Heavy-load locomotive coupler dynamics analysis method, device and system

Abstract

The invention provides a heavy-load locomotive coupler dynamic analysis method, device and system, and relates to the field of railway vehicle maintenance, and the method comprises the steps: determining the longitudinal force of a coupler according to the resistance change values of a coupler force sensor working sheet and a compensation sheet, a bridge power supply voltage value and a coupler static voltage value; the deflection angle of the car coupler is determined according to the distance from the displacement sensors on the two sides of the car coupler to the car coupler deflection front coupler head stay wire seat, the distance from the car coupler displacement sensors on the two sides of the car coupler to the car coupler deflection rear coupler head stay wire seat and the longitudinal distance from the car coupler head stay wire seat to the coupler tail round pin; and matching the obtained driving data with the longitudinal force of the coupler and the deflection angle of the coupler respectively, and sending the matched data to a locomotive central processing platform. According to the invention, the dynamic response of the locomotive coupler can be monitored in real time during the operation of the heavy-load train, and the longitudinal force and the coupler deflection angle of the heavy-load train can be measured in real time.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail vehicle maintenance, and in particular to a heavy haul locomotive coupler dynamics analysis method, device and system. BACKGROUND

[0002] Heavy haul railway plays an important role in the progress of rail vehicle technology with its large capacity, high efficiency and low cost. Developing heavy haul transportation and accelerating the improvement of railway transportation capacity is an important direction of railway development.

[0003] With the continuous increase of the length of heavy haul train formation, axle load and traction tonnage, and running speed, the longitudinal impulse of the train becomes more intense, which causes safety accidents in operation. The safety of the power of the traction locomotive is particularly important, and more than half of the safety accidents of heavy haul trains occur on the traction locomotive. Therefore, it is necessary to conduct regular safety monitoring and early warning technology research on the service safety of heavy haul locomotives caused by the longitudinal impulse of the train. The heavy haul locomotive coupler dynamics analysis technology is one of the key technologies to ensure the service safety of heavy haul locomotives. Real-time and accurate monitoring of the dynamic response of the heavy haul locomotive coupler helps to optimize train operation, reduce mechanical wear and tear of the train, prolong the service life of the equipment, and prevent train derailment, coupler separation and other accidents.

[0004] At present, there is a lack of regular real-time monitoring system for the dynamic response of the heavy haul locomotive coupler, and it is urgent to carry out real-time online monitoring technology research and application of the dynamic response of the heavy haul locomotive coupler to provide technical support and support for the safe operation of heavy haul trains.

[0005] The monitoring of the dynamic response of the locomotive coupler includes the measurement of the longitudinal force of the locomotive and the measurement of the deflection angle of the coupler. There are usually two methods for measuring the longitudinal force of the locomotive at present:

[0006] (1) One is a heavy haul locomotive coupler force identification based on data driving, which identifies the coupler force by extracting the longitudinal relative displacement signal of the coupler body. This method is obtained by data fitting instead of direct measurement, and there are many influencing factors, which leads to low measurement accuracy and makes it difficult to accurately and truly reflect the size of the longitudinal force borne by the locomotive.

[0007] (2) One is to install a coupler force sensor, that is, to make the locomotive coupler into a force sensor for measurement. It is composed of a full-bridge circuit by arranging strain gauges on both sides of the coupler body, and the coupler force coefficient is obtained by calibrating the load on the coupler force sensor calibration test bench, and then the coupler force is calculated by collecting the strain signal. However, due to the influence of complex running conditions and harsh operating conditions of the train, the traditional coupler force sensor method for measuring the longitudinal force of the coupler has the problem of decreased test accuracy due to aging, and the measurement precision is insufficient.

[0008] The horizontal rotation angle of the coupler is an important index for evaluating the stability of the bearing of the locomotive and the coupler buffer device. The accurate measurement of the index is crucial for the safety monitoring of the heavy-haul locomotive. In the traditional measurement of the deflection angle of the coupler, a transverse displacement sensor is often used to directly obtain the transverse deflection displacement of the coupler in the test process. However, the displacement sensor needs to be installed on the cross section of the coupler head, which is difficult to install and affects the locomotive maintenance, and is not suitable for normal installation on the locomotive.

[0009] This section is intended to provide background or context for embodiments of the application recited in the claims. The description herein does not constitute admission that the prior art is prior art nor does it constitute an admission of any description in the section as prior art. SUMMARY

[0010] In view of the problems in the prior art, the present application provides a heavy-haul locomotive coupler dynamics analysis method and device, which can realize real-time monitoring of the dynamic response of the coupler of the heavy-haul train during operation, and realize real-time measurement of the longitudinal force of the locomotive and the deflection angle of the coupler.

[0011] To solve the above technical problems, the present application provides the following technical solutions:

[0012] In a first aspect, the present application provides a heavy-haul locomotive coupler dynamics analysis method, comprising:

[0013] determining the longitudinal force of the coupler according to the resistance change value of the coupler force sensor, the bridge power supply voltage value and the coupler static voltage value;

[0014] determining the deflection angle of the coupler according to the distance from the coupler displacement sensor to the position of the front coupler head stay wire seat after deflection and the distance from the coupler displacement sensor to the position of the rear coupler head stay wire seat after deflection;

[0015] performing registration analysis on the obtained train data, the longitudinal force of the coupler and the deflection angle of the coupler to obtain the coupler dynamics analysis result.

[0016] Further, the coupler force sensor comprises a coupler force sensor working sheet and a coupler force sensor compensation sheet; and the determination of the longitudinal force of the coupler according to the resistance change value of the coupler force sensor, the bridge power supply voltage value and the coupler static voltage value comprises:

[0017] determining the bridge output voltage value according to the resistance change value of the coupler force sensor working sheet, the resistance change value of the coupler force sensor compensation sheet and the bridge power supply voltage value;

[0018] determining the longitudinal force of the coupler according to the coupler static voltage value and the bridge output voltage value.

[0019] Further, the determination of the bridge output voltage value according to the resistance change value of the working piece of the car coupler force sensor, the resistance change value of the compensation piece of the car coupler force sensor and the bridge power supply voltage value comprises:

[0020] According to the sensitivity coefficient of the working piece of the car coupler force sensor, the sensitivity coefficient of the compensation piece of the car coupler force sensor, the Poisson ratio of the car coupler material, the resistance change value of the working piece of the car coupler force sensor and the resistance change value of the compensation piece of the car coupler force sensor, the strain coefficients of the working piece of the car coupler force sensor and the compensation piece of the car coupler force sensor are determined.

[0021] According to the strain coefficient of the working piece of the car coupler force sensor, the strain coefficient of the compensation piece of the car coupler force sensor, the sensitivity coefficient of the working piece of the car coupler force sensor, the sensitivity coefficient of the compensation piece of the car coupler force sensor, the bridge power supply voltage and the Poisson ratio of the car coupler material, the bridge output voltage value is determined.

