Locomotive drawbar detachment prediction method

Abstract

The present invention provides a locomotive drawbar detachment prediction method, comprising: S1: comparing motor currents of two axles on a bogie with motor currents of two axles on a bogie on the other side of the same car body respectively, wherein the absolute value difference between the motor currents is greater than or equal to 100A; S2: comparing motor torque values of the two axles on one bogie with motor torque values of the two axles on the bogie on the other side of the same car body respectively, wherein the absolute value difference between the motor torque values is less than or equal to 3kN; S3: when the conditions in S1 and S2 are met, and the duration is greater than or equal to 5s, comparing the motor currents of the two axles on one bogie with the motor currents of the two axles on the other bogie; S4: when the motor currents of the two axles on one bogie are both less than the motor currents of the two axles on the other bogie, isolating the two axles having lower motor currents on said one bogie; and S5: the two isolated axles simultaneously issuing a fault alarm. According to the present application, when a drawbar breaks, the driver can know the abnormal working condition of the locomotive at the first time, ensuring the operation safety of the locomotive.

Description

A method for predicting the detachment of locomotive traction rod Technical Field

[0001] The present invention relates to the technical field of locomotive traction, in particular to a method for predicting the shedding of a locomotive traction rod. Background Art

[0002] The electric locomotive traction rod system connects the locomotive body and bogie with a left and right traction rod and a crank arm. Its main function is to connect the locomotive body to the bogie in a longitudinal articulated manner. The bogie can rotate and traverse relative to the body, lowering the traction point and replacing the center plate. The traction device uses a split, tilting single traction rod. Its main components include a traction seat tube, an elastic ring, and a traction rod (see Figure 1). The traction device is an important component connecting the locomotive body and bogie. Its main function is to transmit the locomotive's traction force or braking force. During locomotive operation, the traction rod should not have excessive motion constraints and should be able to accommodate various relative movements between the locomotive body and bogie, including lateral movement of the bogie relative to the body, rotation in the horizontal plane, and floating, nodding, and rolling vibrations of the bogie relative to the body. By setting the traction point height and coordinating with the primary and secondary suspension systems, the axle load transfer of the locomotive during traction is minimized, thereby improving the locomotive's adhesion weight utilization.

[0003] After the traction force is transmitted to the bogie, it is transmitted to the car body through the traction rod to make the locomotive run; the locomotive traction rod mainly bears the traction and braking force of the locomotive, and the force conditions are relatively harsh. During driving, when the locomotive traction rod is driving on a section with poor track line, such as turning, climbing bumpy slopes, the traction rod may fall off or break due to the shaking of the locomotive or strong torque. If the driver and crew fail to discover the fault in time, it will cause a major traffic safety accident.

[0004] Therefore, a high safety factor is required for the locomotive traction rod, and the locomotive traction rod needs to be protected. The existing technology mainly includes two types of traction rod anti-falling devices, one is: safety wire rope, and the other is: clamp fixed on the outer surface of the traction rod, the clamp includes an upper clamp and a lower clamp, both of which are Ω-shaped. The upper clamp and the lower clamp are clamped together to wrap the traction rod, and the upper clamp and the lower clamp are fastened to the traction rod by fasteners, which can effectively fix the traction rod with a circular cross-section and prevent it from falling off.

[0005] Among them, the wire rope is mainly used to bear the weight of the traction rod after it breaks, but does not consider the impact it will bear after the traction rod falls off, which poses a safety hazard. If the locomotive continues to run after the traction rod breaks, it is easy to cause major safety accidents such as rollover. The existing locomotive microcomputer control system cannot give the driver timely fault reminders and corresponding fault handling measures after the traction rod breaks to prevent the fault from escalating.

[0006] Therefore, it is necessary to provide a locomotive traction rod shedding prediction method based on a microcomputer system to solve the above technical problems.

[0007] Summary of the Invention

[0008] The present invention aims to provide a method for predicting the fall-off of a locomotive traction rod, comprising the following steps:

[0009] S1: Compare the motor currents of the two axles on the bogie on one side of the car body with the motor currents of the two axles on the bogie on the other side of the same car body to determine whether the absolute value difference of each set of motor currents is greater than or equal to 100A. If so, jump to S3; otherwise, continue to compare;

[0010] S2: Compare the motor torque values ​​of the two axles on the same bogie with the motor torque values ​​of the two axles on another bogie to determine whether the absolute value difference of each set of motor torque values ​​is less than or equal to 3kN. If so, jump to S3; otherwise, continue the comparison;

[0011] S3: When the absolute value difference of each motor current is greater than or equal to 100A and the absolute value difference of each motor torque is less than or equal to 3kN, and the duration is ≥5s, the motor currents of the two axles on the same bogie are compared with the motor currents of the two axles on the other bogie.

