Railway vehicle brake system anti-skid test device and method

Abstract

The present application relates to the field of rail transit technology, and particularly relates to a rail vehicle braking system anti-skid test device and method. The device comprises a control module, a vehicle-mounted data acquisition module, one or more speed simulation modules and one or more air pressure acquisition modules. The control module is used for receiving a test start instruction and sending the test start instruction to the vehicle-mounted data acquisition module, each speed simulation module and each air pressure acquisition module, and generating a speed instruction based on received test condition data and sending the speed instruction to each speed simulation module. The control module is also used for determining an anti-skid test result based on received test standard data and air pressure detection data obtained by the air pressure acquisition module, and performing braking fault detection based on operation data obtained by the vehicle-mounted data acquisition module when the anti-skid test result is not passed. The speed simulation module is used for generating a speed simulation signal based on the speed instruction and outputting the speed simulation signal to the braking system. The present application can effectively improve test efficiency and the accuracy of test results, and reduce personnel costs.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a test device and method for anti-skid testing of a rail vehicle braking system. Background Technology

[0002] With the rapid development of rail vehicles, the safety requirements for their operation are also gradually increasing. The braking system is a crucial component in ensuring the safety of rail vehicle operation and requires frequent adjustments. During these adjustments, it is typically necessary to test the anti-skid performance of the rail vehicle at different speeds.

[0003] In existing technologies, it is typically necessary to set up multiple test benches corresponding to each car of a rail vehicle. Test data is then set up on each test bench and sent to the rail vehicle's braking system. The test results are determined by operators observing the vehicle's clamping actions. This method requires multiple test benches and repeated data configuration, which is time-consuming and labor-intensive. Furthermore, relying on operators to observe the vehicle's clamping actions to determine the test results cannot guarantee accuracy, thus compromising both testing efficiency and accuracy. Additionally, it incurs high personnel costs. Summary of the Invention

[0004] To address the aforementioned problems in the prior art, this invention provides a test device and method for anti-skid testing of a rail vehicle braking system.

[0005] This invention provides a test device for anti-skid testing of a rail vehicle braking system, comprising: a control module, an on-board data acquisition module, one or more speed simulation modules, and one or more wind pressure acquisition modules;

[0006] The control module is used to receive test condition data, test standard data, and test start command; it is also used to send the test start command to the vehicle data acquisition module, each of the speed simulation modules, and each of the wind pressure acquisition modules, and to generate a speed command based on the test condition data and send it to each of the speed simulation modules; it is also used to determine the anti-skid test result of the braking system based on the test standard data and the wind pressure detection data acquired by the wind pressure acquisition module; and it is also used to perform braking fault detection on the braking system based on the operating data acquired by the vehicle data acquisition module when the anti-skid test result is a failure.

[0007] The speed simulation module is used to generate a speed simulation signal based on the speed command when the test start command is received, and output it to the corresponding braking subsystem in the braking system.

[0008] According to the anti-skid test device for the braking system of a rail vehicle provided by the present invention, the speed command includes a first command and a second command, wherein the speed corresponding to the first command is greater than the speed corresponding to the second command;

[0009] The speed simulation module is also used to send a feedback signal to the control module when outputting the speed simulation signal to the corresponding braking subsystem;

[0010] The control module is used to send the first instruction to each of the speed simulation modules, and when it receives the feedback signal sent by each of the speed simulation modules, it sends the second instruction to the speed simulation module corresponding to the subsystem under test in each of the braking subsystems of the braking system; it is also used to determine the anti-skid test result of the subsystem under test based on the first wind pressure detection data of the subsystem under test under the first instruction, the second wind pressure detection data of the subsystem under test under the second instruction, and the test standard data.

[0011] According to the anti-skid testing device for a rail vehicle braking system provided by the present invention, the control module is used to determine the anti-skid test result of the subsystem to be tested based on the comparison result of the difference between the first wind pressure detection data and the second wind pressure detection data and the test standard data.

[0012] According to the anti-skid testing device for a rail vehicle braking system provided by the present invention, the control module is further configured to send the first instruction to the speed simulation module corresponding to the subsystem under test when the anti-skid test result of the subsystem under test is passed, and to designate the next braking subsystem as the subsystem under test, and to send the second instruction to the speed simulation module corresponding to the subsystem under test.

[0013] According to the anti-skid test device for the braking system of a rail vehicle provided by the present invention, the operating data includes effective speed identification data, speed data, and skidding control identification data;

[0014] The control module is used to perform braking fault detection on the subsystem under test based on one or more of the speed valid identification data, the speed data, and the skid control identification data corresponding to the subsystem under test when the anti-skid test result is unsuccessful.

[0015] According to the anti-skid testing device for a rail vehicle braking system provided by the present invention, the control module is used to determine a first validity identification result of the speed simulation signal received by the subsystem under test based on the speed validity identification data; if the first validity identification result is invalid, it is determined that the speed simulation module corresponding to the subsystem under test is faulty; if the first validity identification result is valid, braking fault detection is performed on the subsystem under test based on the speed data, or based on the speed data and the skid control identification data.

[0016] According to the anti-skid test device for a rail vehicle braking system provided by the present invention, the control module is used to compare the speed data with a preset speed range corresponding to the speed command. If the speed data meets the preset speed range, the control module performs braking fault detection on the subsystem under test based on the skidding control identification data. If the speed data does not meet the preset speed range, the control module determines that the speed simulation module and / or speed detection device corresponding to the subsystem under test is faulty.

