive. If the sum of the first time and the second time is greater than the remaining time to the next station, it means that after the train reduces the speed to lower the brake disc temperature and then travels at the reduced speed, the train will be late. In this case, execute the next step.

[0026] Step 4: When the sum of the first time and the second time is greater than the remaining time to the station, subtract the remaining time to the station from the sum of the first time and the second time to obtain the excess time, and record this excess time as the late arrival time. At the same time, set a late arrival time threshold, which represents the maximum late arrival time that passengers can tolerate on the basis that the train has been determined to be late. Under this condition, compare the late arrival time with the late arrival time threshold, and different responses can be obtained according to the comparison results. If the late arrival time is less than or equal to the late arrival time threshold, it means that the late arrival time of the train is within the range that passengers can tolerate. In this case, the train maintains the reduced speed and continues to run. If the late arrival time is greater than the late arrival time threshold, it means that the late arrival time of the train exceeds the range that passengers can tolerate. In this case, other strategies are executed. Combining Step 3 and Step 4, it is based on the premise that the train is running normally and it is judged that the brake caliper deviates from the normal position and wears and contacts the brake disc. First, use the comparison between the sum of the first time and the second time and the remaining time to the station to judge whether the train speed can be reduced to lower the brake disc temperature, and then whether the train can arrive at the next station on time when running at the reduced speed. If it can, the train runs at the reduced speed. If it cannot arrive at the next station on time, on the basis that it has been determined to be late, judge whether the late arrival time of the train is within the range that passengers can tolerate by comparing the late arrival time with the late arrival time threshold. If the late arrival time of the train is tolerable for passengers, the train can still run at the reduced speed. If passengers cannot tolerate it, other strategies are taken for remedy, such as requesting the dispatching center to dispatch nearby vehicles to carry passengers or requesting the dispatching center to immediately send maintenance personnel for repair, etc. In addition, it is worth mentioning that the late arrival time threshold can be determined in the following way: count the number of all passengers on the train, denoted as the number of passengers, distribute questionnaires to all passengers, ask passengers to fill in the maximum late arrival time they can tolerate, and after obtaining the maximum late arrival time that all passengers can tolerate, add up the maximum late arrival time that all passengers can tolerate and divide by the number of passengers to obtain the average time, and set this average time as the late arrival time threshold.