[0022] Further, the car coupler displacement sensor comprises a car coupler displacement sensor working piece and a car coupler displacement sensor compensation piece; and the determination of the car coupler deflection angle according to the distance from the car coupler displacement sensor to the position of the front coupler head wire seat before the deflection of the car coupler and the distance from the car coupler displacement sensor to the position of the rear coupler head wire seat after the deflection of the car coupler comprises:

[0023] The first horizontal projection distance of the car coupler displacement sensor working piece to the position of the front coupler head wire seat before the deflection of the car coupler is determined according to the distance from the position of the front coupler head wire seat before the deflection of the car coupler to the car coupler displacement sensor working piece and the car coupler displacement sensor compensation piece respectively.

[0024] The second horizontal projection distance of the car coupler displacement sensor working piece to the position of the rear coupler head wire seat after the deflection of the car coupler is determined according to the distance from the position of the rear coupler head wire seat after the deflection of the car coupler to the car coupler displacement sensor working piece and the car coupler displacement sensor compensation piece respectively.

[0025] The car coupler head lateral displacement is determined according to the first horizontal projection distance and the second horizontal projection distance.

[0026] The ratio of the car coupler head lateral displacement to the longitudinal distance from the coupler head wire seat to the coupler tail round pin is determined as the car coupler deflection angle.

[0027] Further, the driving data comprises driving speed, driving mileage and driving time; and the matching of the acquired driving data with the car coupler longitudinal force and the car coupler deflection angle and the sending of the matched data to the locomotive central processing platform comprise:

[0028] The driving speed, the driving mileage and the driving time are time-space aligned with the synchronously recorded car coupler longitudinal force and car coupler deflection angle to establish matched data.

[0029] sending the matching data to a locomotive central processing platform to enable the locomotive central processing platform to perform locomotive operation control.

[0030] In a second aspect, the application provides a heavy haul locomotive coupler dynamics analysis device, comprising:

[0031] a coupler longitudinal force determination unit configured to determine a coupler longitudinal force based on a resistance change value of a coupler force sensor, a bridge power supply voltage value, and a coupler static voltage value;

[0032] a coupler deflection determination unit configured to determine a coupler deflection angle based on a distance from the coupler displacement sensor to a position of a front coupler deflection draw wire seat and a distance from the coupler displacement sensor to a position of a rear coupler deflection draw wire seat;

[0033] a data matching unit configured to perform registration analysis on the obtained driving data, the coupler longitudinal force, and the coupler deflection angle to obtain a coupler dynamics analysis result.

[0034] Further, the coupler force sensor comprises a coupler force sensor working piece and a coupler force sensor compensation piece; and the coupler longitudinal force determination unit comprises:

[0035] an output voltage determination module configured to determine a bridge output voltage value based on a resistance change value of the coupler force sensor working piece, a resistance change value of the coupler force sensor compensation piece, and the bridge power supply voltage value;

[0036] a coupler longitudinal force determination module configured to determine the coupler longitudinal force based on the coupler static voltage value and the bridge output voltage value.

[0037] Further, the coupler force sensor working piece and the coupler force sensor compensation piece comprise:

[0038] a strain coefficient determination module configured to determine strain coefficients of the coupler force sensor working piece and the coupler force sensor compensation piece based on a sensitivity coefficient of the coupler force sensor working piece, a sensitivity coefficient of the coupler force sensor compensation piece, a coupler material Poisson's ratio, the resistance change value of the coupler force sensor working piece, and the resistance change value of the coupler force sensor compensation piece;

[0039] an output voltage calculation module configured to determine the bridge output voltage value based on the strain coefficients of the coupler force sensor working piece and the coupler force sensor compensation piece, and based on the sensitivity coefficients of the coupler force sensor working piece and the coupler force sensor compensation piece, the bridge power supply voltage, and the coupler material Poisson's ratio.

[0040] Further, the car coupler displacement sensor comprises a car coupler displacement sensor working sheet and a car coupler displacement sensor compensation sheet; the car coupler deflection determination unit comprises:

[0041] The first projection determination module is configured to determine a first horizontal projection distance from the car coupler displacement sensor working sheet to the hook head wire seat position before the car coupler deflection according to distances from the hook head wire seat position before the car coupler deflection to the car coupler displacement sensor working sheet and the car coupler displacement sensor compensation sheet respectively;

[0042] The second projection determination module is configured to determine a second horizontal projection distance from the car coupler displacement sensor working sheet to the hook head wire seat position after the car coupler deflection according to distances from the hook head wire seat position after the car coupler deflection to the car coupler displacement sensor working sheet and the car coupler displacement sensor compensation sheet respectively;

[0043] The transverse displacement determination module is configured to determine a car coupler hook head transverse displacement according to the first horizontal projection distance and the second horizontal projection distance;

[0044] The car coupler deflection calculation module is configured to determine the car coupler deflection angle as a ratio of the car coupler hook head transverse displacement to a longitudinal distance from the hook head wire seat to the coupler tail round pin.

[0045] Further, the train operation data comprises train operation speed, train operation mileage and train operation time; the data matching unit comprises:

[0046] The matching data establishment module is configured to perform time-space alignment of the train operation speed, the train operation mileage and the train operation time with the synchronously recorded car coupler longitudinal force and car coupler deflection angle, and establish matching data;

[0047] The data sending module is configured to send the matching data to the locomotive central processing platform, so that the locomotive central processing platform performs locomotive operation control.

[0048] In a third aspect, the application provides a heavy haul locomotive car coupler dynamics analysis system, comprising: car coupler force sensors symmetrically arranged on left and right sides of a car coupler body, car coupler displacement sensors symmetrically arranged on left and right sides of the car coupler body, a data acquisition processor and a locomotive central processing platform;

[0049] The car coupler force sensor is configured to obtain a resistance change value of the car coupler force sensor;

[0050] The car coupler displacement sensor is configured to obtain a distance from the car coupler displacement sensor to a hook head wire seat position before car coupler deflection and a distance from the car coupler displacement sensor to a hook head wire seat position after car coupler deflection;

[0051] The data acquisition processor is configured to determine the longitudinal force of the coupler according to the resistance change value of the coupler force sensor, the bridge power supply voltage value and the coupler static voltage value; determine the coupler deflection angle according to the distance from the coupler displacement sensor to the position of the front coupler head pull wire seat before the coupler deflection and the distance from the coupler displacement sensor to the position of the rear coupler head pull wire seat after the coupler deflection; and perform registration analysis on the obtained driving data, the coupler longitudinal force and the coupler deflection angle to obtain a coupler dynamics analysis result.

[0052] Further, the coupler force sensor includes a coupler force sensor working sheet and a coupler force sensor compensation sheet; the number of the coupler force sensor working sheets is the same as that of the coupler force sensor compensation sheets; the coupler force sensor working sheets include two sheets symmetrically arranged on the left and right sides of the coupler body; and the coupler force sensor compensation sheets include two sheets symmetrically arranged on the left and right sides of the coupler body.

[0053] Further, the coupler displacement sensor includes a coupler displacement sensor working sheet and a coupler displacement sensor compensation sheet; the number of the coupler displacement sensor working sheets is the same as that of the coupler displacement sensor compensation sheets; the coupler displacement sensor working sheets include two sheets symmetrically arranged on the left and right sides of the coupler body; and the coupler displacement sensor compensation sheets include two sheets symmetrically arranged on the left and right sides of the coupler body.