[0017] According to the anti-skid testing device for a rail vehicle braking system provided by the present invention, the control module is used to determine a second validity identification result of the skid control command sent by the braking control device in the subsystem under test based on the skid control identification data; if the second validity identification result is invalid, it is determined that the braking control device is faulty; if the second validity identification result is valid, it is determined that the anti-skid actuator in the subsystem under test is faulty.

[0018] According to the anti-skid testing device for a rail vehicle braking system provided by the present invention, the control module includes a display module, which is used to display one or more of the wind pressure detection data, the anti-skid test results, the operating data, and the brake fault detection results.

[0019] The present invention also provides a method for testing the anti-skid mechanism of a rail vehicle braking system, implemented based on any of the rail vehicle braking system anti-skid testing devices described above, the method comprising:

[0020] The control module receives test condition data, test standard data, and test start command, and sends the test start command to the vehicle data acquisition module, each speed simulation module, and each wind pressure acquisition module. It also generates speed commands based on the test condition data and sends them to each of the speed simulation modules. The speed simulation module is used to generate speed simulation signals based on the speed commands when it receives the test start command and output them to the corresponding braking subsystem in the braking system.

[0021] The control module determines the anti-skid test result of the braking system based on the test standard data and the wind pressure detection data obtained by the wind pressure acquisition module.

[0022] When the anti-skid test result is unsuccessful, the control module performs braking fault detection on the braking system based on the operating data acquired by the vehicle data acquisition module.

[0023] The anti-skid testing device and method for rail vehicle braking systems provided by this invention receive test condition data, test standard data, and test start commands through a control module. The control module sends the test start commands to the onboard data acquisition module, each speed simulation module, and each wind pressure acquisition module. It also generates speed commands based on the test condition data and sends them to each speed simulation module. Upon receiving the test start command, the speed simulation module generates speed simulation signals based on the speed commands and outputs them to the corresponding braking subsystems in the braking system. The control module determines the anti-skid test result of the braking system based on the test standard data and the wind pressure detection data acquired by the wind pressure acquisition module. If the anti-skid test result is a failure, the control module performs braking fault detection on the braking system based on the operating data acquired by the onboard data acquisition module. This enables automatic anti-skid testing without the need for multiple test benches or personnel to observe the test results, effectively improving testing efficiency and the accuracy of test results while reducing personnel costs. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the anti-skid test device for the braking system of rail vehicles provided by the present invention;

[0026] Figure 2 This is a schematic diagram of the control module provided by the present invention;

[0027] Figure 3 This is a schematic diagram of the structure of the vehicle data acquisition module provided by the present invention;

[0028] Figure 4 This is a schematic diagram of the speed simulation module provided by the present invention;

[0029] Figure 5 This is a schematic diagram of the wind pressure acquisition module provided by the present invention;

[0030] Figure 6This is a flowchart illustrating the anti-skid test method for the braking system of rail vehicles provided by the present invention;

[0031] Figure 7 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0033] The following is combined with Figures 1-5 This invention describes an anti-skid testing apparatus for a rail vehicle braking system. For example... Figure 1 As shown, the anti-skid test device for the braking system of rail vehicles of the present invention includes at least: a control module 101, an on-board data acquisition module 102, one or more speed simulation modules 103 and one or more wind pressure acquisition modules 104.

[0034] The control module 101 is used to receive test condition data, test standard data, and test start command; it is also used to send the test start command to the vehicle data acquisition module 102, each of the speed simulation modules 103, and each of the wind pressure acquisition modules 104, and to generate a speed command based on the test condition data and send it to each of the speed simulation modules 103; it is also used to determine the anti-skid test result of the braking system based on the test standard data and the wind pressure detection data acquired by the wind pressure acquisition module 104; and it is also used to perform braking fault detection on the braking system based on the operating data acquired by the vehicle data acquisition module 102 when the anti-skid test result is unsuccessful.

[0035] The speed simulation module 103 is used to generate a speed simulation signal based on the speed command when the test start command is received, and output it to the corresponding braking subsystem in the braking system.

[0036] In this embodiment, the braking system of the rail vehicle may include one or more braking subsystems. For example, one braking subsystem may correspond to each axle. Each braking subsystem may include a braking control device, a braking actuator (e.g., a brake cylinder), and an anti-slip actuator (e.g., an anti-slip valve). Each braking subsystem may correspond to one or more speed simulation modules 103, and simultaneously, each braking subsystem may correspond to one or more wind pressure acquisition modules 104. Figure 1The example provided uses a rail vehicle braking system anti-skid test device comprising a speed simulation module 103 and a wind pressure acquisition module 104. It is understood that the speed simulation module 103 and the wind pressure acquisition module 104 are not duplicated across different braking subsystems. In practical applications, one speed simulation module 103 and one wind pressure acquisition module 104 can be used for each wheel.

[0037] The control module 101 is connected to the vehicle data acquisition module 102, each speed simulation module 103, and each wind pressure acquisition module 104 via signals. For example, the control module 101, vehicle data acquisition module 102, speed simulation module 103, and wind pressure acquisition module 104 may each include a first communication module, a second communication module, a third communication module, and a fourth communication module. The control module 101 and vehicle data acquisition module 102 communicate wirelessly through the first and second communication modules, the control module 101 and speed simulation module 103 communicate wirelessly through the first and third communication modules, and the control module 101 and wind pressure acquisition module 104 communicate wirelessly through the first and fourth communication modules. The control module 101, the vehicle data acquisition module 102, the speed simulation module 103, and the wind pressure acquisition module 104 may also include a first power supply module, a second power supply module, a third power supply module, and a fourth power supply module, respectively, so as to supply power to the control module 101, the vehicle data acquisition module 102, the speed simulation module 103, and the wind pressure acquisition module 104 through the first power supply module, the second power supply module, the third power supply module, and the fourth power supply module.

