Method and device for determining brake reservoir pressure of motor train unit

Abstract

The application provides a method and device for determining the pressure of a brake air cylinder of a motor train unit. The method comprises: obtaining real-time data of a brake air cylinder pressure sensor and determining a sensor state result based on the real-time data; if the sensor state result is that pressure value estimation is required, opening the air charging valve and the air discharging valve of the electromagnetic valve according to a preset valve opening time to obtain a real-time pre-control pressure increase value; and determining a brake air cylinder pressure estimation value using the real-time pre-control pressure increase value based on a previously determined corresponding relationship between the pre-control pressure increase value and the air cylinder pressure value. The application uses the hysteresis characteristic of brake cylinder pressure changes and controls the operation of the electromagnetic valve to determine the brake air cylinder pressure value without relying on the sensor, which comprehensively diagnoses the brake air cylinder pressure value, identifies common faults, meets the brake air cylinder pressure diagnosis requirements, and improves the accuracy, comprehensiveness and usability of the pressure value diagnosis.

Description

Technical Field

[0001] This invention relates to the field of high-speed train brake cylinder technology, and more particularly to a method and apparatus for determining the pressure of a high-speed train brake cylinder. Background Technology

[0002] The brake air cylinders in high-speed trains directly supply compressed air to the friction braking system, which is driven by pneumatic components. The pressure of these air cylinders directly affects the effectiveness of friction braking. Insufficient brake air cylinder pressure will cause friction braking to be applied too slowly or not at all, while excessive pressure will reduce the control efficiency of friction braking and increase energy consumption. Therefore, all current high-speed train models are equipped with brake air cylinder pressure sensors. These sensors convert physical pressure values ​​into voltage or current signals, which are then converted into digital values ​​by the AD converter of the electronic brake control unit (MCU) for online pressure calculation and diagnosis.

[0003] Currently, brake cylinder pressure is calculated using a linear transformation. The brake cylinder pressure value in the software equals the A / D converted value multiplied by the linear transformation slope, and then added to the linear transformation intercept. Existing diagnostic methods primarily rely on range judgment. For example, the A / D converted value is used to calculate the original sensor current value based on a corresponding relationship. If the current value is outside the 4-20mA range, a fault is reported; or if the calculated pressure value is less than a certain standard, it is considered that the brake cylinder pressure cannot meet the friction braking requirements, and an unusable fault is reported. These methods achieve brake cylinder pressure diagnosis to some extent, but they still cannot effectively diagnose abnormal phenomena in actual vehicle use. For instance, when the air compressor continues running, causing the actual brake cylinder pressure to be too high, it can still support friction braking, but a false fault is reported because the sensor current value exceeds the limit; or when the pressure value remains constant for a long period due to sensor abnormalities, the actual pressure value cannot be determined, and it is difficult to distinguish between this "constant" pressure and the truly constant pressure value under low-pressure steady-state conditions. Furthermore, in practical applications, abnormal pressure value fluctuations caused by sensor value drift or electromagnetic interference frequently occur. Although intelligent diagnostic methods such as wavelet analysis, neural networks, and support vector machines have some applications in sensor fault diagnosis, these methods are difficult to make significant progress in online applications due to objective requirements such as the processing power of the vehicle's MCU and operational safety. Summary of the Invention

[0004] To address the problems existing in the prior art, the main objective of this invention is to provide a method and apparatus for determining the pressure of the brake cylinder of a high-speed train, enabling the determination of the brake cylinder pressure value without relying on sensors, and meeting the future needs for brake cylinder pressure diagnosis of high-speed trains.

[0005] To achieve the above objectives, embodiments of the present invention provide a method for determining the pressure of the brake cylinder of a high-speed train, the method comprising:

[0006] Acquire real-time data from the brake cylinder pressure sensor and determine the sensor status based on the real-time data.

[0007] If the sensor status indicates that pressure value estimation is required, then the opening of the air charging valve and the air exhaust valve in the solenoid valve are controlled according to the preset valve start time to obtain the real-time pre-controlled pressure rise value.

[0008] Based on the pre-measured correlation between the pre-controlled pressure rise value and the air cylinder pressure value, the estimated value of the brake air cylinder pressure is determined using the real-time pre-controlled pressure rise value.

[0009] Optionally, in one embodiment of the present invention, acquiring real-time data from the brake cylinder pressure sensor and determining the sensor status result based on the real-time data from the brake cylinder pressure sensor includes:

[0010] The real-time brake cylinder pressure value and its corresponding constant time are obtained, and the sensor fault result is determined based on the preset time threshold and the real-time brake cylinder pressure value.

[0011] If the sensor fault result indicates a fault, then the sensor status result indicates that pressure value estimation is required.

