A standardized motor train unit brake system function safety monitoring method

Abstract

The application discloses a kind of standardization motor train brake system function safety monitoring methods, it is related to the safety braking monitoring field of motor train.First, before test, driver confirms that train brake system display touch screen state and brake state are good without fault, in turn, train emergency brake and power car separate relief test, leakage test, train air brake test and power car separate relief test, train electric air brake test, power car separate brake relief test;Train emergency brake and power car separate relief test include emergency brake test, separate relief test and separate relief test completion confirmation, train air brake test and power car separate relief test include sensitivity brake test, continuous pressure test, power car separate relief test and sensitivity relief test;Train electric air brake test includes stability experiment and stage relief test.The application improves the work efficiency of preparation operation, reduces cost;Improve operation and maintenance capacity, increase motor train set use efficiency.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of safety braking monitoring of motor train, in particular to a standardized motor train braking system function safety monitoring method. BACKGROUND

[0002] Safe operation is the primary problem of high-speed train system research and application, and is related to national economy and people's livelihood. As the most critical subsystem of the whole vehicle system, the reliability of the motor train braking system is directly related to the safety of train operation. With the increase of the running speed of Chinese high-speed trains, the braking load increases sharply, and the braking system becomes more complex. Braking function safety test and monitoring are essential functions of high-speed motor train braking system. In order to ensure that the braking system can operate normally and reliably at any time during train operation, the braking test preparation work must be carried out before each train operation, to ensure that the braking system functions normally and improve the safety of train operation.

[0003] In the prior art, the maintenance personnel of the locomotive depot need to check and repair the passenger train before operation or after returning to the depot. The current depot generally adopts the preparation mode of "special inspection and repair, ground and passenger separation", which still stays in the stage of relying on manual simple methods such as visual inspection, hand touch and hammering. This method has the following defects: the braking system function test, as a core link in the preparation process, is crucial to train safety. Although the current depot generally adopts the preparation mode of "special inspection and repair, ground and passenger separation" and relies on manual simple methods such as visual inspection, hand touch and hammering to perform the braking system function test, it does not reflect the characteristics of "professionalization, standardization, standardization, automation, intelligence and energy saving", which restricts the development of preparation work. At the same time, with the substantial improvement of locomotive equipment technology, the existing locomotive technology complexity is easy to cause many safety hazards. The existing technology relies heavily on manual experience and has no unified evaluation standard, which will cause missed inspection, false inspection, untraceable process and unclear responsibility definition, so that hidden dangers cannot be discovered and disposed early. SUMMARY

[0004] The present application provides a standardized motor train braking system function safety monitoring method to solve the problem that the inspection and repair of the train by the maintenance personnel of the locomotive depot before operation or after returning to the depot still stays in the stage of relying on manual simple methods such as visual inspection, hand touch and hammering.

[0005] The application is realized by the following technical scheme: a standardized motor train unit braking system function safety monitoring method, first, the driver confirms that the train braking system display touch screen state and brake state are good and have no faults before the test, and then the train emergency braking and power car separate release test, leakage test, train air brake test and power car separate release test, train electric air brake test are sequentially performed; the train emergency braking and power car separate release test comprises emergency braking test, separate release test and separate release test completion confirmation, and the train air brake test and power car separate release test comprises sensitivity braking test, continuous pressure maintaining test, power car separate release test and sensitivity release test; the train electric air brake test comprises stability test and stage release test; second, the system designs a small item function monitoring method for a train with historical record problem items in the automatic test, which can be performed alone while ensuring the smooth completion of the whole system test, avoids wasting time due to a certain item not passing, increases the flexibility of the test, and shortens the whole test time.

[0006] The safety monitoring method is realized in the following power concentration motor train unit preparation operation and fault diagnosis system, which comprises a vehicle-mounted terminal, remote transmission and ground service, the vehicle-mounted terminal comprises a portable handheld terminal and a computer, can monitor real-time data, and uploads preparation operation data to a server, the preparation operation data comprises logs, reports, audio and video data and pictures of the test process, then selects and distributes the preparation operation content to the handheld terminal through a local area network server, and realizes real-time interaction.

[0007] The motor train unit has two sets of braking systems, one is electric braking, which converts the traction motor into a generator form of work, that is, regenerative braking, and the other is air braking, which converts electric instructions into air instructions to send into the brake cylinder to brake.

