CN110595803A - Train coupling fault diagnosis method, related system and train - Google Patents
Train coupling fault diagnosis method, related system and train Download PDFInfo
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- CN110595803A CN110595803A CN201910894821.7A CN201910894821A CN110595803A CN 110595803 A CN110595803 A CN 110595803A CN 201910894821 A CN201910894821 A CN 201910894821A CN 110595803 A CN110595803 A CN 110595803A
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/02—Gearings; Transmission mechanisms
- G01M13/022—Power-transmitting couplings or clutches
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
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Abstract
The application provides a train coupling fault diagnosis method, a related system and a train, and relates to the technical field of vehicle control. The train is a power-dispersed motor train unit and comprises a plurality of power carriages, each power carriage comprises a traction motor and a traction converter, a coupling of each power carriage is used for connecting the traction motor and a gear box, and the method comprises the following steps: when the train is in an accelerated traction state and the running speed of the train is greater than or equal to a preset speed, acquiring the current values of traction motors of at least two power carriages; acquiring an average value of current values of traction motors of the at least two sections of power carriages; determining the difference value between the average value of the current values and the current value of the traction motor of each power compartment; and determining the coupling faults of the power cars with the difference values larger than a preset threshold value. By using the method, the accurate real-time diagnosis of the coupling failure can be realized, and no additional devices such as sensors and the like are needed, so that the cost is reduced.
Description
Technical Field
The application relates to the technical field of vehicle control, in particular to a train coupling fault diagnosis method, a related system and a train.
Background
The coupling of the gear box is one of key transmission parts of the vehicle, is mainly responsible for transmitting the power of the traction motor to the wheel pair, and plays a vital role in the safe operation of the train. With the continuous improvement of the speed of the rail transit motor train unit in China, the running environment of the gear transmission system is worse, and the system is subjected to internal excitation effects such as rigidity excitation, error excitation, meshing impact excitation and the like generated by gear meshing for a long time. In addition, high speed train gearbox couplings are subject to external excitation caused by rail irregularities, wheel-rail impacts, wheel defects, etc., which increases the probability of failure. Therefore, the method is of great significance to fault diagnosis and early warning research of the train gearbox coupling.
The coupling is positioned at the walking part of the power-dispersed motor train unit, but the coupling is a rotating part, so that monitoring and diagnosis cannot be carried out by a method of directly installing a sensor, and the coupling is a blind area for monitoring key components of the walking part of the motor train unit at present. At present, train coupling diagnosis is divided into two types, namely vehicle-mounted equipment diagnosis and ground equipment diagnosis, wherein the vehicle-mounted equipment diagnosis is mainly provided with sensors for vibration, temperature, rotating speed and the like, and coupling faults are indirectly diagnosed through comprehensive analysis, but due to the limitation of the installation position of the sensors and the structural characteristics of the coupling, the train coupling diagnosis has the defects of low diagnosis accuracy, need of additionally installing a large number of sensors and the like; the ground equipment diagnosis mainly adopts signals such as images and vibration when a vehicle passes through for judgment, so that the problem of incapability of real-time diagnosis exists, and in addition, if the coupling does not have faults which can be identified by naked eyes such as damage and the like, the ground equipment also can not be diagnosed by image identification, and the vibration signal diagnosis also can not lock the fault part to the coupling.
Therefore, how to provide an accurate and low-cost method for diagnosing the failure of the coupling becomes a problem to be solved by the technical personnel in the field at present.
Disclosure of Invention
In order to solve the technical problems in the prior art, the application provides a diagnosis method for train coupling faults, a related system and a train, which can realize accurate real-time diagnosis of the coupling faults, do not need to additionally add devices such as sensors and the like, and reduce the cost.
