CN114036635A - Method for evaluating residual life of brake shoe of rail transit vehicle - Google Patents
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Abstract
The invention discloses a method and a device for evaluating the residual life of a brake shoe of a rail transit vehicle, the method comprises the steps of calculating the total acting force applied to the brake shoe group by a bogie brake cylinder in a unit period, calculating the friction power applied to the brake shoe group of the bogie in the unit period according to the total acting force, calculating the energy acting on the brake shoe group in the unit period, accumulating the energy in a historical period, calculating the total braking energy acting on the brake shoe group by the bogie brake cylinder, calculating the current wear estimation value of each brake shoe according to the wear amount and the total braking energy of the brake shoe of the unit energy, and calculating the residual life of the brake shoe, the device corresponding to the method comprises a processor and a residual life evaluation program of the brake shoe of the rail transit vehicle, wherein the processor executes the residual life evaluation program of the brake shoe of the rail transit vehicle to realize the residual life evaluation method of the brake shoe of the rail transit vehicle, thereby reasonably and efficiently evaluating the residual service life of the brake shoe of the off-rail traffic vehicle.
Description
Technical Field
The invention relates to a rail transit vehicle, in particular to a method for evaluating the residual life of a brake shoe of the rail transit vehicle.
Background
The friction braking of the rail transit vehicle is also called air braking, and can be divided into tread braking and disc braking according to the braking mode, wherein the former is generally used for vehicles with lower speed grade, and the latter is generally used for vehicles with higher speed. Wherein the tread brake is called brake shoe brake. The air brake system mainly comprises an air supply system, a brake control device, a basic brake device and the like. The brake shoe belongs to the basic brake device. Friction braking pushes the brake shoe against the tread by brake cylinder pressure, generating a braking force. Brake shoes are generally made of composite materials having a high coefficient of friction, and cast iron brake shoes, composite brake shoes, powder metallurgy brake shoes, composite brake shoes, and the like are common.
During the braking process of the train, the brake shoe contacts with the tread and generates friction force, the abrasion is severe, meanwhile, the temperature of the brake shoe is severely increased during the friction period, the surface is easy to oxidize, and the abrasion of the brake shoe is accelerated. Therefore, the brake shoe is a vulnerable and consumable part, and the weight of the brake shoe is continuously reduced along with the increase of the running mileage of the vehicle, so that the designed service life is reached, and the brake shoe needs to be measured and replaced regularly.
The traditional loss detection mode is that the abrasion loss of a brake shoe is manually measured according to the designed service life and the overhaul and maintenance period, and when the abrasion loss reaches the designed replacement threshold value, the brake shoe is replaced. However, in the operation and use process of the rail transit vehicle, the operation environment and the working condition are greatly different, and the design performance of the vehicle is also different, so that the residual service life of the brake shoe is judged according to the designed service life, the manual detection of the abrasion loss belongs to a post detection method, and both the methods have defects. In actual operation and maintenance of a subway vehicle, the problem of abnormal wear of a brake shoe often occurs, and in the process of later investigation, the investigation is very difficult due to lack of historical data and scene support. Meanwhile, the existing method for regularly measuring and detecting the thickness of the brake shoe is adopted, firstly, the detection cost is increased, more importantly, the thickness of each brake shoe cannot be dynamically mastered, and if the brake shoe is abnormally worn, the air brake performance is reduced, and the driving safety and the parking alignment accuracy are influenced.
In the prior art, a prediction or evaluation method is also available, for example, a brake shoe friction coefficient prediction method (publication number: CN101710062B) predicts the friction coefficient of a brake shoe through the temperature, slip speed and specific pressure parameters of the brake shoe, and then predicts the service life of the brake shoe, but the prediction method combines a neural network and a genetic algorithm, and the function mapping relation is obtained through multiple iterations of the temperature, slip speed, specific pressure, algorithm parameters, attenuation factors, control factors, precision correction and other factors.
Therefore, how to reasonably and efficiently evaluate the residual service life of the brake shoe of the rail transit vehicle is a difficult problem to be solved in the design of the rail transit vehicle at present.
Disclosure of Invention
The invention aims to reasonably and efficiently evaluate the residual service life of a brake shoe of a rail transit vehicle, rather than judging the residual service life of the brake shoe only according to the designed service life, solves the defects of high cost and incapability of dynamically mastering the thickness of the brake shoe in the conventional method for regularly and manually measuring the thickness of the brake shoe, realizes the health management and fault prediction of a basic air brake device of the rail transit vehicle, and improves the operation safety guarantee capability of a brake system of the rail transit vehicle.
