CN112659903A - Axle locking detection method, device and equipment and rail transit vehicle - Google Patents
Axle locking detection method, device and equipment and rail transit vehicle Download PDFInfo
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Abstract
The application discloses axle locking detection method, device and equipment and a rail transit vehicle, wherein the method comprises the following steps: first, a first feedback angular velocity of a first traction motor is acquired, and a second feedback angular velocity of a second traction motor is acquired. Then, when the first feedback angular velocity is 0, the synchronous angular velocity is obtained from the second feedback angular velocity. And finally, when the synchronous angular speed is inconsistent with the corresponding preset synchronous angular speed, judging whether the first current of the first traction motor is normal, and if not, judging that the first traction motor shaft has a locking fault. On the basis of not changing the existing hardware configuration, by optimizing TCU control software, when a speed sensor outputs a low level, whether the fault of a traction motor speed sensor or the fault of axle locking occurs can be identified by detecting whether the current has an overcurrent fault, the damage to the axle and the influence on the running order caused by the false alarm fault are prevented, the running time and the cost of the train are reduced, and the riding comfort of passengers is improved.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a shaft locking detection method, device and equipment and a rail transit vehicle.
Background
In order to ensure the reliability of train operation, the rail transit vehicle not only adopts a brake control unit to detect the axle locking fault, but also adopts a Traction Control Unit (TCU) to detect the axle locking fault, and the two are mutually redundant.
After an axle lock failure, the vehicle must apply an emergency brake to stop and then allow the driver to alight for inspection. However, when the axle locking fault is detected through the TCU, the axle locking fault is often found not to occur after a driver gets off the train for inspection, so that the running time and the cost of the train are increased, and the riding comfort of passengers is reduced.
Disclosure of Invention
In order to solve the problems, the application provides a shaft locking detection method, device and equipment and a rail transit vehicle, which can improve the accuracy of detecting a shaft locking fault through a TCU (train control unit), so that the running time and the cost of the train are reduced, and the riding comfort of passengers is improved.
The application provides in a first aspect a shaft locking detection method, including:
acquiring a first feedback angular velocity of a first traction motor and a second feedback angular velocity of a second traction motor; the first traction motor and the second traction motor correspond to the same bogie;
when the first feedback angular velocity is 0, obtaining a synchronous angular velocity according to the second feedback angular velocity;
when the synchronous angular speed is inconsistent with a corresponding preset synchronous angular speed, judging whether a first current of the first traction motor is normal, if not, judging that a first traction motor shaft is in a locking fault; and the preset synchronous angular speed is the synchronous angular speed corresponding to the first traction motor and the second traction motor when the rail transit vehicle normally operates.
Optionally, the method further includes:
acquiring a first traction force corresponding to the first traction motor when the rail transit vehicle normally runs;
the judging whether the first current of the first traction motor is normal specifically includes:
and judging whether the first current of the first traction motor is normal or not according to whether the first current of the first traction motor is matched with the corresponding first traction force when the rail transit vehicle normally runs or not.
Optionally, the determining whether the first current of the first traction motor is normal specifically includes:
and judging whether the first current of the first traction motor is normal or not by judging whether the increment of the first current of the first traction motor in preset time exceeds a current threshold value or not.
Optionally, the first current is collected by a first current transformer of the first traction motor.
This application second aspect provides an axle locking detection device, its characterized in that includes:
a feedback angular velocity obtaining unit, a synchronous angular velocity obtaining unit and a fault judging unit;
the feedback angular velocity obtaining unit is used for obtaining a first feedback angular velocity of the first traction motor and obtaining a second feedback angular velocity of the second traction motor; the first traction motor and the second traction motor correspond to the same bogie;
the synchronous angular velocity obtaining unit is configured to obtain a synchronous angular velocity according to the second feedback angular velocity when the first feedback angular velocity is 0;
the fault judging unit is used for judging whether the first current of the first traction motor is normal or not when the synchronous angular speed is inconsistent with the corresponding preset synchronous angular speed, and if not, judging that the first traction motor shaft has a locking fault; and the preset synchronous angular speed is the synchronous angular speed corresponding to the first traction motor and the second traction motor when the rail transit vehicle normally operates.
Optionally, the device further includes a traction force obtaining unit, configured to obtain a first traction force corresponding to the first traction motor when the rail transit vehicle operates normally;
the fault judgment unit is specifically configured to judge whether the first current of the first traction motor is normal or not by whether the first current of the first traction motor is matched with the corresponding first traction force when the rail transit vehicle operates normally.