The application provides a diagnostic method of train coupling fault, wherein a train is a power-decentralized motor train unit and comprises a plurality of sections of power carriages, each section of power carriage comprises a traction motor and a traction converter, the traction converter supplies power to the power motor, the coupling of the power carriages is used for connecting the traction motor and a gear box, and the method comprises the following steps:
when the train is in an accelerated traction state and the running speed of the train is greater than or equal to a preset speed, acquiring the current values of traction motors of at least two power carriages;
acquiring an average value of current values of traction motors of the at least two sections of power carriages;
determining the difference value of the average current value and the current value of the traction motor of each power compartment;
and determining the coupling fault of the power compartment with the difference value larger than a preset threshold value.
Optionally, the obtaining of the current values of the traction motors of the at least two sections of power cars specifically includes:
acquiring current values of traction motors of at least two sections of power carriages of which the working states of the traction converters meet preset conditions;
the preset conditions include:
the traction converter has no fault, no idle feedback and is not cut off.
Optionally, the obtaining an average value of current values of the traction motors of the at least two power cars specifically includes:
when the current values of the traction motors of at least three sections of power carriages are obtained, removing the maximum value and the minimum value in the obtained current values of the traction motors of the power carriages, and obtaining the average value of the current values of the traction motors of the rest power carriages;
when the current values of the traction motors of the two power carriages are obtained, the average value of the current values of the traction motors of the two power carriages is obtained.
Optionally, the determining that the difference is greater than the preset threshold for the coupling fault of the power car specifically includes:
determining a coupling fault of the power compartment, wherein the accumulated time of the difference value larger than a preset threshold value in a preset time period exceeds a first preset time length;
or the like, or, alternatively,
determining a coupling fault for the power car for a time period greater than a preset threshold for a second preset time period.
The embodiment of the application still provides a diagnostic system of train coupling trouble, and the train is power decentralized EMUs, including multisection power carriage, every section power carriage includes traction motor and traction converter, traction converter does the power motor supplies power, the coupling in power carriage is used for connecting traction motor and gear box, the system includes: a first acquisition unit, a second acquisition unit, a first determination unit, and a second determination unit:
the first obtaining unit is used for obtaining the current values of the traction motors of at least two power carriages when the train is judged to be in an accelerated traction state and the running speed of the train is greater than or equal to a preset speed;
the second acquisition unit is used for acquiring the average value of the current values of the traction motors of the at least two power carriages;
the first determining unit is used for determining the difference value of the average value of the current value and the current value of the traction motor of each power compartment;
the second determination unit is used for determining the coupling fault of the power compartment of which the difference value is larger than a preset threshold value.
Optionally, the first obtaining unit is specifically configured to:
acquiring current values of traction motors of at least two sections of power carriages of which the working states of the traction converters meet preset conditions;
the preset conditions include:
the traction converter has no fault, no idle feedback and is not cut off.
Optionally, the second obtaining unit is specifically configured to:
when the current values of the traction motors of at least three sections of power carriages are obtained, removing the maximum value and the minimum value in the obtained current values of the traction motors of the power carriages, and obtaining the average value of the current values of the traction motors of the rest power carriages;
when the current values of the traction motors of the two power carriages are obtained, the average value of the current values of the traction motors of the two power carriages is obtained.
Optionally, the second determining unit is specifically configured to:
determining a coupling fault of the power compartment, wherein the accumulated time of the difference value larger than a preset threshold value in a preset time period exceeds a first preset time length;
or the like, or, alternatively,
determining a coupling fault for the power car for a time period greater than a preset threshold for a second preset time period.
The embodiment of the application also provides a train network system, wherein the network system is used for running a program, and the program is used for executing the train coupling fault diagnosis method in any one of the above modes when running.
The embodiment of the application further provides a train, the train includes multisection power carriage, every section power carriage includes traction motor and traction converter, traction converter does the power motor power supply, the coupling in power carriage is used for connecting traction motor and gear box, the train include above train network system.
