System and Method for Detecting Rotary Transformer Performance Based on Data Analysis

Abstract

A system and method for detecting rotary transformer performance based on data analysis includes a related user vehicle analysis module, which obtains the status characteristics of the rotary transformer during each maintenance of the vehicle under test. It constructs a relationship function of winding variables with vehicle operation time and analyzes the deviation between the constructed relationship function and the corresponding functions in the database for vehicles that have undergone rotary transformer replacement, thereby obtaining a set of related user vehicles for the vehicle under test. The system and method takes into account the vehicle user's usage of the vehicle and the impact of temperature and vibration on the rotary transformer during vehicle operation. It analyzes the impact of the vehicle user's usage on the performance of the rotary transformer, thereby accurately predicting the remaining service life of the rotary transformer and providing timely fault warnings to the vehicle user.

Claims

1. A method for detecting rotary transformer performance based on data analysis, characterized by the following steps: S1: Obtain the vehicle usage information during the period between two consecutive maintenance events from historical data, for the vehicle under test. Generate interference characteristics of the rotary transformer based on the vehicle usage information. The vehicle usage information includes the number of vehicle operations, the temperature values of the rotary transformer at different times during each operation, and the vibration state values during each operation. S2: Obtain the status characteristics of the rotary transformer during each maintenance of the vehicle under test. The status characteristics include the resistance values of the excitation winding, sine winding, and cosine winding. Construct a relationship function that reflects the change in winding variables with the vehicle operation time, where the winding variables are defined as the maximum differences between the resistance values of the excitation winding, sine winding, and cosine winding, and their respective initial resistance values. Analyze the deviation between the constructed relationship function and the corresponding relationship functions in the database for vehicles that have undergone rotary transformer replacement, thereby obtaining a set of related user vehicles for the vehicle under test. S3: Combine the interference characteristics of the rotary transformer based on the vehicle usage information and the fluctuation range of resistance values corresponding to each winding of the rotary transformer, to obtain the bump open-circuit risk resistance variation for the vehicle under test. Substitute this bump open-circuit risk resistance variation into the relationship function of winding variables with operation time for each related user vehicle in the set obtained in S2. The average value of the results for each operation time is recorded as the effective operation life of the rotary transformer in the vehicle under test. S4: Based on the total usage time of the rotary transformer in the vehicle under test from historical data and the effective operation life of the rotary transformer, calculate the fault risk impact value of the rotary transformer at the current time. If the fault risk impact value is less than the risk threshold, generate a pre-warning message for rotary transformer replacement, and send this message to the mobile terminal of the user associated with the vehicle under test via a wireless communication network. In the vehicle usage information, the vibration state values of the rotary transformer at different times are equal to the monitoring results of the vibration sensor closest to the rotary transformer at the corresponding time. The method for generating interference characteristics of the rotary transformer based on the vehicle usage information in S1 includes the following steps: S11: Obtain the vehicle usage information during the period between the i-th and the (i+1)-th maintenance events from historical data, for the vehicle under test, denoted as A.sub.(i, i+1). Record the time interval of the j-th operation of the vehicle in A.sub.(i, i+1) as Bj.sub.(i, i+1), and the temperature value of the rotary transformer at time t in Bj.sub.(i, i+1) as Ttj.sub.(i, i+1), and the vibration state value at time t in Bj.sub.(i, i+1) as Ztj.sub.(i, i+1), where tBj.sub.(i, i+1). S12: Obtain the interference impact value of the operating environment on the rotary transformer during the j-th operation of the vehicle under test, during the period between the i-th and the (i+1)-th maintenance events, denoted as Gj.sub.(i, i+1), where Gj.sub.(i, i+1)=.sub.t=t+t1.sup.t=t2F{Ttj.sub.(i, i+1), Tb}Ztj.sub.(i, i+1)dt, where t1 represents the minimum value in Bj.sub.(i, i+1), t2 represents the maximum value in Bj.sub.(i, i+1), and Tb is a preset temperature reference value in the database. When Ttj.sub.(i, i+1)Tb, F{Ttj.sub.(i, i+1), Tb}=g(Ttj.sub.(i, i+1)Tb)+r. When Ttj.sub.(i, i+1)<Tb, {Ttj.sub.(i, i+1), Tb}=g1(TbTtj.sub.