[0027] Step 5, when the delay time is greater than the delay time threshold, assume that when the brake caliper deviates from the normal state and contacts and wears the brake disc, causing the brake disc temperature to exceed the brake disc temperature threshold, the train immediately stops for repair. According to the historical records, obtain the average repair time when the brake caliper deviated from the normal position and contacted and wore the brake disc in the past. After obtaining the average repair time, compare the average repair time with the delay time threshold, and based on the comparison result, different responses are obtained. If the average repair time is less than or equal to the delay time threshold, it means that when the brake caliper deviates from the normal state and contacts and wears the brake disc, causing the brake disc temperature to exceed the brake disc temperature threshold, choose to stop immediately for repair and then continue to drive. Finally, the total time spent to reach the next station is compared with the time of choosing to reduce the vehicle speed to lower the brake disc temperature below the brake disc temperature threshold and maintaining the reduced vehicle speed to drive to the next station. The total time spent does not exceed the maximum delay time tolerated by the passengers. In this case, the train immediately stops to repair the brake caliper and the brake disc, and then drives at a normal speed after the repair. If the average repair time is greater than the delay time threshold, it means that when the brake caliper deviates from the normal state and contacts and wears the brake disc, causing the brake disc temperature to exceed the brake disc temperature threshold, choose to stop immediately for repair and then continue to drive. Finally, the total time spent to reach the next station is compared with the time of choosing to reduce the vehicle speed to lower the brake disc temperature below the brake disc temperature threshold and maintaining the reduced vehicle speed to drive to the next station. The total time spent exceeds the maximum delay time tolerated by the passengers. In this case, the train will choose to immediately stop to repair the brake caliper and the brake disc, and then drive at a normal speed after the repair. The time to reach the next station finally is recorded as the second-choice time. Use the second-choice time minus the remaining time to reach the station to get the second-choice delay time. At the same time, record the above-mentioned delay time as the first-choice delay time. After obtaining the first-choice delay time and the second-choice delay time, compare the two, and based on the comparison result, different responses are obtained. If the first-choice delay time is less than the second-choice delay time, when the brake disc temperature exceeds the brake disc temperature threshold and the brake caliper deviates from the normal position and the remaining time to reach the station is greater than the remaining time threshold, choose to reduce the train speed until the brake disc temperature drops to less than or equal to the brake disc temperature threshold, and then maintain the reduced vehicle speed to drive. If the first-choice delay time is greater than the second-choice delay time, when the brake disc temperature exceeds the brake disc temperature threshold and the brake caliper deviates from the normal position and the remaining time to reach the station is greater than the remaining time threshold, choose to stop immediately for repair. After the repair is completed, the train then drives at a normal speed. For example, assume that the brake disc temperature threshold is 200 °C and the brake disc temperature is 210 °C. Since the brake disc temperature of 210 °C is greater than the brake disc temperature threshold of 200 °C, obtain whether the train state is in the braking state or the normal driving state. Assume that the train is in the normal driving state, then determine that the brake caliper deviates from the normal position, resulting in contact and wear with the brake disc, causing the brake disc temperature to rise.In this case, the remaining time until arrival is obtained, assumed to be 30 minutes. At the same time, the remaining time threshold is obtained, assumed to be 20 minutes. Since the remaining time until arrival of 30 minutes is greater than the remaining time threshold of 20 minutes, after the brake disc temperature exceeds the brake disc temperature threshold, the time that can be persisted is not enough for the train to reach the next station. Therefore, the train speed is reduced to decrease the friction between the brake caliper and the brake disc, enabling the train to reach the next station as much as possible. Assume the first time for reducing the speed is 2 minutes and the second time is 27 minutes, and their total is 29 minutes. Since the total of 29 minutes is less than the remaining time until arrival of 30 minutes, after the train reduces its speed to lower the brake disc temperature and then travels at the reduced speed, the train will not be late. In this case, it maintains traveling at the reduced speed. If the first time is 5 minutes and the second time is 38 minutes, their total is 43 minutes. Since the total of 43 minutes is greater than the remaining time until arrival of 30 minutes, the train will be late. In this case, the late time is calculated as 43 - 30 = 13 minutes. Assume the late time threshold is 5 minutes. Since the late time of 13 minutes is greater than the late time threshold of 5 minutes, it exceeds the maximum late time tolerated by passengers. In this case, other strategies are executed. Assume that when the brake caliper deviates from the normal state and contacts and wears the brake disc, causing the brake disc temperature to exceed the brake disc temperature threshold, the train immediately stops for repair, and the average repair time is 4 minutes. After the repair, the train travels to the next station at the normal speed. In this case, compared with the normal time for the train to reach the next station, that is, the remaining time until arrival of 30 minutes, it can be regarded as only taking 4 more minutes to reach the next station than normal travel. Therefore, the average repair time of 4 minutes is compared with the late time threshold of 5 minutes. Since 4 minutes is less than 5 minutes and does not exceed the maximum late time tolerated by passengers, the choice is to immediately stop for repair. If the average repair time is 10 minutes, then the average repair time of 10 minutes is greater than the late time threshold of 5 minutes and exceeds the maximum late time tolerated by passengers. So, a comparison is made again. Since the second selected time is 40 minutes, the second selected late time is 10 minutes, the first selected late time is 13 minutes, and 10 minutes is less than 13 minutes. Therefore, although the maximum late time tolerated by passengers is exceeded after immediately stopping for repair and then traveling normally to the station, it is less than the maximum late time tolerated by passengers after decelerating to the station. Because the maximum late time tolerated by passengers after immediately stopping for repair and then traveling normally to the station is 10 minutes which is greater than 5 minutes, and the maximum late time tolerated by passengers after decelerating to the station is 13 minutes which is greater than 5 minutes, so the choice is still to immediately stop for repair.

[0028] Embodiments disclosed in the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. Embodiments disclosed in the present invention include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program contains program codes for executing the methods shown in the flowcharts. In such an embodiment, the computer program can be downloaded and installed from a network through a communication part, and / or installed from a removable medium. When the computer program is executed by a central processing unit, the above-mentioned functions defined in the methods of the present application are executed. It should be noted that the above-mentioned computer-readable medium in the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the two. A computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of a computer-readable storage medium can include, but are not limited to: an electrical connection having one or more wire segments, a portable computer disk, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, an optical fiber, a portable compact disk read-only memory, an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable storage medium can be any tangible medium that contains or stores a program, and the program can be used by or combined with an instruction execution system, apparatus, or device. And in the present application, a computer-readable signal medium can include a data signal propagated in a baseband or as part of a carrier wave, which carries computer-readable program codes. Such a propagated data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, and the computer-readable medium can send, propagate, or transmit a program for use by or combined with an instruction execution system, apparatus, or device. The program codes contained on the computer-readable medium can be transmitted by any suitable medium, including but not limited to: a wireless segment, a wire segment, an optical cable, RF, etc., or any suitable combination of the above.