[0038] Test condition data may include the speed signals required for the braking system during the anti-skid test, the duration of each speed signal, and the test sequence of each braking subsystem. The anti-skid test can be performed on each braking subsystem sequentially based on the test sequence. Test standard data may include the standard value of wind pressure data for the braking system under the corresponding speed signal, or the difference in wind pressure data for the braking system under different speed signals.

[0039] The control module 101 may include an input module, through which operators can input test condition data, test standard data, and test start commands. Upon receiving a test start command, the control module 101 can transmit the command via a first communication module to the vehicle data acquisition module 102, the speed simulation module 103, and the wind pressure acquisition module 104. Simultaneously, the control module 101 can also generate speed commands based on the test condition data and send them to each speed simulation module 103.

[0040] The speed simulation module 103 can be connected to the speed simulation interface of the corresponding braking subsystem. When the speed simulation module 103 receives the test start command, it generates a speed simulation signal based on the speed command and outputs it to the corresponding braking subsystem, thereby enabling the automatic execution of the anti-skid test without the need to configure multiple test benches.

[0041] The wind pressure acquisition module 104 can connect to the test interface of the brake actuator in the corresponding brake subsystem to acquire wind pressure data of the corresponding brake actuator in real time when a test start command is received, thereby obtaining the wind pressure detection data corresponding to the brake actuator, and sending it to the control module 101 through the fourth communication module. The control module 101 can determine the anti-skid test result of the brake subsystem based on the test standard data and the wind pressure detection data acquired by each wind pressure acquisition module 104 in the brake subsystem. The anti-skid test result can include pass or fail, thereby enabling automatic identification of the anti-skid test result without requiring operators to observe the vehicle's caliper action, improving test efficiency and the accuracy of test results, and reducing personnel costs.

[0042] The onboard data acquisition module 102 can connect to the onboard network of the rail vehicle. Upon receiving the test start command, it can read the operating data of each braking subsystem in the onboard network in real time and send it to the control module 101 through the second communication module. When the anti-skid test result of the braking subsystem is unsuccessful, the control module 101 performs braking fault detection on the corresponding braking subsystem based on the operating data of that braking subsystem, so as to troubleshoot in a timely manner, ensuring the reliable conduct of the anti-skid test and further improving the accuracy of the test results.

[0043] In this embodiment, the control module 101 receives test condition data, test standard data, and test start command, and sends the test start command to the vehicle data acquisition module 102, each speed simulation module 103, and each wind pressure acquisition module 104. It also generates speed commands based on the test condition data and sends them to each speed simulation module 103. Upon receiving the test start command, the speed simulation module 103 generates a speed simulation signal based on the speed command and outputs it to the corresponding braking subsystem in the braking system. The control module 101 determines the anti-skid test result of the braking system based on the test standard data and the wind pressure detection data acquired by the wind pressure acquisition module 104. If the anti-skid test result is a failure, the control module 101 performs braking fault detection on the braking system based on the operating data acquired by the vehicle data acquisition module 102. This enables automatic anti-skid testing without the need for multiple test benches or personnel to observe the test results, effectively improving test efficiency and the accuracy of test results while reducing personnel costs.

[0044] In an exemplary embodiment, the speed command includes a first command and a second command, wherein the speed corresponding to the first command is greater than the speed corresponding to the second command;

[0045] The speed simulation module 103 is also used to send a feedback signal to the control module 101 when outputting the speed simulation signal to the corresponding braking subsystem;

[0046] The control module 101 is used to send the first instruction to each of the speed simulation modules 103, and when receiving the feedback signal sent by each of the speed simulation modules 103, to send the second instruction to the speed simulation module 103 corresponding to the subsystem under test in each of the braking subsystems of the braking system; it is also used to determine the anti-skid test result of the subsystem under test based on the first wind pressure detection data of the subsystem under test under the first instruction, the second wind pressure detection data of the subsystem under test under the second instruction, and the test standard data.

[0047] In this embodiment, the speed command generated by the control module 101 may include a first command and a second command. The first command is used to control the speed simulation module 103 to generate a speed simulation signal corresponding to a first speed, and the second command is used to control the speed simulation module 103 to generate a speed simulation signal corresponding to a second speed. The first speed may be greater than the second speed. For example, the first speed may be 60 km / h, and the second speed may be 30 km / h.

[0048] When the speed simulation module 103 outputs a speed simulation signal to the corresponding braking subsystem, it can also generate a feedback signal and send it to the control module 101 so that the control module 101 can perform the next control step based on the feedback signal.

