CN110501989B - Train operation fault filtering method and device - Google Patents
Train operation fault filtering method and device Download PDFInfo
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- CN110501989B CN110501989B CN201810474363.7A CN201810474363A CN110501989B CN 110501989 B CN110501989 B CN 110501989B CN 201810474363 A CN201810474363 A CN 201810474363A CN 110501989 B CN110501989 B CN 110501989B
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- G05B23/00—Testing or monitoring of control systems or parts thereof
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- G05B23/0205—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults
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Abstract
The invention discloses a train operation fault filtering method and a device, wherein the method comprises the following steps: s101) acquiring fault data and environmental data recorded in the running process of the locomotive; s102) analyzing and restoring fault data and environment data according to a data protocol, and matching the fault data with the environment data; s103) carrying out primary fault filtration on the restored fault data and environment data according to a false fault judgment rule when the locomotive is not in an operating state; s104) carrying out secondary fault filtering on the faults left after the primary fault filtering according to the fault association model. The invention can solve the technical problems that the fault of one device in the existing train operation fault filtering method causes the fault of other associated devices in chain report, and the train generates a large amount of fault in false report in a non-operating state.
Description
Technical Field
The invention relates to the technical field of fault diagnosis, in particular to a train operation fault filtering method and device.
Background
At present, the quantity of electric locomotives kept in China is huge, and the safety of the locomotives is the important factor in the work of railway departments. In order to meet the actual requirements, the modern locomotives have higher and higher integration degree and complexity, and the association and coupling degree between components and systems are also more and more complex. The equipment in the locomotive on-board system is usually from different development units, the relevance between the equipment is not usually considered when the equipment is self-checked, and the failure of one equipment can cause the chain report failure of other equipment associated with the equipment. Meanwhile, when the locomotive is not in operation, a large amount of false alarm faults can be generated. These factors make it difficult for the service personnel to determine whether the fault is a real fault that needs to be handled when the service personnel receives the equipment report. For fault diagnosis and troubleshooting of a locomotive system, a large amount of expert experience and manpower, material resources and financial resources need to be consumed. Therefore, how to effectively filter out false failure warnings is a technical problem which needs to be solved urgently at present.
At present, scholars at home and abroad put forward a plurality of locomotive fault diagnosis methods, such as fault tree-based, rule-based, fault case-based, neural network-based and the like. However, most of these research methods are still in the theoretical or starting phase. For example, Fault Tree Analysis (FTA) is a simple, effective, reliable analysis and Fault diagnosis method internationally recognized at present, and is also a powerful tool for guiding system optimization design, weak link analysis and operation and maintenance. The method is also applied to locomotive fault diagnosis at present, and the analysis method mainly aims at tree-shaped logic with definite and regular structure, realizes a tree-shaped structure similar to a logic block diagram by a computer language, performs various combined data reverse deduction by the tree-shaped structure, and finally outputs an operation result. In the process of using the locomotive, a series of uncertain inertia faults exist, the faults are not the root of the problems but the comprehensive expression of the problems, and the method is not suitable for the fault tree analysis method with the traditional meaning in most cases, so that in practical application, the method cannot effectively improve the working efficiency temporarily.
Disclosure of Invention
In view of the above, the present invention provides a train operation fault filtering method and apparatus, so as to solve the technical problems that in the existing train operation fault filtering method, a device fault causes a chain reporting fault of other devices associated with the device fault, and a large amount of false reporting faults are generated in a non-operating state of a train.
In order to achieve the above object, the present invention specifically provides a technical implementation scheme of a train operation fault filtering method, and the train operation fault filtering method includes the following steps:
s101) acquiring fault data and environmental data recorded in the running process of the locomotive;
s102) analyzing and restoring the fault data and the environment data according to a data protocol, and matching the fault data with the environment data;
s103) carrying out primary fault filtration on the restored fault data and environment data according to a false fault judgment rule when the locomotive is not in an operating state;
s104) carrying out secondary fault filtering on the faults left after the primary fault filtering according to the fault association model.