[0029] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagram may represent a module, a segment of a program, or a part of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than that marked in the accompanying drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, and combinations of blocks in the block diagram and / or flowchart, can be implemented by a dedicated hardware-based system that performs the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions.

[0030] Those skilled in the art should understand that the above description is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed in the present application should be covered by the protection scope of the present application.

Claims

1. A sensor data analysis method for high-speed train brake disc temperature monitoring, characterized in that: include: Step 1: Use the temperature sensor to obtain the brake disc temperature. At the same time, set the brake disc temperature threshold according to the temperature range when the brake disc is working normally, compare the brake disc temperature with the brake disc temperature threshold. If the brake disc temperature is less than or equal to the brake disc temperature threshold, the brake disc temperature is normal and continue monitoring; if the brake disc temperature is greater than the brake disc temperature threshold, the brake disc temperature exceeds the normal range and execute the next step; Step 2: Obtain the train status as either normal driving or braking. If the train is in normal driving, it is determined that the brake caliper deviates from the normal position, thereby wearing and contacting the brake disc, causing the brake disc to heat up. In this case, the time to arrive at the next station on the train timetable minus the current time is used to obtain the remaining time to the station. At the same time, the remaining time threshold is set according to the time that the brake disc can last after overheating in the historical records, and the remaining time to the station is compared with the remaining time threshold, and different responses are made according to the comparison results. If the train is in braking status, the remaining braking time required to reduce the distance to the predetermined speed is obtained according to the current speed and the predetermined speed to be reduced, the remaining braking time is compared with the remaining time threshold, and different responses are made according to the comparison results.

2. The sensor data analysis method for high-speed train brake disc temperature monitoring according to claim 1 is characterized in that: If the remaining time to the station is greater than the remaining time threshold, it means that the brake disc temperature can last for a long time after overheating, which is sufficient for the train to reach the next station. In this case, reduce the speed, reduce the friction between the brake caliper and the brake disc, and cool down the brake disc. If the remaining time to the station is less than or equal to the remaining time threshold, it means that the brake disc temperature can last for a long time after overheating, which is sufficient for the train to reach the next station. In this case, maintain the current speed and proceed to the next station before carrying out maintenance.

3. The sensor data analysis method for high-speed train brake disc temperature monitoring according to claim 1 is characterized in that: If the remaining braking time is less than or equal to the remaining time threshold, it means that the time that the brake disc temperature can hold after over-temperature is sufficient to reduce the train to the predetermined speed. In this case, continue braking; if the remaining braking time is greater than the remaining time threshold, it means that the time that the brake disc temperature can hold after over-temperature is insufficient to reduce the train to the predetermined speed. In this case, stop braking.

4. The sensor data analysis method for high-speed train brake disc temperature monitoring according to claim 2 is characterized in that: The train reduces its speed to reduce the friction between the brake caliper and the brake disc. The time it takes to cool down the brake disc is recorded as the first time. After reducing the speed, the distance to the next station is obtained and recorded as the remaining distance. The remaining distance is divided by the reduced speed to get the estimated time required to reach the next station. This time is recorded as the second time. The sum of the first time and the second time is compared with the remaining time to arrive at the station, and different responses are taken according to the comparison results.

5. The sensor data analysis method for high-speed train brake disc temperature monitoring according to claim 4 is characterized in that: If the sum of the two is less than or equal to the remaining time to arrive at the station, it means that the train will not be delayed after reducing the speed. In this case, maintain the reduced speed; if the sum of the two is greater than the remaining time to arrive at the station, it means that the train will be delayed after reducing the speed. In this case, make another judgment.

6. The sensor data analysis method for high-speed train brake disc temperature monitoring according to claim 5 is characterized in that: When judging again, the delay time is obtained by subtracting the remaining time at the station from the sum of the first time and the second time. At the same time, a delay time threshold is set, and the delay time is compared with the delay time threshold. If the delay time is less than or equal to the delay time threshold, it means that the train delay time is within the maximum delay time tolerated by the passengers. In this case, the train maintains the reduced speed; if the delay time is greater than the delay time threshold, it means that the train delay time exceeds the maximum delay time tolerated by the passengers. In this case, other strategies are implemented.