(i, i+1))+r, where g represents the first interference conversion coefficient, g1 represents the second interference conversion coefficient, and r represents the temperature interference threshold, with g, g1 and r being preset constants in the database. S13: Enter each interference impact value of the operating environment on the rotary transformer for different i and j values from historical data into an empty set, to obtain the interference impact set. Select the element with the maximum interference impact value in the set as the interference characteristic of the rotary transformer based on the vehicle usage information for the vehicle under test. The method for constructing the relationship function of winding variables with vehicle operation time in S2 includes the following steps: S201: Obtain the status characteristics of the rotary transformer during each maintenance of the vehicle under test. The resistance values of the excitation winding, sine winding, and cosine winding during the i-th maintenance are recorded as D[i].sub.1, D[i].sub.2 and D[i].sub.3, respectively. S202: Construct the winding variable data pair corresponding to the status characteristics of the rotary transformer during the i-th maintenance of the vehicle under test, denoted as (STi, RBi). Here, STi represents the operation time of the vehicle from the most recent rotary transformer replacement to the i-th maintenance, and RBi represents the winding variable value corresponding to the status characteristics of the rotary transformer during the i-th maintenance. RBi=max {D[i].sub.1DM.sub.1, D[i].sub.2DM.sub.2, D[i].sub.2DM.sub.2}, where max { } denotes the function to obtain the maximum value, and DM.sub.1, DM.sub.2, and DM.sub.3 represent the initial resistance values of the excitation winding, sine winding, and cosine winding, respectively, corresponding to the most recent rotary transformer replacement. S203: Construct a Cartesian coordinate system with the origin at o, vehicle operation time as the x-axis, and winding variable values as the y-axis. Plot the coordinates of the winding variable data pairs obtained in S202 for different values of i on the Cartesian plane. Connect the marked adjacent coordinate points in ascending order of x-axis values to obtain a polyline chart representing the change in winding variable values with vehicle operation time. Use the corresponding function of the polyline chart as the relationship function of winding variables with vehicle operation time, denoted as F(x), where the range of x is [0, xm], with xm representing the total operation time of the vehicle during its most recent maintenance. The method for obtaining the set of related user vehicles for the vehicle under test in S2 includes the following steps: S211: Obtain the relationship function of winding variables with vehicle operation time for user vehicles in the database that have undergone rotary transformer replacement. The relationship function for the k-th user vehicle before the replacement is denoted as Fk(xk), where the range of xk is [0, xkm], with xkm representing the total operation time of the k-th user vehicle at the time of replacement. The operation time refers to the duration during which the vehicle was in a running state. S212: Calculate the deviation state value between F(x) and Fk(xk), denoted as P.sub.[F(x), Fk(xk)], where P.sub.[F(x), Fk(xk)]={.sub.xL=0.sup.xL=min {xm, xkm}Fk(xL)F(xL)dxL}/min {xm, xkm}, with min { } representing the operation to obtain the minimum value. Fk(xL) denotes the result when xk equals xL in Fk(xk), and F(xL) denotes the result when x equals xL in F(x). S213: If P[F(x), Fk(xk)] and xkm>xm, then the user vehicle corresponding to Fk(xk) is classified as a related user vehicle for the vehicle under test. Otherwise, it is not classified as a related user vehicle. is a preset deviation state threshold in the database. The set of all related user vehicles for the vehicle under test in the database is referred to as the related user vehicle set for the vehicle under test. The method for obtaining the bump open-circuit risk resistance variation for the vehicle under test in S3 includes the following steps: S301: Obtain the interference characteristics of the rotary transformer based on the vehicle usage information and the fluctuation range of resistance values corresponding to each winding. The fluctuation range of resistance values for each winding of the rotary transformer corresponds to the normal operating resistance range for each winding, as preset in the database. S302: Obtain the bump open-circuit risk resistance variation for the vehicle under test, denoted as min {a1, a2}. a1 represents the difference between the maximum resistance fluctuation value and the initial resistance value of the winding with the greatest difference from its initial resistance value at the current time, among the excitation winding resistance, sine winding resistance, and cosine winding resistance. a2 represents the open-circuit impact resistance, where a2=bhc, with b representing the difference between the maximum winding resistance n before the rotary transformer replacement in historical data and the initial resistance value of the corresponding winding of the rotary transformer in the vehicle under test. h represents the bump interference resistance coefficient, and c represents the interference characteristics of the rotary transformer based on the vehicle usage information. The value of h equals the average bump interference coefficient corresponding to each historical experimental data pair, with each experimental data pair corresponding to a bump interference coefficient. Any experimental data pair is denoted as (Ec, N), where different experimental data pairs have different Ec values. Ec represents the interference characteristics of the rotary transformer based on the vehicle usage information in the experimental data pair. Winding W represents the winding corresponding to a1 of the rotary transformer operation at the time of replacement before the replacement in the historical data. N represents the average resistance value of the winding type W after being influenced by interference characteristics Ec in the experiment where the coil of the winding type W breaks under the influence of interference characteristics Ec, and N<n. The bump interference coefficient corresponding to (Ec, N) is equal to (nN)/Ec. The method for obtaining the fault risk impact value of the rotary transformer at the current time in S4 includes the following steps: S41: Obtain the total usage time SYT and the effective operational lifespan YYT of the rotary transformer in the vehicle under test from historical data. S42: Calculate the fault risk impact value, denoted as GFY, where GFY=(YYTSYT)/PYT, with PYT representing the average total operation time of the vehicle between consecutive maintenance events.