[0012] S4: The motor currents of the two axles on the same bogie are both smaller than the motor currents of the two axles on the other bogies, isolating the two axles on the same bogie with smaller motor currents;

[0013] S5: The two isolated axes issue fault alarms simultaneously.

[0014] As a preferred solution, in S1, when both axes of the same bogie are isolated or communication is abnormal, S1 does not hold; when one of the two axes on the same bogie is isolated or communication is abnormal, it is determined whether the absolute value difference between the motor current of the normal axis and the motor current of the two normal axes on the other bogie is greater than or equal to 100A; when one of the two axes on the same bogie is isolated or communication is abnormal, and one of the two axes on the other bogie is isolated or communication is abnormal, the isolated or communication-abnormal axes are not compared, and it is determined whether the absolute value difference between the motor currents of the normal axes on the two bogies is greater than or equal to 100A.

[0015] As a preferred solution, in S2, when both axes on the same bogie are isolated or communication is abnormal, S2 does not hold; when one of the two axes on the same bogie is isolated or communication is abnormal, determine whether the absolute value difference between the motor torque value generated by the normal axis and the motor torque value generated by the two normal axes on the other bogie is less than or equal to 3kN; when one of the two axes on the same bogie is isolated or communication is abnormal, and one of the two axes on the other bogie is isolated or communication is abnormal, the isolated or communication-abnormal axes are not compared, and determine whether the absolute value difference between the motor torque values ​​of the normal axes on the two bogies is less than or equal to 3kN.

[0016] As a preferred solution, the axis that was previously isolated or did not participate in the comparison of the motor current or motor torque value due to communication abnormality does not report a fault and is not isolated.

[0017] As a preferred solution, the alarm in S5 is displayed by the microcomputer system as: CI*abnormal traction failure, where *=1, 2, 3, 4.

[0018] As a preferred solution, the handling method when a fault alarm is issued is: prohibit triggering emergency braking and stop the vehicle slowly.

[0019] As a preferred solution, when a fault alarm is issued, the axis can be manually restored in the isolation interface after isolation, without waiting for a fixed time or powering off and restarting the TCMS.

[0020] As a preferred solution, safety guidance is provided to operators based on fault alarms.

[0021] As a preferred solution, the safety guidance is: towing is prohibited, manual isolation restoration is prohibited within a fixed time, after restarting the power or waiting for a fixed time when the speed is less than 5km / h, manual isolation restoration is performed, the fault is restored, and the prohibition on towing is lifted.

[0022] As a preferred solution, the fixing time is 30 minutes.

[0023] By adopting the above technical solution, the driver can know the abnormal working condition of the locomotive at the first time after the traction rod breaks, and deal with it in time, thereby ensuring the safe operation of the locomotive vehicle; further, according to the safety guidance control formulated by the locomotive microcomputer system, the locomotive traction rod can still be pulled and braked together with the wire rope after falling off a certain distance, thereby ensuring the safe operation of the locomotive vehicle, preventing the locomotive fault from expanding, and ensuring the safe driving of the locomotive. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other embodiments can be obtained based on these drawings without paying any creative work.

[0025] FIG1 is a schematic diagram of a traction device in the prior art;

[0026] FIG2 is a schematic diagram showing whether the motor current and / or motor torque values ​​of the four axles on two bogies can be compared;

[0027] Figure 3 is a schematic diagram of the circuits of S1 and S2;

[0028] Figure 4 is a schematic diagram of the circuits of S3 and S4;

[0029] FIG5 is a schematic diagram of the shaft isolation and reset;

[0030] FIG6 is the motor current data of the four axes in Example 2;

[0031] FIG. 7 shows the motor torque values ​​of the four axes in the second embodiment. DETAILED DESCRIPTION

[0032] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the embodiments of the present invention are further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings.