7. The sensor data analysis method for high-speed train brake disc temperature monitoring according to claim 6 is characterized in that: The specific process of other strategies is: when the delay time is greater than the delay time threshold, assuming that when the brake caliper deviates from the normal state and contacts the brake disc and wears, causing the brake disc temperature to exceed the brake disc temperature threshold, the train will stop immediately for maintenance, and the average repair time when the brake caliper deviates from the normal position and contacts the brake disc and wears is obtained based on historical records. After obtaining the average repair time, the average repair time is compared with the delay time threshold, and different responses are obtained based on the comparison results.

8. The sensor data analysis method for high-speed train brake disc temperature monitoring according to claim 1, characterized in that: If the average repair time is less than or equal to the delay time threshold, it means that when the brake caliper deviates from the normal state and contacts and wears the brake disc, causing the brake disc temperature to exceed the brake disc temperature threshold, the train chooses to stop immediately for repairs and then continue to drive. The time it takes to arrive at the next station is compared with the time it takes to reduce the speed so that the brake disc temperature drops below the brake disc temperature threshold and maintain the reduced speed to the next station. The total time does not exceed the maximum delay time tolerated by passengers. In this case, the train stops immediately to repair the brake caliper and brake disc, and then drives at normal speed after the repair. If the average repair time is greater than the delay time threshold, it means that when the brake caliper deviates from the normal state and contacts and wears the brake disc, causing the brake disc temperature to exceed the brake disc temperature threshold, the train chooses to stop immediately for repairs and then continue to drive. The time it takes to arrive at the next station is compared with the time it takes to reduce the speed so that the brake disc temperature drops below the brake disc temperature threshold and maintain the reduced speed to the next station. The total time it takes exceeds the maximum delay time tolerated by passengers. In the case of a large delay, the train will be selected to stop immediately to repair the brake caliper and brake disc, and then travel at a normal speed after the repair. The time when the train finally arrives at the next station is recorded as the second delay time. The second delay time is subtracted from the remaining time to the station to obtain the second delay time. At the same time, the delay time in the above is recorded as the first delay time. After obtaining the first delay time and the second delay time, the two are compared. If the first delay time is less than the second delay time, when the brake disc temperature exceeds the brake disc temperature threshold, the brake caliper deviates from the normal position, and the remaining time to the station is greater than the remaining time threshold, the train speed is reduced until the brake disc temperature drops to less than or equal to the brake disc temperature threshold, and the reduced speed is maintained. If the first delay time is greater than the second delay time, when the brake disc temperature exceeds the brake disc temperature threshold, the brake caliper deviates from the normal position, and the remaining time to the station is greater than the remaining time threshold, the train speed is reduced until the brake disc temperature drops to less than or equal to the brake disc temperature threshold, and the train travels at the reduced speed. If the first delay time is greater than the second delay time, when the brake disc temperature exceeds the brake disc temperature threshold, the brake caliper deviates from the normal position, and the remaining time to the station is greater than the remaining time threshold, the train speed is reduced.

9. A sensor data analysis system for high-speed train brake disc temperature monitoring, which is used to execute the method according to any one of claims 1 to 8, characterized in that: include: The brake disc temperature monitoring module is used to obtain the brake disc temperature using a temperature sensor. At the same time, the brake disc temperature threshold is set according to the temperature range when the brake disc is working normally, and the brake disc temperature is compared with the brake disc temperature threshold. If the brake disc temperature is less than or equal to the brake disc temperature threshold, the brake disc temperature is normal and monitoring continues; if the brake disc temperature is greater than the brake disc temperature threshold, the brake disc temperature exceeds the normal range and the next module is executed; The train status judgment and response module is used to obtain whether the train status is normal driving status or braking status. If the train is in normal driving status, it is determined that the brake caliper deviates from the normal position, thereby wearing and contacting with the brake disc, causing the brake disc to heat up. In this case, the remaining time to the station is obtained by subtracting the current time from the time to arrive at the next station on the train timetable. At the same time, the remaining time threshold is set according to the time that the brake disc can last after overheating in the historical records, and the remaining time to the station is compared with the remaining time threshold. Different responses are obtained according to the comparison results. If the train is in braking status, the remaining braking time required to reduce the distance to the predetermined speed is obtained according to the current speed and the predetermined speed to be reduced, and the remaining braking time is compared with the remaining time threshold. Different responses are made according to the comparison results.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and the computer program is executed by a processor to implement a sensor data analysis method for high-speed train brake disc temperature monitoring as described in any one of claims 1 to 8.

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