[0012] Optionally, in one embodiment of the present invention, the method further includes: obtaining a brake cylinder pressure sensor fault warning result based on the brake cylinder pressure estimate and the real-time brake cylinder pressure value.

[0013] Optionally, in one embodiment of the present invention, if the sensor status result indicates that pressure value estimation is required, then controlling the opening of the air charging valve and the air exhaust valve in the solenoid valve according to the preset valve start time includes:

[0014] If the sensor status indicates that pressure value estimation is required, then determine the current operating condition of the brake cylinder.

[0015] If it is known that the current operating condition of the brake cylinder is non-braking or pure electric braking, then the opening of the charging valve and the exhaust valve in the solenoid valve are controlled according to the preset valve start time.

[0016] Optionally, in one embodiment of the present invention, the correspondence between the pre-controlled pressure rise value and the air cylinder pressure value is obtained in the following manner:

[0017] Based on preset interval values ​​and preset pressure ranges, determine multiple air cylinder pressure values;

[0018] Under different air cylinder pressure values, the air charging valve and air exhaust valve in the solenoid valve are controlled to open according to the preset valve start time, so as to obtain the pre-controlled pressure rise value corresponding to each air cylinder pressure value.

[0019] Based on the pre-controlled pressure rise value corresponding to each air cylinder pressure value, determine the correspondence between the pre-controlled pressure rise value and the air cylinder pressure value.

[0020] This invention also provides a device for determining the pressure of the brake cylinder of a high-speed train, the device comprising:

[0021] The sensor status module is used to acquire real-time data from the brake cylinder pressure sensor and determine the sensor status result based on the real-time data from the brake cylinder pressure sensor.

[0022] The pressure rise module is used to control the opening of the air charging valve and the air exhaust valve in the solenoid valve according to the preset valve start time if the sensor status result indicates that pressure value estimation is required, so as to obtain the real-time pre-controlled pressure rise value.

[0023] The pressure estimation module is used to determine the brake cylinder pressure estimate by using the real-time pre-control pressure rise value based on the correspondence between the pre-measured pre-control pressure rise value and the cylinder pressure value.

[0024] Optionally, in one embodiment of the present invention, the sensor status module includes:

[0025] The sensor fault unit is used to acquire the real-time brake cylinder pressure value and its corresponding constant time, and to determine the sensor fault result based on the preset time threshold and the real-time brake cylinder pressure value.

[0026] The sensor status unit is used to determine that a pressure value estimation is needed if the sensor fault result indicates a fault has occurred.

[0027] Optionally, in one embodiment of the present invention, the device further includes: a fault warning module, used to obtain a fault warning result of the brake cylinder pressure sensor based on the estimated value of the brake cylinder pressure and the real-time value of the brake cylinder pressure.

[0028] Optionally, in one embodiment of the present invention, the pressure rise value module includes:

[0029] The air cylinder operating condition unit is used to determine the current operating condition of the brake air cylinder if the sensor status result indicates that pressure value estimation is required.

[0030] The valve starting unit is used to control the opening of the air charging valve and the air exhaust valve in the solenoid valve according to the preset valve starting time if it is known that the current working condition of the brake cylinder is non-braking or pure electric braking.

[0031] Optionally, in one embodiment of the present invention, the apparatus further includes:

[0032] The air cylinder pressure value module is used to determine multiple air cylinder pressure values ​​based on preset interval values ​​and preset pressure ranges;

[0033] The valve control module is used to control the opening of the air charging valve and the air exhaust valve in the solenoid valve according to the preset valve start time under different air cylinder pressure values, so as to obtain the pre-controlled pressure rise value corresponding to each air cylinder pressure value.

[0034] The correspondence module is used to determine the correspondence between the pre-control pressure rise value and the air cylinder pressure value based on the pre-control pressure rise value corresponding to each air cylinder pressure value.

[0035] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the above-described method.

[0036] The present invention also provides a computer-readable storage medium storing a computer program for performing the above-described methods.

[0037] The present invention also provides a computer program product, including a computer program / instructions, which, when executed by a processor, implement the steps of the above-described method.

[0038] This invention utilizes the hysteresis characteristic of brake cylinder pressure changes and combines it with the control of solenoid valve operation to achieve the determination of brake cylinder pressure value without relying on sensors. It enables more comprehensive diagnosis of brake cylinder pressure value, identification of common faults, and determination of whether the pressure sensor is working properly. This meets the future needs of brake cylinder pressure diagnosis for high-speed trains and improves the accuracy, comprehensiveness, and usability of pressure value diagnosis. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This is a schematic diagram of the pneumatic circuit of a high-speed train.

