Methods and systems for predicting brake failure in rail vehicles

Abstract

This invention discloses a method and system for predicting brake failure in rail vehicles. The method includes: determining whether the pressure value of the first brake cylinder of the rail vehicle meets a set pressure condition; if so, determining the response time of the braking device after the brake release command is issued based on the operating data of the rail vehicle within a sampling period; and determining the predicted information of brake failure based on the response time of the braking device. The method for predicting brake failure provided by this invention can monitor and predict brake failure faults in real time and layer by layer, minimizing missed and false alarms. Through continuous monitoring of brake failure faults, the braking status of rail vehicles can be better monitored and predicted in advance, effectively reducing the risk of braking failures and improving operational safety and reliability.

Description

Technical Field

[0001] This invention relates to the field of urban rail vehicle braking system technology, and in particular to a method and system for predicting brake failure in rail vehicles. Background Technology

[0002] In the field of rail vehicles, rail vehicles require frequent starting and braking during operation. A failure to release the brakes can easily lead to brake jamming, wheel set damage, and skidding, endangering passenger safety. Therefore, unreleased brakes in rail vehicles have become a significant hidden danger to train safety and punctuality.

[0003] Currently, when a rail vehicle experiences a brake failure, the train control and related systems typically transmit the fault signal to maintenance personnel. Maintenance personnel then locate the fault based on the fault data and perform repairs. This method, which involves maintenance after the brake failure has occurred, relies on manual judgment and inspection, resulting in lower safety and reliability for rail vehicle operation. Summary of the Invention

[0004] One of the objectives of this invention is to provide a method for predicting brake failure in rail vehicles, in order to solve the problem that existing technologies cannot predict brake failure in rail vehicles and require manual judgment.

[0005] One of the objectives of this invention is to provide a system for predicting brake failure in rail vehicles.

[0006] To achieve one of the above-mentioned objectives, the present invention provides a method for predicting brake failure of a rail vehicle, comprising: determining whether the pressure value of the first brake cylinder of the rail vehicle meets a set pressure condition; if so, determining the response time of the braking device after the brake release command is issued based on the operating data of the rail vehicle within a sampling period; and determining the prediction information of brake failure of the rail vehicle based on the response time of the braking device.

[0007] As a further improvement of one embodiment of the present invention, the set pressure condition is determined by using the pressure value of the second brake cylinder and the pressure value of the target brake cylinder as criteria to determine whether the pressure value of the first brake cylinder meets the set value condition; wherein, the pressure value of the first brake cylinder corresponds to the first pressure sensor in the target car of the rail vehicle, the pressure value of the second brake cylinder corresponds to the second pressure sensor in the target car of the rail vehicle, and the first pressure sensor and the second pressure sensor are located on the same bogie of the target car.

[0008] As a further improvement of one embodiment of the present invention, the set pressure condition is determined based on the pressure values ​​of the second brake cylinder and the target brake cylinder to determine whether the pressure value of the first brake cylinder meets the set pressure condition; the "determining whether the pressure value of the first brake cylinder of the rail vehicle meets the set pressure condition" specifically includes: acquiring the second air pressure data of the second pressure sensor in the rail vehicle, and calculating the pressure value of the second brake cylinder based on the second air pressure data; wherein, the second pressure sensor and the first pressure sensor are located on the same bogie of the target car of the rail vehicle; determining whether the pressure value of the first brake cylinder is equal to the pressure value of the second brake cylinder; if so, determining whether the difference between the pressure value of the first brake cylinder and the pressure value of the target brake cylinder is within the pressure difference threshold range; if the difference is within the pressure difference threshold range, determining that the pressure value of the first brake cylinder of the rail vehicle meets the set pressure condition.

[0009] As a further improvement of one embodiment of the present invention, the step of "acquiring the operating data of the rail vehicle within a sampling period and determining the response time of the braking device after the braking release command is issued based on the operating data" specifically includes: constructing a predicted response time model; recording several sets of first moments when the braking release command is issued and second moments when the braking device responds within the sampling period; calculating several sets of corresponding response time differences based on the several sets of first moments and second moments; wherein the response time difference is less than a set first response time threshold; inputting the several sets of first moments, second moments, and response time differences into the predicted response time model for training to obtain the predicted response time model; inputting the current operating data of the rail vehicle into the predicted response time model to obtain the response time of the braking device.