Optionally, the fault determining unit is specifically configured to determine whether the first current of the first traction motor is normal by determining whether an increment of the first current of the first traction motor in a preset time exceeds a current threshold.
Optionally, the method further includes: a first current transformer and a second current transformer;
the first current transformer is used for collecting a first current of the first traction motor;
and the second current transformer is used for collecting a second current of the second traction motor.
A third aspect of the present application provides a shaft locking detection apparatus, wherein the apparatus includes a processor and a memory:
the memory is used for storing a computer program and transmitting the computer program to the processor;
the processor is configured to execute any one of the axle lock detection methods according to instructions in the computer program.
The application in a fourth aspect provides a rail transit vehicle, which is characterized by comprising the axle locking detection equipment and a vehicle control unit;
and the vehicle control unit is used for monitoring the axle locking detection equipment.
Compared with the prior art, the technical scheme of the application has the advantages that:
the embodiment of the application provides a shaft locking detection method, a device and equipment and a rail transit vehicle, wherein the method comprises the following steps: first, a first feedback angular velocity of a first traction motor is acquired, and a second feedback angular velocity of a second traction motor is acquired. Then, when the first feedback angular velocity is 0, the synchronous angular velocity is obtained from the second feedback angular velocity. And finally, when the synchronous angular speed is inconsistent with the corresponding preset synchronous angular speed, judging whether the first current of the first traction motor is normal, and if not, judging that the first traction motor shaft has a locking fault.
When the pulse signal output by the speed sensor is low level, namely when the first feedback angular speed is 0, judging whether the shaft locking fault or the speed sensor fault occurs by detecting whether the overcurrent fault occurs to the first traction motor corresponding to the first feedback angular speed, and if the overcurrent occurs, judging that the current fault is the strict shaft locking fault of the traction motor; if no overcurrent occurs, the fault at this time is a speed sensor fault. On the basis of not changing the existing hardware configuration, by optimizing TCU control software, when a speed sensor outputs a low level, whether the fault of a traction motor speed sensor or the axle locking fault occurs can be identified by detecting whether the current has the overcurrent fault, and then related personnel are prompted to carry out corresponding fault handling, so that the damage of the false alarm fault to the wheel axle and the influence on the running order are prevented, the running time and the cost of the train are reduced, and the riding comfort of passengers is improved.
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 schematic diagram of a traction converter controlling a traction motor provided herein;
fig. 2 is a flowchart of an axle locking detection method provided in the present application;
fig. 3 is a schematic view of a shaft locking detection device provided in the present application;
fig. 4 is a schematic view of an axle locking detection apparatus provided herein;
fig. 5 is a schematic view of a rail transit vehicle according to the present application.
Detailed Description
Referring to fig. 1, a schematic diagram of a traction converter controlling a traction motor according to an embodiment of the present application is shown.
A rail transit vehicle is provided with a traction converter, two traction inverters are arranged in the traction converter, each traction inverter drives two traction motors on a bogie, and each traction motor outputs a speed signal.
For example, a rail transit vehicle is provided with one traction converter 100, and two traction inverters, i.e., traction inverters 110 and 120, are provided inside the traction converter 100. Taking traction inverter 110 as an example, traction inverter 110 drives traction motor 111 and traction motor 112, and traction motor 111 and traction motor 112 each output a speed signal. The other traction inverters are similar and will not be described herein.
The shaft locking detection of the Traction motor is carried out by a Traction Control Unit (TCU) by collecting a voltage type speed sensor signal of a non-transmission end of the Traction motor. The speed sensor measures the rotation speed of the motor rotor, the rotating shaft of the traction motor rotor is meshed with the axle through a coupling, a gear box and the like, and the speed can be converted into the vehicle speed through a certain transmission ratio. The output signal of the motor speed sensor is a square wave pulse voltage signal.
When the speed sensor fails, the pulse signal output by the speed sensor is at a low level. However, when a dead axle lock fault occurs, i.e., the axle is not rotating strictly, the traction motor output shaft speed is 0. At this time, the pulse signal output from the speed sensor is also at a low level.
The speed sensor fault has the same characteristics with two faults of the traction motor strict shaft locking, namely pulse signals received by the TCU are all low level, but the TCU cannot identify whether the low level fault is the traction motor strict shaft locking fault or the speed sensor fault.