[0041] Figure 2 This is a flowchart illustrating a method for determining the pressure of a high-speed train's brake cylinder according to an embodiment of the present invention;

[0042] Figure 3 This is a flowchart illustrating the process of determining the sensor state result in an embodiment of the present invention;

[0043] Figure 4 This is a flowchart of valve opening control in an embodiment of the present invention;

[0044] Figure 5This is a flowchart illustrating the corresponding relationships obtained in an embodiment of the present invention;

[0045] Figure 6 This is a flowchart illustrating the application and release of friction braking under non-emergency braking conditions in an embodiment of the present invention.

[0046] Figure 7 This is a flowchart illustrating the pressure value estimation method in an embodiment of the present invention.

[0047] Figure 8 This is a flowchart illustrating the diagnostic method in an embodiment of the present invention.

[0048] Figure 9 This is a schematic diagram of a device for determining the pressure of a brake cylinder in a high-speed train according to an embodiment of the present invention;

[0049] Figure 10 This is a schematic diagram of the sensor status module in an embodiment of the present invention;

[0050] Figure 11 This is a schematic diagram of the structure of the EMU brake cylinder pressure determination device in another embodiment of the present invention;

[0051] Figure 12 This is a schematic diagram of the pressure rise value module in an embodiment of the present invention;

[0052] Figure 13 This is a schematic diagram of the structure of the EMU brake cylinder pressure determination device in another embodiment of the present invention;

[0053] Figure 14 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0054] This invention provides a method and apparatus for determining the pressure of the brake cylinder of a high-speed train.

[0055] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0056] like Figure 1The diagram shows a partial pneumatic circuit schematic of a certain high-speed train. Compressed air from the brake cylinder flows into the brake control module through a pipeline in the direction of the arrow in the lower left corner of the diagram. This provides the air source for the brake pre-control pressure control of the EP (electro-pneumatic conversion valve) solenoid valve (module 04 in the diagram, within the dashed box) and the pressure transformation of the relay valve (module 13 in the diagram, in the lower right corner). 15 in the diagram is the brake cylinder pressure sensor. Since the compressed air is directly supplied to port R of the relay valve, the brake cylinder pressure is also called the R pressure.

[0057] When the train applies friction braking under non-emergency braking conditions, the air inlet valve 1 and air outlet valve 2 in the EP solenoid valve 04, through opening and closing operations, use the R pressure as a source to adjust the input pressure at the Cv port of the relay valve (measured by the Cv pressure sensor in 01) to the set pre-control pressure. Simultaneously, the relay valve also uses the R pressure as a source. Based on the input pressure at the Cv port, a proportionally proportionally amplified pressure is output at the C port to supply the brake cylinder. The normal range of the R pressure value for a typical train is between 550 kPa and 1000 kPa. When the R pressure is too low, the EP solenoid valve 04 needs to be open for a long time before the Cv pressure reaches the set value, and the adjustment time for the C pressure value also increases. When the R pressure value is too high, it can easily cause overshoot in the EP solenoid valve 04, resulting in frequent valve operation, leading to control instability and increased energy consumption.

[0058] Figure 1 In section 03, the emergency solenoid valve is used. During non-emergency braking, the Cv1 pressure sensor value of pressure sensor 3 in EP solenoid valve 04 is basically the same as the Cv pressure sensor value of section 01. The brake cylinder pressure sensor 15 typically converts the pressure into a 4 to 20 mA current signal, which is then transmitted to the electronic brake control system MCU. After 10 to 12 bit AD conversion, the signal is used by the control / diagnostic system.

[0059] like Figure 2 The diagram shows a flowchart of a method for determining the pressure of a high-speed train's brake cylinder according to an embodiment of the present invention. The execution subject of this method includes, but is not limited to, a computer. This invention utilizes the hysteresis characteristic of brake cylinder pressure changes, combined with the control of the solenoid valve's operation, to achieve sensor-free determination of the brake cylinder pressure value. This allows for more comprehensive diagnosis of the brake cylinder pressure value, identification of common faults, and determination of whether the pressure sensor is functioning properly. It meets the future needs of high-speed train brake cylinder pressure diagnosis, improving the accuracy, comprehensiveness, and usability of pressure value diagnosis. The method shown in the diagram includes:

[0060] Step S1: Obtain real-time data from the brake cylinder pressure sensor and determine the sensor status result based on the real-time data from the brake cylinder pressure sensor.

[0061] Step S2: If the sensor status result indicates that pressure value estimation is required, then according to the preset valve start time, control the opening of the air charging valve and the air exhaust valve in the solenoid valve respectively to obtain the real-time pre-controlled pressure rise value.

[0062] Step S3: Based on the pre-measured correlation between the pre-controlled pressure rise value and the air cylinder pressure value, determine the estimated value of the brake air cylinder pressure using the real-time pre-controlled pressure rise value.