[0049] In practical applications, the control module 101 can send a first command to each speed simulation module 103. Each speed simulation module 103 generates a speed simulation signal corresponding to the first speed based on the first command and sends it to the corresponding braking subsystem, so that the rail vehicle runs at the first speed. Simultaneously, each speed simulation module 103 also generates a first feedback signal and sends it to the control module 101. After receiving the first feedback signal from each speed simulation module 103, the control module 101 can send a second command to the speed simulation module 103 corresponding to the subsystem under test in each braking subsystem of the braking system after a first preset time period. The subsystem under test, i.e., the braking subsystem currently undergoing anti-skid testing in each braking subsystem, can be determined based on the test sequence of each braking subsystem in the test condition data. For example, assuming the braking system includes N braking subsystems, if N>1, during the anti-skid test of each braking subsystem, the first braking subsystem can be used as the subsystem to be tested. The anti-skid test is performed on the first braking subsystem. If the anti-skid test result of the first braking subsystem is passed, the next braking subsystem is used as the subsystem to be tested, and so on, until the Nth braking subsystem is used as the subsystem to be tested and the anti-skid test is performed on it, thus realizing the automatic anti-skid test of each braking subsystem in sequence.

[0050] When the speed simulation module 103 corresponding to the subsystem under test receives the second instruction, it generates a speed simulation signal corresponding to the second speed based on the second instruction and sends it to the subsystem under test to control the subsystem under test to run at the second speed, while other braking subsystems still run at the first speed, so that the subsystem under test is in a simulated skidding state, thereby realizing the anti-skid test of the subsystem under test under dynamic working conditions, further improving the accuracy and reliability of the test results.

[0051] While sending the speed simulation signal corresponding to the second speed to the subsystem under test, the speed simulation module 103 also generates a second feedback signal and sends it to the control module 101. After receiving the second feedback signal, the control module 101 can determine the anti-slip test result of the subsystem under test based on the first wind pressure detection data of the subsystem under test under the first command, the second wind pressure detection data under the second command, and the test standard data when the second preset time is reached, thereby effectively improving the reliability of the test results.

[0052] The control module 101 can store the first wind pressure detection data collected by each wind pressure acquisition module 104 and the second wind pressure detection data collected by the wind pressure acquisition module 104 corresponding to the subsystem under test. After receiving the second feedback signal sent by the speed simulation module 103 corresponding to the subsystem under test, it can retrieve the first wind pressure detection data and the second wind pressure detection data corresponding to the subsystem under test when the second preset time is reached, so as to determine the anti-slip test result of the subsystem under test.

[0053] In an exemplary embodiment, the control module 101 is used to determine the anti-slip test result of the subsystem to be tested based on the comparison result between the difference between the first wind pressure detection data and the second wind pressure detection data and the test standard data.

[0054] In this embodiment, the simulated velocity signal corresponding to the first wind pressure detection data is greater than the simulated velocity signal corresponding to the second wind pressure detection data. Therefore, the difference between the first and second wind pressure detection data corresponding to the subsystem under test can be determined, and this difference is compared with the test standard data. The test standard data can be a numerical range. If the difference meets the numerical range, it indicates that the anti-slip test result of the subsystem under test is passed; if the difference does not meet the numerical range, it indicates that the anti-slip test result of the subsystem under test is failed, thereby further improving the reliability of the test results.

[0055] In an exemplary embodiment, the control module 101 is further configured to, when the anti-skid test result of the subsystem under test is passed, send the first instruction to the speed simulation module 103 corresponding to the subsystem under test, designate the next braking subsystem as the subsystem under test, and send the second instruction to the speed simulation module 103 corresponding to the subsystem under test.

[0056] In this embodiment, when the control module 101 determines that the anti-skid test result of the subsystem under test is passed, it can further send a first instruction to the speed simulation module 103 corresponding to the subsystem under test. The speed simulation module 103 generates a speed simulation signal corresponding to the first speed based on the first instruction and sends it to the subsystem under test to control the subsystem under test to resume operation at the first speed. Simultaneously, the control module 101 also selects the next braking subsystem as the subsystem under test and sends a second instruction to the speed simulation module 103 corresponding to the new subsystem under test. Upon receiving the second instruction, the speed simulation module 103 generates a speed simulation signal corresponding to the second speed based on the second instruction and sends it to the new subsystem under test to control the new subsystem under test to operate at the second speed, while other braking subsystems operate at the first speed, placing the new subsystem under test in a simulated skidding state for anti-skid testing. The anti-skid test can be performed on each braking subsystem sequentially according to the test order in the test condition data.

[0057] With the solution of this embodiment, when the anti-skid test result of one braking subsystem is passed, the anti-skid test of the next braking subsystem can be automatically performed until all braking subsystems have completed the anti-skid test, which further improves the automation level of the anti-skid test device and reduces personnel costs.

[0058] In an exemplary embodiment, the operating data includes speed validity identification data, speed data, and coasting control identification data;

[0059] The control module 101 is used to perform braking fault detection on the subsystem under test based on one or more of the speed valid identification data, the speed data, and the skid control identification data corresponding to the subsystem under test when the anti-skid test result of the subsystem under test fails.

[0060] In this embodiment, for any braking subsystem in each braking subsystem, its corresponding operating data may include speed validity identification data, speed data, and coasting control identification data.

[0061] The speed validity identification data is used to characterize the validity of the speed simulation signal sent to the braking subsystem by the speed simulation module 103. The validity of the received speed simulation signal can be identified by the braking control device within the braking subsystem, and the speed validity identification data can be generated accordingly. For example, when the braking control device receives a speed simulation signal, it can compare the received speed simulation signal with a preset speed range. If both the speed simulation signals corresponding to the first command and the second command received by the braking subsystem meet the corresponding threshold ranges, the generated speed validity identification data is 1, indicating that the received speed simulation signal is valid. If the speed simulation signals corresponding to the first command and / or the second command received by the braking subsystem do not meet the corresponding threshold ranges, the generated speed validity identification data is 0, indicating that the received speed simulation signal is invalid.