Preferably, the fault data includes traction control unit data, network control system data, brake system data and auxiliary system data during operation of the locomotive.
Preferably, the environmental data is all environmental state data including a locomotive running speed, a network voltage, a motor current and a main circuit breaker state in the locomotive running process.
Preferably, the locomotive non-use state includes, but is not limited to, the locomotive being in an inactive operating state, a ready operating state and a waiting operating state.
Preferably, the step S103) further includes:
and judging different faults according to one or more combinations of network voltage, main breaker state and locomotive running speed in the recorded fault data and environmental data, if the state quantity when the faults occur accords with the judgment basis of the locomotive non-application state, determining that the faults are false faults, and filtering the faults.
Preferably, when a conflict fault of the locomotive operation end occurs, network voltage and main breaker state data when the fault occurs are read, if the network voltage value is higher than a first network voltage set value and lower than a second network voltage set value, and the main breaker state is a closed main breaker, the fault is reserved but not filtered, otherwise, the fault is filtered according to the judgment basis of the locomotive non-operation state.
Preferably, when the motor temperature overtemperature alarm fault occurs, network voltage, a main circuit breaker state and locomotive running speed data when the fault occurs are read, if the network voltage value is higher than a first network voltage set value and lower than a second network voltage set value, the main circuit breaker state is a main circuit breaker, and the locomotive running speed is higher than a first speed set value, the fault is reserved but not filtered, otherwise, the fault is filtered according to the judgment basis of the locomotive non-operation state.
Preferably, when a certain device fails during the operation of the locomotive, a secondary failure related to the downstream device of the device is caused, and the failure correlation model is constructed according to a cross-linking relationship between the failure of the device and the secondary failure of the downstream device of the device. When the second fault filtering is carried out, secondary faults occurring in the downstream equipment are all filtered as false faults according to the fault correlation model, and only the faults occurring in the equipment are reserved.
Preferably, when a first TCU isolation state fault occurs, according to the first TCU isolation state fault correlation model, a first auxiliary inverter isolation state fault, a first motor isolation state fault, a second motor isolation state fault, and a third motor isolation state fault, which are generated within a certain time before and after a time point when the first TCU isolation state fault occurs, are all regarded as secondary faults caused by the first TCU isolation fault chain, the secondary faults are all filtered as false faults, and only the first TCU isolation state fault which is a main fault is reserved.
The invention also provides a technical implementation scheme of the train operation fault filtering device, and the train operation fault filtering device comprises the following components:
the locomotive vehicle-mounted recording module is used for recording fault data and environmental data in the running process of the locomotive;
the data reduction processing module analyzes and reduces the fault data and the environment data according to a data protocol, and matches the fault data with the environment data;
the primary fault filtering module is used for carrying out primary fault filtering on the restored fault data and the environment data according to a false fault judgment rule when the locomotive is not in an operating state;
and the secondary fault filtering module is used for carrying out secondary fault filtering on the residual faults after the primary fault filtering according to the fault association model.
Preferably, the fault data includes traction control unit data, network control system data, brake system data and auxiliary system data during operation of the locomotive.
Preferably, the environmental data is all environmental state data including a locomotive running speed, a network voltage, a motor current and a main circuit breaker state in the locomotive running process.
Preferably, the locomotive non-use state includes, but is not limited to, the locomotive being in an inactive operating state, a ready operating state and a waiting operating state.
Preferably, the primary fault filtering module judges different faults according to one or more combinations of network voltage, main circuit breaker state and locomotive running speed in the recorded fault data and environment data, and if the state quantity when the fault occurs accords with the judgment basis of the locomotive non-operation state, the fault is determined as a false fault and is filtered.
Preferably, when a conflict fault of the locomotive operation end occurs, the primary fault filtering module reads the network voltage and the main circuit breaker state data when the fault occurs, if the network voltage value is higher than a first network voltage set value and lower than a second network voltage set value, and the main circuit breaker is in a main circuit breaker closing state, the fault is reserved but not filtered, otherwise, the fault accords with the judgment basis of the locomotive non-operation state, and the fault is filtered.