[0054] In a fourth aspect, the present application provides an electronic device including a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the heavy haul locomotive coupler dynamics analysis method.

[0055] In a fifth aspect, the present application provides a computer readable storage medium having a computer program stored thereon, wherein the computer program is executable on a processor to implement the steps of the heavy haul locomotive coupler dynamics analysis method.

[0056] In a sixth aspect, the present application provides a computer program product including a computer program / instruction, wherein the computer program / instruction is executable on a processor to implement the steps of the heavy haul locomotive coupler dynamics analysis method.

[0057] To address the problems in existing technologies, this application provides a method and apparatus for dynamic analysis of heavy-haul locomotive couplers, used for monitoring and early warning of onboard safety of the central locomotive in heavy-haul railway trains. It enables real-time monitoring of the dynamic response of the central locomotive coupler during the operation of 10,000-ton heavy-haul combined trains, and real-time measurement of the longitudinal force and coupler deflection angle of the central locomotive. Considering the uneven load-bearing characteristics of the coupler body, it possesses good measurement accuracy and long-term operational stability. Its method for measuring the horizontal deflection angle based on the dynamic displacement of the coupler head uses two wire-type displacement sensors arranged in a triangle to accurately measure the horizontal deflection angle of the coupler, without affecting the normal operation and maintenance of the locomotive. Attached Figure Description

[0058] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0059] Figure 1 This is a flowchart of the dynamic analysis method for heavy-duty locomotive couplers in the embodiments of this application;

[0060] Figure 2 This is a flowchart illustrating the determination of the longitudinal force of the coupler in an embodiment of this application;

[0061] Figure 3 This is a flowchart illustrating the determination of the bridge output voltage value in an embodiment of this application;

[0062] Figure 4 This is a flowchart illustrating the determination of the coupler deflection angle in an embodiment of this application;

[0063] Figure 5 This is a flowchart illustrating the data matching process in this application embodiment;

[0064] Figure 6 This is a schematic diagram of the hook and buffer device of type 102 in the embodiments of this application;

[0065] Figure 7 This is a schematic diagram of the strain gauge arrangement scheme of the 102-type force measuring coupler in the embodiments of this application;

[0066] Figure 8 This is a schematic diagram of the 102 type force measuring coupler bridge in the embodiments of this application;

[0067] Figure 9 This is a schematic diagram of the coupler force coefficient calibration results in the embodiments of this application;

[0068] Figure 10This is a schematic diagram of the horizontal rotation angle of the coupler in an embodiment of this application;

[0069] Figure 11 This is a schematic diagram of the system structure in an embodiment of this application;

[0070] Figure 12 This is a schematic diagram of the sensor installation and arrangement in an embodiment of this application;

[0071] Figure 13 This is a structural diagram of the dynamic analysis device for the heavy-duty locomotive coupler in the embodiments of this application;

[0072] Figure 14 This is a structural diagram of the coupler longitudinal force determination unit in the embodiments of this application;

[0073] Figure 15 This is a structural diagram of the output voltage determination module in an embodiment of this application;

[0074] Figure 16 This is a structural diagram of the coupler deflection determination unit in an embodiment of this application;

[0075] Figure 17 This is a structural diagram of the data matching unit in an embodiment of this application;

[0076] Figure 18 This is a schematic diagram of the structure of the electronic device in the embodiments of this application. Detailed Implementation

[0077] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. Here, the illustrative embodiments of the present invention and their descriptions are used to explain the present invention, but are not intended to limit the present invention.

[0078] The information collected in the technical solution of this application is information and data authorized by the user or fully authorized by all parties. The collection, storage, use, processing, transmission, provision, disclosure and application of the relevant data all comply with the relevant laws, regulations and standards of the relevant countries and regions, necessary confidentiality measures have been taken, and they do not violate public order and good morals. Corresponding operation portals are provided for users to choose to authorize or refuse.

[0079] Provide users with corresponding operation entry points, allowing them to choose to agree to or reject the automated decision results; if the user chooses to reject, the process will proceed to the expert decision-making process.

[0080] In one embodiment, see Figure 1 This application discloses a dynamic analysis system for a heavy-duty locomotive coupler, comprising: coupler force sensors symmetrically arranged on the left and right sides of the coupler body, coupler displacement sensors symmetrically arranged on the left and right sides of the coupler body, a data acquisition processor, and a locomotive central processing platform.

[0081] The coupler force sensor is used to obtain the resistance change value of the coupler force sensor;

[0082] The coupler displacement sensor is used to obtain the distance from the coupler displacement sensor to the position of the coupler head cable holder before the coupler deflects and the distance from the coupler displacement sensor to the position of the coupler head cable holder after the coupler deflects.

[0083] The data acquisition processor is used to determine the longitudinal force of the coupler based on the resistance change value of the coupler force sensor, the power supply voltage value of the bridge, and the static voltage value of the coupler; to determine the deflection angle of the coupler based on the distance from the coupler displacement sensor to the position of the coupler head cable seat before the coupler deflection, the distance from the coupler displacement sensor to the position of the coupler head cable seat after the coupler deflection, and the longitudinal distance from the coupler head cable seat to the coupler tail pin; and to perform registration analysis on the acquired driving data, the longitudinal force of the coupler, and the deflection angle of the coupler to obtain the dynamic analysis results of the coupler.

[0084] It is understood that the embodiments of this application are based on relevant experiments on the safety monitoring of heavy-haul locomotives. Based on the accumulation of extensive testing experience and the experience in comprehensively analyzing test data, a vehicle-mounted safety monitoring and early warning system for the centrally controlled locomotive of a heavy-haul train has been developed, with online monitoring of the locomotive coupler dynamic response being one of its main functions.

[0085] Specifically, this application provides a heavy-haul locomotive coupler dynamics analysis system, including: a coupler force sensor, a coupler displacement sensor, a data acquisition processor (also called a data acquisition and processing module), and connecting cables. The coupler force sensor is installed in the middle of the two locomotive sections to measure the longitudinal impact force of the heavy-haul locomotive during operation; the coupler displacement sensor is used to measure the deflection displacement of the coupler; the data acquisition processor collects data in real time and calculates and outputs the results, communicating with the central processing platform of the locomotive's on-board safety protection system (6A system) to achieve online display on the 6A audio-visual display terminal in the driver's cab, facilitating the driver's understanding of the train's longitudinal impact level.

[0086] In one embodiment, a schematic diagram of the heavy-haul locomotive coupler dynamics analysis system is shown below. Figure 11 As shown. The terminal monitoring section refers to the external sensors, including the coupler force sensor and the coupler dynamic displacement sensor, the specific locations of which are shown in the figure. Figure 12 As shown. In Figure 12 In the middle section, the coupler force sensor is installed at the third coupler between two sections of the eight-axle locomotive to measure the longitudinal force in the middle of the locomotive. Two displacement sensors are arranged at the third coupler position to measure the dynamic displacement response of the middle coupler and calculate its horizontal rotation angle. See [link to installation details] for the coupler force sensor and coupler displacement sensor layout. Figure 12 As shown.