2. According to the rotary transformer performance detection method based on data analysis as described in claim 1, the temperature values of the rotary transformer at different times in the vehicle usage information are obtained from the temperature sensor closest to the rotary transformer.

3. According to the rotary transformer performance detection method based on data analysis as described in claim 1, during the process of substituting the bump open-circuit risk resistance variation of the vehicle under test into the relationship function of winding variables with operation time for each related user vehicle in S3, ensure that the y-axis coordinate range of each relationship function is greater than or equal to the bump open-circuit risk resistance variation of the vehicle under test.

4. A rotary transformer performance detection system based on data analysis, as described in claim 1, is characterized by the following modules: Interference Feature Extraction Module: This module obtains vehicle usage information during the period between two consecutive maintenance events for the vehicle under test from historical data, generating the interference characteristics of the rotary transformer based on this usage information. The vehicle usage information includes the number of vehicle operations, the temperature values of the rotary transformer at different times during each operation, and the vibration state values. Related User Vehicle Analysis Module: This module obtains the status characteristics of the rotary transformer during each maintenance of the vehicle under test. It constructs the relationship function of winding variables with vehicle operation time and analyzes the deviation between the constructed relationship function and the corresponding functions in the database for vehicles that have undergone rotary transformer replacement, thereby obtaining a set of related user vehicles for the vehicle under test. Rotary Transformer Lifespan Prediction Module: This module combines the interference characteristics of the rotary transformer based on the vehicle usage information and the fluctuation range of resistance values corresponding to each winding, to obtain the bump open-circuit risk resistance variation for the vehicle under test. It substitutes this variation into the relationship function of winding variables with operation time for each related user vehicle and records the average value of the results for each operation time as the effective operational lifespan of the rotary transformer in the vehicle under test. Fault Risk Warning Module: This module calculates the fault risk impact value of the rotary transformer at the current time based on its total usage time and effective operational lifespan from historical data. If the fault risk impact value is below the risk threshold, it generates a pre-warning message for rotary transformer replacement and sends this message to the user's mobile terminal via a wireless communication network, where the wireless communication network includes any of 4G, 5G, and WiFi.

