CN113804466B - Method and device for determining service life of rail vehicle part - Google Patents
Method and device for determining service life of rail vehicle part Download PDFInfo
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- CN113804466B CN113804466B CN202010530145.8A CN202010530145A CN113804466B CN 113804466 B CN113804466 B CN 113804466B CN 202010530145 A CN202010530145 A CN 202010530145A CN 113804466 B CN113804466 B CN 113804466B
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Abstract
The invention relates to a method and a device for determining the service life of a rail vehicle component, and a computer-readable storage medium. The rail vehicle component comprises a structural member. The method comprises the following steps: determining the position of the structural member, which is easy to crack, according to the structural strength simulation of the structural member and/or the actual service condition of a product; determining a calculation formula of a stress intensity factor according to the stress condition of the position which is easy to generate the crack and the component structure of the structural member; carrying out a crack propagation rate test on the structural member to obtain related fracture toughness; substituting the relative fracture toughness into a calculation formula to calculate an allowable critical crack length; and determining the fault life of the structural member according to the allowable critical crack length and the component fault propagation rate. The invention can identify which fault types and fault degrees of vehicles can be operated by road intersection, thereby reducing the influence of vehicle component faults on railway transportation to the maximum extent on the premise of ensuring absolute safety.
Description
Technical Field
The invention relates to a reliability evaluation technology of a rail vehicle component, in particular to a method for determining the service life of the rail vehicle component and a device for determining the service life of the rail vehicle component.
Background
As a typical electromechanical product, parts of a rail vehicle mainly include a structural member and an electrical member. The service reliability of the rail vehicle component directly determines the running reliability of the rail vehicle, and plays an important role in the railway transportation safety. To ensure operational safety, vehicles operating on-line (particularly later in the life of the vehicle) should be serviced as soon as conditions permit once a failure in a vehicle component is discovered during a road trip or maintenance.
However, since some vehicle components have a long failure processing time and cannot complete failure processing in a short time, the prior art needs to perform a vehicle-fastening processing on a failed vehicle. This can affect the following day's vehicle traffic, especially the shutdown of multiple unit trains, and can cause very adverse social effects. Meanwhile, the short-time online operation safety of the vehicle is not influenced by the fault of some components. Therefore, on the premise of ensuring absolute safety, the vehicle with the fault type and the fault degree can be identified to be capable of carrying out cross-road operation, and the influence of the fault of the vehicle component on railway transportation can be reduced to the maximum extent.
In order to overcome the above-mentioned defects in the prior art, there is a need in the art for a reliability evaluation technique for vehicle components, which is used to identify which types and degrees of faults of vehicles can be operated on the road, so as to reduce the influence of the faults of the vehicle components on railway transportation to the greatest extent on the premise of ensuring absolute safety.
Disclosure of Invention
The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.
In order to overcome the above-mentioned defects in the prior art, the present invention provides a method for determining the service life of a rail vehicle component, an apparatus for determining the service life of a rail vehicle component, and a computer-readable storage medium for identifying which types and degrees of faults the rail vehicle can be operated by road traffic, so as to reduce the influence of the fault of the rail vehicle component on rail transportation to the maximum extent on the premise of ensuring absolute safety.
In the method for determining the service life of the rail vehicle component, the rail vehicle component comprises a structural part. The method comprises the following steps: determining the position of the structural member, which is easy to crack, according to the structural strength simulation of the structural member and/or the actual service condition of a product; determining a calculation formula of a stress intensity factor according to the stress condition of the position easy to generate the crack and the component structure of the structural member; carrying out a crack propagation rate test on the structural member to obtain related fracture toughness; substituting the correlated fracture toughness into the calculation to calculate an allowable critical crack length; and determining the fault life of the structural member according to the allowable critical crack length and the component fault propagation rate.
According to another aspect of the present invention, there is also provided an apparatus for determining the service life of a rail vehicle component, which is used for implementing the above method for determining the service life of a rail vehicle component, so as to identify which fault types and fault degrees can be carried out on the road, thereby minimizing the influence of the fault of the vehicle component on the rail transportation on the premise of ensuring absolute safety.
In the device for determining the service life of the rail vehicle component, provided by the invention, the rail vehicle component comprises a structural part. The device includes a memory and a processor. The processor is connected to the memory and configured to: determining the position of the structural member, which is easy to crack, according to the structural strength simulation of the structural member and/or the actual service condition of the product; determining a calculation formula of a stress intensity factor according to the stress condition of the position easy to crack and the component structure of the structural member; carrying out a crack propagation rate test on the structural member to obtain related fracture toughness; substituting the correlated fracture toughness into the calculation equation to calculate an allowable critical crack length; and determining the fault life of the structural member according to the allowable critical crack length and the component fault propagation rate.
According to another aspect of the present invention, a computer-readable storage medium is also provided herein.
The present invention provides the above computer readable storage medium having stored thereon computer instructions. The computer instructions, when executed by the processor, are adapted to implement the above-described method for determining the life of a rail vehicle component to identify which types and degrees of faults the vehicle may have in-transit, thereby minimizing the impact of vehicle component faults on rail transport while ensuring absolute safety.