Preferably, when a motor temperature overtemperature alarm fault occurs, the primary fault filtering module reads network voltage, a main circuit breaker state and locomotive running speed data when the fault occurs, if the network voltage value is higher than a first network voltage set value and lower than a second network voltage set value, the main circuit breaker is in a main circuit breaker closing state, and the locomotive running speed is higher than a first speed set value, the fault is reserved but not filtered, otherwise, the fault is in accordance with the judgment basis of the locomotive non-operation state, and the fault is filtered.
Preferably, when a certain device fails during the operation of the locomotive, a secondary failure related to the downstream device of the device is caused, and the failure correlation model is constructed according to a cross-linking relationship between the failure of the device and the secondary failure of the downstream device of the device. And the secondary fault filtering module filters secondary faults occurring in the downstream equipment as false faults according to the fault association model, and only keeps the faults occurring in the equipment.
Preferably, when a first TCU isolation state fault occurs, the secondary fault filtering module regards a first auxiliary inverter isolation state fault, a first motor isolation state fault, a second motor isolation state fault and a third motor isolation state fault generated within a certain time before and after the occurrence time point of the first TCU isolation state fault as secondary faults caused by the first TCU isolation fault linkage according to the first TCU isolation state fault correlation model, filters the secondary faults as false faults, and only reserves the first TCU isolation state fault as a main fault.
By implementing the technical scheme of the train operation fault filtering method and device provided by the invention, the following beneficial effects are achieved:
the method and the device set false fault filtering conditions by utilizing the constructed locomotive non-application state fault model and the constructed fault association model according to the fault data and the environmental data recorded when the locomotive runs, and are used for filtering out invalid false faults when the locomotive is overhauled. The invention filters by adopting a twice filtering mode, can screen about 87.5 percent of invalid false faults, can greatly improve the working efficiency of the overhaul technicians for judging and handling the locomotive faults, and plays an active role in the safe operation of the train.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings 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 of the invention, from which other embodiments can be derived by a person skilled in the art without inventive effort.
FIG. 1 is a flow chart illustrating the steps of one embodiment of a train operation fault filtering method of the present invention;
FIG. 2 is a schematic diagram of an association model of a first TCU isolation status fault in an embodiment of the train operation fault filtering method of the present invention;
FIG. 3 is a schematic block diagram of the structure of an embodiment of the train operation fault filtering device of the present invention;
in the figure: the system comprises a locomotive vehicle-mounted recording module, a 2-data restoring and processing module, a 3-primary fault filtering module and a 4-secondary fault filtering module.
Detailed Description
For reference and clarity, the terms, abbreviations or abbreviations used hereinafter are as follows:
TCU: traction Control Unit, short for Traction Control Unit.
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the described embodiments are merely a few embodiments of the invention, and not all 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 invention.
Referring to fig. 1 to fig. 3, a specific embodiment of a train operation fault filtering method and apparatus according to the present invention is shown, and the present invention is further described with reference to the drawings and the specific embodiment.
Example 1
As shown in fig. 1, an embodiment of a train operation fault filtering method specifically includes the following steps:
s101) acquiring fault data and environmental data (namely operation data) recorded in the operation process of the locomotive.
The fault data further includes traction control unit data, network control system data, brake system data, and auxiliary system data during operation of the locomotive.
The environmental data further includes all environmental status data including locomotive operating speed, grid voltage, motor current, main circuit breaker status during locomotive operation.
S102) analyzing and restoring fault data and environment data according to a data protocol, and matching the fault data with the environment data (namely environment state data in the running process of the locomotive causing the fault). The data is recorded according to a certain format during the operation process of the locomotive, and after the data is obtained, the data needs to be analyzed and restored according to a set data protocol before the recorded data is analyzed. After the data is analyzed and restored, the fault data and the environment data need to be matched. Such as: and matching conflict fault data (fault data) of the locomotive operation end, network voltage (namely the network voltage of a contact network) and main breaker state data (environmental data). The following steps are repeated: and (3) matching the motor temperature overtemperature alarm fault data (fault data), network voltage, the state of a main circuit breaker and locomotive running speed data (environmental data).