[0063] The real-time data from the brake cylinder pressure sensor can include the real-time pressure value of the brake cylinder and its corresponding constant time, etc. The sensor status is determined based on the real-time data. For example, if the fluctuation of the real-time pressure value of the brake cylinder exceeds a preset range, or if the constant time corresponding to a specific real-time pressure value is too long, it can be determined that the sensor is malfunctioning or the pressure value needs calibration, and the sensor status result is determined to be that pressure value estimation is required. If there are no abnormalities in the real-time data of the brake cylinder, the sensor status result is determined to be that pressure value estimation is not required.

[0064] Furthermore, in addition to situations where the sensor malfunctions, routine sensor calibration can be performed manually or at preset intervals. Alternatively, if the real-time data of the brake cylinder pressure sensor fluctuates beyond a preset range, the sensor can be identified as needing calibration, and pressure values ​​can then be estimated.

[0065] Specifically, taking a sensor malfunction as an example, the sensor is used to obtain the real-time pressure value of the brake cylinder, i.e., the real-time brake cylinder pressure value. If the real-time brake cylinder pressure value remains unchanged, the time during which it remains unchanged is timed, thereby obtaining the constant time corresponding to the real-time brake cylinder pressure value.

[0066] Furthermore, the constant time is compared with a preset time threshold. If the constant time exceeds the preset time threshold, for example, more than 1 minute, the sensor is considered to be faulty, and the generated sensor fault result is "faulty," thus determining that the sensor status result requires pressure value estimation. Conversely, if the constant time does not exceed the preset time threshold, the sensor is considered not faulty, and the generated sensor fault result is "no fault," thus determining that the sensor status result does not require pressure value estimation.

[0067] Furthermore, if the sensor status indicates that pressure estimation is required, the charging and exhaust valves in the solenoid valve are controlled according to the preset valve activation times, namely the charging valve opening time and the exhaust valve opening time. Specifically, under different brake cylinder pressure values, after valve control according to the preset valve activation times, the pre-controlled pressure rise value is fixed.

[0068] Specifically, after controlling the valve start according to the opening time of the air charging valve and the opening time of the air exhaust valve, the pre-controlled pressure rise value is obtained. Using the correspondence between the pre-controlled pressure rise value and the air cylinder pressure value, the corresponding brake air cylinder pressure estimate value is determined.

[0069] As one embodiment of the present invention, such as Figure 3 As shown, real-time data from the brake cylinder pressure sensor is acquired, and the sensor status is determined based on this data, including:

[0070] Step S21: Obtain the real-time brake cylinder pressure value and its corresponding constant time, and determine the sensor fault result based on the preset time threshold and the real-time brake cylinder pressure value.

[0071] Step S22: If the sensor fault result is that a fault has occurred, then the sensor status result is determined to require pressure value estimation.

[0072] In this embodiment, the method further includes: obtaining a brake cylinder pressure sensor fault warning result based on the brake cylinder pressure estimate and the real-time brake cylinder pressure value.

[0073] Specifically, the estimated brake cylinder pressure is compared with the real-time brake cylinder pressure. If the absolute value of the difference exceeds a preset threshold (e.g., 5 kPa), the brake cylinder is considered faulty, and the generated brake cylinder pressure sensor fault warning result indicates a fault. Therefore, the sensor status indicates that pressure estimation is required. Conversely, if the absolute value of the difference does not exceed the preset threshold, the brake cylinder is considered not faulty, and the generated brake cylinder pressure sensor fault warning result indicates no fault. Therefore, the sensor status indicates that pressure estimation is not required.

[0074] As one embodiment of the present invention, such as Figure 4 As shown, if the sensor status indicates that pressure value estimation is required, then according to the preset valve start time, the opening of the air charging valve and the air exhaust valve in the solenoid valve are controlled respectively, including:

[0075] Step S31: If the sensor status result indicates that pressure value estimation is required, then determine the current operating condition of the brake cylinder.

[0076] Step S32: If it is known that the current operating condition of the brake cylinder is non-braking or pure electric braking, then the opening of the charging valve and the exhaust valve in the solenoid valve are controlled according to the preset valve start time.

[0077] If the sensor status indicates a need for pressure estimation (e.g., a sensor fault indicates a malfunction), the current operating condition of the brake cylinder must be determined before initiating valve control. If the brake cylinder is currently in a non-braking or purely electric braking condition, the charging and exhaust valves in the solenoid valve will be opened according to the preset valve initiation time. Conversely, if the current operating condition is neither non-braking nor purely electric braking, valve initiation control cannot be performed.