Drawings
The above features and advantages of the present disclosure will be better understood upon reading the detailed description of embodiments of the disclosure in conjunction with the following drawings. In the drawings, components are not necessarily drawn to scale, and components having similar relative characteristics or features may have the same or similar reference numerals.
FIG. 1 illustrates a flow diagram of a method of determining a life of a rail vehicle component provided in accordance with an aspect of the present invention.
Fig. 2A-2C show schematic diagrams of three crack types provided according to some embodiments of the invention.
Figure 3A illustrates a schematic view of a surface crack under uniform tension provided in accordance with some embodiments of the invention.
FIG. 3B illustrates a schematic view of a center crack under uniform tension provided in accordance with some embodiments of the invention.
FIG. 4 illustrates a flow diagram of a method of determining a life of a rail vehicle component provided in accordance with some embodiments of the invention.
Fig. 5 shows a schematic structural diagram of an apparatus for determining a lifetime of a rail vehicle component provided according to another aspect of the present invention.
Detailed Description
The following description is given by way of example of the present invention and other advantages and features of the present invention will become apparent to those skilled in the art from the following detailed description. While the invention will be described in connection with the preferred embodiments, there is no intent to limit its features to those embodiments. On the contrary, the invention is described in connection with the embodiments for the purpose of covering alternatives or modifications that may be extended based on the claims of the present invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been left out of the description in order to avoid obscuring or obscuring the focus of the present invention.
As described above, since the failure processing time of some vehicle components is long and the failure processing cannot be completed in a short time, the related art needs to perform a vehicle-fastening process for a failed vehicle. This affects the next day of vehicle traffic.
In order to overcome the above-mentioned defects in the prior art, the present invention provides a method for determining the service life of a rail vehicle component, an apparatus for determining the service life of a rail vehicle component, and a computer-readable storage medium for identifying which types and degrees of faults the rail vehicle can be operated by road traffic, so as to reduce the influence of the fault of the rail vehicle component on rail transportation to the maximum extent on the premise of ensuring absolute safety.
In some embodiments of the present invention, the method of determining the life of a rail vehicle component described above may be implemented by a processor of an apparatus for determining the life of a rail vehicle component according to computer instructions. The computer instructions may be stored in a memory of an apparatus for determining a life of a rail vehicle component. The memory is a computer-readable storage medium.
Referring to fig. 1, fig. 1 illustrates a flow diagram of a method for determining a lifetime of a rail vehicle component provided in accordance with an aspect of the present invention.
As shown in fig. 1, in the method for determining the service life of a rail vehicle component provided by the present invention, the method may include the steps of:
101: and determining the position of the structural member, which is easy to crack, according to the structural strength simulation of the structural member and/or the actual service condition of the product.
In some embodiments of the invention, the rail vehicle component may include a structural member and an electrical member. Structural members include, but are not limited to, torsion bars, underbody beams, and other mechanical members. Electrical components include, but are not limited to, electrical components such as contactors, capacitors, resistors, power modules, and the like. The life of a structural member indicates the length of time the structural member has been in service until it fails to properly provide mechanical functionality. The life of an electrical component indicates the length of time the electrical component has been in service from the beginning to the failure to properly provide an electrical function.
Vehicle components often survive a service period from failure to complete failure. This period of time is referred to as the failure life of the vehicle component. To understand the failure life of a vehicle component, first, the critical condition for complete failure of the vehicle component is known.
In some embodiments, the processor of the apparatus for determining the service life of a rail vehicle component may perform a structural strength simulation on a structural member according to the component structure and the stress condition of the structural member to determine the position of the structural member, which is prone to crack generation. In some embodiments, the processor of the device for determining the service life of the rail vehicle component can also obtain the actual service condition of the type of structural component by retrieving the historical fault record of the type of structural component so as to determine the position of the structural component, which is easy to generate the crack.
In some preferred embodiments, the processor of the device for determining the service life of the rail vehicle component may combine the result of the structural strength simulation and the actual service condition of the product indicated by the historical fault record, and use the positions indicated by the structural strength simulation and the historical fault record, which are prone to crack, as influencing factors for evaluating the fault life of the structural component, so as to further improve the reliability of the service life determination method.
As shown in fig. 1, in the method for determining the service life of a rail vehicle component provided by the present invention, the method may further include the steps of:
102: and determining a calculation formula of the stress intensity factor according to the stress condition of the position which is easy to generate the crack and the component structure of the structural member.
Specifically, the processor of the device for determining the service life of the rail vehicle component can determine the crack type according to the stress condition of the position where the crack is easy to generate, determine the crack propagation type according to the component structure of the structural component, and determine the calculation formula of the stress intensity factor K according to the crack type and the crack propagation type.
Referring to fig. 2A-2C, fig. 2A-2C illustrate schematic views of three crack types provided according to some embodiments of the present invention.