[0008] The air braking principle of the certain power concentration motor train unit braking system mainly adopts a three-way valve structure, that is, one-way train pipe, two-way auxiliary air cylinder and three-way brake cylinder, to realize the braking and release test of the train. When the train needs to brake, the train pipe is depressurized, the compressed air in the auxiliary air cylinder pushes the three-way valve piston to move to the left, and after moving to the bottom, the auxiliary air cylinder is connected to the brake cylinder, the compressed air pushes the brake cylinder to produce braking effect; when the train needs to release, the train pipe is pressurized, the three-way valve piston is pushed to move to the right, the auxiliary air cylinder is blocked from being connected to the brake cylinder, the brake cylinder is connected to the atmosphere, and the compressed air is supplemented to the auxiliary air cylinder.

[0009] The function safety monitoring method of the above motor train unit braking system specifically comprises daily inspection test and special repair test, if the driver does not select the test within 5s, the daily inspection test is defaulted, and the specific steps are as follows:

[0010] Before the test, the driver checks the current state of the brake screen through the preparation terminal. If the brake screen state is normal, the brake state is confirmed to ensure that the brake is set correctly before the test, that the power car parking brake is not applied, and that the automatic brake handle (large brake) and the separate brake handle (small brake) are not in the running position, that the equalizing air cylinder is not charged to 600 kPa, and that the brake cylinder is not relieved to 0 kPa. Then start the train emergency braking and power car separate relief test;

[0011] 1) Train emergency braking and power car separate relief test

[0012] ① Emergency braking test:

[0013] During the test, the driver operates according to the prompts. After the tail power car or control car train pipe is charged to 600 kPa constant pressure with a difference of ±10 kPa, the large brake at the operating end is set to the emergency position, the train must have emergency braking effect, and the tail power car brake cylinder pressure is (450±20) kPa.

[0014] If the operating end is set abnormally, the driver is prompted that the large brake is not set to the emergency position. When the large brake is set to the emergency position, the tail power car brake cylinder pressure is 450 kPa, and the emergency braking test is passed.

[0015] ② Separate relief test:

[0016] First, the driver operates the large brake to keep it in the emergency position and operates the power car small brake to the running position to implement single relief, and the power car brake cylinder is relieved to 0 kPa.

[0017] Second, the driver resets the small brake, and the brake cylinder pressure returns to 450 kPa. The separate relief test is passed.

[0018] Finally, the driver sets the large brake to the running position.

[0019] 2) Leakage test

[0020] First, set the brake system at the operating end to single machine mode, set the large brake to the initial braking position, and reduce the equalizing air cylinder by 50 kPa. If the large brake is not set to the running position and the equalizing air cylinder is not reduced by 50 kPa, the driver is prompted by the state information that the large brake is set to the initial position and the equalizing air cylinder is reduced to 550 kPa.

[0021] Then, start the countdown of 60 seconds, maintain pressure for 1 minute, and monitor the train pipe leakage through the preparation terminal. After the countdown is over, the preparation terminal monitors that the total air pipe leakage is 6 kPa within 1 minute, which meets the requirement of not more than 10 kPa, and the train pipe leakage is 12 kPa, which meets the requirement of not more than 20 kPa. The test is passed.

[0022] After the test is completed, the operating end large brake is set to the running position, and the brake system is set to the main service input mode on the display screen in the operating end driver's room;

[0023] 3) Train air brake test and power car separate release test

[0024] ① Sensitivity brake test:

[0025] The driver cuts off the electric air brake at the operating end, the terminal monitoring end monitors the train pipe of the power car / control car at the tail to be charged to a constant pressure of 600 kPa, the large brake is set to the initial brake position with a pressure reduction of 50 kPa, and the train must have a brake action. The sensitivity test is passed;

[0026] ② Continuous pressure maintenance test:

[0027] After the terminal monitoring end monitors the train pipe pressure value to remain unchanged for 3 seconds, the continuous pressure maintenance is 5 minutes, and the countdown is 300 seconds. After the countdown pressure maintenance ends, the terminal monitoring end monitors the train pipe and the auxiliary cylinder of the trailer / control car to have a leakage of less than 20 kPa per minute within 5 minutes of pressure maintenance. The continuous pressure maintenance test is successful;