Based on the purpose, the invention adopts the technical scheme as follows:
a rail transit vehicle brake shoe residual life assessment method comprises the following steps:
a1, calculating the total acting force applied to a brake shoe group by a bogie brake cylinder in a unit period, wherein the total acting force of the brake shoe group and the brake cylinder pressure of the bogie form a linear functional relation, and the specific functional relation is as follows:
Fi＝k×Xi-b(Xi＞Xt)
wherein, FiIs the total force of the brake shoe set, XiIs the brake cylinder pressure of the bogie, k is the brake cylinder pressure conversion factor, b is the braking force conversion factor, XtA threshold value for pushing the brake shoe group to a tread, wherein the threshold value, the brake cylinder pressure conversion coefficient and the brake force conversion coefficient are preset values;
a2, calculating the friction power applied to the brake shoe group of the bogie in a unit period according to the total acting force,
Pi＝Fi×Vi
wherein P isiPower of friction of brake-shoe sets, FiIs the total force of the brake-shoe set, ViIs the speed of the rail transit vehicle;
a3, obtaining the energy acting on the brake shoe group in a unit period according to the friction power,
Ei＝Pi×t
wherein EiIs a single cycle friction energy, P, of the bogieiThe friction power of the brake shoe group in the cycle time, t is the cycle time, the vehicle-mounted program is a PLC program and is executed according to a fixed time interval, and the time interval is a unit cycle;
a4, accumulating energy in historical periods, and calculating the total braking energy of the bogie brake cylinder acting on the brake shoe set
a5, calculating to obtain the current abrasion loss estimation value of each brake shoe according to the unit energy brake shoe abrasion loss and the total braking energy,
W＝E/(Mr×n)；
wherein M isrThe brake shoe abrasion loss is preset unit energy;
a6, calculating the residual service life L of the brake shoe,
L＝Lmax×(1-W/Wt)
wherein L ismaxIs the maximum life value, W, of the brake shoe when it is not worntIs the maximum amount of wear of the brake shoe.
As a preferred scheme, the evaluation method further comprises a verification step, wherein the verification step comprises:
setting a first running mileage, and calculating the wear estimation value W of a single brake shoe after the running of the first running mileage is finished1And actually measuring the wear loss W of the single brake shoe after the first running mileage is finished1-testBy W1-testDivided by W1Obtaining a correction value, correcting M according to the correction valuerTo obtain Mr-updated,
Mr-updated＝Mr×W1-test/W1；
Calculating to obtain the current abrasion loss evaluation value of each brake shoe according to the corrected unit energy brake shoe abrasion loss and the total braking energy,
Wupdated＝E/(Mr-updated×n)；
the residual service life L of the brake shoe is corrected and calculated,
L＝Lmax×(1-Wupdated/Wt)，
wherein L ismaxFor the maximum life of the brake shoe when it is not worn, WtIs the maximum amount of wear of the brake shoe.
For ease of evaluation, the first operating range is 100000 kilometers.
As a further alternative, the number of said single shoes is 4. The technical scheme is that a bogie is taken as an object to be analyzed, a subway vehicle is generally provided with 6 sections of marshalling, each section of the vehicle is provided with 2 bogies, each bogie is provided with 2 pairs of wheels, and each pair of wheels is provided with 1 brake shoe on the left and the right, so that one bogie comprises 4 single brake shoes.
Preferably, in a3, the friction energy of the bogie per cycle is the product of the friction power of the brake shoe set in the cycle time and the cycle time, and the unit of the friction energy of the bogie per cycle is converted from joule to megajoule
Ei＝Pi×t/1000000
Wherein EiIs a single cycle friction energy, P, of the bogieiThe friction power of the brake shoe group in the cycle time, and t is the cycle time;
the preset unit energy brake shoe abrasion loss Mr0.03g/MJ, maximum wear W of said brake shoetThe weight was 1000 g.
As a further alternative, the maximum wear value WtThe thickness dimension of the brake shoe to be replaced is preset to be HcAccording to the initial thickness H of the brake shoe0And obtaining the maximum thickness variation value of the brake shoe, wherein the maximum thickness variation value of the brake shoe is used as the maximum abrasion loss of the brake shoe.