[0033] Example 1:

[0034] This embodiment provides a method for predicting the fall-off of a locomotive drawbar, comprising the following steps:

[0035] S1: The motor currents of the two axles on the bogie on one side of the same car body are compared with the motor currents of the two axles on the bogie on the other side of the car body, and it is determined whether the absolute value difference of each group of motor currents is greater than or equal to 100A. If so, jump to S3, otherwise continue to compare; specifically, a bogie one is provided on one side of the car body, and a bogie two is provided on the other side of the same car body. Axles CI1 and CI2 are provided on bogie one, and axles CI1 and CI2 are provided on bogie two. The motor currents of axles CI1 and CI2 on bogie one are compared with the motor currents of axles CI3 and CI4 on bogie two on the other side of the car body, and it is determined whether the absolute value difference of each group of motor currents is greater than or equal to 100A. If so, jump to S3, otherwise continue to compare;

[0036] In S1, when both axes on the same bogie are isolated or have abnormal communication, S1 does not hold. That is, when axes CI1 and CI2 on bogie one are isolated or have abnormal communication, S1 does not hold. When axes CI3 and CI4 on bogie two are isolated or have abnormal communication, S1 does not hold.

[0037] When one of the two axes on the same bogie is isolated or has abnormal communication, determine whether the absolute value difference between the motor current of the normal axis and the motor current of the two normal axes on the other bogie is greater than or equal to 100A; in this case, determine whether the absolute value difference between the two groups of motor currents is greater than or equal to 100A; specifically: when the axis CI1 on the bogie one is isolated or has abnormal communication, compare the motor currents of the axis CI2 with the axes CI3 and CI4 on the bogie two, and determine whether the absolute value difference between the motor currents of the axis CI2 and the axis CI3, and the absolute value difference between the motor currents of the axis CI2 and the axis CI4 is greater than or equal to 100A; when the axis CI2 on the bogie one is isolated or has abnormal communication, compare the motor currents of the axis CI1 with the axes CI3 and CI4 on the bogie two. The motor currents are compared to determine whether the absolute value difference between the motor currents of axis CI1 and axis CI3, and axis CI1 and axis CI4 is greater than or equal to 100A; when axis CI3 on ​​bogie two is isolated or communication is abnormal, axis CI4 is compared with the motor currents of axis CI1 and axis CI2 on bogie two to determine whether the absolute value difference between the motor currents of axis CI4 and axis CI1, and axis CI4 and axis CI2 is greater than or equal to 100A; when axis CI4 on bogie two is isolated or communication is abnormal, axis CI3 is compared with the motor currents of axis CI1 and axis CI2 on bogie two to determine whether the absolute value difference between the motor currents of axis CI3 and axis CI1, and axis CI3 and axis CI2 is greater than or equal to 100A;

[0038] When one of the two axes on the same bogie is isolated or has abnormal communication, and one of the two axes on the other bogie is isolated or has abnormal communication, the isolated or abnormal axis is not compared to determine whether the absolute value difference of the motor currents of the normal axes on the two bogies is greater than or equal to 100A; in this case, determine whether the absolute value difference of the motor currents of a group of motors is greater than or equal to 100A; specifically, when the first axis CI1 on the bogie is isolated or has abnormal communication, when the second axis CI3 on ​​the bogie is isolated or has abnormal communication, only determine whether the absolute value difference of the motor currents of the first axis CI2 on the bogie and the second axis CI4 on the bogie is greater than or equal to 100A; when the first axis CI1 on the bogie is isolated or has abnormal communication, when the second axis CI4 on the bogie is isolated or has abnormal communication, only determine whether the absolute value difference of the motor currents of the first axis CI2 on the bogie and the second axis CI3 on ​​the bogie is greater than or equal to 100A; the rest are not listed here;

[0039] S2: Compare the motor torque values ​​of the two axles on the same bogie with the motor torque values ​​of the two axles on the other bogie on the same car body to determine whether the absolute value difference of each set of motor torque values ​​is less than or equal to 3kN. If so, jump to S3; otherwise, continue to execute S2; specifically, compare the motor torque values ​​occurring on axes CI1 and CI2 with the motor torque values ​​occurring on axes CI3 and CI4 to determine whether the absolute value difference of each set of motor torque values ​​is less than or equal to 3kN. If so, jump to S3; otherwise, continue to compare;

[0040] In S2, when both axes on the same bogie are isolated or have abnormal communication, S2 does not hold; specifically, when axes CI1 and CI2 on bogie one are isolated or have abnormal communication, S1 does not hold; and when axes CI3 and CI4 on bogie two are isolated or have abnormal communication, S1 does not hold;