Compared with the prior art, the method has at least the following advantages:
according to the method provided by the embodiment of the application, when the train is in an accelerated traction state and the running speed of the train is greater than or equal to the preset speed, the current values of traction motors of at least two power carriages are obtained; acquiring an average value of current values of traction motors of at least two sections of power carriages; determining the difference value of the average current value and the current value of the traction motor of each power compartment; and determining the coupling fault of the power compartment with the difference value larger than a preset threshold value.
The method provided by the embodiment of the application utilizes the characteristic that the current of the motor of the traction motor of the power compartment where the failed coupling is located is smaller than that of the motor of other normal power compartments when the train is in an accelerated traction state and has the running speed, compares the current values of the traction motors of all the power compartments of the train to confirm whether the coupling fault exists, and can further confirm the power compartment where the failed coupling is located when the coupling fault is confirmed, so that the accurate real-time diagnosis of the coupling fault can be realized, additional devices such as sensors and the like are not needed, and the cost is reduced.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments described in the present application, and other drawings can be obtained by those skilled in the art without creative efforts.
Fig. 1 is a flowchart of a method for diagnosing a train coupling failure according to an embodiment of the present disclosure;
FIG. 2 is a schematic diagram of obtaining a traction motor current of a power car according to an embodiment of the present application;
FIG. 3 is a schematic diagram of a diagnostic method according to an embodiment of the present disclosure;
fig. 4 is a schematic diagram of a train coupling failure diagnosis system according to the second embodiment of the present application;
fig. 5 is a schematic diagram of a train according to a fourth embodiment of the present application.
Detailed Description
At present, train coupling diagnosis is divided into on-board equipment diagnosis and ground equipment diagnosis. The vehicle-mounted equipment diagnoses sensors with vibration, temperature, rotating speed and the like, indirectly diagnoses the coupling faults through comprehensive analysis, but has the defects of low diagnosis accuracy, need of additionally installing a large number of sensors and the like due to the limitation of the installation positions of the sensors and the structural characteristics of the coupling. The ground equipment diagnosis mainly adopts signals such as images and vibration when a vehicle passes through for judgment, so that the problem of incapability of real-time diagnosis exists, and in addition, if the coupling does not have faults which can be identified by naked eyes such as damage and the like, the ground equipment also can not be diagnosed by image identification, and the vibration signal diagnosis also can not lock the fault part to the coupling.
In order to solve the technical problems, the application provides a method for diagnosing the coupling fault of the train, a related system and the train, which utilize the characteristic that the current of the motor of the traction motor of the power carriage where the faulty coupling is located is smaller than that of the motor of other normal power carriages when the train is in an accelerating traction state and has running speed, compare the current values of the traction motors of all the power carriages of the train to confirm whether the coupling fault exists, and further confirm the power carriage where the faulty coupling is located when confirming that the coupling fault exists, thereby realizing the accurate real-time diagnosis of the coupling fault, needing no additional devices such as sensors and the like, and reducing the cost.
In order to make the technical solutions of the present application better understood, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The first embodiment is as follows:
the embodiment of the application provides a method for diagnosing a train coupling fault, which is specifically described below with reference to the accompanying drawings.
Referring to fig. 1, the figure is a flowchart of a method for diagnosing a train coupling fault according to an embodiment of the present application.
The method comprises the following steps:
s101: and when the train is in an accelerated traction state and the running speed of the train is greater than or equal to a preset speed, acquiring the current values of the traction motors of at least two power carriages.
Experiments and researches find that the current value of the traction motor of the power compartment where the failed coupling is located is obviously lower than that of the traction motor of a normal power compartment in the traction starting stage of the train, and the abnormality disappears after the train enters the high-speed stage, but other types of traction working conditions, inertia working conditions and braking working conditions do not occur.
Referring to fig. 2, a schematic diagram of obtaining a traction motor current of a power car according to an embodiment of the present application is provided.