Although the two faults are characterized identically, the processing method after the fault occurs is different. The critical shaft locking fault needs speed-limiting parking, the speed sensor fault only needs to cut off the traction inverter of the corresponding frame, and the motor train unit can normally run at the speed. Therefore, a false alarm of "axle lock" of the rail track due to a speed sensor failure may occur, thereby increasing the operating time and cost of the train and reducing the riding comfort of passengers.
Based on the above, in order to improve the accuracy of detecting the axle locking fault through the TCU, the application provides an axle locking detection method, when a pulse signal output by a speed sensor is at a low level, whether the traction motor corresponding to the low level has an overcurrent fault is detected, and if so, the fault at the moment is a strict axle locking fault of the traction motor; if not, the fault at the moment is a speed sensor fault.
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.
Referring to fig. 2, fig. 2 is a flowchart of an axle locking detection method provided in the present application, which may include the following steps 201 and 203.
S201: acquiring a first feedback angular velocity of a first traction motor and a second feedback angular velocity of a second traction motor; the first traction motor and the second traction motor correspond to the same bogie.
A rail transit vehicle is provided with a traction converter, two traction inverters are arranged in the traction converter, each traction inverter drives two traction motors on a bogie, and each traction motor outputs a speed signal.
The feedback angular velocities of two traction motors on the same bogie are obtained, and the following description will be given by taking the traction motor 111 and the traction motor 112 as an example in conjunction with fig. 1.
The traction motor 111 is a first traction motor, the traction motor 112 is a second traction motor, and the first traction motor 111 and the second traction motor 112 are located on the same bogie. A first feedback angular velocity of the first traction motor 111 is acquired, and a second feedback angular velocity of the second traction motor 112 is acquired.
The sequence of obtaining the first feedback angular velocity and the second feedback angular velocity is not specifically limited in the embodiment of the present application. For example, the first feedback angular velocity may be obtained first, and the second feedback angular velocity may be obtained later. For another example, the second feedback angular velocity may be obtained first, and then the first feedback angular velocity may be obtained. As another example, the first feedback angular velocity and the second feedback angular velocity may also be obtained simultaneously.
S202: and when the first feedback angular velocity is 0, obtaining a synchronous angular velocity according to the second feedback angular velocity.
When the first feedback angular velocity is 0, the pulse signal output by the velocity sensor is at a low level, and at this time, a shaft locking fault may occur in the first motor, and a velocity sensor fault may also occur. Therefore, it is necessary to determine whether the shaft lock failure or the speed sensor failure occurs at this time.
With continued reference to fig. 1, for example, when the feedback angular velocity output by the traction motor 111 is 0, the traction motor 111 may experience a shaft lock fault. In this embodiment, the angular velocity output by the traction motor 111 is the first feedback angular velocity, and the traction motor 111 is the first motor.
As another example, when the feedback angular velocity output by the traction motor 112 is 0, the traction motor 112 may suffer from a shaft lock failure. In this embodiment, the angular velocity output by traction motor 112 is the first feedback angular velocity, and traction motor 112 is the first motor.
In order to judge whether the cause of the fault is a shaft locking fault or a speed sensor fault, the judgment can be carried out by synchronous angular velocity acquisition. Specifically, the synchronous angular velocity is obtained from the second feedback angular velocity. It can be understood that, since the first motor has a shaft lock failure, and the first feedback angular velocity is 0, the obtaining of the synchronous angular velocity according to the second feedback angular velocity is actually simplified from obtaining the synchronous angular velocity of the first motor and the second motor according to the first feedback angular velocity and the second feedback angular velocity.
It should be noted that the synchronous angular velocity at this time is an actual synchronous angular velocity obtained by the first motor and the second motor according to the second feedback angular velocity under the current working condition.
A manner of obtaining a synchronous angular velocity from the first feedback angular velocity and the second feedback angular velocity is described below.
Firstly, the rotating speed of a rotating magnetic field of the motor is calculated according to the first feedback angular speed and the second feedback angular speed, the difference value of the first feedback angular speed and the second feedback angular speed is obtained, and the torque of the motor is controlled according to the rotating speed of the rotating magnetic field of the motor and the difference value. For example, when it is detected that the first feedback angular velocity is 0, the motor torque control is performed using the second feedback angular velocity as a control variable, and the synchronous angular velocity is obtained. In one possible embodiment, in order to improve the accuracy of the detection of the axle locking fault by the TCU, the synchronous angular velocity may be obtained from the second feedback angular velocity when the first feedback angular velocity is 0 and the duration exceeds a first preset time threshold.