S103) carrying out primary fault filtering on the restored fault data and the environment data according to a false fault judgment rule when the locomotive is not in use. The locomotive operation state refers to a state between the locomotive starting to execute a specified transportation task and finishing the transportation task according to an operation scheduling plan. Locomotive non-operational states include, but are not limited to, the locomotive being in an inactive operating state, a ready to operate state, and a waiting to operate state.
When a locomotive is not in an inoperative state such as an active work, a standby work, or a waiting work, a large number of failures occur in the inoperative state, such as: when the locomotive is in the garage for maintenance test. The part of faults have no practical effect on the maintenance and troubleshooting of the actual faults and can be filtered according to a certain rule. In this embodiment, different faults are judged according to the recorded fault data and the combination of one or more of the three state quantities of the network voltage, the state of the main circuit breaker and the operation speed of the locomotive in the environment data, if the state quantity when the fault occurs accords with the judgment basis of the non-operation state of the locomotive, the fault is determined to be a false fault, and the fault is filtered.
The following are two examples of primary failure filtering processes:
when a conflict fault of an operation end of the locomotive occurs, network voltage and main breaker state data when the fault occurs are read, if the network voltage value is higher than a first network voltage set value (such as 17KV) and lower than a second network voltage set value (such as 32kV), the fault is reserved but not filtered when the main breaker state is a closed main breaker, otherwise, the fault is filtered according to the judgment basis of the non-operation state of the locomotive.
When the motor temperature overtemperature alarm fault occurs, network voltage, a main circuit breaker state and locomotive running speed data when the fault occurs are read, if the network voltage value is higher than a first network voltage set value (such as 17KV) and lower than a second network voltage set value (such as 32kV), the main circuit breaker state is a main circuit breaker, and the locomotive running speed is higher than a first speed set value (such as 5Km/h), the fault is reserved but not filtered, otherwise, the fault is filtered according to the judgment basis of the locomotive non-operating state.
The above is the first filtering processing for faults, and after the filtering of the above steps, about 75% of false faults in a non-operating state can be screened out.
S104) carrying out secondary fault filtering on the faults left after the primary fault filtering according to the fault association model.
Self-testing of individual devices in a locomotive on-board system does not take into account the correlation between devices, and failure of one device may result in cascading failure of other devices associated therewith. When a certain device fails during the operation of a locomotive (called a primary failure), a related failure of the device downstream of the device is generally caused, and is called a secondary failure. The Fault Correlation Model (Fault Correlation Model) in this embodiment is constructed based on a cross-linking relationship between a Fault occurring in the device and a secondary Fault occurring in a device downstream of the device. And performing secondary fault filtering treatment on the residual faults after the primary filtering treatment according to different fault correlation models. When the second fault filtering is carried out, secondary faults occurring in the downstream equipment are all filtered as false faults according to the fault correlation model, and only the faults occurring in the equipment are reserved.
The following is an example of secondary fault filtering processing:
as shown in fig. 2, when a first TCU (i.e., TCU1) isolation state fault occurs, according to a first TCU isolation state fault correlation model, a first auxiliary inverter (i.e., auxiliary inverter 1) isolation state fault, a first motor (i.e., motor 1) isolation state fault, a second motor (i.e., motor 2) isolation state fault, and a third motor (i.e., motor 3) isolation state fault, which are generated within a certain time before and after the occurrence time point of the first TCU isolation state fault, are all identified as secondary faults caused by the first TCU isolation fault linkage, the secondary faults are all filtered as false faults, and only the first TCU isolation state fault which is a main fault is reserved.
The second filtering of the faults is performed, and after the filtering of the steps, secondary false faults which are about 50% of the remaining faults can be screened.
After the above-mentioned two filtering processes for the locomotive operation failure, about 87.5% (nearly 90%) of the failures are filtered out.