Corresponding to the method, the device for evaluating the residual service life of the rail transit vehicle brake shoe comprises a memory, a processor and a rail transit vehicle brake shoe residual service life evaluation program stored on the memory, wherein the processor executes the rail transit vehicle brake shoe residual service life evaluation program to realize the steps of the rail transit vehicle brake shoe residual service life evaluation method.
As a further mode, the device for evaluating the residual life of the brake shoe of the rail transit vehicle is a train central control unit, the train central control unit converts the pressure value of a brake cylinder of the bogie into a brake shoe acting force applied to a wheel tread according to the pressure value of the brake cylinder of the bogie, the train central control unit calculates the brake power of the bogie in a unit period according to the brake shoe acting force and the current speed of the train, the train central control unit calculates the brake energy of the bogie according to the time accumulation of the brake power of the bogie in the unit period, the train central control unit calculates the abrasion loss of the brake shoe of the bogie according to the linear relation between the brake energy and the abrasion, and evaluates the residual life of the brake shoe according to the abrasion loss.
The beneficial effects are realized:
the invention converts the pressure value of the brake cylinder of the bogie into the brake shoe acting force applied on the wheel tread, calculates the braking power of the bogie in a unit period according to the brake shoe acting force and the current speed of the train, then calculating the braking energy of the bogie according to the product of the braking power of the bogie and the time in the unit period, calculating the abrasion loss of a braking shoe of the bogie according to the linear relationship between the braking energy and the abrasion, the residual service life of the brake shoe is evaluated according to the abrasion loss instead of only judging the residual service life of the brake shoe according to the designed service life, the defects that the cost is high and the thickness of the brake shoe cannot be dynamically mastered in the conventional method for regularly and manually measuring the thickness of the brake shoe are overcome, the health management and fault prediction of a basic air brake device of the rail transit vehicle are realized, and the operation safety guarantee capability of a rail transit vehicle brake system is improved.
Drawings
FIG. 1 is a flowchart of the evaluation of the residual life of a brake shoe according to an embodiment of the present invention;
FIG. 2 is a flowchart of the brake shoe remaining life evaluation with corrective values according to an embodiment of the present invention.
Detailed Description
As shown in FIG. 1, the method for evaluating the residual life of the brake shoe of the rail transit vehicle comprises the following steps:
a1, calculating the total acting force applied to a brake shoe group by a bogie brake cylinder in a unit period, wherein the brake shoe group consists of 4 brake shoes, and the total acting force of the 4 brake shoes and the brake cylinder pressure of the bogie form a linear functional relation, and the specific functional relation is as follows:
Fi＝k×Xi-b(Xi＞Xt)
wherein, FiIs the total force of the brake shoe set, XiIs the brake cylinder pressure of the bogie, k is the brake cylinder pressure conversion factor, b is the braking force conversion factor, XtA threshold value for enabling the brake shoe set to be pushed against the tread surface, the threshold value, the brake cylinder pressure conversion factor and the brake cylinder pressureThe braking force conversion coefficients are preset values, and k and b are related to the design characteristics of the brake shoe and are brake shoe performance parameters which are generally provided by brake shoe design manufacturers;
to illustrate, the present technical solution is analyzed by taking a bogie as an object, a subway vehicle usually has 6-section marshalling, each vehicle has 2 bogies, each bogie has 2 pairs of wheels, and each pair of wheels has 1 brake shoe on the left and right, so that one bogie includes 4 brake shoes, as a specific example, k is 0.087, b is 2.94, and Xt is 34 kpa.
A2 calculating the friction power applied to the brake shoe group of the bogie in a unit period according to the total acting force, Pi＝Fi×Vi
Wherein P isiThe friction power of the brake shoe group is W, FiIs the total force of the brake-shoe set, ViIs the speed of the rail transit vehicle; specifically, the vehicle-mounted program is a PLC program, and is executed at fixed time intervals, which are unit periods, usually 50ms, and the time of the unit periods is adjustable;
a3, obtaining the energy acting on the brake shoe group in a unit period according to the friction power,
Ei＝Pi×t
wherein EiIs a single cycle friction energy, P, of the bogieiThe friction power of the brake shoe group in the cycle time, and t is the cycle time;
a4, accumulating energy in historical periods, and calculating the total braking energy of the bogie brake cylinder acting on the brake shoe set
The brake shoe set comprises n single brake shoes, the energy acting on the single brake shoes is E/n, the unit of the total braking energy is Joule, and if the unit of the total braking energy is megajoule, the total braking energy is divided by 1000000;
a5, calculating the current wear extent estimation value of each brake shoe of n brake shoes according to the unit energy brake shoe wear extent and the total brake energy,
W＝E/(Mr×n)；
wherein M isrThe brake shoe abrasion loss is preset unit energy, and is 0.03g/MJ in the embodiment;
a6, calculating the residual service life L of the brake shoe,
L＝Lmax×(1-W/Wt)
wherein L isinitialIs the maximum life value, W, of the brake shoe when it is not worntThe maximum wear amount of the brake shoe is 1000g in this embodiment.