As shown in FIGS. 2A-2C, the types of cracks can be classified into three types, i.e., type I, type II, and type III, according to the stress conditions. Type i cracks indicate cracks caused by tensile forces directed outward perpendicular to the direction of elongation of the structural member. Type ii cracks indicate cracks caused by tensile and contraction forces along the extension direction of the structural member. Type iii indicates cracks caused by shear forces perpendicular to the direction of elongation of the structural member. In some embodiments, the cracks that occur in the rail vehicle component may be i-shaped, i.e., tensile forces that are directed outward perpendicular to the direction of elongation of the structural member.
The propagation type of the crack may be classified into a type in which the surface crack is uniformly tensioned to propagate and a type in which the central crack is uniformly tensioned to propagate, according to the position of the crack and the structure of the component of the structural member.
Referring to fig. 3A and 3B, fig. 3A illustrates a schematic view of a surface crack under uniform tension provided according to some embodiments of the present invention, and fig. 3B illustrates a schematic view of a central crack under uniform tension provided according to some embodiments of the present invention.
As shown in FIG. 3A, the surface crack refers to a crack extending to the edge of the structural member. In response to determining that the type of propagation of the crack is that the surface crack is uniformly tensioned, the processor may determine a stress intensity factor K as calculated by:
K Ⅱ ＝0，K Ⅲ ＝0。
in the formula: k I Stress intensity factor of type I crack, K II Stress intensity factor, K, for type II cracks III Stress intensity factor of type III crack, σ is stress, a 1 Is the length of the crack, b 1 As a function of the length of the structural member in the direction of the crack
When x is less than or equal to 0.6, the error of the function F (x) is less than or equal to 0.5 percent.
As shown in FIG. 3B, the center crack is a crack that does not extend to the edge of the structural member at either end. In response to determining that the propagation type of the crack is such that the central crack is uniformly tensioned, the processor may determine a stress intensity factor K as calculated by:
K Ⅱ ＝0，K Ⅲ ＝0。
in the formula: k I Stress intensity factor of type I crack, K II Stress intensity factor of type II cracks, K III Stress intensity factor of type III crack, σ is stress, a 2 Half length of crack, b 2 As a function of the half length of the structural member in the direction of the crack
When x is less than or equal to 0.6, the error of the function F (x) is less than or equal to 0.5 percent.
It will be appreciated by those skilled in the art that the above two calculations of the stress intensity factor K are only non-limiting examples provided by the present invention, and are intended primarily to clearly demonstrate the concept of the present invention and to provide specific examples for facilitating the implementation by the public, and are not intended to limit the scope of the present invention.
In other embodiments, if the actual conditions of the crack type and the crack propagation type do not meet the two embodiments, those skilled in the art may configure the relevant algorithm for the processor of the device for determining the service life of the rail vehicle component according to the theory related to fracture mechanics, so as to determine the corresponding calculation formula of the stress intensity factor K.
As shown in fig. 1, in the method for determining the service life of a rail vehicle component provided by the present invention, the method may further include the steps of:
103: crack propagation rate tests were conducted on the structures to obtain the associated fracture toughness.
Relative fracture toughness S of structural members IC Indicating the stress intensity factor K of each type of crack in relation to the stress intensity factor K I 、K II 、K III The comprehensive effect of (1). In some embodiments, a processor of an apparatus for determining a life of a rail vehicle component may retrieve data from a crack propagation rate test for a structural member of the type to determine an associated fracture toughness K for the structural member of the type IC 。
Optionally, in other embodiments, the processor of the device for determining the lifetime of a rail vehicle component may also retrieve the daily service data of the type of structural component to estimate the associated fracture toughness K of the type of structural component IC 。
As shown in fig. 1, in the method for determining the service life of a rail vehicle component provided by the present invention, the method may further include the steps of:
104: the relative fracture toughness is substituted into the calculation formula to calculate the allowable critical crack length.
Obtaining relative fracture toughness K of structural member IC The processor of the device for determining the life of a rail vehicle component can then correlate this fracture toughness K IC And substituting the calculated value into a corresponding calculation formula to calculate the maximum allowable crack length of the structural part, namely the critical crack length.
In the embodiment where the surface crack is uniformly tensioned, as shown in FIG. 3A, the critical crack length allowed for the structural member may be the crack length a in the corresponding calculation 1 . That is, once the actual crack length a of the structural member is greater than the critical crack length a 1 The structural member may break and fail to provide the mechanical functions of traction, support, rotation, etc. properly.
In the embodiment where the central crack is uniformly tensioned, as shown in FIG. 3B, the critical crack length allowed by the structural member may be the half crack length a in the corresponding calculation 2 Twice as much. That is, once the actual crack length a of the structural member is greater than the critical crack length 2a 2 The structural member may break and fail to provide the mechanical functions of traction, support, rotation, etc. properly.
As shown in fig. 1, in the method for determining the service life of a rail vehicle component provided by the present invention, the method may further include the steps of:
105: and determining the fault life of the structural part according to the allowable critical crack length and the fault propagation rate of the part.