[0028] ③ Power car separate release test:

[0029] Firstly, the driver keeps the large brake at the initial brake position, and the power car small brake is operated at the running position to implement single release. The terminal monitoring end monitors the power car brake cylinder pressure value, which is 450 kPa at this time. If the brake cylinder pressure decreases from 450 kPa to 0 kPa, the driver operates the reset small brake, and the power car brake cylinder pressure maintains 0 kPa. The power car separate release test is passed;

[0030] ④ Sensitivity release test:

[0031] The driver operates the large brake at the running position, and the train must be released within 1 minute. If the large brake is not set to the running position, the driver is prompted. The power car brake cylinder pressure has been released to 0 kPa, and the sensitivity release test is passed;

[0032] 4) Train electric air brake test

[0033] ① Stability test:

[0034] Firstly, the driver inputs the electric air brake at the operating end, and after the train pipe of the power car / control car at the tail is charged to a constant pressure of 600 kPa, the large brake is set to the full brake position. The train pipe should be reduced by 170 kPa, with a difference of 10 kPa;

[0035] Secondly, confirm that the electric air brake state is "brake", and the train cannot have emergency braking, i.e. the full brake cylinder pressure cannot be (450±20) kPa;

[0036] Finally, if the driver manipulates the brake system to automatically maintain pressure, and the electric air brake state is "pressure maintaining", the train pipe pressure is reduced by 170 kPa, the test is passed;

[0037] ② Stage relief test:

[0038] The driver manipulates the large brake to move from the full braking position to the running position, and the equalizing air cylinder is pressurized, with each pressurization amount being not less than 20 kPa, and the number of movements being not less than 3 times, i.e. the pressure maintaining signal is not less than 3 times from none to presence, including the running position; the driver manipulates the electric air state of the driver's room display screen to alternately display "relief" and "pressure maintaining", and the train pipe pressure is gradually increased and the brake cylinder pressure is gradually decreased;

[0039] a. The large brake is in the full braking position, the equalizing air cylinder is pressurized, and the pressure value changes from 550 kPa to 425 kPa, and the driver manipulates the train electric air state to be "pressure maintaining";

[0040] b. The first pressurization amount of the equalizing air cylinder is 25 kPa, which meets the condition, the driver manipulates the train electric air state to be "pressure maintaining", the train pipe pressure is increased, and the brake cylinder pressure is decreased;

[0041] c. The large brake is moved from the full braking position to the initial braking position, the second pressurization amount of the equalizing air cylinder is 25 kPa, which meets the condition, the driver manipulates the train electric air state to be "pressure maintaining", the train pipe pressure is increased, and the brake cylinder pressure is decreased;

[0042] d. The large brake is moved from the full braking position to the initial braking position, and the driver manipulates the train electric air state to be "relief";

[0043] e. The large brake is moved from the full braking position to the initial braking position, the third pressurization amount of the equalizing air cylinder is 25 kPa, which meets the condition, the driver manipulates the train electric air state to be "pressure maintaining", the train pipe pressure is increased, and the brake cylinder pressure is decreased;

[0044] f. After the large brake is moved from the initial position to the running position, the preparation terminal monitors the train pipe to be pressurized to the constant pressure 425 kPa, which meets the condition, the brake cylinder pressure is gradually decreased three times, and the stage relief test is successful;

[0045] 5) Power car independent brake relief test

[0046] Firstly, the driver manipulates the power car small brake to be in the "full braking position", and the power car must have a braking effect, and the brake cylinder pressure is increased to (300±15) kPa;

[0047] Then, the driver manipulates the small brake to be in the running position, and implements the small brake stage relief, and the brake cylinder pressure is gradually decreased, and the value between 0-300 has a pause, finally, the brake cylinder is relieved to 0 kPa, and the power car independent relief test is passed;

[0048] 6) The ground server system serves as a motor train set preparation operation information sharing platform, can transmit and monitor the preparation information in real time; the system interacts with the terminal equipment in real time through the Web front-end interface access and background service application management, obtains the current test state and final test result of all terminals in real time, stores the test monitoring result into the database, realizes the preparation task checking and preparation operation distribution, dispatches the task to the terminal equipment, further realizes the functions of preparation test process statistics, result statistics, fault analysis and data mining; the user with permission can access the ground server system through the corresponding user name and password, the real-time data visualization interface, through the system user, the preparation test data real-time change can be monitored in real time, the preparation task state interface display can monitor the preparation operation project, the preparation task state, the preparation record and the preparation statistics in real time; the preparation record interface is displayed, through the record, whether the test result of all preparation projects is abnormal and the fault reason can be monitored; the preparation statistics, in addition to the real-time monitoring function, the system can also intuitively display which train is counted and the corresponding preparation test times and test fault occurrence times in the form of a chart.