5. According to the rotary transformer performance detection system based on data analysis as described in claim 4, the related user vehicle analysis module includes a status characteristic extraction unit, a winding variable function analysis unit, and a related user vehicle set generation unit. The status characteristic extraction unit obtains the status characteristics of the rotary transformer during each maintenance of the vehicle under test, including the resistance values of the excitation winding, sine winding, and cosine winding. The winding variable function analysis unit constructs the relationship function of winding variables with vehicle operation time, where the winding variables are defined as the maximum differences between the resistance values of the excitation winding, sine winding, and cosine winding, and their respective initial resistance values, with different resistance values for the excitation winding, sine winding, and cosine winding stored in the database. The related user vehicle set generation unit analyzes the deviation between the relationship function obtained by the winding variable function analysis unit and the corresponding functions in the database for vehicles that have undergone rotary transformer replacement, thereby obtaining the related user vehicle set for the vehicle under test.

Description

DESCRIPTION OF THE DRAWINGS

[0055] The accompanying drawings provide further understanding of the present invention and constitute a part of the specification. They are used to explain the invention in conjunction with the embodiments and do not constitute a limitation on the invention. In the drawings:

[0056] FIG. 1: A structural diagram of the rotary transformer performance detection system based on data analysis according to the present invention.

[0057] FIG. 2: A flowchart of the rotary transformer performance detection system based on data analysis according to the present invention.

DETAILED DESCRIPTION OF THE EMBODIMENTS

[0058] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. It is evident that the described embodiments are only a part of the embodiments of the present invention, not all of them. Based on the embodiments in the present invention, all other embodiments obtained by those skilled in the art without any creative efforts shall fall within the protection scope of the present invention.

[0059] Referring to FIG. 1, the present invention provides a technical solution: A method for detecting rotary transformer performance based on data analysis, comprising the following steps:

[0060] S1: Obtain vehicle usage information during the period between two consecutive maintenance events for the vehicle under test from historical data. Generate interference characteristics of the rotary transformer based on this usage information, which includes the number of vehicle operations, the temperature values of the rotary transformer at different times during each operation, and the vibration state values.

[0061] The temperature values of the rotary transformer at different times in the vehicle usage information are obtained from the temperature sensor closest to the rotary transformer.

[0062] The vibration state values of the rotary transformer at different times in the vehicle usage information are equal to the monitoring results of the vibration sensor closest to the rotary transformer at the corresponding time.

[0063] The method for generating interference characteristics of the rotary transformer based on the vehicle usage information in S1 includes the following steps: [0064] S11: Obtain vehicle usage information during the period between the i-th and (i+1)-th maintenance events from historical data for the vehicle under test, denoted as A.sub.(i, i+1). Record the time interval of the j-th operation in A.sub.(i, i+1) as Bj.sub.(i, i+1), and record the temperature value of the rotary transformer at time t in Bj.sub.(i, i+1) as Ttj.sub.(i, i+1), and the vibration state value at time t in Bj.sub.(i, i+1) as Ztj.sub.(i, i+1), where tBj.sub.(i, i+1).

[0065] S12: During the j-th operation of the vehicle under test between the i-th and (i+1)-th maintenance periods, obtain the interference impact value on the rotary transformer caused by the operating environment, denoted as Gj.sub.(i, i+1).

[00004]${\mathrm{Gj}}_{\left(i,i+1\right)}={}_{t=t1}^{t=t2}F\left\{{\mathrm{Ttj}}_{\left(i,i+1\right)},\mathrm{Tb}\right\}{\mathrm{Ztj}}_{\left(i,i+1\right)}\mathrm{dt},$ [0066] where t1 represents the minimum value in Bj.sub.(i, i+1), t2 represents the maximum value in Bj.sub.(i, i+1), and Tb is a preset temperature reference value in the database.

[00005]$\mathrm{When}{\mathrm{Ttj}}_{\left(i,i+1\right)}\mathrm{Tb},\mathrm{then}F\left\{{\mathrm{Ttj}}_{\left(i,i+1\right)},\mathrm{Tb}\right\}=g\left({\mathrm{Ttj}}_{\left(i,i+1\right)}-\mathrm{Tb}\right)+r,\mathrm{When}{\mathrm{Ttj}}_{\left(i,i+1\right)}<\mathrm{Tb},\mathrm{then}F\left\{{\mathrm{Ttj}}_{\left(i,i+1\right)},\mathrm{Tb}\right\}=g1\left(\mathrm{Tb}-{\mathrm{Ttj}}_{\left(i,i+1\right)}\right)+r,$

[0067] Here, g epresents the first interference conversion coefficient, g1 represents the second interference conversion coefficient, and r represents the temperature interference threshold, with g, g1 and r being preset constants in the database.