The embodiment provides a method for filtering locomotive running false faults, which is characterized in that false fault filtering conditions are set by utilizing fault data and running data recorded during the running of a locomotive and utilizing a constructed locomotive non-application state fault model and a constructed fault association model, so that invalid false faults can be filtered out during locomotive maintenance, and the efficiency of judging and disposing the locomotive running faults by maintenance personnel is greatly improved.
Example 2
As shown in fig. 3, an embodiment of a train operation fault filtering device specifically includes:
the locomotive-mounted recording module 1 records fault data and environmental data in the locomotive running process. The fault data further includes traction control unit data, network control system data, brake system data, and auxiliary system data during operation of the locomotive. The environmental data further includes all environmental status data including locomotive operating speed, grid voltage, motor current, main circuit breaker status during locomotive operation.
And the data reduction processing module 2 analyzes and reduces the fault data and the environment data according to the data protocol, and matches the fault data with the environment data.
And the primary fault filtering module 3 is used for carrying out primary fault filtering on the restored fault data and environment data according to a false fault judgment rule when the locomotive is not in an operating state. Locomotive non-operational states include, but are not limited to, the locomotive being in an inactive operating state, a ready to operate state, and a waiting to operate state.
And the secondary fault filtering module 4 is used for carrying out secondary fault filtering on the residual faults after the primary fault filtering according to the fault association model.
And the primary fault filtering module 3 judges different faults according to the recorded fault data and the combination of one or more of three state quantities, namely the network voltage, the state of the main circuit breaker and the running speed of the locomotive, and if the state quantity when the fault occurs accords with the judgment basis of the non-application state of the locomotive, the fault is determined as a false fault and is filtered.
Such as: when a conflict fault of the locomotive operation end occurs, the primary fault filtering module 3 reads the network voltage and the state data of the main circuit breaker when the fault occurs, if the network voltage value is higher than a first network voltage set value and lower than a second network voltage set value, the fault is reserved but not filtered when the state of the main circuit breaker is the state of closing the main circuit breaker, otherwise, the fault accords with the judgment basis of the non-operation state of the locomotive, and the fault is filtered.
For another example: when a motor temperature overtemperature alarm fault occurs, the primary fault filtering module 3 reads network voltage, a main circuit breaker state and locomotive running speed data when the fault occurs, if the network voltage value is higher than a first network voltage set value and lower than a second network voltage set value, the main circuit breaker state is a closed main circuit breaker, and the locomotive running speed is higher than a first speed set value, the fault is reserved but not filtered, otherwise, the fault accords with the judgment basis of the locomotive non-operating state, and the fault is filtered.
When a certain device fails in the running process of the locomotive, a secondary fault which causes relevance to the downstream device of the device occurs, and a fault relevance model is constructed according to a cross-linking relation between the fault occurring to the device and the secondary fault occurring to the downstream device of the device. The secondary fault filtering module 4 filters all secondary faults occurring in the downstream equipment as false faults according to the fault correlation model, and only the faults occurring in the equipment are reserved.
Such as: when a first TCU isolation state fault occurs, the secondary fault filtering module 4 regards a first auxiliary inverter isolation state fault, a first motor isolation state fault, a second motor isolation state fault and a third motor isolation state fault which are generated within a certain time before and after the occurrence time point of the first TCU isolation state fault as secondary faults caused by the linkage of the first TCU isolation fault according to the first TCU isolation state fault correlation model, the secondary faults are all taken as false faults to be filtered, and only the first TCU isolation state fault which is taken as a main fault is reserved.
By implementing the technical scheme of the train operation fault filtering method and device described in the specific embodiment of the invention, the following technical effects can be achieved:
according to the train operation fault filtering method and device described in the specific embodiment of the invention, false fault filtering conditions are set by utilizing the constructed locomotive non-application state fault model and fault association model according to fault data and environment data recorded during locomotive operation, and are used for filtering invalid false faults during locomotive overhaul. The invention filters by adopting a twice filtering mode, can screen about 87.5 percent of invalid false faults, can greatly improve the working efficiency of the overhaul technicians for judging and handling the locomotive faults, and plays an active role in the safe operation of the train.