[0041] When one of the two axes on the same bogie is isolated or has abnormal communication, determine whether the absolute value difference between the motor torque value of the normal axis and the motor torque value of the two normal axes on the other bogie is ≤3kN; in this case, determine whether the absolute value difference between the two sets of motor torque values ​​is less than or equal to 3KN; specifically: when the axis CI1 on the bogie is isolated or has abnormal communication, compare the motor torque values ​​of the axis CI2 with the axis CI3 and the axis CI4 on the bogie two, and determine whether the absolute value difference between the motor torque values ​​of the axis CI2 and the axis CI3, and the axis CI2 and the axis CI4 is less than or equal to 3kN; when the axis CI2 on the bogie is isolated or has abnormal communication, compare the motor torque values ​​of the axis CI1 with the axis CI3 and the axis CI4 on the bogie two, and determine whether the absolute value difference between the motor torque values ​​of the axis CI2 and the axis CI3, and the axis CI2 and the axis CI4 is less than or equal to 3kN; The motor torque values ​​are compared to determine whether the absolute value difference between the motor torque values ​​of axis CI1 and axis CI3, and axis CI1 and axis CI4 is less than or equal to 3kN; when axis CI3 on ​​bogie two is isolated or the communication is abnormal, the motor current of axis CI4 is compared with that of axis CI1 and axis CI2 on bogie two to determine whether the absolute value difference between the motor torque values ​​of axis CI4 and axis CI1, and axis CI4 and axis CI2 is less than or equal to 3kN; when axis CI4 on bogie two is isolated or the communication is abnormal, the motor torque values ​​of axis CI3 are compared with those of axis CI1 and axis CI2 on bogie two to determine whether the absolute value difference between the motor torque values ​​of axis CI3 and axis CI1, and axis CI3 and axis CI2 is less than or equal to 3kN;

[0042] When one of the two shafts on the same bogie is isolated or has abnormal communication, and one of the two shafts on the other bogie is isolated or has abnormal communication, the isolated or abnormal shaft is not compared, and it is judged whether the absolute value difference of the motor torque values ​​of the normal shafts on the two bogies is less than or equal to 3KN; in this case, it is judged whether the absolute value difference of a group of motor torque values ​​is less than or equal to 3KN; specifically: when the first shaft CI1 on the bogie is isolated or has abnormal communication, when the second shaft CI3 on ​​the bogie is isolated or has abnormal communication, only judge whether the absolute value difference of the motor torque values ​​of the first shaft CI2 on the bogie and the second shaft CI4 on the bogie is less than or equal to 3KN, when the first shaft CI1 on the bogie is isolated or has abnormal communication, when the second shaft CI4 on the bogie is isolated or has abnormal communication, only judge whether the absolute value difference of the motor torque values ​​of the first shaft CI2 on the bogie and the second shaft CI3 on ​​the bogie is less than or equal to 3KN, and the rest are not listed here;

[0043] S3: When the conditions in S1 and S2 are met simultaneously and the duration is ≥5s, the motor currents of the two axes on the same bogie are compared with the motor currents of the two axes on the other bogie. More specifically, the currents of axes CI1 and CI3, CI1 and CI4, CI2 and CI3, and CI2 and CI4 are compared.

[0044] S4: The motor currents of the two shafts of the same bogie are both smaller than the motor currents of the two shafts of the other bogie, and the two shafts with smaller motor currents on the same bogie are isolated; when the motor current of one of the two shafts of the same bogie is smaller than the motor currents of the two shafts of the other bogie, and the motor current of the other shaft is larger than the motor currents of the two shafts of the other bogie, the shafts are not isolated; according to the data of actual shaft breakage, the motor currents of the two shafts on the bogie with the broken shaft will be smaller than the motor currents of the two shafts on the other bogie; specifically: when the motor current of shaft CI1 is smaller than the motor currents of shaft CI3, shaft CI4, and shaft CI2, the motor current of shaft CI1 is smaller than the motor currents of shaft CI3, shaft CI4, and shaft CI2. If the current of axis CI1 is less than the current of axis CI3 and axis CI4, axis CI1 and axis CI2 on bogie one are isolated. If the current of axis CI3 is less than the current of axis CI1 and axis CI2 and the current of axis CI4 is less than the current of axis CI1 and axis CI2, axis CI3 and axis CI4 on bogie two are isolated. If the current of axis CI1 is less than the current of axis CI3 and axis CI4, and the current of axis CI2 is greater than the current of axis CI3 and axis CI4, or the current of axis CI2 is greater than the current of one of the motors CI3 and CI4 but less than the current of the other motor of axes CI3 and CI4, axes CI1 and CI2 are not isolated.