After determining the critical condition for complete failure of the vehicle component, the processor of the apparatus for determining a life of a rail vehicle component may further determine a rate of propagation of the fault during normal service of the vehicle, i.e., a rate of propagation of the fault of the structural member. For the structural component, the processor can retrieve the quantitative condition of the fault (such as crack length and the like) found in daily operation repair and advanced repair of the structural component and the current operating mileage (namely service life) of the fault structural component, so as to determine the corresponding relationship between the quantitative condition of the fault and the operating mileage of the structural component.
The processor may then perform statistical analysis on the acquired data. Specifically, the processor may select an appropriate operating mileage and analyze the statistical distribution of component fault propagation within the operating mileage. In general, the statistical distribution of component fault propagation within a certain operating mileage conforms to a normal distribution or a weibull distribution.
Referring to table 1, table 1 shows information related to normal distribution and weibull distribution provided according to some embodiments of the present invention.
TABLE 1
In some embodiments, the processor of the apparatus for determining a lifetime of a rail vehicle component may determine a failure propagation condition of the structural component within the operating range, i.e., a component failure propagation rate, at a fixed confidence level according to a reliability function R (x) corresponding to a failure propagation statistical distribution of the structural component.
Thereafter, the processor of the device for determining the lifetime of a rail vehicle component may analyze the allowable critical crack length a calculated in step 104 in combination 1 Or 2a 2 And a rate of component failure propagation to determine a failure life of the structural member. In some embodiments, the processor may establish a corresponding vehicle service component replacement standard based on the determined failure life to facilitate alternate servicing of the failed vehicle, thereby minimizing the impact of vehicle component failure on rail transport while ensuring absolute safety.
When the fault data for the structural member is low, it may be difficult for the processor to accurately calculate the component fault propagation rate for the structural member. In some preferred embodiments, in response to the number of service data for the structure being less than a predetermined threshold, the processor may further apply a difference extension data to each service data pair to extend the number of service data pairs. For example: assume that for a structural failure, there are 20 sets of data for crack lengths operating from 0 to 120 kilometers, and 20 sets of data for crack lengths operating from 120 to 240 kilometers. The two sets of data are subtracted in pairs to obtain 400 sets of crack growth length data of 120 kilometers of crack operation, so that the data volume is effectively expanded. By utilizing the difference expansion data, the calculation precision of the component fault expansion rate can be further improved, and the reliability of judging the fault data distribution type can be further improved.
By determining the fault service life of the vehicle component, the invention can ensure that the vehicle with the fault can normally run on line on the premise of ensuring safety, thereby reducing the maintenance cost of the vehicle and reducing the influence of the vehicle fault on railway transportation.
In some embodiments of the present invention, the device for determining the service life of the rail vehicle component may further calculate the normal service life of the structural member, and evaluate the total service life of the structural member according to the result of the safety evaluation test of the rail vehicle after the structural member fails.
Referring to fig. 4, fig. 4 illustrates a flow chart of a method for determining a lifetime of a rail vehicle component according to some embodiments of the present invention.
As shown in fig. 4, in some embodiments of the present invention, the method for determining the life of the rail vehicle component may further include the steps of:
determining the historical service life of the structural member according to the actual service fault distribution curve of the structural member in service for years;
carrying out an environment accelerated test on the structural member which is not in service or has not long service time so as to determine the accelerated test service life of the structural member; and
and determining the normal service life of the structural member by taking the historical service life as a main reference factor and taking the accelerated test life as a secondary reference factor.
Specifically, in some embodiments, a processor of an apparatus for determining a life of a rail vehicle component may retrieve fault repair data for a large number of structural components in service for greater than 5 years and, based on the fault repair data, calculate an actual in-service fault profile for the structural components in service for a number of years. The actual service fault distribution curve indicates the distribution state of the service life of the type of structural member when the type of structural member fails for the first time. The processor can determine the service life indicated by the position with the maximum distribution probability as the historical service life of the structural member according to the actual service fault distribution curve.
In some embodiments, environmental accelerated tests may also be performed on new structural components that are not in service or are not in service for long periods of time to determine the accelerated test life of the new structure. The accelerated test life may be obtained by a processor of the apparatus for determining the life of a rail vehicle component for use in synthetically evaluating the normal service life of a structural member.
Specifically, the environmental accelerated test of the structural member may be a corrosion fatigue test using an accelerated environmental spectrum. The accelerating environment spectrum includes, but is not limited to, one or more of temperature, load, and corrosivity above normal operating conditions. In some embodiments, the processor may multiply the accelerated test life distribution obtained by the test by a preset acceleration scaling factor to infer the ideal service life of the new structural member. The value of the acceleration proportionality coefficient depends on the actual reaction condition of the acceleration environment spectrum. The actual reaction conditions of the accelerated environmental spectrum are about severe, the more remarkable the accelerated effect of the test is, and the larger the accelerated proportionality coefficient is.