[0087] The data processing section has the functions of monitoring data acquisition and storage, data fusion analysis, and interaction with the locomotive's 6A system. The core component of this section is the data pre-processing unit, which acquires the longitudinal force and deflection displacement voltage signals of the heavy-duty locomotive coupler measured by the coupler force sensor and coupler displacement sensor in real time, and obtains the two physical quantities of coupler force and coupler deflection angle through coefficient configuration, filtering, and mathematical calculation.

[0088] The real-time online display is built upon the locomotive's 6A system data transmission framework. It sends key safety monitoring data, equipment sensor fault alarm information, and locomotive safety alarm data to the local locomotive 6A system, and displays them in real time on the 6A display screen in the driver's cab, along with alarm voice prompts.

[0089] As described above, the dynamic analysis method and device for heavy-haul locomotive couplers provided in this application are used for monitoring and early warning of the on-board safety of the central locomotive in heavy-haul railway trains. It can realize real-time monitoring of the dynamic response of the central locomotive coupler during the operation of 10,000-ton heavy-haul combined trains, and realize real-time measurement of the longitudinal force and coupler deflection angle of the central locomotive in heavy-haul trains. Considering the uneven load-bearing characteristics of the coupler body, it has good measurement accuracy and long-term operational stability. Its horizontal rotation angle measurement method based on the dynamic displacement of the coupler head uses two wire-type displacement sensors arranged in a triangle to realize accurate measurement of the horizontal rotation angle of the coupler, without affecting the normal operation and maintenance of the locomotive.

[0090] In one embodiment, see Figure 1 In order to achieve real-time monitoring of the dynamic response of locomotive and coupler during heavy-haul train operation, and to achieve real-time measurement of the longitudinal force and coupler deflection angle of the heavy-haul locomotive, this application provides a dynamic analysis method for heavy-haul locomotive and coupler, including:

[0091] S101: Determine the longitudinal force of the coupler based on the resistance change value of the coupler force sensor, the power supply voltage value of the bridge, and the static voltage value of the coupler;

[0092] S102: Determine the coupler deflection angle based on the distance from the coupler displacement sensor to the position of the coupler head cable holder before coupler deflection, the distance from the coupler displacement sensor to the position of the coupler head cable holder after coupler deflection, and the longitudinal distance from the coupler head cable holder to the coupler tail pin.

[0093] S103: The acquired driving data, the longitudinal force of the coupler, and the deflection angle of the coupler are registered and analyzed to obtain the dynamic analysis results of the coupler.

[0094] Understandably, based on a thorough analysis of the structural characteristics and load-bearing properties of the 102-type coupler buffer device for the FXD1B locomotive, this application provides a dynamic response monitoring method for the 102-type force measuring coupler that considers the uneven load characteristics of the coupler body. This method greatly improves the accuracy of longitudinal force measurement and the reliability of long-term operation, and enables accurate real-time measurement of the longitudinal force borne by the locomotive.

[0095] The structure of the type 102 hook and buffer device is shown below. Figure 6 As shown. Under the pulling force, this type of coupler transmits longitudinal force through the coupler tail pin. Under the pressing force, when the coupler deflects, one side of the coupler shoulder will contact the compression recovery block. At this time, it and the round pin share the longitudinal pressing force, and the coupler force transmission line will deflect at a certain angle from the coupler centerline in the horizontal direction. In addition, the longitudinal force transmission in the vertical direction will also exhibit uneven stress on the upper and lower bearing surfaces of the coupler tail pin hole due to differences in coupler height. In summary, the longitudinal force transmission line of this type of coupler is prone to deviating from the coupler centerline, and the force on each surface of the coupler body is not symmetrical vertically or horizontally, resulting in load differences on each surface of the coupler body.

[0096] From a structural dimension perspective, the Type 102 coupler has a hook body length of only 300mm and a transverse cross-sectional area of ​​230mm × 155mm, resulting in a relatively small overall slenderness ratio. Uneven stress distribution within the hook body, coupled with this small slenderness ratio, renders the traditional single-point strain gauge placement method on both sides inadequate for testing requirements. The ideal placement would be symmetrically arranging strain gauges on all four sides of the hook body, but due to the 178mm long wear plate on the bottom surface of the coupler, strain gauges cannot be placed on the lower surface. Therefore, a force-measuring coupler scheme considering uneven load distribution and placing strain gauges on the left and right sides is proposed. For details, see [link to details]. Figure 7 As shown, strain gauges are arranged on both the left and right sides. Each strain gauge includes working gauges and compensating gauges. Working gauges and compensating gauges are arranged at the top and bottom of each side. The two working gauges and two compensating gauges on the left side are labeled Rw1, Rw2 and Rt1, Rt2, respectively. The two working gauges and two compensating gauges on the right side are labeled Rw3, Rw4 and Rt3, Rt4, respectively. (See the coupler overhaul diagram.) Figure 8 As shown. In Figure 7 In the diagram, strain gauges shown in red are attached to the red stripe positions of the coupler, and strain gauges shown in blue are attached to the blue stripe positions of the coupler.

[0097] The data acquisition and processing module collects longitudinal force and coupler deflection displacement data measured by the coupler force sensor in real time. It performs low-pass filtering on the raw data to remove high-frequency noise and calculates the longitudinal force and coupler deflection angle. Simultaneously, the data processing module has the function of communicating and interacting with the central processing unit of the locomotive's onboard safety protection system. Based on time synchronization with the locomotive's LKJ (Locomotive Safety Control System), it can send the coupler longitudinal force and coupler horizontal deflection angle data to the 6A audio-visual display terminal on the driver's console of the 6A system every 1 second for data display and alarm voice prompts.

[0098] The data processing steps include: acquiring the raw signals from each sensor at a sampling frequency of 200Hz, then performing a 20Hz low-pass filter; the longitudinal force of the coupler is calculated using the formula y = k(xb), where y is the longitudinal force of the coupler, k is the bridge calibration coefficient, x is the bridge voltage value, and b is the static voltage value of the force-measuring coupler; the coupler deflection angle is calculated using formulas (2), (3), and (4) below. The pre-processing stage can also send the maximum statistical value of the calculated coupler longitudinal force and coupler horizontal deflection data to the 6A audio / video display terminal on the driver's console of the 6A system at 1-second intervals.

[0099] As described above, the dynamic analysis method for heavy-haul locomotive couplers provided in this application is used for monitoring and early warning of the on-board safety of the central locomotive in heavy-haul railway trains. It can realize real-time monitoring of the dynamic response of the central locomotive coupler during the operation of 10,000-ton heavy-haul combined trains, and realize real-time measurement of the longitudinal force and coupler deflection angle of the central locomotive in heavy-haul trains. Considering the uneven characteristics of the coupler body load, it has good measurement accuracy and long-term operational stability. Its horizontal rotation angle measurement method based on the dynamic displacement of the coupler head uses two wire-type displacement sensors arranged in a triangle to realize accurate measurement of the horizontal rotation angle of the coupler, without affecting the normal operation and maintenance of the locomotive.