[0062] Speed ​​data is used to characterize the data detected by the corresponding speed detection device. For example, speed data can be the speed of the axle or wheel controlled by the braking subsystem detected by the speed sensor.

[0063] The coasting control identifier data is used to characterize the validity of the coasting control command sent by the brake control device to the corresponding anti-skid actuator in the braking subsystem. Specifically, when the brake control device receives the speed simulation signal corresponding to the second command, it sends a coasting control command to the anti-skid actuator to control it to perform anti-skid protection. If the brake control device successfully generates and sends the coasting control command, the generated coasting control identifier data is 1, indicating that the coasting control command sent to the corresponding anti-skid actuator is valid. If the brake control device fails to generate and send the coasting control command, the generated coasting control identifier data is 0, indicating that the coasting control command sent to the corresponding anti-skid actuator is invalid.

[0064] When the anti-skid test result of the subsystem under test is unsuccessful, the control module 101 further performs braking fault detection on the subsystem under test based on one or more of the corresponding speed valid identification data, speed data, and skidding control identification data. This enables the automatic braking fault detection of the subsystem under test when the anti-skid test result is unsuccessful, so as to facilitate timely troubleshooting and ensure the reliable operation of the rail vehicle.

[0065] For example, the control module 101 can compare one or more of the speed valid identification data, speed data, and coasting control identification data corresponding to the subsystem under test with the corresponding preset values ​​or preset ranges, and perform braking fault detection on the subsystem under test based on the comparison results; it can also input one or more of the speed valid identification data, speed data, and coasting control identification data corresponding to the subsystem under test into a pre-trained fault detection model, and automatically output the braking fault detection results of the subsystem under test through the fault detection model.

[0066] As an optional implementation, the control module 101 can also automatically determine a fault handling strategy based on the results of the braking fault detection of the subsystem under test. For example, it can match the fault type in the braking fault detection results of the subsystem under test with a preset correspondence between fault type and fault handling strategy to determine the corresponding fault handling strategy, thereby effectively improving troubleshooting efficiency.

[0067] In an exemplary embodiment, the control module 101 is used to determine a first validity identification result of the speed simulation signal received by the subsystem under test based on the speed validity identification data; if the first validity identification result is invalid, it is determined that the speed simulation module 103 corresponding to the subsystem under test is faulty; if the first validity identification result is valid, it performs braking fault detection on the subsystem under test based on the speed data, or based on the speed data and the coasting control identification data.

[0068] In this embodiment, during the braking fault detection of the subsystem under test based on one or more of the speed valid identification data, speed data, and coasting control identification data corresponding to the subsystem under test, the control module 101 can determine the first validity identification result of the speed simulation signal received by the subsystem under test based on the speed valid identification data corresponding to the subsystem under test.

[0069] For example, if the speed valid identification data corresponding to the subsystem under test is 0, it indicates that the speed simulation signal corresponding to the first instruction and / or the speed simulation signal corresponding to the second instruction received by the subsystem under test is invalid. It can be determined that the speed simulation module 103 corresponding to the subsystem under test is faulty. The speed simulation module 103 corresponding to the subsystem under test can be replaced with the speed simulation module 103 corresponding to the braking subsystem whose anti-skid test result is passed, so as to repeat the anti-skid test on the subsystem under test.

[0070] If the speed valid identifier data corresponding to the subsystem under test is 1, it indicates that the speed analog signal corresponding to the first command and the speed analog signal corresponding to the second command received by the subsystem under test are both valid. Braking fault detection can then be performed on the subsystem under test based on the speed data corresponding to the subsystem under test, or simultaneously based on the speed data corresponding to the subsystem under test and the coasting control identifier data, thereby effectively improving the efficiency of braking fault detection and the comprehensiveness and accuracy of the braking fault detection results.

[0071] In an exemplary embodiment, the control module 101 is used to compare the speed data with a preset speed range corresponding to the speed command. If the speed data meets the preset speed range, the control module 101 performs braking fault detection on the subsystem under test based on the coasting control identification data. If the speed data does not meet the preset speed range, the control module 101 determines that the speed simulation module 103 and / or speed detection device corresponding to the subsystem under test is faulty.

[0072] In this embodiment, when the speed valid identification data corresponding to the subsystem to be detected is 1, the control module 101 can compare the speed data with the preset speed range corresponding to the speed command, and perform braking fault detection on the subsystem to be detected based on the comparison result.

[0073] For example, if the speed data of the subsystem under test under the first command and the speed data under the second command both meet the corresponding preset speed range, it indicates that the speed of the shaft or wheel controlled by the subsystem under test meets the set test conditions data, and the braking fault detection of the subsystem under test can be further performed based on the coasting control identification data.

[0074] If the speed data corresponding to the subsystem under test under the first command and / or the speed data corresponding to the second command does not meet the corresponding preset speed range, it indicates that the speed of the axle or wheel controlled by the subsystem under test does not meet the set test conditions. It can be determined that the speed simulation module 103 corresponding to the subsystem under test is faulty, and / or the speed detection device corresponding to the subsystem under test is faulty. The speed simulation module 103 corresponding to the subsystem under test can be replaced with the speed simulation module 103 corresponding to the braking subsystem whose anti-skid test result is passed, so as to repeat the anti-skid test on the subsystem under test, thereby effectively improving the comprehensiveness and accuracy of the braking fault detection results.