After determining the historical service life of the structural member and the accelerated test life of the new structural member, the processor of the device for determining the service life of the rail vehicle component can comprehensively evaluate the normal service life of the structural member by taking the historical service life as a main reference factor and the accelerated test life as a secondary reference factor.
Generally, after years of research and improvement, new structural components that are not in service or are not in service for a long time will have better reliability than structural components that are in service for years. Correspondingly, the service reliability key index of the new structural member is higher than that of the structural member which is in service for years.
In some embodiments, in response to the critical index of reliability in service of the structural component to be evaluated being greater than the critical index of reliability in service of the structural component in service for a number of years, the processor of the apparatus for determining a life of a component of a rail vehicle may use the historical service life as a lower limit of the normal service life of the structural component and the accelerated test life as a projection of the normal service life of the structural component.
The lower limit of the normal service life has higher reliability. When the safety assessment test is carried out on the rail vehicle, the processor can judge that the structural part generally cannot break down within the lower limit of the normal service life, so that the safety of the rail vehicle under the normal working state of the structural part is only assessed within the lower limit of the normal service life.
The speculative value of normal service life is an ideal service life, and is used for prompting the processor to heavily monitor the fault of the structural component with the service life exceeding the speculative value. When the safety assessment test is carried out on the rail vehicle, the processor needs to respectively assess the safety of the rail vehicle under the normal working state of the structural part and the safety of the rail vehicle under the fault state of the structural part in a time interval from the lower limit of the normal service life to the speculative value of the normal service life.
In some embodiments, the processor of the apparatus for determining a life of a rail vehicle component may compare the results of the accelerated environmental test of the structure to be evaluated with the results of the accelerated environmental test of an existing structure in service for years under the same conditions to determine a difference in the accelerated test life of the two. And then, the processor can also determine the normal service life of the structural component to be evaluated according to the difference between the actual service life of the existing structural component in service for years and the accelerated test life of the existing structural component in service for years.
It will be appreciated by those skilled in the art that the above accelerated environmental tests are provided as non-limiting examples of the present invention, and are intended primarily to illustrate the concepts of the invention clearly and to provide a practical solution for the convenience of the public, and not to limit the scope of the invention.
Optionally, in other embodiments, the processor of the device for determining the service life of the rail vehicle component may further use different types of grey system theoretical models to derive a service life attenuation curve under specific conditions based on the actual service data of the structural component, instead of the service life attenuation curve of the acceleration environment, for determining the estimated value of the normal service life of the structural component.
Optionally, in other embodiments, the processor of the apparatus for determining the life of a rail vehicle component may further derive a corresponding acceleration test model by using other similar DOE test methods, and derive a universal acceleration test model by combining a life decay curve under a specific condition, so as to determine an estimated value of the normal service life of the structural component.
As shown in fig. 4, in some embodiments of the present invention, the method for determining the life of the rail vehicle component may further include the steps of:
carrying out safety evaluation test on the rail vehicle with the structural member failed;
responding to the condition that the rail vehicle with the structural member failed passes a safety evaluation test, and taking the sum of the fault life and the normal service life as the total life of the structural member; and
and in response to the rail vehicle with the structural member failed to pass the safety evaluation test, only the normal service life is taken as the full life of the structural member.
In order to ensure the safety of railway transportation, certain performance redundancy exists among vehicle components during design selection. In order to ensure absolute safety of the vehicle with the fault during service, it is necessary to ensure that the vehicle operates properly even if the component to be evaluated fails completely.
For structural members, the rail vehicle may be subjected to vibration testing in GB/T21563-2018 with the component inoperative. In some embodiments, if a rail vehicle with a failed structural member still passes the vibration test of GB/T21563-2018, it indicates that the vehicle can still operate normally even if the structural member fails completely. At this point, the processor of the device for determining the life of a rail vehicle component may use the sum of the fault life and the normal service life of the structural component as the total life of the structural component. In some embodiments, when the actual service life of the structure exceeds its normal service life, the processor may output a prompt to alert vehicle maintenance personnel to schedule a service. When the actual service life of the structural member further exceeds the full service life of the structural member, the processor can output alarm information and forcibly require maintenance personnel of the vehicle to replace the structural member so as to ensure the absolute safety of the vehicle in the service process.
In some embodiments, if a rail vehicle with a failed structural member fails the vibration test of GB/T21563-2018, it indicates that the vehicle is not operating properly when the structural member is completely failed. At this point, the processor of the device for determining the life of a rail vehicle component may only take the normal service life of the structural component as the full life of the structural component. In some embodiments, the processor may output an alert message when the actual service life of the structural component exceeds its full life, and may force maintenance personnel of the vehicle to replace the structural component to ensure absolute safety of the vehicle during service.
In some preferred embodiments, the processor of the device for determining the life of the rail vehicle component can stress the failure condition to perform reliability tests and simulations, thereby improving the reliability of the evaluation result.