[0100] In one embodiment, see Figure 2 The coupler force sensor includes a coupler force sensor working plate and a coupler force sensor compensation plate; the determination of the coupler longitudinal force based on the resistance change value of the coupler force sensor, the bridge power supply voltage value, and the coupler static voltage value includes:

[0101] S201: Determine the bridge output voltage value based on the resistance change value of the working piece of the coupler force sensor, the resistance change value of the compensation piece of the coupler force sensor, and the bridge power supply voltage value;

[0102] S202: Determine the longitudinal force of the coupler based on the static voltage value of the coupler and the output voltage value of the bridge.

[0103] Specifically, see Figure 3The step of determining the bridge output voltage value based on the resistance change value of the coupler force sensor working piece, the resistance change value of the coupler force sensor compensation piece, and the bridge supply voltage value includes:

[0104] S301: Determine the strain coefficient of the coupler force sensor working piece and the strain coefficient of the coupler force sensor compensation piece based on the sensitivity coefficient of the coupler force sensor working piece, the sensitivity coefficient of the coupler force sensor compensation piece, the Poisson's ratio of the coupler material, the resistance change value of the coupler force sensor working piece, and the resistance change value of the coupler force sensor compensation piece.

[0105] S302: Determine the output voltage value of the bridge based on the strain coefficient of the working piece of the coupler force sensor, the strain coefficient of the compensation piece of the coupler force sensor, the sensitivity coefficient of the working piece of the coupler force sensor, the sensitivity coefficient of the compensation piece of the coupler force sensor, the power supply voltage of the bridge, and the Poisson's ratio of the coupler material.

[0106] Understandably, the arrangement of strain gauges along the longitudinal direction of the coupler is obtained through finite element simulation optimization analysis. According to the working principle of the Wheatstone bridge, when the resistance of each strain gauge changes, the output voltage U... a It can be represented as:

[0107] U a =(ε w1 +ε w2 +ε w3 +ε w4 (1+ν)U p K / 8 (1)

[0108] In the formula

[0109] ε wi =ΔR wi / (R·K)=-ε ti / ν=-ΔR ti / (R·K·ν)

[0110] Where R is the nominal resistance value of the strain gauge, and U p The power supply voltage to the bridge is given by K, the strain gauge sensitivity coefficient is given by v, and the Poisson's ratio of the coupler material is given by ΔR. wi ΔR ti ε represents the resistance changes of the i-th working chip and the compensation chip, respectively. wi ε ti These are the strains of the i-th working piece and the compensation piece, respectively.

[0111] The above method can solve the problem of uneven load distribution on the coupler body. Calibration results show that it can obtain tensile and compressive load identification coefficients with good linearity. See [link to documentation]. Figure 9 As shown.

[0112] As can be seen from the above description, the heavy-duty locomotive coupler dynamic analysis method provided in this application can determine the longitudinal force of the coupler based on the resistance change value of the coupler force sensor, the power supply voltage value of the bridge, and the static voltage value of the coupler.

[0113] In one embodiment, see Figure 4 The coupler displacement sensor includes a coupler displacement sensor working piece and a coupler displacement sensor compensation piece; determining the coupler deflection angle based on the distance from the coupler displacement sensor to the position of the coupler head cable holder before coupler deflection and the distance from the coupler displacement sensor to the position of the coupler head cable holder after coupler deflection includes:

[0114] S401: Determine the first horizontal projection distance from the working piece of the coupler displacement sensor to the position of the coupler deflection head cable holder based on the distances from the position of the coupler deflection head cable holder to the working piece of the coupler displacement sensor and the compensation piece of the coupler displacement sensor respectively;

[0115] S402: Determine the second horizontal projection distance from the working piece of the coupler displacement sensor to the position of the hook head cable seat after the coupler deflection, based on the distances from the position of the coupler head cable seat to the working piece of the coupler displacement sensor and the compensation piece of the coupler displacement sensor respectively;

[0116] S403: Determine the lateral displacement of the coupler head based on the first horizontal projection distance and the second horizontal projection distance;

[0117] S404: The ratio of the lateral displacement of the coupler head to the longitudinal distance from the coupler head cable seat to the coupler tail pin is determined as the coupler deflection angle.

[0118] It is understood that the embodiments described in this application describe a method for measuring the horizontal rotation angle based on the dynamic displacement of the coupler head. It employs two wire-type displacement sensors arranged in a triangle to accurately measure the horizontal rotation angle of the coupler. The two displacement sensors are installed on the end face of the locomotive body, without affecting locomotive maintenance.

[0119] Specifically, Figure 10 A schematic diagram for calculating the horizontal rotation angle of the coupler is provided. Figure 10 In the diagram, A and B represent the installation positions of two displacement sensors on the vehicle body; O is the initial zero-position position of the coupler head cable holder; OA and OB represent the cable holding state at the initial zero position, with lengths x and y respectively; m is the horizontal projected distance between point O and point A; O1 is the position of the coupler head cable holder after coupler deflection; O1A and O1B represent the cable holding state after coupler deflection, with lengths changing to x1 and y1 respectively; m1 is the horizontal projected distance between point O1 and point A. Through geometric relationships, we can obtain:

[0120] m=(x 2 -y 2 +l2 ) / 2l (2)

[0121] Where l is the lateral distance between the two displacement sensor mounting points AB, the lateral displacement Δm of the coupler head can be obtained by differentiating equation (2):

[0122] Δm=m1-m=(x·Δx-y·Δy) / l+(Δx 2 -Δy 2 ) / 2l (3)

[0123] Where Δx and Δy represent the changes in the tension lines of the two displacement sensors, i.e., the readings of the displacement sensors based on their initial zero position. Therefore, the horizontal rotation angle α of the coupler can be calculated:

[0124] α=Δm / H (4)

[0125] Where H is the longitudinal distance from the coupler head cable seat to the coupler tail pin.

[0126] As can be seen from the above description, the heavy-duty locomotive coupler dynamic analysis method provided in this application can determine the coupler deflection angle based on the distance from the coupler displacement sensor to the position of the coupler head cable seat before the coupler deflection and the distance from the coupler displacement sensor to the position of the coupler head cable seat after the coupler deflection.

[0127] In one embodiment, see Figure 5 The driving data includes driving speed, driving mileage, and driving time; the process of matching the acquired driving data with the longitudinal force of the coupler and the deflection angle of the coupler, and sending the matching data to the locomotive central processing platform, includes:

[0128] S501: Align the driving speed, driving mileage and driving time with the synchronously recorded coupler longitudinal force and coupler deflection angle in time and space to establish matching data;

[0129] S502: The matching data is sent to the locomotive central processing platform so that the locomotive central processing platform can perform locomotive operation control.

[0130] Understandable Figure 11 The pre-processing unit can interact with the locomotive's 6A system to receive locomotive operation data, including speed, mileage, and time, sent by the 6A system for correlation analysis. Based on this, and using a unified spatiotemporal reference, the acquired driving data (speed, mileage, time, etc.) is matched with the longitudinal force of the coupler and the coupler deflection angle, and the matched data is sent to the locomotive's central processing platform (6A system).