As shown in fig. 2, the evaluation method further comprises a verification step, the verification step comprising:
setting a first operating mileage of 100000 kilometers, and calculating the wear estimation value W of a single brake shoe after the operation of the first operating mileage is finished1And actually measuring the wear loss W of the single brake shoe after the first running mileage is finished1-testBy W1-testDivided by W1Obtaining a correction value, correcting M according to the correction valuerTo obtain Mr-updated,Mr-updated＝Mr×W1-test/W1；
Calculating to obtain the current abrasion loss evaluation value of each brake shoe according to the corrected unit energy brake shoe abrasion loss and the total braking energy,
Wupdated＝E/(Mr-updated×n)；
the residual service life L of the brake shoe is corrected and calculated,
L＝Lmax×(1-Wupdated/Wt)，
wherein L isinitialIs the maximum life value, W, of the brake shoe when it is not worntIs the maximum amount of wear of the brake shoe.
In practice, the brake shoes are not ground but replaced, said maximum wear value WtThe thickness dimension of the brake shoe to be replaced is preset to be HcAccording to the initial thickness H of the brake shoe0And obtaining the maximum thickness variation value of the brake shoe, wherein the maximum thickness variation value of the brake shoe is used as the maximum abrasion loss of the brake shoe.
Corresponding to the method, the device for evaluating the residual service life of the rail transit vehicle brake shoe comprises a memory, a processor and a rail transit vehicle brake shoe residual service life evaluation program stored on the memory, wherein the processor executes the rail transit vehicle brake shoe residual service life evaluation program to realize the steps of the rail transit vehicle brake shoe residual service life evaluation method.
Specifically, the device for evaluating the residual life of the brake shoe of the rail transit vehicle is a train central control unit, the train central control unit converts the pressure value of a brake cylinder of the bogie into a brake shoe acting force applied to a wheel tread according to the pressure value of the brake cylinder of the bogie, the train central control unit calculates the brake power of the bogie in a unit period according to the brake shoe acting force and the current speed of the train, the train central control unit calculates the brake energy of the bogie according to the time accumulation of the brake power of the bogie in the unit period, the train central control unit calculates the abrasion loss of the brake shoe of the bogie according to the linear relation between the brake energy and the abrasion, and the residual life of the brake shoe is evaluated according to the abrasion loss.
Finally, it should be noted that the above-mentioned embodiments illustrate rather than limit the scope of the invention, and that those skilled in the art will be able to modify the invention in its various equivalent forms without departing from the scope of the invention as defined in the appended claims.
Claims (8)
1. A method for evaluating the residual life of a brake shoe of a rail transit vehicle is characterized by comprising the following steps:
a1, calculating the total acting force applied to a brake shoe group by a bogie brake cylinder in a unit period, wherein the total acting force of the brake shoe group and the brake cylinder pressure of the bogie form a linear functional relation, and the specific functional relation is as follows:
Fi＝k×Xi-b(Xi＞Xt)
wherein, FiIs the total force of the brake shoe set, XiIs the brake cylinder pressure of the bogie, k is the brake cylinder pressure conversion factor, b is the braking force conversion factor, XtA threshold value for pushing the brake shoe group to a tread, wherein the threshold value, the brake cylinder pressure conversion coefficient and the brake force conversion coefficient are preset values;
a2, calculating the friction power applied to the brake shoe group of the bogie in a unit period according to the total acting force,
Pi＝Fi×Vi
wherein P isiPower of friction of brake-shoe sets, FiIs the total force of the brake-shoe set, ViIs the speed of the rail transit vehicle;
a3, obtaining the energy acting on the brake shoe group in a unit period according to the friction power,
Ei＝Pi×t
wherein EiIs a single cycle friction energy, P, of the bogieiThe friction power of the brake shoe group in the cycle time, and t is the cycle time;
a4, accumulating energy in historical periods, and calculating the total braking energy of the bogie brake cylinder acting on the brake shoe set
According to the fact that the brake shoe group comprises n single brake shoes, the energy acting on the single brake shoes is E/n;
a5, calculating to obtain the current abrasion loss estimated value W of each brake shoe according to the unit energy brake shoe abrasion loss and the total braking energy,
W＝E/(Mr×n)；
wherein M isrThe brake shoe abrasion loss is preset unit energy;
a6, calculating the residual service life L of the brake shoe,
L＝Lmax×(1-W/Wt)
wherein L ismaxIs the maximum life value, W, of the brake shoe when it is not worntIs the maximum amount of wear of the brake shoe.