In some preferred embodiments, the processor of the device for determining the service life of a rail vehicle component may also be adapted to the actual use of the structural component, and further, in case the structural component is not functioning, the rail vehicle may be subjected to a sealing test, a waterproof test and a fireproof test, thereby further improving the safety and reliability of the rail vehicle.
It will be appreciated by those skilled in the art that the above-described method of assessing the lifetime of a structural member is merely a non-limiting example provided by the present invention, and is intended primarily to illustrate the concepts of the invention and to provide specific details for enabling the public to practice the invention, and not to limit the scope of the invention.
As noted above, in other embodiments of the present invention, the rail vehicle component may also include electrical components. The electrical components include, but are not limited to, electrical components such as contactors, capacitors, resistors, power modules, and the like. The life of an electrical component indicates the length of time the electrical component has been in service from the beginning to the failure to properly provide an electrical function.
When the fault life of the electrical component is evaluated, the processor of the device for determining the service life of the rail vehicle component can firstly perform circuit simulation and ground test on the electrical component to obtain an allowable critical value of the electrical related parameter of the electrical component, and then determine the component fault expansion rate of the electrical component according to the maintenance data of the electrical component.
Specifically, the processor can retrieve the fault quantitative conditions (such as electrical parameter drift values and the like) found in daily operation repair and advanced repair of the same type of electrical parts and the running mileage (namely service life) of the fault electrical parts at that time, so as to determine the corresponding relation between the fault quantitative conditions and the running mileage of the electrical parts of the type. Then, the processor can select a proper operating mileage and analyze the statistical distribution of the component fault expansion in the operating mileage, so as to determine the fault expansion condition of the electrical component in the operating mileage under a fixed confidence coefficient, namely the component fault expansion rate.
The processor may then determine a fault life of the electrical component based on the threshold allowed for the electrical component and the rate of component failure propagation for the electrical component. In some embodiments, the processor may establish a corresponding vehicle service component replacement criterion based on the determined failure life to facilitate alternate servicing of the failed vehicle to minimize the impact of vehicle component failure on rail transport while ensuring absolute safety.
When the normal service life of the electrical component is evaluated, the processor of the device for determining the service life of the rail vehicle component can determine the historical service life of the electrical component according to the actual service fault distribution curve of the electrical component which is in service for years, and carry out an environmental stress acceleration test on a new electrical component which is not in service or has short service time so as to determine the acceleration test life of the new electrical component. The processor may then use the determined historical service life as a primary reference factor and the accelerated test life as a secondary reference factor to determine the normal service life of the electrical component to be evaluated. The specific steps for determining the normal service life of the electrical component to be evaluated are substantially similar to those of the structural component, and are not described herein again.
When the system safety of the rail vehicle with the failed electrical part is evaluated, the processor of the device for determining the service life of the rail vehicle part can perform ground test and system simulation on the rail vehicle with the failed electrical part. In response to a rail vehicle with a failed electrical component being able to operate properly, the processor may determine the sum of the fault life and the normal service life of the electrical component as the full life of the electrical component. Conversely, in response to the rail vehicle having a failed electrical component not operating properly, the processor will only take the normal service life of the electrical component as the full life of the electrical component.
In some embodiments, the processor of the device for determining a life of a rail vehicle component may further determine whether a failure of an electrical component would have a greater impact on thermal and electromagnetic compatibility management of the rail vehicle. In response to the fact that the electrical component fails and does not have great influence on the thermal and electromagnetic compatibility management of the rail vehicle, the processor judges that the rail vehicle with the failed electrical component can normally operate.
While, for purposes of simplicity of explanation, the methodologies are shown and described as a series of acts, it is to be understood and appreciated that the methodologies are not limited by the order of acts, as some acts may, in accordance with one or more embodiments, occur in different orders and/or concurrently with other acts from that shown and described herein or not shown and described herein, as would be understood by one skilled in the art.
According to another aspect of the invention, an apparatus for determining the life of a rail vehicle component is also provided herein, for carrying out the above method of determining the life of a rail vehicle component.
Referring to fig. 5, fig. 5 is a schematic structural diagram illustrating an apparatus for determining a lifetime of a rail vehicle component according to another aspect of the present invention.
As shown in fig. 5, the device 50 for determining the life of a rail vehicle component provided by the present invention includes a memory 51 and a processor 52. The processor 52 is connected to the memory 51 and configured to implement the method for determining the service life of the rail vehicle component provided in any of the above embodiments to identify which types and degrees of faults of the vehicle can be handed over to the road, so as to reduce the influence of the vehicle component fault on the rail transportation to the maximum extent on the premise of ensuring absolute safety.
According to another aspect of the present invention, a computer-readable storage medium is also provided herein.
The present invention provides the above computer readable storage medium having stored thereon computer instructions. When executed by the processor 52, the computer instructions are adapted to implement the method for determining the service life of a rail vehicle component provided in any one of the above embodiments to identify which types and degrees of faults the vehicle can be handed over to the road for operation, thereby minimizing the influence of the vehicle component fault on the rail transportation on the premise of ensuring absolute safety.