[0049] Compared with the prior art, the standardized motor train set brake system function safety monitoring method provided by the application can access the vehicle communication network through a handheld terminal device, collect real-time data information of the motor train set, monitor and record the test of the whole train brake in the preparation operation process, realize the whole process visibility of each link and technical parameter of the preparation operation test, real-time controllability, intelligent judgment, and automatic generation of test report, one train one file, to solve the safety hidden danger of the brake system caused by the manual simple test in the existing locomotive preparation operation, and promote the standardization construction of the locomotive preparation operation; and the preparation operation work efficiency is improved by more than 40%, and the cost is reduced by nearly 30%. The application of the system greatly realizes the informatization and intelligent management of the locomotive depot motor train set preparation operation, improves the operation and maintenance capacity, increases the use efficiency of the motor train set, and helps to improve the influence of the railway in the field of transportation. BRIEF DESCRIPTION OF DRAWINGS

[0050] Figure 1 The whole function block diagram of the motor train set brake system test.

[0051] Figure 2 The preparation operation system block diagram of the motor train set brake system test.

[0052] Figures 3-5 The flow chart of the motor train set brake system function test, since the flow chart is too long, it is divided into three attached drawings.

[0053] Figures 6-30 The interface diagram in the whole test process. DETAILED DESCRIPTION

[0054] The application is further described below in combination with specific embodiments.

[0055] A standardized EMU braking system function safety monitoring method, as shown in Figure 1 , first, the driver confirms before the test that the train braking system display touch screen state and brake state are good and have no faults, and then performs train emergency braking and power car separate release test, leakage test, train air brake test and power car separate release test, train electric air brake test, power car separate braking release test; the train emergency braking and power car separate release test includes emergency braking test, separate release test and separate release test completion confirmation, the train air brake test and power car separate release test includes sensitivity braking test, continuous pressure maintaining test, power car separate release test and sensitivity release test; the train electric air brake test includes stability test and stage release test; second, the system designs a small item function monitoring method for a train with historical record problem items in automatic test, which can be performed alone while ensuring the smooth completion of the entire system test, avoiding wasting time due to a certain item not passing, increasing the flexibility of testing, and shortening the entire test time.

[0056] The safety monitoring method is implemented in a centralized power EMU preparation operation and fault diagnosis system, as shown in Figure 2 , including a vehicle terminal, remote transmission, and ground service, the vehicle terminal includes a portable handheld terminal and a computer, which can monitor real-time data and upload preparation operation data to a server, the preparation operation data includes logs, reports, test process audio and video data, and pictures, then the preparation operation content is selected and distributed to the handheld terminal through the local area network server, and real-time interaction is realized.

[0057] A standardized EMU braking system function safety monitoring method specifically includes daily inspection test and special repair test, if the driver does not select test within 5s, the daily inspection test is defaulted, as shown in Figures 3-5 , the specific steps are as follows:

[0058] Before the test, the driver checks the current state of the brake screen through the preparation terminal, if the brake screen state is normal, the brake state is confirmed, to ensure that the brake is set correctly before the test, to ensure that the power car parking brake is not applied and that the automatic brake handle (large brake) and the separate brake handle (small brake) are not in the running position, and the equalizing air cylinder is not charged to 600kPa, and the brake cylinder is not released to 0kPa; then the train emergency braking and power car separate release test is started;

[0059] 1) Train emergency braking and power car separate release test

[0060] ① Emergency braking test:

[0061] During the test, the driver manipulates according to the prompt, and the electric air brake is put into operation at the operating end. After the train pipe of the tail power car or control car is inflated to 600 kPa, the difference is 10 kPa, the operating end large brake is set to the emergency position, the train must have emergency braking effect, and the brake cylinder pressure of the tail power car is (450±20) kPa;