[0075] In an exemplary embodiment, the control module 101 is used to determine a second validity identification result of the coasting control command sent by the braking control device in the subsystem under test based on the coasting control identification data; if the second validity identification result is invalid, it is determined that the braking control device is faulty; if the second validity identification result is valid, it is determined that the anti-skid actuator in the subsystem under test is faulty.

[0076] In this embodiment, when the speed data meets the preset speed range, the control module 101 can determine the second validity identification result of the coasting control command sent by the braking control device in the subsystem to be tested based on the coasting control identification data, and perform braking fault detection on the subsystem to be tested based on the second validity identification result.

[0077] For example, if the coasting control flag data is 0, it indicates that the coasting control command sent to the corresponding anti-skid actuator is invalid. That is, the second validity identification result is invalid, which indicates that the operating program of the braking control device in the subsystem to be tested is faulty. The operating program of the braking control device can be tested and rewritten.

[0078] If the coasting control flag data is 1, it indicates that the coasting control command sent to the corresponding anti-slip actuator is valid. That is, the second validity identification result is valid, and it is determined that the anti-slip actuator in the subsystem under test is faulty. The anti-slip actuator can be replaced, thereby enabling the fault type of the subsystem under test to be determined quickly and accurately, facilitating timely troubleshooting, ensuring the reliable operation of the rail vehicle and the effective conduct of the anti-slip test of the braking system.

[0079] In an exemplary embodiment, the control module 101 includes a display module, which is used to display one or more of the wind pressure detection data, the anti-skid test results, the operating data, and the brake failure detection results.

[0080] In this embodiment, the display module can display one or more of the following: wind pressure detection data collected by each wind pressure acquisition module 104, anti-skid test results of each braking subsystem, operating data of each braking subsystem, and braking fault detection results of each braking subsystem whose anti-skid test results are unsuccessful. This allows relevant personnel to monitor the test status of the anti-skid test of the braking system in real time, further improving the reliability of the anti-skid test results.

[0081] Understandably, the display module can also be used by operators to input test condition data, test standard data, and test start instructions. That is, the display module can be used for both data input and display. For example, the display module can be a touch display device.

[0082] The following describes in detail the specific structure and operation of the anti-skid test device for the rail vehicle braking system of the present invention through an optional embodiment.

[0083] like Figure 2 As shown, the control module 101 includes a display module 201, a logic processing module 202, a storage module 203, a first communication module 204, and a first power supply module 205. The logic processing module 202 is connected to the display module 201, the first communication module 204, and the storage module 203, respectively. The first communication module 204 is connected to both the display module 201 and the storage module 203. The first power supply module 205 provides power to the display module 201, the logic processing module 202, the storage module 203, and the first communication module 204.

[0084] like Figure 3 As shown, the on-board data acquisition module 102 includes a data acquisition and recording module 301, a second communication module 302, and a second power supply module 303. The data acquisition and recording module 301 is connected to the second communication module 302 and the on-board network 304 of the rail vehicle. The second power supply module 303 is used to supply power to the data acquisition and recording module 301 and the second communication module 302.

[0085] like Figure 4 As shown, the speed simulation module 103 includes an analog signal generation module 401, a third communication module 402, and a third power supply module 403. The analog signal generation module 401 is connected to the third communication module 402 and the speed simulation interface 404 of the corresponding braking subsystem. The third power supply module 403 is used to supply power to the analog signal generation module 401 and the third communication module 402.

[0086] like Figure 5 As shown, the wind pressure acquisition module 104 includes a pressure detection module 501, a fourth communication module 502, and a fourth power supply module 503. The pressure detection module 501 is connected to the fourth communication module 502 and the test interface of the brake actuator in the corresponding brake subsystem. The fourth power supply module 503 is used to supply power to the pressure detection module 501 and the fourth communication module 502.

[0087] Specific methods for conducting anti-skid tests using a rail vehicle braking system anti-skid testing device may include:

[0088] First, connect the anti-skid test device of the braking system to the rail vehicle. Connect the data acquisition and recording module 301 to the on-board network 304 of the rail vehicle, connect the analog signal generation module 401 in each speed simulation module 103 to the speed simulation interface 404 of the corresponding braking subsystem, and connect the pressure detection module 501 in each wind pressure acquisition module 104 to the test interface of the braking actuator in the corresponding braking subsystem.

[0089] Secondly, relevant data settings are performed before the test. The control module 101, vehicle data acquisition module 102, speed simulation modules 103, and wind pressure acquisition modules 104 are powered on, and the human-machine interface in the display module 201 is used to confirm whether communication has been established with the vehicle data acquisition module 102, speed simulation modules 103, and wind pressure acquisition modules 104. After confirmation, the test condition data and test standard data are set through the display module 201, and the display module 201 transmits the test condition data and test standard data to the logic processing module 202.

[0090] Next, the anti-skid test. The test start command is input via the human-machine interface in the display module 201. The display module 201 transmits the test start command to the logic processing module 202, and also transmits it via the first communication module 204 to the vehicle data acquisition module 102, each speed simulation module 103, and each wind pressure acquisition module 104. Upon receiving the test start command, the pressure detection module 501 in each wind pressure acquisition module 104 acquires the wind pressure detection data of the corresponding braking subsystem in real time and sends it to the control module 101 via the fourth communication module 502. Simultaneously, upon receiving the test start command, the data acquisition and recording module 301 in the vehicle data acquisition module 102 acquires the operating data of each braking subsystem in real time and sends it to the control module 101 via the second communication module 302. After receiving the wind pressure detection data and operating data of each braking subsystem, the first communication module 204 transmits them to the display module 201 for display and simultaneously to the storage module 203 for storage.