Those of skill in the art would understand that information, signals, and data may be represented using any of a variety of different technologies and techniques. For example, data, instructions, commands, information, signals, bits (bits), symbols, and chips that may be referenced throughout the above description may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.
Those of skill would further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The various illustrative logical modules, and circuits described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In the alternative, the processor and the storage medium may reside as discrete components in a user terminal.
In one or more exemplary embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media may be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a web site, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, digital Subscriber Line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. Disk (disk) and disc (disc), as used herein, includes Compact Disc (CD), laser disc, optical disc, digital Versatile Disc (DVD), floppy disk and blu-ray disc where disks (disks) usually reproduce data magnetically, while discs (discs) reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.
The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (19)
1. A method of determining a life of a rail vehicle component, the rail vehicle component comprising a structural member, the method comprising:
determining the position of the structural member, which is easy to crack, according to the structural strength simulation of the structural member and/or the actual service condition of a product;
determining a calculation formula of a stress intensity factor according to the stress condition of the position easy to generate the crack and the component structure of the structural member;
carrying out a crack propagation rate test on the structural member to obtain related fracture toughness;
substituting the correlated fracture toughness into the calculation to calculate an allowable critical crack length; and
determining the fault life of the structural part according to the allowable critical crack length and the component fault propagation rate;
the method further comprises the following steps:
determining the corresponding relation between the fault quantitative condition and the operating mileage according to the maintenance data of the structural part;
carrying out statistical analysis on the corresponding relation to obtain fault expansion statistical distribution; and
acquiring the component fault expansion rate under a fixed confidence coefficient according to a reliability function corresponding to the fault expansion statistical distribution;
further comprising:
determining the historical service life of the structural member according to the actual service fault distribution curve of the structural member in service for years;
carrying out an environment accelerated test on a structural member which is not in service or has short service time so as to determine the accelerated test service life of the structural member; and
determining the normal service life of the structural part by taking the historical service life as a main reference factor and the accelerated test life as a secondary reference factor;
further comprising:
performing a safety evaluation test on the rail vehicle with the structural member failed, wherein the safety evaluation test comprises one or more of a vibration test, a sealing test, a waterproof test and a fireproof test;
in response to the rail vehicle with the structural member failed passing the safety assessment test, taking the sum of the fault life and the normal service life as the total life of the structural member; and
and in response to the rail vehicle with the structural member failed failing the safety assessment test, taking the normal service life as the full life of the structural member.
2. The method of claim 1, wherein the step of determining the calculation of the stress intensity factor comprises:
determining the crack type according to the stress condition of the position easy to crack;
determining the crack propagation type according to the component structure of the structural component; and
and determining a calculation formula of the stress intensity factor according to the crack type and the crack propagation type.
3. The method of claim 2, wherein the step of determining the calculation of the stress intensity factor further comprises:
determining the calculation of the stress intensity factor as
Wherein, K I Stress intensity factor of type I crack, sigma is stress, a 1 Is the length of the crack, b 1 As a function of the length of the structural member in the direction of the crack
And
determining the calculation of the stress intensity factor as a type I crack having a central crack under uniform tension in response to the type and the propagation type of the crack
Wherein, a 2 Half length of crack, b 2 Is the half length of the structural member in the crack direction.
4. The method of claim 1, further comprising:
and in response to the fact that the number of the maintenance data is smaller than a preset threshold value, difference expansion data is conducted on every two maintenance data to expand the number of the maintenance data.
5. The method of claim 1, wherein the step of conducting the environmentally accelerated test comprises:
and carrying out a corrosion fatigue test on the structural part which is not in service or has a short service time by adopting an accelerated environment spectrum, wherein the accelerated environment spectrum comprises one or more of temperature, load and corrosivity which are higher than those of the conventional working condition.
6. The method of claim 1, wherein the step of determining the normal service life comprises:
responding to the service reliability key index of the structural member is higher than the service reliability key index of the structural member which is in service for years, taking the historical service life as the lower limit of the normal service life, and taking the accelerated test life as the speculative value of the normal service life.
7. The method of claim 1, wherein the rail vehicle component further comprises electrical components, the method further comprising:
performing circuit simulation and ground test on the electrical part to obtain an allowable critical value of the electrical related parameter of the electrical part;
determining a component failure propagation rate of the electrical component from the service data of the electrical component; and
and determining the fault life of the electrical part according to the allowable critical value and the component fault spreading rate of the electrical part.
8. The method of claim 7, further comprising:
determining the historical service life of the electrical part according to the actual service fault distribution curve of the electrical part in service for years;
carrying out an environmental stress accelerated test on an electrical part which is not in service or has short service time so as to determine the accelerated test service life of the electrical part; and
and determining the normal service life of the electrical part by taking the historical service life as a main reference factor and the accelerated test life as a secondary reference factor.
9. The method of claim 8, further comprising:
carrying out ground test and system simulation on the rail vehicle with the failed electrical part;
in response to the rail vehicle with the failed electrical component being able to operate normally, taking the sum of the fault life and the normal service life as the full life of the electrical component; and
and in response to the rail vehicle with the failed electrical component not being capable of operating normally, taking the normal service life as the full life of the electrical component.