The embodiments are described in a progressive manner in the specification, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The foregoing is merely a preferred embodiment of the invention and is not intended to limit the invention in any manner. Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. Those skilled in the art can make many possible variations and modifications to the disclosed embodiments, or equivalent modifications, without departing from the spirit and scope of the invention, using the methods and techniques disclosed above. Therefore, any simple modification, equivalent replacement, equivalent change and modification made to the above embodiments according to the technical essence of the present invention are still within the protection scope of the technical solution of the present invention.
Claims (12)
1. A train operation fault filtering method is characterized by comprising the following steps:
s101) acquiring fault data and environmental data recorded in the running process of the locomotive;
s102) analyzing and restoring the fault data and the environment data according to a data protocol, and matching the fault data with the environment data;
s103) carrying out primary fault filtration on the restored fault data and environment data according to a false fault judgment rule when the locomotive is not in an operating state;
s104) carrying out secondary fault filtration on the residual faults after the primary fault filtration according to the fault association model;
the locomotive operating state is a state from the beginning of the execution of a specified transportation task to the completion of the transportation task by the locomotive according to an operating dispatching plan, and the locomotive non-operating state comprises but is not limited to a state that the locomotive is in an inactive working state, a preparation working state and a waiting working state;
the step S103) further includes:
judging different faults according to the recorded fault data and the combination of one or more state quantities of the network voltage, the state of a main circuit breaker and the running speed of the locomotive in the environment data, if the state quantity when the fault occurs accords with the judgment basis of the non-application state of the locomotive, determining that the fault is a false fault, and filtering the fault;
when a certain device fails in the running process of a locomotive, causing a secondary fault associated with the downstream device of the device, wherein the fault association model is constructed according to the cross-linking relation between the fault occurring in the device and the secondary fault occurring in the downstream device of the device; when the second fault filtering is carried out, secondary faults occurring in the downstream equipment are all filtered as false faults according to the fault correlation model, and only the faults occurring in the equipment are reserved.
2. The train operation failure filtering method according to claim 1, characterized in that: the fault data includes traction control unit data, network control system data, brake system data, and auxiliary system data during operation of the locomotive.
3. The train operation failure filtering method according to claim 1 or 2, characterized in that: the environmental data is all environmental state data including the running speed of the locomotive, the network voltage, the motor current and the state of the main circuit breaker in the running process of the locomotive.
4. The train operation failure filtering method according to claim 3, characterized in that: when a conflict fault of the locomotive operation end occurs, network voltage and main breaker state data when the fault occurs are read, if the network voltage value is higher than a first network voltage set value and lower than a second network voltage set value, and the main breaker state is a closed main breaker, the fault is reserved but not filtered, otherwise, the fault is filtered according to the judgment basis of the locomotive non-operation state.
5. The train operation failure filtering method according to claim 3, characterized in that: when the motor temperature overtemperature alarm fault occurs, network voltage, a main breaker state and locomotive running speed data when the fault occurs are read, if the network voltage value is higher than a first network voltage set value and lower than a second network voltage set value, the main breaker state is a main breaker, and the locomotive running speed is higher than a first speed set value, the fault is reserved but not filtered, otherwise, the fault accords with the judgment basis of the locomotive non-operation state, and the fault is filtered.
6. The train operation failure filtering method according to claim 1, 2, 4 or 5, wherein: when a first TCU isolation state fault occurs, according to a first TCU isolation state fault correlation model, a first auxiliary inverter isolation state fault, a first motor isolation state fault, a second motor isolation state fault and a third motor isolation state fault which are generated within a certain time before and after the occurrence time point of the first TCU isolation state fault are all regarded as secondary faults caused by the linkage of the first TCU isolation fault, the secondary faults are all taken as false faults to be filtered, and only the first TCU isolation state fault which is taken as a main fault is reserved.