[0131] As can be seen from the above description, the heavy-duty locomotive coupler dynamic analysis method provided in this application can match the acquired driving data with the longitudinal force of the coupler and the deflection angle of the coupler, and send the matching data to the locomotive central processing platform.

[0132] Based on the same inventive concept, this application also provides a heavy-duty locomotive coupler dynamic analysis device, which can be used to implement the method described in the above embodiments, as described in the following embodiments. Since the principle of the heavy-duty locomotive coupler dynamic analysis device in solving the problem is similar to that of the heavy-duty locomotive coupler dynamic analysis method, the implementation of the heavy-duty locomotive coupler dynamic analysis device can refer to the implementation of the software performance benchmark determination method, and repeated details will not be elaborated further. As used below, the terms "unit" or "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the system described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0133] In one embodiment, see Figure 13 In order to achieve real-time monitoring of the dynamic response of locomotive and coupler during heavy-haul train operation, and to achieve real-time measurement of the longitudinal force and coupler deflection angle of the heavy-haul locomotive, this application provides a dynamic analysis device for heavy-haul locomotive and coupler, comprising:

[0134] The coupler longitudinal force determination unit 1301 is used to determine the coupler longitudinal force based on the resistance change value of the coupler force sensor, the bridge power supply voltage value, and the coupler static voltage value.

[0135] The coupler deflection determination unit 1302 is used to determine the coupler deflection angle based on the distance from the coupler displacement sensor to the position of the coupler head cable holder before the coupler deflection and the distance from the coupler displacement sensor to the position of the coupler head cable holder after the coupler deflection.

[0136] The data matching unit 1303 is used to perform registration analysis on the acquired driving data, the longitudinal force of the coupler and the deflection angle of the coupler to obtain the dynamic analysis results of the coupler.

[0137] In one embodiment, see Figure 14 The coupler force sensor includes a coupler force sensor working piece and a coupler force sensor compensation piece; the coupler longitudinal force determination unit 1301 includes:

[0138] The output voltage determination module 1401 is used to determine the bridge output voltage value based on the resistance change value of the working piece of the coupler force sensor, the resistance change value of the compensation piece of the coupler force sensor, and the bridge power supply voltage value.

[0139] The coupler longitudinal force determination module 1402 is used to determine the coupler longitudinal force based on the coupler static voltage value and the output voltage value of the bridge.

[0140] In one embodiment, see Figure 15 The module 1401 for determining the output voltage based on the resistance change value of the working piece of the coupler force sensor includes:

[0141] The strain coefficient determination module 1501 is used to determine the strain coefficient of the coupler force sensor working piece and the strain coefficient of the coupler force sensor compensation piece based on the sensitivity coefficient of the coupler force sensor working piece, the sensitivity coefficient of the coupler force sensor compensation piece, the Poisson's ratio of the coupler material, the resistance change value of the coupler force sensor working piece and the resistance change value of the coupler force sensor compensation piece.

[0142] The output voltage calculation module 1502 determines the bridge output voltage value based on the strain coefficient of the coupler force sensor working piece, the strain coefficient of the coupler force sensor compensation piece, the sensitivity coefficient of the coupler force sensor working piece, the sensitivity coefficient of the coupler force sensor compensation piece, the bridge power supply voltage, and the Poisson's ratio of the coupler material.

[0143] In one embodiment, see Figure 16 The coupler displacement sensor includes a coupler displacement sensor working piece and a coupler displacement sensor compensation piece; the coupler deflection determination unit 1302 includes:

[0144] The first projection determination module 1601 is used to determine the first horizontal projection distance from the coupler displacement sensor working piece to the coupler deflection head cable holder position based on the distance from the coupler deflection head cable holder position to the coupler displacement sensor working piece and the coupler displacement sensor compensation piece, respectively.

[0145] The second projection determination module 1602 is used to determine the second horizontal projection distance from the coupler displacement sensor working piece to the coupler head cable seat position after the coupler deflection, based on the distances from the coupler head cable seat position to the coupler displacement sensor working piece and the coupler displacement sensor compensation piece, respectively.

[0146] The lateral displacement determination module 1603 is used to determine the lateral displacement of the coupler head based on the first horizontal projection distance and the second horizontal projection distance.

[0147] The coupler deflection calculation module 1604 is used to determine the coupler deflection angle by the ratio of the lateral displacement of the coupler head to the longitudinal distance from the coupler head cable seat to the coupler tail pin.

[0148] In one embodiment, see Figure 17 The driving data includes driving speed, driving mileage, and driving time; the data matching unit 1303 includes:

[0149] The matching data establishment module 1701 is used to align the driving speed, driving mileage and driving time with the synchronously recorded coupler longitudinal force and coupler deflection angle in time and space to establish matching data.

[0150] The data transmission module 1702 is used to send the matching data to the locomotive central processing platform so that the locomotive central processing platform can perform locomotive operation control.

[0151] From a hardware perspective, in order to achieve real-time monitoring of the dynamic response of locomotive and coupler during heavy-haul train operation and real-time measurement of the longitudinal force and coupler deflection angle of the heavy-haul train locomotive, this application provides an embodiment of an electronic device for implementing all or part of the aforementioned heavy-haul locomotive and coupler dynamic analysis method. The electronic device specifically includes the following components:

[0152] The system comprises a processor, a memory, a communications interface, and a bus; wherein the processor, memory, and communications interface communicate with each other via the bus; the communications interface is used to realize information transmission between the heavy-duty locomotive coupler dynamic analysis device and core business systems, user terminals, and related databases and other related equipment; the logic controller can be a desktop computer, tablet computer, or mobile terminal, etc., and this embodiment is not limited to these. In this embodiment, the logic controller can be implemented with reference to the embodiments of the heavy-duty locomotive coupler dynamic analysis method and the embodiments of the heavy-duty locomotive coupler dynamic analysis device in the embodiments, the contents of which are incorporated herein, and repeated parts will not be described again.

[0153] It is understood that the user terminal may include smartphones, tablet computers, network set-top boxes, portable computers, desktop computers, personal digital assistants (PDAs), in-vehicle devices, smart wearable devices, etc. Among these, the smart wearable devices may include smart glasses, smartwatches, smart bracelets, etc.

[0154] In practical applications, some parts of the dynamic analysis method for heavy-duty locomotive couplers can be executed on the electronic device side as described above, or all operations can be completed in the client device. The choice can be made based on the processing power of the client device and the limitations of the user's usage scenario. This application does not impose any limitations on this. If all operations are completed in the client device, the client device may further include a processor.

[0155] The aforementioned client device may have a communication module (i.e., a communication unit) that can communicate with a remote server to achieve data transmission. The server may include a server on the task scheduling center side; in other implementation scenarios, it may also include a server on an intermediate platform, such as a server on a third-party server platform that has a communication link with the task scheduling center server. The server may include a single computer device, a server cluster consisting of multiple servers, or a distributed server structure.