[0078] As one embodiment of the present invention, such as Figure 5 As shown, the correspondence between the pre-controlled pressure rise value and the air cylinder pressure value is obtained in the following way:

[0079] Step S41: Determine multiple air cylinder pressure values ​​based on preset interval values ​​and preset pressure ranges;

[0080] Step S42: Under different air cylinder pressure values, according to the preset valve start time, control the opening of the air charging valve and air exhaust valve in the solenoid valve respectively to obtain the pre-controlled pressure rise value corresponding to each air cylinder pressure value;

[0081] Step S43: Determine the correspondence between the pre-controlled pressure rise value and the air cylinder pressure value based on the pre-controlled pressure rise value corresponding to each air cylinder pressure value.

[0082] In this embodiment, the objective of this invention is to estimate the brake cylinder pressure value without relying on the brake cylinder pressure sensor value, diagnose the pressure value based on the estimation result, and provide early warning of potential faults in the brake cylinder pressure sensor. Specifically, as follows: [The remaining text appears to be a separate, unrelated section.] Figure 1 Taking an example, when the pneumatic structure remains unchanged and the Cv1 pressure is 0, the rise in Cv1 / Cv pressure varies after the charging valve in the EP solenoid valve is opened for a certain period of time under different brake cylinder pressure values ​​R. This invention uses the rise in Cv1 / Cv pressure to estimate the R pressure value, letting {r0,r1,...,r...} n To satisfy r0 > 550 kPa, r n <1000kPa, and r i -r j = a sequence of R pressure values ​​s (0≤j<i≤n, ij=1), where s is any adjacent r i With r j The pressure difference between them, such as s, can be taken as 5 kPa. When the pressure value of R is r k At that time, the air charging valve in the control EP solenoid valve opens for time t0 and then closes, causing the Cv1 pressure to rise to p. k kpa, let {r0,r1,...,r nThe pressure rise value of Cv1 obtained after implementing the above method is {pcv10,pcv11,...,pcv1}. n}. Then for any pcv1 s Satisfy pcv1 q <pcv1 s <pcv1 p ,and pcv1 q pcv1 p ∈{pcv10,pcv11,...,pcv1 n}, pq=1, its corresponding pressure value R is r s It can be estimated as follows:

[0083]

[0084] Among them, the estimated value of brake cylinder pressure is determined by using the correspondence between the pre-control pressure rise value and the cylinder pressure value expressed by formula (1).

[0085] In a specific embodiment of the present invention, such as Figure 6 , Figure 7 and Figure 8 As shown, the application and release procedures of friction braking under non-emergency braking are explained respectively (based on...). Figure 1 The calculation process for pressure value estimation methods and the workflow for diagnostic methods.

[0086] In this embodiment, the specific implementation of the present invention is divided into two parts: pre-delivery testing and programming (i.e., determining the correspondence between the pre-control pressure rise value and the air cylinder pressure value), and estimation and diagnosis of the brake air cylinder pressure value during train operation.

[0087] The specific process for determining the correspondence between the pre-controlled pressure rise value and the air cylinder pressure value includes:

[0088] (1) Using the same pneumatic system as the actual vehicle, the pressure of the brake cylinder R is adjusted to a value between 550 kPa and 1000 kPa at certain pressure differences before each test. For example, if the pressure difference is 5 kPa, there are a total of 91 values.

[0089] (2) Under the current R pressure value, control the air charging solenoid valve in the EP solenoid valve to open for a specified time (e.g., 10ms, the specific time depends on the characteristics of the EP solenoid valve) and then close it. Wait for a specified time (e.g., 500ms, which can be adjusted according to the actual test situation), and then open the exhaust solenoid valve for a specified time (e.g., 50ms, which can be adjusted according to the specific pressure drop) to empty the Cv1 pressure. Repeat this process multiple times and take the average value to obtain the corresponding Cv1 pressure rise value under all R pressure value sequences, i.e., the sequence {pcv10,pcv11,...,pcv1...}n}, and write it into the braking control software.

[0090] The process for estimating and diagnosing the brake cylinder pressure during train operation is as follows:

[0091] (1) Determine whether the brake cylinder pressure needs to be estimated under the current working condition. Taking the brake cylinder pressure value as constant as an example: If the brake cylinder pressure value is constant, the judgment standard can be set according to the current pressure value and constant time. If the constant time under a certain pressure value exceeds the set value, it is considered that the pressure sensor may be faulty and the pressure value needs to be estimated.

[0092] (2) Perform operating condition judgment to determine whether the current operating condition meets the requirements for brake cylinder pressure value estimation. When the train is in non-braking or pure electric braking conditions, brake cylinder pressure value estimation can be performed.