[0091] After receiving the test start command, the logic processing module 202 generates a first command based on the test condition data and sends it to each speed simulation module 103 through the first communication module 204. The simulation signal generation module 401 in each speed simulation module 103 generates a speed simulation signal based on the first command and sends it to the corresponding braking subsystem. At the same time, each simulation signal generation module 401 also generates a first feedback signal and sends it to the control module 101 through the third communication module 402. After receiving the first feedback signal, when the first preset time is reached, the logic processing module 202 generates a second command based on the test condition data and sends it to the speed simulation module 103 corresponding to the subsystem under test in each braking subsystem through the first communication module 204. The speed simulation module 103 corresponding to the subsystem under test generates a speed simulation signal based on the second command and sends it to the subsystem under test. At the same time, the speed simulation module 103 corresponding to the subsystem under test also generates a second feedback signal and sends it to the control module 101 through the third communication module 402. After receiving the second feedback signal, the logic processing module 202, upon reaching the second preset time period, retrieves the first wind pressure detection data of the subsystem under test under the first command and the second wind pressure detection data under the second command from the storage module 203. Based on the test standard data and the first and second wind pressure detection data of the subsystem under test under the first and second commands, it determines the anti-skid test result of the subsystem under test and transmits the anti-skid test result to the display module 201 for display and to the storage module 203 for storage. If the anti-skid test result of the subsystem under test is unsuccessful, the logic processing module 202 stops the anti-skid test and, based on the corresponding operating data of the subsystem under test, performs braking fault detection on the subsystem under test and determines the corresponding fault handling strategy. The braking fault detection result and fault handling strategy of the subsystem under test are then transmitted to the display module 201 for display and to the storage module 203 for storage. If the anti-skid test result of the subsystem under test is passed, the logic processing module 202 further sends a first instruction to the subsystem under test, and selects the next braking subsystem as the subsystem under test, and sends a second instruction to the subsystem under test to perform an anti-skid test on the next braking subsystem, until the anti-skid test of all braking subsystems is completed.

[0092] The anti-skid test method for the rail vehicle braking system provided by the present invention is described below. The anti-skid test method for the rail vehicle braking system described below is based on the anti-skid test device for the rail vehicle braking system described in any of the above embodiments, and the two can be referred to each other accordingly. Figure 6 As shown, the anti-skid test method for the braking system of rail vehicles of the present invention includes at least the following:

[0093] S601. The control module receives test condition data, test standard data, and test start command, and sends the test start command to the vehicle data acquisition module, each speed simulation module, and each wind pressure acquisition module, and generates a speed command based on the test condition data and sends it to each of the speed simulation modules; wherein, the speed simulation module is used to generate a speed simulation signal based on the speed command when it receives the test start command and output it to the corresponding braking subsystem in the braking system;

[0094] S602. The control module determines the anti-skid test result of the braking system based on the test standard data and the wind pressure detection data obtained by the wind pressure acquisition module.

[0095] S603. When the anti-skid test result is unsuccessful, the control module performs brake fault detection on the braking system based on the operating data acquired by the vehicle data acquisition module.

[0096] Figure 7 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 7 As shown, the electronic device may include: a processor 701, a communication interface 702, a memory 703, and a communication bus 704, wherein the processor 701, the communication interface 702, and the memory 703 communicate with each other through the communication bus 704. The processor 701 can call logical instructions in the memory 703 to execute a rail vehicle braking system anti-skid test method. This method includes: receiving test condition data, test standard data, and a test start command through a control module, and sending the test start command to an on-board data acquisition module, each speed simulation module, and each wind pressure acquisition module; and generating a speed command based on the test condition data and sending it to each of the speed simulation modules. The speed simulation module, upon receiving the test start command, generates a speed simulation signal based on the speed command and outputs it to the corresponding braking subsystem in the braking system.

[0097] The control module determines the anti-skid test result of the braking system based on the test standard data and the wind pressure detection data obtained by the wind pressure acquisition module.

[0098] When the anti-skid test result is unsuccessful, the control module performs braking fault detection on the braking system based on the operating data acquired by the vehicle data acquisition module.

[0099] Furthermore, the logical instructions in the aforementioned memory 703 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, essentially, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0100] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the anti-skid test method for the rail vehicle braking system provided by the above methods. The method includes: receiving test condition data, test standard data, and a test start command through a control module, and sending the test start command to an on-board data acquisition module, each speed simulation module, and each wind pressure acquisition module; and generating a speed command based on the test condition data and sending it to each of the speed simulation modules. The speed simulation module is used to generate a speed simulation signal based on the speed command when it receives the test start command and output it to the corresponding braking subsystem in the braking system.

[0101] The control module determines the anti-skid test result of the braking system based on the test standard data and the wind pressure detection data obtained by the wind pressure acquisition module.

[0102] When the anti-skid test result is unsuccessful, the control module performs braking fault detection on the braking system based on the operating data acquired by the vehicle data acquisition module.