[0068] S13: Enter each interference impact value on the rotary transformer caused by the operating environment, obtained from the historical data with different values of i and j, into an empty set to form an interference impact set. The element with the maximum interference impact value in the set is considered the interference characteristic of the rotary transformer based on the vehicle usage information for the vehicle under test.

[0069] S2: Obtain the status characteristics of the rotary transformer during each maintenance of the vehicle under test. These characteristics include the resistance values of the excitation winding, sine winding, and cosine winding. Construct a relationship function reflecting the change in winding variables with vehicle operation time, where the winding variables are defined as the maximum differences between the resistance values of the excitation winding, sine winding, and cosine winding, and their respective initial resistance values. Analyze the deviation between the constructed relationship function and the corresponding functions in the database for vehicles that have undergone rotary transformer replacement, thereby obtaining a set of related user vehicles.

[0070] The method for constructing the relationship function of winding variables with vehicle operation time in S2 includes the following steps:

[0071] S201: Obtain the status characteristics of the rotary transformer during each maintenance of the vehicle under test. Record the resistance values of the excitation winding, sine winding, and cosine winding during the i-th maintenance as D[i].sub.1, D[i].sub.2, and D[i].sub.3, respectively.

[0072] S202: Construct the winding variable data pair corresponding to the status characteristics of the rotary transformer during the i-th maintenance of the vehicle under test, denoted as (STi, RBi). Here, STi represents the operation time of the vehicle from the most recent rotary transformer replacement to the i-th maintenance, and RBi represents the winding variable value corresponding to the status characteristics of the rotary transformer during the i-th maintenance. RBi=max {D[i].sub.1DM.sub.1, D[i].sub.2DM.sub.2, D[i].sub.2DM.sub.2}, where max { } represents the function to obtain the maximum value, and DM.sub.1, DM.sub.2, and DM.sub.3 represent the initial resistance values of the excitation winding, sine winding, and cosine winding, respectively, corresponding to the most recent rotary transformer replacement.

[0073] S203: Construct a Cartesian coordinate system with the origin at o, vehicle operation time as the x-axis, and winding variable values as the y-axis. Mark the coordinates of the winding variable data pairs obtained in S202 for different values of i on the Cartesian plane. Connect the marked adjacent coordinate points in ascending order of x-axis values to obtain a polyline chart representing the change in winding variable values with vehicle operation time. Use the corresponding function of the polyline chart as the relationship function of winding variables with vehicle operation time, denoted as F(x), where the range of x is [0, xm], with xm representing the total operation time of the vehicle during its most recent maintenance.

[0074] In this embodiment, the reference voltage for the excitation winding of the vehicle's rotary transformer is 3 to 3.5V AC when measured at the plug terminal with the ignition switch in the ON position.

[0075] Sine Winding Resistance: When the plug is removed, the resistance at the sensor terminal should be 6010, meaning the resistance fluctuation range of the sine winding is [50,70], with the initial resistance value of the sine winding being between 50 and 70.

[0076] Cosine Winding Resistance: When the plug is removed, the resistance at the sensor terminal should be 6010 , meaning the resistance fluctuation range of the cosine winding is [50,70], with the initial resistance value of the cosine winding being between 50 and 70.

[0077] Excitation Winding Resistance: When the plug is removed, the resistance at the sensor terminal should be 3010 , meaning the resistance fluctuation range of the excitation winding is [20,40], with the initial resistance value of the excitation winding being between 20 and 40.

[0078] The method for obtaining the set of related user vehicles for the vehicle under test in S2 includes the following steps:

[0079] S211: Obtain the relationship function of winding variables with vehicle operation time for user vehicles in the database that have undergone rotary transformer replacement. Denote the relationship function for the k-th user vehicle before the replacement as Fk(xk), where the range of xk is [0, xkm], with xkm representing the total operation time of the k-th user vehicle at the time of replacement. The operation time represents the duration during which the vehicle was in a running state.