Further research and analysis show that the adhesion control program of the traction converter judges the adhesion state of the wheel rail by using the speed, acceleration, differential of the acceleration and other information of each traction motor (shaft) in combination with the process shown in fig. 2. When a transmission system of a certain shaft of a train has a serious fault, the speed (particularly the acceleration) of the shaft has large fluctuation, and the size of the fluctuation is related to the mechanical state of the transmission system. As soon as the speed or acceleration fluctuations exceed a certain threshold value, a sticking action in the control unit is triggered, so that the motor vehicle actively carries out a torque unloading, so that the current of the traction motor of the motor vehicle is significantly reduced, and the process does not lead to further protective measures. The condition for actively unloading the torque is looser than idling, so that the idling is less reported at the fault moment. The phenomenon is consistent with the phenomenon that the current of the traction motor of the power compartment with the failed coupling is smaller than that of other normal compartments and no idle running is reported.
Based on the research conclusion, the strategy for transversely comparing the motor currents of the traction motors of different power carriages under the specific working condition is provided, and train-level diagnosis logic is developed for the first time.
Therefore, in order to implement the fault diagnosis, it is first required to determine that the train is in an accelerated traction state, and in order to eliminate the situation that the train is in the accelerated traction state but the train is not in operation, it is also required to determine that the operation speed of the train is greater than the preset speed.
The preset speed is not specifically limited in the embodiment of the application, and can be set according to actual conditions, for example, the preset speed can be set to 5km/h, that is, when the speed of the train is greater than the preset speed, the train can be determined to be in a running state.
And when the above conditions are met, acquiring the current values of the traction motors of at least two sections of power carriages. Since the power split motor train unit includes a plurality of power cars, for example, 4, 6 or 8 power cars may be included. Therefore, in order to perform the lateral comparison of the current values of the traction motors, it is necessary to obtain the current values of the traction motors of at least two power cars and average the current values to determine a reference for the comparison of the current values.
Further, acquiring current values of at least two traction motors of the power compartment specifically comprises:
and acquiring the current values of the traction motors of at least two sections of power carriages of which the working states of the traction converter meet preset conditions.
Wherein the preset conditions include:
the traction converter has no fault, no idle feedback and is not cut off.
When the traction converter fails or is cut off, abnormal power supply of the traction converter may be caused, and the current value of the traction motor is further reduced abnormally, so that the special condition needs to be eliminated.
In addition, if special weather such as rainy days and snowy days occurs, the track is wet and slippery, the wheel of the train may slip, the wheel of the power car may be driven to idle, and when the traction converter has idle feedback, the current value of the traction motor may be abnormally reduced, so that the special condition needs to be eliminated.
S102: and acquiring the average value of the current values of the traction motors of at least two sections of power carriages.
And acquiring current values of traction motors of at least two sections of power carriages and averaging to determine a reference for comparing the current values.
Specifically, when the current values of the traction motors of at least three power cars are acquired, the maximum value and the minimum value of the acquired current values of the traction motors of the power cars are removed, and the average value of the current values of the traction motors of the remaining power cars is acquired. If only the current value of the traction motor of one power car is left, the remaining current value can be directly used as an average value.
When the current values of the traction motors of the two power cars are acquired, the average value of the current values of the traction motors of the two power cars can be directly acquired.
S103: a difference between the average value of the current values and the current value of the traction motor of each power car is determined.
When the overall examination is performed on all the power cars, the difference between the average value of the current values and the current value of the traction motor of each power car can be obtained.
When a selected target powered car is individually inspected, a difference between the average value of the current values and the current value of the traction motor of the target powered car may be obtained.
S104: and determining the coupling faults of the power cars with the difference values larger than a preset threshold value.
And when the difference value corresponding to the power compartment is greater than the preset threshold value, the current value of the traction motor of the power compartment is reduced abnormally, and then the coupling fault of the power compartment can be determined.
In one possible implementation, coupling failures of the power cars are determined for which a time accumulation for which the difference is greater than a preset threshold value over a preset time period exceeds a first preset time length.