[0062] If the operating end is set abnormally, the driver is prompted that the large brake is not set to the emergency position; as shown in Figure 6 The large brake is set to the emergency position, the brake cylinder pressure of the tail power car is 450 kPa, and the emergency braking test is passed;

[0063] ②Single release test:

[0064] First, the driver manipulates the large brake to keep the emergency position, and manipulates the power car small brake to implement single release in the running position, as shown in Figure 7 The power car brake cylinder is released to 0 kPa;

[0065] Secondly, the driver operates the reset small brake, and the brake cylinder pressure is restored to 450 kPa, as shown in Figure 8 The single release test is passed;

[0066] Finally, the driver sets the large brake to the running position again;

[0067] 2) Leakage test

[0068] First, the operating end brake system is set to single machine mode, the large brake is set to the initial braking position, and the equalizing air cylinder is depressurized by 50 kPa; if the large brake is not set to the running position and the equalizing air cylinder is not depressurized by 50 kPa, the driver is prompted by the state information, as shown in Figure 9 The large brake has been set to the initial position, and the equalizing air cylinder is depressurized to 550 kPa;

[0069] Then, the countdown of 60s starts, as shown in Figure 10 The pressure is maintained for 1 min, and the train pipe leakage is monitored through the terminal; after the countdown ends, the terminal monitors that the total air pipe leakage is 6 kPa within 1 min, which meets the requirement of not more than 10 kPa, and the train pipe leakage is 12 kPa, which meets the requirement of not more than 20 kPa, and the test is passed;

[0070] After the test is completed, the operating end large brake is set to the running position, and the brake system is set to the main input mode on the operating end driver's room display screen;

[0071] 3) Train air brake test and power car single release test

[0072] ①Sensitivity braking test:

[0073] Driver manipulates the end of the cut-off electric brake, terminal monitoring the end of the train pipe power car / control car to charge to a constant pressure of 600 kPa, brake set initial braking position pressure relief 50 kPa, train braking effect, such as Figure 11 The sensitivity test is passed as shown;

[0074] ② Continuous pressure test:

[0075] Terminal monitoring train pipe pressure value remains unchanged for 3 seconds, and the pressure is maintained for 5 minutes, such as Figure 12 The countdown is 300 seconds, and the countdown pressure is over, such as Figure 13 The terminal monitoring pressure is maintained for 5 minutes, and the train pipe and trailer / control car auxiliary cylinder leakage per minute is less than 20 kPa, and the continuous pressure test is successful;

[0076] ③ Power car alone slow release test:

[0077] First, the driver keeps the brake in the initial braking position, and manipulates the power car brake in the running position to implement single slow release, such as Figure 14 The terminal monitoring power car brake cylinder pressure value is 450 kPa, and if the brake cylinder pressure drops from 450 kPa to 0 kPa, the driver operates the reset brake, and the power car brake cylinder pressure maintains 0 kPa, then the power car alone slow release test is passed; Figure 15

[0078] ④ Sensitivity slow release test:

[0079] The driver manipulates the end of the brake to the running position, and the train must be released within 1 minute; if the brake is not in the running position, the driver is prompted; as shown, Figure 16 The full train power car brake cylinder pressure has been released to 0 kPa, and the sensitivity slow release test is passed;

[0080] 4) Train electric brake test

[0081] ① Stable test:

[0082] First, the driver inserts the electric brake at the operating end, and manipulates the train pipe of the tail power car / control car to charge to a constant pressure of 600 kPa, and then sets the brake to the full braking position. The train pipe should be reduced by 170 kPa, with a difference of 10 kPa;

[0083] Second, confirm that the electric brake state is "brake", and the train cannot be in emergency braking, that is, the full train brake cylinder pressure cannot be (450 ± 20) kPa, as shown, Figure 17

[0084] Finally, the driver manipulates the brake system automatic pressure, such as Figure 18 ​​As shown, if the electric brake state is "pressure holding", the train pipe pressure is reduced by 170 kPa, the stability test is passed;

[0085] ② Stage relief test:

[0086] The driver moves the large brake from the full braking position to the running position, and the equalizing air cylinder is pressurized, with each pressurization amount being not less than 20 kPa, and the number of movements being not less than 3 times, that is, the pressure holding signal is not less than 3 times from none to presence, including the running position; the driver alternately displays the electric air state of the cab display screen as "relief" and "pressure holding", and the train pipe pressure is gradually increased and the brake cylinder pressure is gradually decreased;

[0087] a. The large brake is in the full braking position, as shown in Figure 19 The equalizing air cylinder is pressurized, and the pressure value changes from 550 kPa to 425 kPa, and the driver operates the train electric air state to "pressure holding";

[0088] b. The first pressurization amount of the equalizing air cylinder is 25 kPa, as shown in Figure 20 The conditions are met, the driver operates the train electric air state to "pressure holding", the train pipe pressure is increased, and the brake cylinder pressure is decreased;

[0089] c. The large brake is moved from the full braking position to the initial braking position, and the second pressurization amount of the equalizing air cylinder is 25 kPa, as shown in Figure 21 The conditions are met, the driver operates the train electric air state to "pressure holding", the train pipe pressure is increased, and the brake cylinder pressure is decreased;

[0090] d. The large brake is moved from the full braking position to the initial braking position, as shown in Figure 22 The driver operates the train electric air state to "relief";

[0091] e. The large brake is moved from the full braking position to the initial braking position, and the third pressurization amount of the equalizing air cylinder is 25 kPa, and the conditions are met, the driver operates the train electric air state to "pressure holding", the train pipe pressure is increased, and the brake cylinder pressure is decreased;

[0092] f. After the large brake is moved from the initial position to the running position, as shown in Figure 23 The terminal monitoring train pipe is pressurized to a constant pressure of 425 kPa, the conditions are met, the brake cylinder pressure is gradually decreased three times, and the stage relief test is successful;

[0093] 5) Power car independent brake relief test

[0094] First, the driver operates the power car small brake to the "full braking position", as shown in Figure 24 The power car must have a braking effect, and the brake cylinder pressure is increased to (300±15) kPa;

[0095] Then, the driver moves the small brake to the running position, as shown in Figure 25As shown, the implementation of small gate stage mitigation, brake cylinder pressure stage drop, 0-300 between the value of pause, finally, brake cylinder mitigation to 0 kPa, power car alone mitigation test passed;

[0096] 6) The ground server system as a motor train unit preparation operation information sharing platform can transmit and monitor the preparation information in real time. The system accesses the terminal equipment in real time through the Web front-end interface and the background service application management, and obtains the current test state and the final test result of all terminals in real time, and stores the test monitoring result into the database, realizes the preparation task checking and the preparation operation distribution, distributes the task to the terminal equipment, and further realizes the functions of preparation test process statistics, result statistics, fault analysis and data mining. Figure 26 As shown, the authorized user can access the ground server system through the corresponding username and password, as shown in Figure 27 The real-time data visualization interface can be used by the system user to monitor the real-time change of the preparation test data in real time. The preparation task state interface is shown in Figure 28 As shown, the preparation operation project, preparation task state, preparation record and preparation statistics can be monitored in real time. The preparation record interface is shown in Figure 29 As shown, by checking the record, whether the test result of all preparation projects is abnormal and the fault reason can be monitored. The preparation statistics can intuitively display which train is counted in the form of a chart, as shown in Figure 30 As shown, and the corresponding preparation test times and test fault occurrence times of the train.

[0097] The scope of protection of the present application is not limited to the above specific embodiments, and the present application can have various modifications and changes for those skilled in the art, any modification, improvement and equivalent replacement within the concept and principle of the present application should be included in the protection scope of the present application.