[0080] S212: Obtain the deviation state value between F(x) and Fk(xk), denoted as P[F(x), Fk(xk)],

[00006]$P_{\left[F\left(x\right),\mathrm{Fk}\left(\mathrm{xk}\right)\right]}=\left\{{}_{\mathrm{xL}=0}^{\mathrm{xL}=\min \left\{\mathrm{xm},\mathrm{xkm}\right\}}.Math.\mathrm{Fk}\left(\mathrm{xL}\right)-F\left(\mathrm{xL}\right).Math.\mathrm{dxL}\right\}/\min \left\{\mathrm{xm},\mathrm{xkm}\right\},$ [0081] where min { } represents the operation to find the minimum value. Fk(xL) represents the result when xk equals xL in Fk(xk), and F(xL) represents the result when x equals xL in F(x).

[0082] S213: If P[F(x), Fk(xk)] and xkm>xm, then the user vehicle corresponding to Fk(xk) is classified as a related user vehicle for the vehicle under test. Otherwise, it is not classified as a related user vehicle. B is a preset deviation state threshold in the database.

[0083] The set of all related user vehicles for the vehicle under test in the database is referred to as the related user vehicle set for the vehicle under test.

[0084] S3: Combine the interference characteristics of the rotary transformer based on the vehicle usage information with the fluctuation range of resistance values corresponding to each winding of the rotary transformer to obtain the bump open-circuit risk resistance variation for the vehicle under test. Substitute the bump open-circuit risk resistance variation of the vehicle under test into the relationship function of winding variables with operation time for each related user vehicle in the set. The average value of the results for each operation time is recorded as the effective operational lifespan of the rotary transformer in the vehicle under test.

[0085] The method for obtaining the bump open-circuit risk resistance variation for the vehicle under test in S3 includes the following steps:

[0086] S301: Obtain the fluctuation range of resistance values corresponding to each winding of the rotary transformer based on the vehicle usage information and the interference characteristics of the rotary transformer. The fluctuation range corresponds to the normal operating resistance range for each winding of the rotary transformer, as preset in the database.

[0087] S302: Obtain the bump open-circuit risk resistance variation for the vehicle under test, denoted as min {a1, a2}.

[0088] a1 represents the difference between the maximum value within the resistance fluctuation range of the winding with the greatest difference from its initial resistance value at the current time, among the excitation winding resistance, sine winding resistance, and cosine winding resistance, and the initial resistance value of the corresponding winding.

[0089] a2 represents the open-circuit impact resistance, where a2=b-hc, with b representing the difference between the maximum winding resistance n, corresponding to the same winding as a1, during the operation of the rotary transformer before replacement, as recorded in historical data, and the initial resistance value of the corresponding winding of the rotary transformer in the vehicle under test. This invention assumes that a rotary transformer with a short-circuited or open-circuited winding cannot function. h represents the bump interference resistance coefficient, and c represents the interference characteristics of the rotary transformer based on the vehicle usage information for the vehicle under test.

[0090] The value of h is equal to the average of the bump interference coefficients corresponding to each historical experimental data pair, where each experimental data pair corresponds to one bump interference coefficient.

[0091] Any experimental data pair is denoted as (Ec, N), where the Ec values differ among different experimental data pairs. Ec represents the interference characteristics of the rotary transformer based on the vehicle usage information in the experimental data pair. Let W denote the winding corresponding to a1 during the operation of the rotary transformer before its replacement in the historical data. N represents the average resistance value of winding type W before being influenced by the interference characteristics Ec in experiments where, after being influenced by Ec, the coil corresponding to winding type W in the vehicle's rotary transformer experienced an open circuit. Additionally, N<n.

[0092] The bump interference coefficient corresponding to (Ec, N) is equal to (n-N)/Ec.

[0093] In S3, during the process of substituting the bump open-circuit risk resistance variation of the vehicle under test into the relationship function of winding variables with operation time for each related user vehicle in the set, ensure that within the relationship function of winding variables with operation time for each related user vehicle, the y-axis coordinate value range is greater than or equal to the bump open-circuit risk resistance variation of the vehicle under test.