By adding the preset time, the probability that the output of the speed sensor is low level due to instability of the speed sensor is reduced, the accuracy rate of recognizing that the pulse signal output by the speed sensor is low level is improved, and the accuracy rate of detecting the axle locking fault is further improved.
S203: and when the synchronous angular speed is inconsistent with the corresponding preset synchronous angular speed, judging whether the first current of the first traction motor is normal, and if not, judging that the first traction motor shaft has a locking fault.
And when the rail transit vehicle normally runs, obtaining the preset synchronous angular speed according to the speeds output by the first traction motor and the second traction motor. For example, the preset synchronous angular velocity is obtained from the feedback angular velocity of the first traction motor and the feedback angular velocity of the second traction motor. The preset synchronous angular velocity represents the preset synchronous angular velocity obtained when the rail transit vehicle normally runs, namely the traction motor is normal. The preset synchronous angular velocity may become a standard for judging whether the traction motor is normal. If the detected actual synchronous angular velocity does not coincide with the corresponding synchronous angular velocity, a critical shaft locking fault may occur at this time.
For example, when the rail transit vehicle normally operates, if a first feedback angular velocity output by a first motor is a, and a second feedback angular velocity output by a second motor on the same bogie is B, then a synchronous angular velocity of the first motor and the second motor obtained according to the first feedback angular velocity and the second angular velocity is C. C may be a preset synchronization angular velocity as a reference. When the feedback angular velocity of the second motor is B, the obtained synchronous angular velocity of the first motor and the second motor should theoretically be C. If the actual synchronous angular velocity obtained from the feedback angular velocity of the second motor is D, and the difference between D and C is large, a strict shaft lock failure may occur at this time, and a velocity sensor failure may also occur.
The determination is further made by the current of the faulty motor, i.e. the first traction motor. Specifically, if the first current of the first traction motor is abnormal, the strict axle locking fault is generated at the moment, and if the first current of the first traction motor is normal, the speed sensor fault is generated at the moment.
When the actual synchronous angular speed is greatly different from the preset synchronous angular speed, if a strict shaft locking fault occurs, namely the fault motor is locked, the traction force of the fault motor is always increased to drive the fault motor to rotate, and the power is increased while the traction force is increased, so that the fault current is increased rapidly.
When the actual synchronous angular speed is greatly different from the preset synchronous angular speed, if the speed sensor is abnormal, the operation of the traction motor is not in failure, namely the motor is not locked, the traction force of the motor is not increased to drive the motor to rotate, the power is not increased, and the current is not increased rapidly.
Therefore, when the actual synchronous angular speed is greatly different from the preset synchronous angular speed, whether the motor is in a shaft locking fault or a speed sensor fault is distinguished through whether the current is increased sharply, namely whether the current is normal. Specifically, taking the first motor as an example, if the first current of the first motor is normal, the speed sensor fails, and if the first current of the first motor is abnormal, the first motor fails to lock the shaft.
The method for judging whether the first current is normal is not particularly limited in the application, and a person skilled in the art can select the first current according to actual needs.
For example, a first traction force corresponding to the first traction motor when the rail transit vehicle normally operates is obtained, and then whether the first traction force is matched with the first current or not is judged, and if not, the first current is abnormal. For example, when the rail transit vehicle normally operates, the first traction force driving the first traction motor to operate is 10N, and theoretically, the current driving the first traction motor to operate by 10N should be 10A. However, the first current obtained at this time is 20A, and the first current at this time does not match the first traction force, and it is determined that the first current of the first traction motor is not normal.
For another example, the change condition of the first current is recorded within a preset time, and if the increment of the first current within the preset time exceeds the current threshold, the first current is increased sharply, and it is determined that the first current is abnormal.
The preset time and the threshold value are not particularly limited in the present application, and those skilled in the art can set the preset time and the threshold value according to actual needs.
The obtaining mode of the first current is not particularly limited in the present application, and a person skilled in the art may set the obtaining mode according to actual needs. For example, the first current is detected by a first current transformer that is present in the first traction motor. Because the traction motor of the motor train unit generally adopts the voltage type speed sensor, a hardware circuit is fixed, and the cost is higher by additionally adding other hardware detection circuits, the cost can be reduced by obtaining the first current on the basis of not changing the existing hardware configuration.
As a possible implementation, shaft lock faults and speed sensor faults may be distinguished within a specific speed interval. The embodiment of the present application does not specifically limit a specific speed interval, and those skilled in the art can set the speed interval according to actual needs.