In another possible implementation, a coupling fault is determined for the power car for which the difference is greater than the preset threshold for a duration exceeding a second preset time period.
Furthermore, if the abnormity is determined, screen popping alarm can be carried out on a network system display of the cab, drivers and passengers are reminded to pay attention to the coupling failure, and necessary emergency treatment measures are taken.
The diagnostic logic of the method in a particular application is specifically described below with reference to examples.
Referring to fig. 3, the figure is a schematic diagram of a diagnostic method provided in an embodiment of the present application in a specific application.
In practical application, the data to be collected by the network system of the train are as follows:
the method comprises the steps of fault information of traction converters of all power carriages, idle feedback of traction converters of all motor train units, motor train cutting information of the power carriages, train speed information, traction handle information of a motor train unit and current feedback of traction motors of all power carriages.
And judging whether the acquired current of the traction motor of the train power carriage can be informed or not according to the data.
The diagnostic logic is as follows:
(1) first, the network system collects the required data. The required data are as described above.
(2) Firstly, judging that the current of a traction motor of a diagnosed power carriage (taking A carriage as an example in the figure) can be collected, collecting information through a network system control system of a train, and judging that the following five conditions are met simultaneously: firstly, reporting out no fault of a vehicle traction converter; the traction converter of the A vehicle has no idle feedback; thirdly, the speed of the train is more than 5 km/h; the traction of the A vehicle is not cut off; the train is in the traction acceleration stage, namely the traction handle is in the traction position.
(3) And if the current value meets the requirement (2), recording the current value of the traction motor of the train A as MMA, and judging the starting, and similarly, recording the motor currents of the traction motors capable of acquiring the information of other power carriages as MMB, MMC, MMD, MME, MMF and the like, wherein the specific number is based on the number of the power carriages of the train.
(4) And calculating the average value of all the receivable motor currents, wherein a method of removing the maximum value and the minimum value and averaging the rest values can be adopted during the calculation of the average value so as to reduce the influence of the terminal data on the average value, and if only two motor trains are left, a direct averaging method is adopted, the average value of the current values of the traction motors is marked as MM.
(5) Comparing the current value MMA of the traction motor of the diagnosed power carriage with the average value MM, and determining that the data is abnormal when the absolute value MMA-MM is more than or equal to X or the absolute value MMA-MM/MM is more than or equal to Y. X, Y can be determined according to the actual situation, and the application is not limited in detail.
(6) If the condition (5) is met, the timer can adopt a time window mode to time, namely if H minutes accumulate and time J seconds, or if the phenomenon of (5) lasts for K seconds, the coupling fault of the power compartment is determined; if the phenomenon (5) does not occur in the continuous H minutes, the timing is ended, and no abnormality is determined.
(7) If the abnormity is determined, screen popping alarm is carried out on a network system display of the cab, drivers and passengers are reminded to pay attention to the coupling failure, and necessary emergency treatment measures are taken.
The method provided by the embodiment of the application utilizes the characteristic that the current of the motor of the traction motor of the power compartment where the failed coupling is located is smaller than that of the motor of other normal power compartments when the train is in an accelerated traction state and has the running speed, compares the current values of the traction motors of all the power compartments of the train to confirm whether the coupling fault exists, and can further confirm the power compartment where the failed coupling is located when the coupling fault is confirmed, so that the accurate real-time diagnosis of the coupling fault can be realized, additional devices such as sensors and the like are not needed, and the cost is reduced.
Example two:
based on the method for diagnosing the coupling fault provided by the embodiment, the second embodiment of the application further provides a system for diagnosing the coupling fault, the train is a power-decentralized motor train unit and comprises a plurality of sections of power carriages, each section of the power carriage comprises a traction motor and a traction converter, the traction converter supplies power to the power motors, the coupling of the power carriage is used for connecting the traction motors and a gear box, and the following detailed description is provided by combining the attached drawings.