[0093] (3) Begin estimating the brake cylinder pressure value. Following the procedure described above, control the operation of the charging valve and exhaust valve in the EP solenoid valve to obtain the Cv1 pressure rise value, i.e., pcv1 mentioned above. s Simultaneously, the change in Cv pressure value is used to verify whether the Cv1 pressure value is collected normally. Based on the increase value of pcv1... s Based on the existing sequence stored in the program, the estimated value of the brake cylinder pressure corresponding to the current rising value is calculated according to formula (1).

[0094] (4) Based on the estimated pressure value of the brake cylinder and the real-time pressure value given by the brake cylinder pressure sensor, determine the status of the brake cylinder pressure sensor and issue a corresponding fault warning.

[0095] The brake cylinder pressure estimation method provided by this invention does not rely on a pressure sensor. The estimated pressure value can be verified against the pressure sensor sampling value. Based on this, the brake cylinder pressure value can be diagnosed more comprehensively, and the identification of common faults such as static R pressure value, R pressure sensor being affected by electromagnetic interference and drift can be achieved, thus improving the accuracy, comprehensiveness and usability of pressure value diagnosis.

[0096] The brake cylinder pressure estimation method provided by this invention is an online method with better real-time performance. The estimation process does not require additional time or special operating conditions. It utilizes the electric braking during train braking and the self-checking process during vehicle startup, and has good economic efficiency.

[0097] The estimation method proposed in this invention utilizes the hysteresis characteristic of brake cylinder pressure changes, which has virtually no impact on brake cylinder pressure and will not cause false alarms related to faults. The pressure value calculation method adopts indicators of other pressure change processes and uses data from two sensors, Cv1 pressure and Cv pressure, to cross-verify each other, thus having high reliability.

[0098] After calculating the brake cylinder pressure R using the estimation method proposed in this invention, the brake control strategy can be adjusted according to the R pressure value, reducing the number of EP solenoid valve actions when adjusting the pre-control pressure, reducing the brake control response time and system energy consumption, and increasing the service life of the solenoid valve.

[0099] like Figure 9 The figure shows a schematic diagram of a device for determining the pressure of a brake cylinder in a high-speed train according to an embodiment of the present invention. The device shown in the figure includes:

[0100] The sensor status module 10 is used to acquire real-time data from the brake cylinder pressure sensor and determine the sensor status result based on the real-time data from the brake cylinder pressure sensor.

[0101] The pressure rise module 20 is used to control the opening of the air charging valve and the air exhaust valve in the solenoid valve according to the preset valve start time if the sensor status result indicates that pressure value estimation is required, so as to obtain the real-time pre-controlled pressure rise value.

[0102] The pressure estimation module 30 is used to determine the brake cylinder pressure estimate by using the real-time pre-control pressure rise value based on the correspondence between the pre-measured pre-control pressure rise value and the cylinder pressure value.

[0103] As one embodiment of the present invention, such as Figure 10 As shown, the sensor status module 10 includes:

[0104] The sensor fault unit 11 is used to acquire the real-time brake cylinder pressure value and its corresponding constant time, and to determine the sensor fault result based on the preset time threshold and the real-time brake cylinder pressure value.

[0105] The sensor status unit 12 is used to determine that the sensor status result requires pressure value estimation if the sensor fault result is that a fault has occurred.

[0106] In this embodiment, as Figure 11 As shown, the device also includes a fault warning module 40, which is used to obtain a fault warning result of the brake cylinder pressure sensor based on the estimated brake cylinder pressure value and the real-time brake cylinder pressure value.

[0107] As one embodiment of the present invention, such as Figure 12 As shown, the pressure rise value module 20 includes:

[0108] The air cylinder operating condition unit 21 is used to determine the current operating condition of the brake air cylinder if the sensor status result indicates that pressure value estimation is required.

[0109] The valve starting unit 22 is used to control the opening of the air charging valve and the air exhaust valve in the solenoid valve according to the preset valve starting time if it is known that the current working condition of the brake cylinder is non-braking or pure electric braking.

[0110] As one embodiment of the present invention, such as Figure 13 As shown, the device also includes:

[0111] The air cylinder pressure value module 50 is used to determine multiple air cylinder pressure values ​​based on preset interval values ​​and preset pressure ranges;

[0112] The valve control module 60 is used to control the opening of the air charging valve and the air exhaust valve in the solenoid valve according to the preset valve start time under different air cylinder pressure values, so as to obtain the pre-controlled pressure rise value corresponding to each air cylinder pressure value.

[0113] The correspondence module 70 is used to determine the correspondence between the pre-control pressure rise value and the air cylinder pressure value based on the pre-control pressure rise value corresponding to each air cylinder pressure value.