For example, when the running speed of the rail transit vehicle exceeds 50KM/h, and when the synchronous angular speed is inconsistent with the corresponding preset synchronous angular speed, whether the first current of the first traction motor is normal is judged, so that a shaft locking fault and a speed sensor fault are distinguished. When the running speed of the rail transit vehicle is less than 50KM/h, shaft locking faults and speed sensor faults do not need to be distinguished, and even if the shaft locking faults occur in the running interval of the speed, the safety problems of the rail transit vehicle cannot be threatened, so that the running time and the cost of a train are reduced, and the riding comfort of passengers is improved.
The embodiment of the application provides a shaft locking detection method. Then, when the first feedback angular velocity is 0, the synchronous angular velocity is obtained from the second feedback angular velocity. And finally, when the synchronous angular speed is inconsistent with the corresponding preset synchronous angular speed, judging whether the first current of the first traction motor is normal, and if not, judging that the first traction motor shaft has a locking fault.
When the pulse signal output by the speed sensor is low level, namely when the first feedback angular speed is 0, judging whether the shaft locking fault or the speed sensor fault occurs by detecting whether the overcurrent fault occurs to the first traction motor corresponding to the first feedback angular speed, and if the overcurrent occurs, judging that the current fault is the strict shaft locking fault of the traction motor; if no overcurrent occurs, the fault at this time is a speed sensor fault. When speedtransmitter output low level, whether take place the overcurrent fault through the detection current and can discern traction motor speedtransmitter trouble or take place the axle locking trouble, and then the suggestion relevant personnel carry out corresponding trouble and deal with, prevent that the wrong report trouble from causing the damage to shaft itself and causing the influence to the driving order, and then reduce the operating time and the cost of train, improve passenger's riding comfort level.
The application not only provides a shaft locking detection method, but also provides a shaft locking detection device.
Referring to fig. 3, the present application provides an axle locking detection device.
The device includes: a feedback angular velocity acquisition unit 310, a synchronous angular velocity acquisition unit 320, and a failure determination unit 330.
The feedback angular velocity obtaining unit 310 is configured to obtain a first feedback angular velocity of the first traction motor, and obtain a second feedback angular velocity of the second traction motor; the first traction motor and the second traction motor correspond to the same bogie;
the synchronous angular velocity obtaining unit 320 is configured to obtain a synchronous angular velocity according to the second feedback angular velocity when the first feedback angular velocity is 0;
the fault determining unit 330 is configured to determine whether a first current of the first traction motor is normal when the synchronous angular velocity is inconsistent with the corresponding preset synchronous angular velocity, and if not, determine that a first traction motor shaft has a locking fault; the preset synchronous angular speed is the synchronous angular speed corresponding to the first traction motor and the second traction motor when the rail transit vehicle normally operates.
Optionally, the device further includes a traction force obtaining unit, configured to obtain a first traction force corresponding to the first traction motor when the rail transit vehicle operates normally;
the fault judgment unit is specifically configured to judge whether the first current of the first traction motor is normal or not by whether the first current of the first traction motor is matched with the corresponding first traction force when the rail transit vehicle operates normally.
Optionally, the fault determining unit is specifically configured to determine whether the first current of the first traction motor is normal by determining whether an increment of the first current of the first traction motor in a preset time exceeds a current threshold.
Optionally, the method further includes: a first current transformer and a second current transformer;
the first current transformer is used for collecting a first current of the first traction motor;
and the second current transformer is used for collecting a second current of the second traction motor.
The application also provides a shaft locking detection device, refer to fig. 4, which is a schematic diagram of the shaft locking detection device provided by the application.
As shown in fig. 4, the axle lock detection apparatus 400 includes a processor 410 and a memory 420:
the memory 410 is used for storing a computer program and transmitting the computer program to the processor;
the processor 420 is configured to execute any one of the axle lock detection methods described above according to instructions in the computer program.
The application also provides a rail transit vehicle. Referring to fig. 5, the figure is a schematic structural diagram of a rail transit vehicle provided by the present application.
This rail transit vehicle includes: a vehicle control unit 510, and the axle lock detection apparatus 400 described above; the vehicle control unit 420 is used for the axle locking detection device 400;
for a specific implementation manner of the axle locking detection apparatus 400, reference may be made to the description in the foregoing embodiments, and details are not described here.