Referring to fig. 4, the figure is a schematic diagram of a system for diagnosing a coupling fault according to a second embodiment of the present application.
The system of the embodiment of the application comprises: a 401 first acquisition unit, a 402 second acquisition unit, a 403 first determination unit and a 404 second determination unit.
The first obtaining unit 401 is configured to obtain current values of traction motors of at least two power cars when it is determined that the train is in an accelerated traction state and the running speed of the train is greater than or equal to a preset speed.
Further, the first obtaining unit 401 is configured to obtain current values of the traction motors of at least two power cars, where an operating state of the traction converter meets a preset condition.
Wherein the preset conditions include:
the traction converter has no fault, no idle feedback and is not cut off.
The second obtaining unit 402 is configured to obtain an average value of current values of the traction motors of the at least two power cars.
When the first acquisition unit 401 acquires the current values of the traction motors of at least three power cars, the second acquisition unit 402 removes the maximum value and the minimum value from the acquired current values of the traction motors of the power cars and acquires the average value of the current values of the traction motors of the remaining power cars.
When the first obtaining unit 401 obtains the current values of the traction motors of the two power cars, the second obtaining unit 402 obtains the average value of the current values of the traction motors of the two power cars.
The first determination unit 403 is used for determining the difference value between the average value of the current values and the current value of the traction motor of each power compartment;
the second determination unit 404 is configured to determine a coupling fault of the power car for which the difference is greater than a preset threshold.
In one possible implementation, the second determining unit 404 determines the coupling fault of the power car for which the accumulated time for which the difference value is greater than the preset threshold value exceeds the first preset time length within the preset time period;
in another possible implementation, a coupling fault is determined for the power car for which the difference is greater than a preset threshold for a duration exceeding a second preset length of time.
According to the system provided by the embodiment of the application, when the first obtaining unit judges that the train is in an accelerated traction state and the running speed of the train is greater than or equal to the preset speed, the current values of the traction motors of at least two power carriages are obtained; the second acquisition unit can acquire the average value of the current values of the traction motors of at least two sections of power carriages; the first determination unit can determine the difference value of the average value of the current values and the current value of the traction motor of each section of the power compartment; the second determination unit is capable of determining a coupling failure of the power car for which the difference is greater than a preset threshold.
The system provided by the embodiment of the application utilizes the characteristic that the current of the motor of the traction motor of the power compartment where the failed coupling is located is smaller than that of the motor of other normal power compartments when the train is in an accelerated traction state and has a running speed, compares the current values of the traction motors of all the power compartments of the train to confirm whether the coupling fault exists, and can further confirm the power compartment where the failed coupling is located when the coupling fault exists, so that the accurate real-time diagnosis of the coupling fault can be realized, additional devices such as sensors and the like are not needed, and the cost is reduced.
In practical application, a corresponding ground network system can be established in the ground control center to receive the detection information returned by the train network system in real time, and the ground system can adopt the same train coupling fault diagnosis method to assist the train in fault diagnosis so as to prevent the diagnosis of the train coupling fault from being blocked when the train system is in fault.
Further, the embodiment of the present application further provides a train network system, which can be established based on a network system of a train itself without requiring additional facilities, and the train network system includes a processor and a memory, where the first obtaining unit, the second obtaining unit, the first determining unit, the second determining unit, and the like are all stored in the memory as program units, and the processor executes the program units stored in the memory to implement corresponding functions.
The processor comprises a kernel, and the kernel calls the corresponding program unit from the memory. The kernel can be set to be one or more than one, and diagnosis of the train coupling fault is realized by adjusting kernel parameters.
An embodiment of the present invention provides a storage medium having a program stored thereon, the program implementing the method for diagnosing a train coupling failure when executed by a processor.
The embodiment of the invention provides a processor, which is used for running a program, wherein the program is used for executing the diagnosis method of the train coupling fault when running.