[0156] Figure 18 This is a schematic block diagram illustrating the system configuration of the electronic device 9600 according to an embodiment of this application. Figure 18 As shown, the electronic device 9600 may include a central processing unit 9100 and a memory 9140; the memory 9140 is coupled to the central processing unit 9100. It is worth noting that... Figure 18 This is an example; other types of structures can also be used to supplement or replace this structure to achieve telecommunications functions or other functions.

[0157] In one embodiment, the dynamic analysis method for heavy-haul locomotive couplers can be integrated into a central processing unit 9100. The central processing unit 9100 can be configured to perform the following control:

[0158] S101: Determine the longitudinal force of the coupler based on the resistance change value of the coupler force sensor, the power supply voltage value of the bridge, and the static voltage value of the coupler;

[0159] S102: Determine the coupler deflection angle based on the distance from the coupler displacement sensor to the position of the coupler head cable holder before coupler deflection and the distance from the coupler displacement sensor to the position of the coupler head cable holder after coupler deflection;

[0160] S103: The acquired driving data, the longitudinal force of the coupler, and the deflection angle of the coupler are registered and analyzed to obtain the dynamic analysis results of the coupler.

[0161] As described above, the dynamic analysis method for heavy-haul locomotive couplers provided in this application is used for monitoring and early warning of the on-board safety of the central locomotive in heavy-haul railway trains. It can realize real-time monitoring of the dynamic response of the central locomotive coupler during the operation of 10,000-ton heavy-haul combined trains, and realize real-time measurement of the longitudinal force and coupler deflection angle of the central locomotive in heavy-haul trains. Considering the uneven characteristics of the coupler body load, it has good measurement accuracy and long-term operational stability. Its horizontal rotation angle measurement method based on the dynamic displacement of the coupler head uses two wire-type displacement sensors arranged in a triangle to realize accurate measurement of the horizontal rotation angle of the coupler, without affecting the normal operation and maintenance of the locomotive.

[0162] In another embodiment, the heavy-duty locomotive coupler dynamic analysis device can be configured separately from the central processing unit 9100. For example, the data composite transmission device for the heavy-duty locomotive coupler dynamic analysis device can be configured as a chip connected to the central processing unit 9100, and the function of the heavy-duty locomotive coupler dynamic analysis method can be realized through the control of the central processing unit.

[0163] like Figure 18 As shown, the electronic device 9600 may further include: a communication module 9110, an input unit 9120, an audio processor 9130, a display 9160, and a power supply 9170. It is worth noting that the electronic device 9600 does not necessarily need to include these components. Figure 18 All components shown; in addition, the electronic device 9600 may also include Figure 18 For components not shown, please refer to existing technologies.

[0164] like Figure 18 As shown, the central processing unit 9100, sometimes also referred to as a controller or operating control, may include a microprocessor or other processor device and / or logic device, which receives inputs and controls the operation of various components of the electronic device 9600.

[0165] The memory 9140 may be, for example, one or more of a cache, flash memory, hard drive, removable media, volatile memory, non-volatile memory, or other suitable devices. It may store the aforementioned failure-related information, and also store a program for executing that information. The central processing unit 9100 may execute the program stored in the memory 9140 to perform information storage or processing, etc.

[0166] Input unit 9120 provides input to central processing unit 9100. Input unit 9120 may be, for example, a keypad or touch input device. Power supply 9170 provides power to electronic device 9600. Display 9160 displays images and text. Display may be, for example, an LCD display, but is not limited thereto.

[0167] The memory 9140 can be a solid-state memory, such as a read-only memory (ROM), random access memory (RAM), a SIM card, etc. It can also be a memory that retains information even when power is off, can be selectively erased, and contains more data; examples of this type of memory are sometimes referred to as EPROMs. The memory 9140 can also be some other type of device. The memory 9140 includes a buffer memory 9141 (sometimes referred to as a buffer). The memory 9140 may include an application / function storage unit 9142 for storing application programs and function programs or processes for executing the operation of the electronic device 9600 via the central processing unit 9100.

[0168] The memory 9140 may also include a data storage unit 9143 for storing data, such as contacts, digital data, pictures, sounds, and / or any other data used by the electronic device. The driver storage unit 9144 of the memory 9140 may include various drivers for the electronic device's communication functions and / or for performing other functions of the electronic device (such as messaging applications, address book applications, etc.).

[0169] The communication module 9110 is a transmitter / receiver that sends and receives signals via the antenna 9111. The communication module (transmitter / receiver) 9110 is coupled to the central processing unit 9100 to provide input signals and receive output signals, which is the same as in a conventional mobile communication terminal.

[0170] Based on different communication technologies, multiple communication modules 9110 can be configured in the same electronic device, such as cellular network modules, Bluetooth modules, and / or wireless LAN modules. The communication module (transmitter / receiver) 9110 is also coupled to a speaker 9131 and a microphone 9132 via an audio processor 9130 to provide audio output via the speaker 9131 and receive audio input from the microphone 9132, thereby realizing typical telecommunications functions. The audio processor 9130 may include any suitable buffer, decoder, amplifier, etc. Additionally, the audio processor 9130 is also coupled to a central processing unit 9100, enabling on-device recording via the microphone 9132 and on-device playback of stored sound via the speaker 9131.

[0171] Embodiments of this application also provide a computer-readable storage medium capable of implementing all steps of the heavy-duty locomotive coupler dynamic analysis method with a server or client as the execution subject in the above embodiments. The computer-readable storage medium stores a computer program that, when executed by a processor, implements all steps of the heavy-duty locomotive coupler dynamic analysis method with a server or client as the execution subject in the above embodiments. For example, when the processor executes the computer program, it implements the following steps:

[0172] S101: Determine the longitudinal force of the coupler based on the resistance change value of the coupler force sensor, the power supply voltage value of the bridge, and the static voltage value of the coupler;

[0173] S102: Determine the coupler deflection angle based on the distance from the coupler displacement sensor to the position of the coupler head cable holder before coupler deflection and the distance from the coupler displacement sensor to the position of the coupler head cable holder after coupler deflection;

[0174] S103: The acquired driving data, the longitudinal force of the coupler, and the deflection angle of the coupler are registered and analyzed to obtain the dynamic analysis results of the coupler.

[0175] As described above, the dynamic analysis method for heavy-haul locomotive couplers provided in this application is used for monitoring and early warning of the on-board safety of the central locomotive in heavy-haul railway trains. It can realize real-time monitoring of the dynamic response of the central locomotive coupler during the operation of 10,000-ton heavy-haul combined trains, and realize real-time measurement of the longitudinal force and coupler deflection angle of the central locomotive in heavy-haul trains. Considering the uneven characteristics of the coupler body load, it has good measurement accuracy and long-term operational stability. Its horizontal rotation angle measurement method based on the dynamic displacement of the coupler head uses two wire-type displacement sensors arranged in a triangle to realize accurate measurement of the horizontal rotation angle of the coupler, without affecting the normal operation and maintenance of the locomotive.