2. The method of assessing the remaining life of a rail transit vehicle brake shoe according to claim 1, further comprising a step of verifying, said step of verifying comprising:
setting a first running mileage, and calculating the wear estimation value W of a single brake shoe after the running of the first running mileage is finished1And actually measuring the wear loss W of the single brake shoe after the first running mileage is finished1-testBy W1-testDivided by W1Obtaining a correction value, correcting M according to the correction valuerTo obtain Mr-updated,
Mr-updated＝Mr×W1-test/W1；
Calculating to obtain the current abrasion loss evaluation value of each brake shoe according to the corrected unit energy brake shoe abrasion loss and the total braking energy,
Wupdated＝E/(Mr-updated×n)；
the residual service life L of the brake shoe is corrected and calculated,
L＝Lmax×(1-Wupdated/Wt)，
wherein L ismaxIs the maximum life value, W, of the brake shoe when it is not worntIs the maximum amount of wear of the brake shoe.
3. The method of claim 2, wherein the first operating range is 100000 km.
4. The method of assessing the remaining life of a rail transit vehicle brake shoe according to claim 1 wherein the number of individual brake shoes is 4.
5. The method for assessing the remaining life of a rail transit vehicle brake shoe according to claim 1,
wherein in A3, the friction energy of the bogie in single period is the product of the friction power of the brake shoe group in period time and the period time, and the unit of the friction energy of the bogie in single period is converted from Joule to megajoule
Ei＝Pi×t/1000000，
Wherein EiIs a single cycle friction energy, P, of the bogieiThe friction power of the brake shoe group in the cycle time, and t is the cycle time;
the preset unit energy brake shoe abrasion loss Mr0.03g/MJ, maximum wear W of said brake shoetThe weight was 1000 g.
6. Method for assessing the residual life of a brake shoe of a rail transit vehicle according to any one of claims 1 to 5, characterized in that the maximum wear value WtThe thickness dimension of the brake shoe to be replaced is preset to be HcAccording to the initial thickness H of the brake shoe0And obtaining the maximum thickness variation value of the brake shoe, wherein the maximum thickness variation value of the brake shoe is used as the maximum abrasion loss of the brake shoe.
7. A rail transit vehicle brake shoe residual life assessment device, characterized in that the device comprises a memory, a processor and a rail transit vehicle brake shoe residual life assessment program stored on the memory, wherein the processor executes the rail transit vehicle brake shoe residual life assessment program to realize the steps of the rail transit vehicle brake shoe residual life assessment method according to any one of claims 1 to 6.
8. The device for evaluating the residual life of the brake shoe of the rail transit vehicle as claimed in claim 7, wherein the device is a train central control unit, the train central control unit converts the pressure value of the brake cylinder of the bogie into the brake shoe acting force applied to the tread of the wheel according to the pressure value, the train central control unit calculates the braking power of the bogie in a unit period according to the brake shoe acting force and the current speed of the train, the train central control unit calculates the braking energy of the bogie according to the product of the braking power of the bogie and the time in the unit period, the train central control unit calculates the abrasion loss of the brake shoe of the bogie according to the linear relationship between the braking energy and the brake shoe abrasion, and evaluates the residual life of the brake shoe according to the abrasion loss.
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| CN115593464A (en) * | 2022-10-31 | 2023-01-13 | 华东交通大学（Cn） | High-speed train wheel damage assessment method, storage medium and computer |
| CN115593464B (en) * | 2022-10-31 | 2023-09-08 | 华东交通大学 | High-speed train wheel damage assessment method, storage medium and computer |
| CN117818565A (en) * | 2024-03-04 | 2024-04-05 | 克诺尔车辆设备(苏州)有限公司 | Rail vehicle friction pair detection method and device and computer storage medium |
| CN117818565B (en) * | 2024-03-04 | 2024-06-25 | 克诺尔车辆设备(苏州)有限公司 | Rail vehicle friction pair detection method and device and computer storage medium |
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