The embodiment of the invention provides equipment, which comprises at least one processor, at least one memory and a bus, wherein the memory and the bus are connected with the processor; the processor and the memory complete mutual communication through a bus; the processor is used for calling the program instructions in the memory to execute the diagnosis method of the train coupling fault. The device herein may be a server, a PC, etc.
The present application further provides a computer program product adapted to perform a program for initializing the following method steps when executed on a data processing device:
when the train is in an accelerated traction state and the running speed of the train is greater than or equal to a preset speed, acquiring the current values of traction motors of at least two power carriages;
acquiring the average value of the current values of the traction motors of the at least two sections of power carriages;
determining the difference value between the average value of the current values and the current value of the traction motor of each power compartment;
and determining the coupling faults of the power cars with the difference values larger than a preset threshold value.
Example three:
based on the train network system provided by the above embodiment, the embodiment of the present application further provides a train, which is specifically described below with reference to the accompanying drawings.
Referring to fig. 5, the figure is a schematic view of a train provided in the third embodiment of the present application.
The schematic diagram is merely for convenience of illustration, the train 500 may be a power-decentralized multiple-unit train, and may include multiple power cars, and the specific number of the power cars is not limited in the embodiment of the present application.
Each power car of the train 500 includes a traction motor and a traction converter that supplies power to the power motor, and a coupling of the power car is used to connect the traction motor and the gearbox.
The train 500 includes the train network system provided in the above embodiments, and for specific description of the train network system, reference may be made to embodiment two, which is not described herein again in this embodiment of the present application.
The train provided by the embodiment of the application comprises a train coupling fault diagnosis system, wherein a first acquisition unit of the system acquires the current values of traction motors of at least two power carriages when judging that the train is in an accelerated traction state and the running speed of the train is greater than or equal to a preset speed; the second acquisition unit can acquire the average value of the current values of the traction motors of at least two sections of power carriages; the first determination unit can determine the difference value of the average value of the current values and the current value of the traction motor of each section of the power compartment; the second determination unit is capable of determining a coupling failure of the power car for which the difference is greater than a preset threshold.
The system of the train utilizes the characteristic that the current of the motor of the traction motor of the power compartment in which the fault coupling is positioned is smaller than that of the motor of other normal power compartments when the train is in an accelerated traction state and has the running speed, compares the current values of the traction motors of all the power compartments of the train to confirm whether the coupling fault exists, and can further confirm the power compartment in which the faulty coupling is positioned when confirming that the coupling fault exists, thereby realizing accurate real-time diagnosis of the coupling fault, needing no additional devices such as sensors and the like, and reducing the cost.
It should be understood that in the present application, "at least one" means one or more, "a plurality" means two or more. "and/or" for describing an association relationship of associated objects, indicating that there may be three relationships, e.g., "a and/or B" may indicate: only A, only B and both A and B are present, wherein A and B may be singular or plural. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship. "at least one of the following" or similar expressions refer to any combination of these items, including any combination of single item(s) or plural items. For example, at least one (one) of a, b, or c, may represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", wherein a, b, c may be single or plural.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the apparatus embodiment, since it is substantially similar to the method embodiment, it is relatively simple to describe, and reference may be made to some descriptions of the method embodiment for relevant points. The above-described apparatus embodiments are merely illustrative, and the units and modules described as separate components may or may not be physically separate. In addition, some or all of the units and modules may be selected according to actual needs to achieve the purpose of the solution of the embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
The foregoing is directed to embodiments of the present application and it is noted that numerous modifications and adaptations may be made by those skilled in the art without departing from the principles of the present application and are intended to be within the scope of the present application.
Claims (10)
1. A method for diagnosing faults of a train coupling is characterized in that the train is a power-decentralized motor train unit and comprises a plurality of power carriages, each power carriage comprises a traction motor and a traction converter, the traction converter supplies power to the power motors, the coupling of each power carriage is used for connecting the traction motors with a gearbox, and the method comprises the following steps:
when the train is in an accelerated traction state and the running speed of the train is greater than or equal to a preset speed, acquiring the current values of traction motors of at least two power carriages;
acquiring an average value of current values of traction motors of the at least two sections of power carriages;
determining the difference value of the average current value and the current value of the traction motor of each power compartment;
and determining the coupling fault of the power compartment with the difference value larger than a preset threshold value.