Claims

1. A standardized method for monitoring the functional safety of a high-speed train braking system, characterized in that: First, before the test, the driver confirms that the train braking system's touchscreen display and the brakes are in good working order and without faults. Then, the following tests are conducted sequentially: emergency braking and power car individual release test, leakage test, train air brake test and power car individual release test, train electro-pneumatic braking test, and power car individual braking release test. The emergency braking and power car individual release test includes an emergency braking test, an individual release test, and confirmation of completion of the individual release test. The air brake test and power car individual release test includes a sensitivity braking test, a continuous pressure holding test, a power car individual release test, and a sensitivity release test. The electro-pneumatic braking test includes a stability test and a phased release test. Secondly, the system designed a small-item function monitoring method for a certain train with historical problem records in the automated test. This includes routine inspection tests and special repair tests. If the driver does not select a test within 5 seconds, the routine inspection test will be selected by default. The specific steps are as follows: Before the test, the driver checks the current status of the brake screen through the maintenance terminal. If the brake screen is normal, the brake status is confirmed to ensure that the brake settings are correct before the test, that the power car parking brake is not applied, and that the automatic brake handle and the individual brake handle are not in the operating position, the equalizing air cylinder is not charged to 600 kPa, and the brake cylinder is not released to 0 kPa. Then the train emergency braking and power car individual release test begins. 1) Train emergency braking and power car independent release test ① Emergency braking test: During the test, the driver operated according to the prompts, activated the electro-pneumatic brake at the control end, and confirmed through the driver's cab display screen that the train pipe of the last power car or control car was charged to a constant pressure of 600 kPa. After the difference was ±10 kPa, the brake at the control end was set to the emergency position, and the train had to perform emergency braking. The brake cylinder pressure of the last power car was (450±20) kPa. If the control terminal settings are abnormal, the driver will be prompted that the main brake is not in the emergency position; when the main brake is in the emergency position, the brake cylinder pressure of the rear vehicle's power car is 450 kPa, and the emergency braking test is passed. ② Alone remission trials: First, the driver operates the main brake to keep it in the emergency position, and operates the power vehicle's small brake to implement single-release in the running position, releasing the power vehicle's brake cylinder to 0 kPa; Secondly, the driver operated the reset brake, and the brake cylinder pressure returned to 450 kPa, thus passing the individual release test. Finally, the driver puts the main brake in the operating position; 2) Leakage test First, the control end braking system is set to single-machine mode, the brake is in the initial braking position, and the equalizing air cylinder is depressurized by 50 kPa; if the brake is not in the operating position and the equalizing air cylinder is not depressurized by 50 kPa, the driver is prompted through status information that the brake has been in the initial braking position and the equalizing air cylinder has been depressurized to 550 kPa. Then, starting with a 60-second countdown, the pressure was maintained for 1 minute, and the leakage of the train pipe was monitored through the maintenance terminal. When the countdown ended, the total air duct leakage was 6 kPa within 1 minute, which meets the requirement of not exceeding 10 kPa, and the train pipe leakage was 12 kPa, which meets the requirement of not exceeding 20 kPa. The test was passed. After the test is completed, the control terminal brake is set to the operating position, and the braking system is set to the main operation mode on the display screen in the driver's cab of the control terminal. 3) Train air brake test and power car individual release test ①Sensitivity braking test: The driver cuts off the electro-pneumatic brake at the control terminal, and the maintenance terminal monitors the train pipe of the last power car / control car being charged to a constant pressure of 600 kPa. The main brake is set to the initial braking position and the pressure is reduced by 50 kPa. The train must then brake. The sensitivity test is passed. ②Continuous pressure holding test: After the pressure value of the train pipe monitored by the maintenance terminal remains unchanged for 3 seconds, the pressure is maintained for 5 minutes, and the countdown starts at 300 seconds. When the countdown ends, if the leakage rate of the train pipe and the auxiliary air cylinder of the trailer / control car is less than 20 kPa per minute within the 5 minutes of pressure maintenance monitored by the maintenance terminal, the continuous pressure maintenance test is successful. ③ Individual mitigation test of the power vehicle: First, the driver keeps the main brake in the initial braking position and operates the power vehicle's small brake in the running position to perform a single release. The maintenance terminal monitors the power vehicle's brake cylinder pressure value, which is 450 kPa at this time. If the brake cylinder pressure drops from 450 kPa to 0 kPa, the driver operates the reset small brake, and the power vehicle's brake cylinder pressure remains at 0 kPa. Then, the power vehicle's single release test is passed. ④ Sensitivity mitigation test: With the driver's control terminal brake in the operating position, the train must release the brakes within 1 minute; if the brakes are not in the operating position, the driver will be notified; the pressure of the brake cylinders of all power cars has been released to 0 kPa, and the sensitivity release test has been passed. 