[0094] S4: Calculate the fault risk impact value of the rotary transformer at the current time based on its total usage time and effective operational lifespan from historical data. If the fault risk impact value is below the risk threshold, generate a pre-warning message for rotary transformer replacement and send this message to the user's mobile terminal via a wireless communication network.

[0095] The method for obtaining the fault risk impact value of the rotary transformer in the vehicle under test at the current time in S4 includes the following steps:

[0096] S41: Obtain the total usage time SYT and the effective operation life YYT of the rotary transformer in the vehicle under test from historical data.

[0097] S42: Calculate the fault risk impact value of the rotary transformer in the vehicle under test at the current time, denoted as GFY.

[0098] GFY is calculated as GFY=(YYTSYT)/PYT, where PYT represents the average total operation time of the vehicle between consecutive maintenance events.

[0099] As shown in FIG. 2, a system for detecting rotary transformer performance based on data analysis includes the following modules:

[0100] Interference Feature Extraction Module: This module obtains vehicle usage information during the period between two consecutive maintenance events for the vehicle under test from historical data. It generates interference characteristics of the rotary transformer based on this usage information, which includes the number of vehicle operations, the temperature values of the rotary transformer at different times during each operation, and the vibration state values.

[0101] Related User Vehicle Analysis Module **: This module obtains the status characteristics of the rotary transformer during each maintenance of the vehicle under test. It constructs the relationship function of winding variables with vehicle operation time, analyzes the deviation between the constructed relationship function and the corresponding functions in the database for vehicles that have undergone rotary transformer replacement, and obtains a set of related user vehicles.

[0102] Rotary Transformer Lifespan Prediction Module: This module combines the interference characteristics of the rotary transformer, based on the vehicle usage information, with the fluctuation range of resistance values corresponding to each winding of the rotary transformer, to obtain the bump open-circuit risk resistance variation for the vehicle under test. The bump open-circuit risk resistance variation of the vehicle under test is then substituted into the relationship function of winding variables with operation time for each related user vehicle in the set. The average value of the results for each operation time is recorded as the effective operational lifespan of the rotary transformer in the vehicle under test.

[0103] Fault Risk Warning Module: This module calculates the fault risk impact value of the rotary transformer at the current time based on its total usage time and effective operational lifespan from historical data. If the fault risk impact value is below the risk threshold, it generates a pre-warning message for rotary transformer replacement and sends this message to the user's mobile terminal via a wireless communication network, where the wireless communication network includes any of 4G, 5G, and WiFi.

[0104] The related user vehicle analysis module includes a status characteristic extraction unit, a winding variable function analysis unit, and a related user vehicle set generation unit.

[0105] The status characteristic extraction unit obtains the status characteristics of the rotary transformer during each maintenance, including the resistance values of the excitation winding, sine winding, and cosine winding.

[0106] The winding variable function analysis unit constructs the relationship function of winding variables with vehicle operation time, where the winding variables are defined as the maximum differences between the resistance values of the excitation winding, sine winding, and cosine winding, and their respective initial resistance values, with different resistance values for the excitation winding, sine winding, and cosine winding stored in the database.

[0107] The related user vehicle set generation unit analyzes the deviation between the constructed relationship function and the corresponding functions in the database for vehicles that have undergone rotary transformer replacement, thereby obtaining the related user vehicle set.

[0108] It should be noted that relational terms such as first and second are used solely to distinguish one entity or operation from another, without necessarily requiring or implying any actual relationship or order between such entities or operations. Furthermore, the terms include, comprise, or any other variations thereof are intended to cover a non-exclusive inclusion, so that a process, method, item, or apparatus that includes a list of elements not only includes those elements but may also include other elements not explicitly listed, or may include elements inherent to such process, method, item, or apparatus.

[0109] Finally, it should be understood that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the invention. Although the invention has been described in detail with reference to the foregoing embodiments, those skilled in the art may still make modifications to the technical solutions described in the foregoing embodiments or make equivalent substitutions for some technical features. Any modifications, equivalent replacements, or improvements made within the spirit and principles of the present invention should be included within the scope of the present invention.