[0176] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, apparatus, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0177] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (devices), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0178] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0179] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0180] Specific embodiments have been used to illustrate the principles and implementation methods of this invention. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this invention. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A method for dynamic analysis of couplers in heavy-duty locomotives, characterized in that, include: The longitudinal force of the coupler is determined based on the resistance change value of the coupler force sensor, the power supply voltage value of the bridge, and the static voltage value of the coupler. The coupler deflection angle is determined by the distance from the coupler displacement sensor to the position of the coupler head cable holder before the coupler deflection and the distance from the coupler displacement sensor to the position of the coupler head cable holder after the coupler deflection. The acquired driving data, the longitudinal force of the coupler, and the deflection angle of the coupler are registered and analyzed to obtain the dynamic analysis results of the coupler.

2. The method for dynamic analysis of heavy-duty locomotive couplers according to claim 1, characterized in that, The coupler force sensor includes a coupler force sensor working plate and a coupler force sensor compensation plate; The determination of the longitudinal force of the coupler based on the resistance change value of the coupler force sensor, the bridge power supply voltage value, and the coupler static voltage value includes: The bridge output voltage value is determined based on the resistance change value of the working piece of the coupler force sensor, the resistance change value of the compensation piece of the coupler force sensor, and the bridge power supply voltage value. The longitudinal force of the coupler is determined based on the static voltage value of the coupler and the output voltage value of the bridge.

3. The method for dynamic analysis of heavy-duty locomotive couplers according to claim 2, characterized in that, The step of determining the bridge output voltage value based on the resistance change value of the coupler force sensor working piece, the resistance change value of the coupler force sensor compensation piece, and the bridge power supply voltage value includes: The strain coefficients of the coupler force sensor working piece and the coupler force sensor compensation piece are determined based on the sensitivity coefficient of the coupler force sensor working piece, the sensitivity coefficient of the coupler force sensor compensation piece, the Poisson's ratio of the coupler material, the resistance change value of the coupler force sensor working piece, and the resistance change value of the coupler force sensor compensation piece. The output voltage value of the bridge is determined based on the strain coefficient of the working piece of the coupler force sensor, the strain coefficient of the compensation piece of the coupler force sensor, the sensitivity coefficient of the working piece of the coupler force sensor, the sensitivity coefficient of the compensation piece of the coupler force sensor, the power supply voltage of the bridge, and the Poisson's ratio of the coupler material.

4. The method for dynamic analysis of heavy-duty locomotive couplers according to claim 1, characterized in that, The coupler displacement sensor includes a coupler displacement sensor working piece and a coupler displacement sensor compensation piece; determining the coupler deflection angle based on the distance from the coupler displacement sensor to the position of the coupler head cable holder before coupler deflection and the distance from the coupler displacement sensor to the position of the coupler head cable holder after coupler deflection includes: The first horizontal projection distance from the working piece of the coupler displacement sensor to the position of the coupler deflection head cable holder is determined based on the distances from the position of the coupler deflection head cable holder to the working piece of the coupler displacement sensor and the compensation piece of the coupler displacement sensor. The second horizontal projection distance from the working piece of the coupler displacement sensor to the position of the hook head cable seat after the coupler deflection is determined based on the distances from the position of the coupler head cable seat to the working piece of the coupler displacement sensor and the compensation piece of the coupler displacement sensor. The lateral displacement of the coupler head is determined based on the first horizontal projection distance and the second horizontal projection distance. The ratio of the lateral displacement of the coupler head to the longitudinal distance from the coupler head cable seat to the coupler tail pin is determined as the coupler deflection angle.

5. The method for dynamic analysis of heavy-duty locomotive couplers according to claim 1, characterized in that, The driving data includes driving speed, driving distance, and driving time; the registration analysis of the acquired driving data, the longitudinal force of the coupler, and the deflection angle of the coupler yields the coupler dynamic analysis results, including: The driving speed and driving distance are spatiotemporally registered with the longitudinal force of the coupler and the deflection angle of the coupler corresponding to the driving time, respectively, to obtain the dynamic analysis results of the coupler. The results of the coupler dynamics analysis are sent to the locomotive central processing platform so that the locomotive central processing platform can perform locomotive operation control.

6. A dynamic analysis device for a heavy-duty locomotive coupler, characterized in that, include: The coupler longitudinal force determination unit is used to determine the coupler longitudinal force based on the resistance change value of the coupler force sensor, the bridge power supply voltage value, and the coupler static voltage value. The coupler deflection determination unit is used to determine the coupler deflection angle based on the distance from the coupler displacement sensor to the position of the coupler head cable holder before the coupler deflection and the distance from the coupler displacement sensor to the position of the coupler head cable holder after the coupler deflection. The data matching unit is used to perform registration analysis on the acquired driving data, the longitudinal force of the coupler, and the deflection angle of the coupler to obtain the dynamic analysis results of the coupler.

7. A dynamic analysis system for a heavy-duty locomotive coupler, characterized in that, include: Coupler force sensors, coupler displacement sensors, data acquisition processor, and locomotive central processing platform are symmetrically arranged on the left and right sides of the coupler body. The coupler force sensor is used to obtain the resistance change value of the coupler force sensor; The coupler displacement sensor is used to obtain the distance from the coupler displacement sensor to the position of the coupler head cable holder before the coupler deflects and the distance from the coupler displacement sensor to the position of the coupler head cable holder after the coupler deflects. The data acquisition processor is used to determine the longitudinal force of the coupler based on the resistance change value of the coupler force sensor, the power supply voltage value of the bridge, and the static voltage value of the coupler; to determine the deflection angle of the coupler based on the distance from the coupler displacement sensor to the position of the coupler head cable holder before the coupler deflection and the distance from the coupler displacement sensor to the position of the coupler head cable holder after the coupler deflection; and to perform registration analysis on the acquired driving data, the longitudinal force of the coupler, and the deflection angle of the coupler to obtain the dynamic analysis results of the coupler.

8. The heavy-haul locomotive coupler dynamics analysis system according to claim 7, characterized in that, The coupler force sensor includes a coupler force sensor working piece and a coupler force sensor compensation piece; wherein, the number of the coupler force sensor working pieces is the same as the number of the coupler force sensor compensation pieces; the coupler force sensor working pieces include two pieces, symmetrically arranged on the left and right sides of the coupler body; the coupler force sensor compensation pieces include two pieces, symmetrically arranged on the left and right sides of the coupler body.

9. The heavy-haul locomotive coupler dynamics analysis system according to claim 7, characterized in that, The coupler displacement sensor includes a coupler displacement sensor working piece and a coupler displacement sensor compensation piece; wherein, the number of the coupler displacement sensor working pieces is the same as the number of the coupler displacement sensor compensation pieces; the coupler displacement sensor working pieces include two pieces, symmetrically arranged on the left and right sides of the coupler body; the coupler displacement sensor compensation pieces include two pieces, symmetrically arranged on the left and right sides of the coupler body.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the heavy-duty locomotive coupler dynamic analysis method according to any one of claims 1 to 5.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the heavy-duty locomotive coupler dynamic analysis method according to any one of claims 1 to 5.

12. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the heavy-duty locomotive coupler dynamic analysis method according to any one of claims 1 to 5.

Images