[0114] Based on the same concept as the aforementioned method for determining the pressure of a train's brake cylinder, this invention also provides a device for determining the pressure of a train's brake cylinder. Since the principle by which this device for determining the pressure of a train's brake cylinder solves the problem is similar to that of the aforementioned method, the implementation of this device can be found in the implementation of the aforementioned method, and will not be repeated here.

[0115] This invention utilizes the hysteresis characteristic of brake cylinder pressure changes and combines it with the control of solenoid valve operation to achieve the determination of brake cylinder pressure value without relying on sensors. It enables more comprehensive diagnosis of brake cylinder pressure value, identification of common faults, and determination of whether the pressure sensor is working properly. This meets the future needs of brake cylinder pressure diagnosis for high-speed trains and improves the accuracy, comprehensiveness, and usability of pressure value diagnosis.

[0116] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the above-described method.

[0117] The present invention also provides a computer program product, including a computer program / instructions, which, when executed by a processor, implement the steps of the above-described method.

[0118] The present invention also provides a computer-readable storage medium storing a computer program for performing the above-described methods.

[0119] like Figure 14As shown, the electronic device 600 may also include: a communication module 110, an input unit 120, an audio processor 130, a display 160, and a power supply 170. It is worth noting that the electronic device 600 does not necessarily need to include these components. Figure 14 All components shown; in addition, the electronic device 600 may also include Figure 14 For components not shown, please refer to existing technologies.

[0120] like Figure 14 As shown, the central processing unit 100, sometimes also referred to as a controller or operating control, may include a microprocessor or other processor device and / or logic device. The central processing unit 100 receives inputs and controls the operation of various components of the electronic device 600.

[0121] The memory 140 may be, for example, one or more of a cache, flash memory, hard drive, removable media, volatile memory, non-volatile memory, or other suitable devices. It may store the aforementioned failure-related information, and also store a program for executing that information. The central processing unit 100 may execute the program stored in the memory 140 to perform information storage or processing, etc.

[0122] Input unit 120 provides input to central processing unit 100. Input unit 120 may be, for example, a keypad or touch input device. Power supply 170 provides power to electronic device 600. Display 160 displays images and text. Display may be, for example, an LCD display, but is not limited thereto.

[0123] The memory 140 can be a solid-state memory, such as a read-only memory (ROM), random access memory (RAM), a SIM card, etc. It can also be a memory that retains information even when power is off, can be selectively erased, and contains more data; examples of this type of memory are sometimes referred to as EPROMs. The memory 140 can also be some other type of device. The memory 140 includes a buffer memory 141 (sometimes referred to as a buffer). The memory 140 may include an application / function storage unit 142 for storing application programs and function programs or processes for executing the operation of the electronic device 600 via the central processing unit 100.

[0124] The memory 140 may also include a data storage unit 143 for storing data, such as contacts, digital data, pictures, sounds, and / or any other data used by the electronic device. The driver storage unit 144 of the memory 140 may include various drivers for the electronic device's communication functions and / or for performing other functions of the electronic device (such as messaging applications, address book applications, etc.).

[0125] The communication module 110 is a transmitter / receiver 110 that transmits and receives signals via antenna 111. The communication module (transmitter / receiver) 110 is coupled to the central processing unit 100 to provide input signals and receive output signals, which can be the same as in a conventional mobile communication terminal.

[0126] Based on different communication technologies, multiple communication modules 110 can be configured in the same electronic device, such as cellular network modules, Bluetooth modules, and / or wireless LAN modules. The communication module (transmitter / receiver) 110 is also coupled to a speaker 131 and a microphone 132 via an audio processor 130 to provide audio output via the speaker 131 and receive audio input from the microphone 132, thereby enabling typical telecommunications functions. The audio processor 130 may include any suitable buffer, decoder, amplifier, etc. Additionally, the audio processor 130 is coupled to a central processing unit 100, enabling on-device recording via the microphone 132 and on-device playback of stored audio via the speaker 131.

[0127] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0128] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0129] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0130] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0131] Specific embodiments have been used to illustrate the principles and implementation methods of this invention. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this invention. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A method for determining the pressure of the brake cylinder in a high-speed train, characterized in that, The method includes: Acquire real-time data from the brake cylinder pressure sensor, and determine the sensor status result based on the real-time data from the brake cylinder pressure sensor. The sensor status result includes whether pressure value estimation is required or not. If the sensor status result indicates that pressure value estimation is required, then the opening of the air charging valve and the air exhaust valve in the solenoid valve are controlled according to the preset fixed short pulse width to obtain the real-time pre-controlled pressure rise value; wherein, the fixed short pulse width is the preset opening time of the air charging valve within a single valve control cycle; Based on the pre-measured correlation between the pre-controlled pressure rise value and the air cylinder pressure value, the estimated value of the brake air cylinder pressure is determined using the real-time pre-controlled pressure rise value; wherein, the estimated value of the brake air cylinder pressure is used to verify or warn of the fault status of the brake air cylinder pressure sensor.