[0045] S5: The two isolated axes issue fault alarms at the same time; the handling method when the fault alarm is issued is: it is prohibited to trigger the emergency brake, and the vehicle must stop slowly. When the fault alarm is issued, the axes can be manually restored in the isolation interface after isolation, without waiting for a fixed time or powering off and restarting the TCMS. Furthermore, in order to improve safety, the operator is given safety guidance based on the fault alarm. The safety guidance is: towing is prohibited, manual restoration of isolation is prohibited within a fixed time, and after restarting the power or waiting for a fixed time, the speed is less than 5km / h, and the isolation is manually restored, the fault is restored, and the prohibition on towing is lifted. Preferably, the fixed time is 30 minutes.

[0046] Example 2:

[0047] 2 to 5 , the working mode of the four-axle effective time is described. Two bogies are provided on the same car body. One bogie is provided with axles CI1 and CI2, and the other bogie is provided with axles CI3 and CI4. CI1, CI2, CI3, and CI4 are all effective.

[0048] S1: Compare the motor current of axis CI1 with the motor currents of axis CI3 and axis CI4 respectively. Compare the motor current of axis CI2 with the motor currents of axis CI3 and axis CI4 respectively. If the absolute values ​​of the four motor currents are all greater than or equal to 100A, jump to S3.

[0049] S2: Compare the motor torque value on axis CI1 with the motor torque values ​​on axes CI3 and CI4 respectively. Compare the motor torque value on axis CI2 with the motor torque values ​​on axes CI3 and CI4 respectively. If the absolute value difference between the four motor torque values ​​is less than or equal to 3kN, jump to S3.

[0050] S3: The duration of S1 and S2 is ≥ 5s. Compare the current magnitudes of axes CI1 and CI3, compare the current magnitudes of axes CI1 and CI4, compare the current magnitudes of axes CI2 and CI3, and compare the current magnitudes of axes CI2 and CI4.

[0051] S4: The current of axis CI3 is greater than the current of axis CI1, the current of axis CI4 is greater than the current of axis CI1, the current of axis CI3 is greater than the current of axis CI2, and the current of axis CI4 is greater than the current of axis CI2. Then axes CI1 and CI2 may be cut off. Isolate axes CI1 and CI2.

[0052] S5: The two isolated axes simultaneously issue fault alarms on the microcomputer system; after processing according to the specific alarm situation, the isolation of axes CI1 and CI2 can be restored, and there is no specific limitation.

[0053] Example 3:

[0054] This embodiment provides a specific application scenario:

[0055] After adopting this application, the microcomputer screen displayed abnormal traction force of shaft CI3 and shaft CI4; querying the DLG data found that shaft CI3 and shaft CI4 had two abnormal idling situations at 20:10 and 20:50 respectively, and shaft CI3 and shaft CI4 idled. As shown in Figure 6, the motor current values ​​of shaft CI3 and shaft CI4 are about 100A smaller than the motor current value of shaft CI1, and the shaft current values ​​of shaft CI3 and shaft CI4 are basically the same, but as shown in Figure 7, when shaft CI3 and shaft CI4 are idling, the motor torque value does not decrease (the motor torque values ​​of CI3, CI4, and CI1 almost overlap), which is very different from the changes in motor current and motor torque values ​​during normal idling. Normally, after idling occurs, the motor current and motor torque values ​​will change, and only the motor current will not change while the motor torque value remains unchanged.

[0056] After the locomotive stopped, the crew checked and found that the broken traction rod was located on the rear bogie of section B of the locomotive. The driver was operating in the driver's cab of section B. Under the traction condition of the locomotive, the traction rod at this position was subjected to compression force; under the braking condition of the locomotive, the traction rod at this position was subjected to tensile force. The broken position of the traction rod was close to the frame side, near the ring weld with the connecting flange, the fracture was close to the anti-slip hanger weld, and cracks occurred at the position of the steel pipe base material.

[0057] To sum up, due to the adoption of the above technical solution, the driver can know the abnormal working condition of the locomotive at the first time after the traction rod breaks, and deal with it in time, thereby ensuring the safe operation of the locomotive vehicle; further, according to the safety guidance control formulated by the locomotive microcomputer system, it is ensured that the locomotive traction rod can still be pulled and braked together with the wire rope after falling off for a distance, thereby ensuring the safe operation of the locomotive vehicle, preventing the locomotive fault from expanding, and ensuring the safe driving of the locomotive.