2. The diagnostic method according to claim 1, wherein the obtaining current values of traction motors of at least two of the powered cars specifically comprises:
acquiring current values of traction motors of at least two sections of power carriages of which the working states of the traction converters meet preset conditions;
the preset conditions include:
the traction converter has no fault, no idle feedback and is not cut off.
3. The diagnostic method of claim 2, wherein the obtaining an average of the current values of the traction motors of the at least two powered cars comprises:
when the current values of the traction motors of at least three sections of power carriages are obtained, removing the maximum value and the minimum value in the obtained current values of the traction motors of the power carriages, and obtaining the average value of the current values of the traction motors of the rest power carriages;
when the current values of the traction motors of the two power carriages are obtained, the average value of the current values of the traction motors of the two power carriages is obtained.
4. The diagnostic method as claimed in claim 1, wherein said determining of a coupling fault of the power car for which said difference is greater than a preset threshold value comprises:
determining a coupling fault of the power compartment, wherein the accumulated time of the difference value larger than a preset threshold value in a preset time period exceeds a first preset time length;
or the like, or, alternatively,
determining a coupling fault for the power car for a time period greater than a preset threshold for a second preset time period.
5. A system for diagnosing faults of a train coupling is characterized in that the train is a power-decentralized motor train unit and comprises a plurality of power carriages, each power carriage comprises a traction motor and a traction converter, the traction converter supplies power to the power motors, the coupling of each power carriage is used for connecting the traction motors and a gear box, and the system comprises: a first acquisition unit, a second acquisition unit, a first determination unit, and a second determination unit:
the first obtaining unit is used for obtaining the current values of the traction motors of at least two power carriages when the train is judged to be in an accelerated traction state and the running speed of the train is greater than or equal to a preset speed;
the second acquisition unit is used for acquiring the average value of the current values of the traction motors of the at least two power carriages;
the first determining unit is used for determining the difference value of the average value of the current value and the current value of the traction motor of each power compartment;
the second determination unit is used for determining the coupling fault of the power compartment of which the difference value is larger than a preset threshold value.
6. The diagnostic system of claim 5, wherein the first acquisition unit is specifically configured to:
acquiring current values of traction motors of at least two sections of power carriages of which the working states of the traction converters meet preset conditions;
the preset conditions include:
the traction converter has no fault, no idle feedback and is not cut off.
7. The diagnostic system of claim 6, wherein the second acquisition unit is specifically configured to:
when the current values of the traction motors of at least three sections of power carriages are obtained, removing the maximum value and the minimum value in the obtained current values of the traction motors of the power carriages, and obtaining the average value of the current values of the traction motors of the rest power carriages;
when the current values of the traction motors of the two power carriages are obtained, the average value of the current values of the traction motors of the two power carriages is obtained.
8. The diagnostic system of claim 5, wherein the second determination unit is specifically configured to:
determining a coupling fault of the power compartment, wherein the accumulated time of the difference value larger than a preset threshold value in a preset time period exceeds a first preset time length;
or the like, or, alternatively,
determining a coupling fault for the power car for a time period greater than a preset threshold for a second preset time period.
9. A train network system, characterized in that the network system is used for running a program, wherein the program is run to execute the method for diagnosing a train coupling failure according to any one of claims 1 to 4.
10. A train, said train comprising a plurality of power cars, each of said power cars including a traction motor and a traction converter, said traction converter powering said power motors, couplings of said power cars for connecting said traction motors to a gearbox, said train comprising the train network system of claim 9.
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| CN110595803B (en) | 2021-06-15 |
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