2. The method according to claim 1, characterized in that, The process of acquiring real-time data from the brake cylinder pressure sensor and determining the sensor status result based on the real-time data includes: The real-time brake cylinder pressure value and its corresponding constant time are obtained, and the sensor fault result is determined according to the preset time threshold and the real-time brake cylinder pressure value. If the sensor fault result indicates a fault has occurred, then the sensor status result is determined to require pressure value estimation.

3. The method according to claim 2, characterized in that, The method further includes: obtaining a brake cylinder pressure sensor fault warning result based on the estimated brake cylinder pressure value and the real-time brake cylinder pressure value.

4. The method according to claim 1, characterized in that, If the sensor status result indicates that pressure value estimation is required, then according to the preset valve start time, the opening of the air charging valve and the air exhaust valve in the solenoid valve are controlled respectively, including: If the sensor status result indicates that pressure value estimation is required, then the current operating condition of the brake cylinder is determined. If it is known that the current operating condition of the brake cylinder is non-braking or pure electric braking, then the opening of the charging valve and the exhaust valve in the solenoid valve are controlled according to the preset valve start time.

5. The method according to claim 1, characterized in that, The correspondence between the pre-controlled pressure rise value and the air cylinder pressure value is obtained in the following way: Based on preset interval values ​​and preset pressure ranges, determine multiple air cylinder pressure values; Under different air cylinder pressure values, according to the preset valve start time, the air charging valve and air exhaust valve in the solenoid valve are controlled to open respectively, so as to obtain the pre-controlled pressure rise value corresponding to each air cylinder pressure value; Based on the pre-controlled pressure rise value corresponding to each air cylinder pressure value, determine the correspondence between the pre-controlled pressure rise value and the air cylinder pressure value.

6. A device for determining the pressure of a brake cylinder in a high-speed train, characterized in that, The device includes: The sensor status module is used to acquire real-time data from the brake cylinder pressure sensor and determine the sensor status result based on the real-time data from the brake cylinder pressure sensor. The sensor status result includes whether pressure value estimation is required or not. The pressure rise module is used to control the opening of the air charging valve and the air exhaust valve in the solenoid valve according to a preset fixed short pulse width if the sensor status result indicates that pressure value estimation is required, so as to obtain the real-time pre-controlled pressure rise value; wherein, the fixed short pulse width is the air charging valve opening time within a preset single valve control cycle; The pressure estimation module is used to determine the brake cylinder pressure estimate based on the correspondence between the pre-measured pre-controlled pressure rise value and the cylinder pressure value, using the real-time pre-controlled pressure rise value; wherein, the brake cylinder pressure estimate value is used to verify or warn of the fault status of the brake cylinder pressure sensor.

7. The apparatus according to claim 6, characterized in that, The sensor status module includes: The sensor fault unit is used to acquire the real-time brake cylinder pressure value and its corresponding constant time, and to determine the sensor fault result based on the preset time threshold and the real-time brake cylinder pressure value. The sensor status unit is used to determine that the sensor status result requires pressure value estimation if the sensor fault result is that a fault has occurred.

8. The apparatus according to claim 7, characterized in that, The device further includes a fault warning module, used to obtain a fault warning result for the brake cylinder pressure sensor based on the estimated brake cylinder pressure value and the real-time brake cylinder pressure value.

9. The apparatus according to claim 6, characterized in that, The pressure rise value module includes: The air cylinder operating condition unit is used to determine the current operating condition of the brake air cylinder if the sensor status result indicates that pressure value estimation is required. The valve starting unit is used to control the opening of the air charging valve and the air exhaust valve in the solenoid valve according to the preset valve starting time if it is known that the current working condition of the brake cylinder is non-braking or pure electric braking.

10. The apparatus according to claim 6, characterized in that, The device further includes: The air cylinder pressure value module is used to determine multiple air cylinder pressure values ​​based on preset interval values ​​and preset pressure ranges; The valve control module is used to control the opening of the air charging valve and the air exhaust valve in the solenoid valve according to the preset valve start time under different air cylinder pressure values, so as to obtain the pre-controlled pressure rise value corresponding to each air cylinder pressure value; The correspondence module is used to determine the correspondence between the pre-control pressure rise value and the air cylinder pressure value based on the pre-control pressure rise value corresponding to each air cylinder pressure value.

11. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method according to any one of claims 1 to 5.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that performs the method according to any one of claims 1 to 5.

13. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the method according to any one of claims 1 to 5.

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