[0058] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the disclosure of the embodiments of the present invention (including the claims) is limited to these examples. Within the spirit of the embodiments of the present invention, the technical features of the above embodiments or different embodiments may be combined, and there are many other variations of the different aspects of the embodiments of the present invention described above, which are not provided in detail for the sake of clarity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present invention should be included within the scope of protection of the embodiments of the present invention.

Claims

1. A method for predicting the fall-off of a locomotive traction rod, characterized in that: The steps include: S1: The motor currents of the two axles on the bogie on one side of the same car body are compared with the motor currents of the two axles on the bogie on the other side of the same car body to determine whether the absolute value difference of each group of motor currents is greater than or equal to 100A. If yes, jump to S3, otherwise continue to compare; S2: The motor torque values ​​of the two shafts on the same bogie are compared with the motor torque values ​​of the two shafts on the other bogie of the same section of the vehicle body to determine whether the absolute value difference of each group of motor torque values ​​is less than or equal to 3kN. If yes, jump to S3, otherwise continue to compare; S3: When the absolute value difference of each group of motor currents is greater than or equal to 100A and the absolute value difference of each group of motor torques is less than or equal to 3kN, and the duration is ≥5s, the motor currents of the two axles on the same bogie are compared with the motor currents of the two axles on the other bogie; S4: The motor currents of the two axes on the same bogie are both smaller than the motor currents of the two axes on the other bogie, and the two axes with smaller motor currents on the same bogie are isolated; S5: The two isolated axes send out fault alarms at the same time.

2. A locomotive traction rod fall-off prediction method according to claim 1, characterized in that: In S1, when both axes of the same bogie are isolated or have abnormal communication, S1 does not hold; when one of the two axes on the same bogie is isolated or has abnormal communication, determine whether the absolute value difference between the motor current of the normal axis and the motor current of the two normal axes on the other bogie is greater than or equal to 100A; when one of the two axes on the same bogie is isolated or has abnormal communication, and one of the two axes on the other bogie is isolated or has abnormal communication, the isolated or abnormally communicating axes are not compared, and determine whether the absolute value difference between the motor currents of the normal axes on the two bogies is greater than or equal to 100A.

3. A locomotive traction rod fall-off prediction method according to claim 2, characterized in that: In S2, when both axes on the same bogie are isolated or have abnormal communication, S2 does not hold; when one of the two axes on the same bogie is isolated or has abnormal communication, determine whether the absolute value difference between the motor torque value generated by the normal axis and the motor torque value generated by the two normal axes on the other bogie is less than or equal to 3kN; when one of the two axes on the same bogie is isolated or has abnormal communication, and one of the two axes on the other bogie is isolated or has abnormal communication, the isolated or abnormally communicating axes are not compared, and determine whether the absolute value difference between the motor torque values ​​of the normal axes on the two bogies is less than or equal to 3kN.

4. A locomotive traction rod fall-off prediction method according to claim 3, characterized in that: The axis that was previously isolated or had communication abnormalities and did not participate in the comparison of the motor current or motor torque value will not report a fault and will not be isolated.

5. The method for predicting the fall-off of a locomotive traction rod according to claim 1, characterized in that: The alarm in S5 is displayed through the microcomputer system, and is displayed as: CI*abnormal traction failure, where *=1, 2, 3, 4.

6. The method for predicting the fall-off of a locomotive traction rod according to claim 1, characterized in that: The handling method when a fault alarm is issued is: Do not trigger the emergency brake and stop slowly.

7. The method for predicting the fall-off of a locomotive traction rod according to claim 1, characterized in that: When a fault alarm is issued, the axis can be manually restored in the isolation interface after isolation, without waiting for a fixed time or powering off and restarting the TCMS.

8. The method for predicting the fall-off of a locomotive traction rod according to claim 1, characterized in that: Provide safety guidance to operators based on fault alarms.

9. A locomotive traction rod fall-off prediction method according to claim 8, characterized in that: The safety guidance is: towing is prohibited, manual recovery and isolation is prohibited within a fixed time, after the power is restarted or the speed is less than 5km / h after waiting for a fixed time, manual recovery and isolation are carried out, and the fault is restored, and the prohibition on towing is lifted.

10. A locomotive traction rod fall-off prediction method according to claim 8, characterized in that: The fixing time is 30 minutes.

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