10. An apparatus for determining a life of a rail vehicle component, the rail vehicle component comprising a structural member, the apparatus comprising:
a memory; and
a processor coupled to the memory and configured to:
determining the position of the structural member, which is easy to crack, according to the structural strength simulation of the structural member and/or the actual service condition of a product;
determining a calculation formula of a stress intensity factor according to the stress condition of the position easy to crack and the component structure of the structural member;
carrying out a crack propagation rate test on the structural member to obtain related fracture toughness;
substituting the correlated fracture toughness into the calculation to calculate an allowable critical crack length; and
determining the fault life of the structural part according to the allowable critical crack length and the component fault propagation rate;
the processor is further configured to:
determining the corresponding relation between the fault quantitative condition and the operating mileage according to the maintenance data of the structural part;
carrying out statistical analysis on the corresponding relation to obtain fault expansion statistical distribution; and
acquiring the component fault expansion rate under a fixed confidence coefficient according to a reliability function corresponding to the fault expansion statistical distribution;
the processor is further configured to:
determining the historical service life of the structural member according to the actual service fault distribution curve of the structural member in service for years;
carrying out an environment accelerated test on a structural member which is not in service or is not in service for a long time so as to determine the accelerated test life of the structural member; and
determining the normal service life of the structural part by taking the historical service life as a main reference factor and taking the accelerated test life as a secondary reference factor;
the processor is further configured to:
carrying out a safety evaluation test on the rail vehicle with the structural part failed, wherein the safety evaluation test comprises one or more of a vibration test, a sealing test, a waterproof test and a fireproof test;
in response to the rail vehicle with the structural component failed passing the safety assessment test, taking the sum of the fault life and the normal service life as the full life of the structural component; and
and in response to the rail vehicle with the structural member failed failing the safety assessment test, taking the normal service life as the full life of the structural member.
11. The apparatus of claim 10, wherein the processor is further configured to:
determining the crack type according to the stress condition of the position easy to crack;
determining the crack propagation type according to the component structure of the structural part; and
and determining a calculation formula of the stress intensity factor according to the crack type and the crack propagation type.
12. The apparatus of claim 11, wherein the processor is further configured to:
in response to the type of crack andthe crack propagation type is a type I crack with a surface crack under uniform tension, and the calculation formula for determining the stress intensity factor is
Wherein, K I Stress intensity factor of type I crack, sigma is stress, a 1 Is the length of the crack, b 1 As a function of the length of the structural member in the direction of the crack
And
determining the calculation of the stress intensity factor as a type I crack having a central crack under uniform tension in response to the type and the propagation type of the crack
Wherein, a 2 Half length of crack, b 2 Is the half length of the structural member in the crack direction.
13. The apparatus of claim 10, wherein the processor is further configured to:
and in response to the fact that the number of the maintenance data is smaller than a preset threshold value, difference expansion data is conducted on every two maintenance data to expand the number of the maintenance data.
14. The apparatus of claim 10, wherein the processor is further configured to:
and carrying out a corrosion fatigue test on the structural part which is not in service or has a short service time by adopting an accelerated environment spectrum, wherein the accelerated environment spectrum comprises one or more of temperature, load and corrosivity which are higher than those of the conventional working condition.
15. The apparatus of claim 10, wherein the processor is further configured to:
responding to the service reliability key index of the structural member is higher than the service reliability key index of the structural member which is in service for years, taking the historical service life as the lower limit of the normal service life, and taking the accelerated test life as the speculative value of the normal service life.
16. The apparatus of claim 10, wherein the rail vehicle component further comprises electrical components, the processor further configured to:
performing circuit simulation and ground test on the electrical part to obtain an allowable critical value of the electrical related parameter of the electrical part;
determining a component failure propagation rate of the electrical component according to the maintenance data of the electrical component; and
and determining the fault life of the electrical part according to the allowable critical value and the component fault spreading rate of the electrical part.
17. The apparatus of claim 16, wherein the processor is further configured to:
determining the historical service life of the electrical part according to the actual service fault distribution curve of the electrical part in service for years;
carrying out an environmental stress accelerated test on an electric part which is not in service or is not in service for a long time so as to determine the accelerated test life of the electric part; and
and determining the normal service life of the electrical part by taking the historical service life as a main reference factor and the accelerated test life as a secondary reference factor.
18. The apparatus of claim 17, wherein the processor is further configured to:
carrying out ground test and system simulation on the rail vehicle with the failed electrical part;
in response to the rail vehicle with the failed electrical component being able to operate normally, taking the sum of the fault life and the normal service life as the full life of the electrical component; and
and in response to the rail vehicle with the failed electrical part being incapable of normal operation, taking the normal service life as the full life of the electrical part.
19. A computer-readable storage medium having computer instructions stored thereon, wherein the computer instructions, when executed by a processor, implement the method of any of claims 1-9.
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