4) Train electro-pneumatic braking test ①Stable test: First, the driver engages the electro-pneumatic brake at the control end, and after the train pipe of the rear power car / control car is purged to a constant pressure of 600 kPa, the main brake is placed in the full braking position. The train pipe should be depressurized by 170 kPa, with a difference of ±10 kPa. Secondly, confirm that the electro-pneumatic braking status is "braking" and the train must not perform emergency braking, that is: the pressure of the entire train's brake cylinders must not be (450±20) kPa; Finally, after the driver operates the automatic pressure-maintaining braking system, if the electro-pneumatic braking state is "pressure-maintaining" and the train pipe pressure is reduced by 170 kPa, then the stability test is passed; ② Phase remission trial: The driver operates the brake to move from the fully braked position to the operating position, which increases the pressure of the equalizing air cylinder. Each pressure increase is not less than 20 kPa, and the number of moves is not less than 3. That is, the pressure holding signal goes from zero to not less than 3 times, including the operating position. The driver operates the electro-pneumatic status of the driver's cab display screen to alternately display "relaxation" and "pressure holding". The train pipe pressure increases in stages and the brake cylinder pressure decreases in stages. a. With the main brake in full position, the equalizing air cylinder is pressurized in stages, and the pressure value changes from 550kPa to 425kPa. The driver controls the train's electro-pneumatic state to "pressure holding". b. The first pressurization of the equalizing air cylinder is 25 kPa, which meets the conditions. The driver operates the train's electro-pneumatic state as "pressure holding". The train pipe pressure rises and the brake cylinder pressure drops. c. When the brake is in full control position to initial control position, the second pressurization of the equalizing air cylinder is 25 kPa, which meets the conditions. The driver operates the train's electro-pneumatic state as "pressure holding", the train pipe pressure rises and the brake cylinder pressure falls. d. When the main brake is switched from full control to initial control, the driver controls the train's electrical and pneumatic status to "release". e. When the main brake is in full control position to initial control position, the third pressurization of the equalizing air cylinder is 25 kPa, which meets the conditions. The driver operates the train's electro-pneumatic state to "pressure holding", the train pipe pressure rises and the brake cylinder pressure drops. f. After the brake is moved from the initial position to the operating position, the maintenance terminal monitors the air supply to the train pipe to a constant pressure of 425 kPa, which meets the conditions. The brake cylinder pressure drops three times in stages, and the stage release test is successful. 5) Individual braking release test of the power vehicle First, the driver operates the small brake of the power vehicle to the "full braking position", the power vehicle must brake, and the pressure of the brake cylinder rises to (300±15) kPa; Then, the driver puts the small brake in the operating position and performs a small brake release. The brake cylinder pressure decreases in stages, with pauses between 0 and 300 kPa. Finally, the brake cylinder releases to 0 kPa, and the power vehicle separate release test is passed. 6) The ground server system serves as an information sharing platform for EMU maintenance operations, enabling real-time transmission and monitoring of maintenance information; The system interacts with terminal devices in real time through a web front-end interface and back-end service application management. It obtains the current test status and final test results of all terminals in real time and stores the test monitoring results in the database. It enables the selection of maintenance tasks and the distribution of maintenance operations, assigning tasks to terminal devices. It further realizes the functions of maintenance test process statistics, result statistics, fault analysis, and data mining. Authorized users can access the ground server system with corresponding usernames and passwords. Through the real-time data visualization interface, users can monitor the real-time changes of maintenance test data. The maintenance task status interface displays the real-time monitoring of maintenance operation items, maintenance task status, maintenance records, and maintenance statistics. The maintenance record interface displays the records, allowing users to monitor whether the test results of all maintenance items are abnormal and the cause of the fault. In addition to real-time monitoring, the maintenance statistics system can also intuitively display the train being statistically analyzed, as well as the number of maintenance tests and the number of test faults for that train in the form of charts.

2. The standardized EMU braking system functional safety monitoring method according to claim 1, characterized in that: The safety monitoring method is implemented in the following power-centralized EMU maintenance and fault diagnosis system, including on-board terminals, remote transmission, and ground services. The on-board terminals include portable handheld terminals and computers, which can monitor real-time data and upload maintenance data to the server. The maintenance data includes logs, reports, audio and video data of the test process, and pictures. Then, the maintenance content is selected and distributed to the handheld terminals through the local area network server to achieve real-time interaction.

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