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 shaft locking detection method is characterized by comprising the following steps:
acquiring a first feedback angular velocity of a first traction motor and a second feedback angular velocity of a second traction motor; the first traction motor and the second traction motor correspond to the same bogie;
when the first feedback angular velocity is 0, obtaining a synchronous angular velocity according to the second feedback angular velocity;
when the synchronous angular speed is inconsistent with a corresponding preset synchronous angular speed, judging whether a first current of the first traction motor is normal, if not, judging that a first traction motor shaft is in a locking fault; and the preset synchronous angular speed is the synchronous angular speed corresponding to the first traction motor and the second traction motor when the rail transit vehicle normally operates.
2. The method of claim 1, further comprising:
acquiring a first traction force corresponding to the first traction motor when the rail transit vehicle normally runs;
the judging whether the first current of the first traction motor is normal specifically includes:
and judging whether the first current of the first traction motor is normal or not according to whether the first current of the first traction motor is matched with the corresponding first traction force when the rail transit vehicle normally runs or not.
3. The method according to claim 1, wherein the determining whether the first current of the first traction motor is normal comprises:
and judging whether the first current of the first traction motor is normal or not by judging whether the increment of the first current of the first traction motor in preset time exceeds a current threshold value or not.
4. The method of any of claims 1-3, wherein the first current is collected by a first current transformer of the first traction motor.
5. The utility model provides an axle locking detection device which characterized in that includes:
a feedback angular velocity obtaining unit, a synchronous angular velocity obtaining unit and a fault judging unit;
the feedback angular velocity obtaining unit is used for obtaining a first feedback angular velocity of the first traction motor and obtaining a second feedback angular velocity of the second traction motor; the first traction motor and the second traction motor correspond to the same bogie;
the synchronous angular velocity obtaining unit is configured to obtain a synchronous angular velocity according to the second feedback angular velocity when the first feedback angular velocity is 0;
the fault judging unit is used for judging whether the first current of the first traction motor is normal or not when the synchronous angular speed is inconsistent with the corresponding preset synchronous angular speed, and if not, judging that the first traction motor shaft has a locking fault; and the preset synchronous angular speed is the synchronous angular speed corresponding to the first traction motor and the second traction motor when the rail transit vehicle normally operates.
6. The device of claim 5, further comprising a traction force obtaining unit for obtaining a corresponding first traction force of the first traction motor when the rail transit vehicle is in normal operation;
the fault judgment unit is specifically configured to judge whether the first current of the first traction motor is normal or not by whether the first current of the first traction motor is matched with the corresponding first traction force when the rail transit vehicle operates normally.
7. The apparatus according to claim 5, wherein the fault determining unit is specifically configured to determine whether the first current of the first traction motor is normal by determining whether an increment of the first current of the first traction motor in a preset time exceeds a current threshold.
8. The apparatus of claims 5-7, further comprising: a first current transformer and a second current transformer;
the first current transformer is used for collecting a first current of the first traction motor;
and the second current transformer is used for collecting a second current of the second traction motor.
9. A shaft lock detection apparatus, the apparatus comprising a processor and a memory:
the memory is used for storing a computer program and transmitting the computer program to the processor;
the processor is configured to execute the axle lock detection method according to any one of claims 1 to 3 according to instructions in the computer program.
10. A rail transit vehicle comprising the axle lock detection apparatus of claim 9, and further comprising a vehicle control unit;
and the vehicle control unit is used for monitoring the axle locking detection equipment.
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| CN202110023847.1A CN112659903A (en) | 2021-01-08 | 2021-01-08 | Axle locking detection method, device and equipment and rail transit vehicle |
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| CN202110023847.1A CN112659903A (en) | 2021-01-08 | 2021-01-08 | Axle locking detection method, device and equipment and rail transit vehicle |
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| CN114426034A (en) * | 2022-01-14 | 2022-05-03 | 中车青岛四方机车车辆股份有限公司 | Rail vehicle sliding state detection method and rail vehicle |
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| CN101722861A (en) * | 2008-10-31 | 2010-06-09 | Bt产品公司 | Industrial truck comprising a system for detecting spinning or locking of the drive wheel |
| CN106596098A (en) * | 2017-01-03 | 2017-04-26 | 中车株洲电力机车有限公司 | Locomotive and shaft lock fault early warning system and method thereof |
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| KR20190034993A (en) * | 2017-09-25 | 2019-04-03 | 현대자동차주식회사 | Method for preventing to burst clutch of vehicles |
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| CN113696934A (en) * | 2021-09-07 | 2021-11-26 | 广州电力机车有限公司 | Method for processing abnormal speed fault of locomotive |
| CN114426034A (en) * | 2022-01-14 | 2022-05-03 | 中车青岛四方机车车辆股份有限公司 | Rail vehicle sliding state detection method and rail vehicle |
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