[0103] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon. When executed by a processor, the computer program implements the anti-skid test method for a rail vehicle braking system provided by the above methods. The method includes: receiving test condition data, test standard data, and a test start command through a control module, and sending the test start command to an on-board data acquisition module, each speed simulation module, and each wind pressure acquisition module; and generating a speed command based on the test condition data and sending it to each of the speed simulation modules. The speed simulation module, upon receiving the test start command, generates a speed simulation signal based on the speed command and outputs it to the corresponding braking subsystem in the braking system.

[0104] The control module determines the anti-skid test result of the braking system based on the test standard data and the wind pressure detection data obtained by the wind pressure acquisition module.

[0105] When the anti-skid test result is unsuccessful, the control module performs braking fault detection on the braking system based on the operating data acquired by the vehicle data acquisition module.

[0106] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0107] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0108] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A test device for anti-skid operation of a rail vehicle braking system, characterized in that, include: The system includes a control module, an onboard data acquisition module, one or more speed simulation modules, and one or more wind pressure acquisition modules. The control module is used to receive test condition data, test standard data, and test start command; it is also used to send the test start command to the vehicle data acquisition module, each of the speed simulation modules, and each of the wind pressure acquisition modules, and to generate a speed command based on the test condition data and send it to each of the speed simulation modules; it is also used to determine the anti-skid test result of the braking system based on the test standard data and the wind pressure detection data acquired by the wind pressure acquisition module. It is also used to perform brake fault detection on the braking system based on the operating data acquired by the vehicle data acquisition module when the anti-skid test result is unsuccessful; The speed simulation module is used to generate a speed simulation signal based on the speed command when the test start command is received, and output it to the corresponding braking subsystem in the braking system. The speed command includes a first command and a second command, wherein the speed corresponding to the first command is greater than the speed corresponding to the second command. The speed simulation module is also used to send a feedback signal to the control module when outputting the speed simulation signal to the corresponding braking subsystem; The control module is used to send the first instruction to each of the speed simulation modules, and when it receives the feedback signal sent by each of the speed simulation modules, it sends the second instruction to the speed simulation module corresponding to the subsystem under test in each of the braking subsystems of the braking system; it is also used to determine the anti-skid test result of the subsystem under test based on the first wind pressure detection data of the subsystem under test under the first instruction, the second wind pressure detection data of the subsystem under test under the second instruction, and the test standard data.

2. The anti-skid testing device for the braking system of rail vehicles according to claim 1, characterized in that, The control module is used to determine the anti-slip test result of the subsystem to be tested based on the comparison result between the difference between the first wind pressure detection data and the second wind pressure detection data and the test standard data.

3. The anti-skid testing device for the braking system of rail vehicles according to claim 1, characterized in that, The control module is further configured to, when the anti-skid test result of the subsystem under test is passed, send the first instruction to the speed simulation module corresponding to the subsystem under test, designate the next braking subsystem as the subsystem under test, and send the second instruction to the speed simulation module corresponding to the subsystem under test.

4. The anti-skid testing device for the braking system of rail vehicles according to claim 1, characterized in that, The operational data includes speed validity identification data, speed data, and coasting control identification data; The control module is used to perform braking fault detection on the subsystem under test based on one or more of the speed valid identification data, the speed data, and the skid control identification data corresponding to the subsystem under test when the anti-skid test result is unsuccessful.

5. The anti-skid testing device for a rail vehicle braking system according to claim 4, characterized in that, The control module is used to determine the first validity identification result of the speed simulation signal received by the subsystem under test based on the speed validity identification data; if the first validity identification result is invalid, it is determined that the speed simulation module corresponding to the subsystem under test is faulty; if the first validity identification result is valid, it performs braking fault detection on the subsystem under test based on the speed data, or based on the speed data and the coasting control identification data.

6. The anti-skid testing device for a rail vehicle braking system according to claim 5, characterized in that, The control module is used to compare the speed data with the preset speed range corresponding to the speed command. If the speed data meets the preset speed range, the control module performs braking fault detection on the subsystem under test based on the coasting control identification data. If the speed data does not meet the preset speed range, the control module determines that the speed simulation module and / or speed detection device corresponding to the subsystem under test is faulty.

7. The anti-skid testing device for a rail vehicle braking system according to claim 6, characterized in that, The control module is used to determine the second validity identification result of the coasting control command sent by the braking control device in the subsystem under test based on the coasting control identification data; if the second validity identification result is invalid, it is determined that the braking control device is faulty; if the second validity identification result is valid, it is determined that the anti-skid actuator in the subsystem under test is faulty.

8. The anti-skid testing device for a rail vehicle braking system according to any one of claims 1 to 7, characterized in that, The control module includes a display module, which is used to display one or more of the wind pressure detection data, the anti-skid test results, the operating data, and the brake fault detection results.

9. A method for testing the anti-skid properties of a rail vehicle braking system, characterized in that, Based on the anti-skid test device for the rail vehicle braking system according to any one of claims 1 to 8, the method includes: The control module receives test condition data, test standard data, and test start command, and sends the test start command to the vehicle data acquisition module, each speed simulation module, and each wind pressure acquisition module. It also generates speed commands based on the test condition data and sends them to each of the speed simulation modules. The speed simulation module is used to generate speed simulation signals based on the speed commands when it receives the test start command and output them to the corresponding braking subsystem in the braking system. The control module determines the anti-skid test result of the braking system based on the test standard data and the wind pressure detection data obtained by the wind pressure acquisition module. When the anti-skid test result is unsuccessful, the control module performs braking fault detection on the braking system based on the operating data acquired by the vehicle data acquisition module.

Images