7. A train operation failure filtering device, comprising:
the locomotive vehicle-mounted recording module (1) is used for recording fault data and environmental data in the running process of the locomotive;
the data reduction processing module (2) analyzes and reduces the fault data and the environment data according to a data protocol, and matches the fault data with the environment data;
the primary fault filtering module (3) is used for carrying out primary fault filtering on the restored fault data and the environment data according to a false fault judgment rule when the locomotive is not in an operating state;
the secondary fault filtering module (4) is used for carrying out secondary fault filtering on the residual faults after the primary fault filtering according to the fault association model;
the locomotive operating state is a state from the beginning of the execution of a specified transportation task to the completion of the transportation task by the locomotive according to an operating dispatching plan, and the locomotive non-operating state comprises but is not limited to a state that the locomotive is in an inactive working state, a preparation working state and a waiting working state;
the primary fault filtering module (3) judges different faults according to one or more combinations of network voltage, main circuit breaker state and locomotive running speed in the recorded fault data and environment data, if the state quantity when the fault occurs accords with the judgment basis of the locomotive non-use state, the fault is determined as a false fault, and the fault is filtered;
when a certain device fails in the running process of a locomotive, causing a secondary fault associated with the downstream device of the device, wherein the fault association model is constructed according to the cross-linking relation between the fault occurring in the device and the secondary fault occurring in the downstream device of the device; and the secondary fault filtering module (4) filters secondary faults occurring in the downstream equipment as false faults according to the fault correlation model, and only keeps the faults occurring in the equipment.
8. The train operation failure filtering device according to claim 7, wherein: the fault data includes traction control unit data, network control system data, brake system data, and auxiliary system data during operation of the locomotive.
9. The train operation failure filtering device according to claim 7 or 8, wherein: the environmental data is all environmental state data including the running speed of the locomotive, the network voltage, the motor current and the state of the main circuit breaker in the running process of the locomotive.
10. The train operation failure filtering device according to claim 9, wherein: when a conflict fault of an operation end of the locomotive occurs, the primary fault filtering module (3) reads the network voltage and the state data of the main circuit breaker when the fault occurs, if the network voltage value is higher than a first network voltage set value and lower than a second network voltage set value, and the state of the main circuit breaker is the state of closing the main circuit breaker, the fault is reserved but not filtered, otherwise, the fault accords with the judgment basis of the non-operation state of the locomotive, and the fault is filtered.
11. The train operation failure filtering device according to claim 9, wherein: when a motor temperature overtemperature alarm fault occurs, the primary fault filtering module (3) reads network voltage, a main circuit breaker state and locomotive running speed data when the fault occurs, if the network voltage value is higher than a first network voltage set value and lower than a second network voltage set value, the main circuit breaker state is a closed main circuit breaker, and the locomotive running speed is higher than a first speed set value, the fault is reserved but not filtered, otherwise, the fault is in accordance with the judgment basis of the locomotive non-operation state, and the fault is filtered.
12. The train operation failure filtering device according to claim 7, 8, 10 or 11, wherein: when a first TCU isolation state fault occurs, the secondary fault filtering module (4) determines a first auxiliary inverter isolation state fault, a first motor isolation state fault, a second motor isolation state fault and a third motor isolation state fault which are generated within a certain time before and after the occurrence time point of the first TCU isolation state fault as secondary faults caused by the linkage of the first TCU isolation fault according to the first TCU isolation state fault correlation model, filters the secondary faults as false faults, and only reserves the first TCU isolation state fault as a main fault.
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| CN201810474363.7A CN110501989B (en) | 2018-05-17 | 2018-05-17 | Train operation fault filtering method and device |
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| CN111806516A (en) * | 2020-06-30 | 2020-10-23 | 苏州华启智能科技有限公司 | Health management device and method for intelligent train monitoring and operation and maintenance |
| CN112163618B (en) * | 2020-09-27 | 2024-06-04 | 珠海格力电器股份有限公司 | Equipment fault detection method and detection system |
| CN112678035B (en) * | 2021-03-12 | 2021-09-10 | 西门子交通技术(北京)有限公司 | Train operation data analysis method, system, server and computer readable medium |
| CN115484068A (en) * | 2022-08-22 | 2022-12-16 | 东北大学 | Method for detecting false accident information in Internet of vehicles based on BP neural network |
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