[0010] As a further improvement of one embodiment of the present invention, the step of "determining the prediction information of the rail vehicle's braking not being released based on the response duration of the braking device" specifically includes: counting the number of response anomalies within the sampling period when the response duration is greater than or equal to a second response duration threshold; if the number of response anomalies is greater than the response count threshold, then outputting the prediction information of the rail vehicle's braking not being released; if the number of response anomalies is greater than zero and less than the response count threshold, then outputting the prediction information of the braking device's response duration being too long.

[0011] As a further improvement of one embodiment of the present invention, after "determining the prediction information of the rail vehicle's braking not releasing based on the response duration of the braking device", the method further includes: determining whether the response duration is greater than or equal to a second response duration threshold; if not, determining the number of times the EP solenoid valve is activated based on the operating data of the rail vehicle; and determining the prediction information of the rail vehicle's braking not releasing based on the number of times the EP solenoid valve is activated.

[0012] As a further improvement of one embodiment of the present invention, the step of "determining the number of times the EP solenoid valve is activated based on the operating data of the rail vehicle" specifically includes: recording the mileage of the rail vehicle during the sampling period, the number of times the first EP solenoid valve is activated under braking conditions, and the number of times the second EP solenoid valve is activated under non-braking conditions; obtaining the activation coefficient of the first EP solenoid valve under braking conditions and the activation coefficient of the second EP solenoid valve under non-braking conditions; and calculating the number of times the EP solenoid valve is activated based on the number of times the first EP solenoid valve is activated, the activation coefficient of the first EP solenoid valve, the number of times the second EP solenoid valve is activated, the activation coefficient of the second EP solenoid valve, and the mileage.

[0013] As a further improvement to one embodiment of the present invention, the step of "calculating the number of EP solenoid valve actuations based on the number of actuations of the first EP solenoid valve, the actuation coefficient of the first EP solenoid valve, the number of actuations of the second EP solenoid valve, the actuation coefficient of the second EP solenoid valve, and the mileage" specifically includes: calculating the total number of actuations of the first EP solenoid valve under braking conditions based on the number of actuations of the first EP solenoid valve and the actuation coefficient of the first EP solenoid valve; wherein, the total number of actuations of the first EP solenoid valve is equal to the product of the number of actuations of the first EP solenoid valve and the actuation coefficient of the first EP solenoid valve; and calculating the braking distance based on the number of actuations of the second EP solenoid valve and the actuation coefficient of the second EP solenoid valve. The total number of times the second EP solenoid valve actuates under the specified state; wherein, the total number of times the second EP solenoid valve actuates is equal to the product of the number of times the second EP solenoid valve actuates and the actuation coefficient of the second EP solenoid valve; the total number of times the EP solenoid valve actuates is calculated based on the total number of times the first EP solenoid valve actuates and the total number of times the second EP solenoid valve actuates; wherein, the total number of times the EP solenoid valve actuates is equal to the sum of the total number of times the first EP solenoid valve actuates and the total number of times the second EP solenoid valve actuates; the number of times the EP solenoid valve actuates is calculated based on the total number of times the EP solenoid valve actuates and the mileage traveled; wherein, the number of times the EP solenoid valve actuates is equal to the ratio of the total number of times the EP solenoid valve actuates to the mileage traveled.

[0014] As a further improvement of one embodiment of the present invention, the step of "determining the prediction information of the rail vehicle's brake not being released based on the number of times the EP solenoid valve is activated" specifically includes: counting the number of times the number of times the EP solenoid valve is activated is greater than or equal to a threshold number of times the solenoid valve is activated; if the number of times is greater than the threshold number of times the valve is activated, then the prediction information of the rail vehicle's brake not being released is output; if the number of times is greater than zero and less than the threshold number of times the valve is activated, then the prediction information of the number of times the EP solenoid valve is activated is output.

[0015] To achieve one of the above-mentioned objectives, one embodiment of the present invention provides a rail vehicle braking non-release prediction system. The system includes a prediction management module, which includes a memory and a processor. The memory may have a computer program running on the processor. When the processor executes the computer program, it implements the steps of the above-mentioned rail vehicle braking non-release prediction method.

[0016] Compared with the prior art, the embodiments of the present invention have at least one of the following beneficial effects:

[0017] This invention employs a method for predicting brake failure in rail vehicles. By determining whether the brake cylinder pressure value meets the conditions, the current status of the braking system is monitored in real time. Then, from the brake cylinder pressure value to the response time, real-time monitoring and layer-by-layer prediction of brake failure faults are achieved, which can minimize missed and false alarms. At the same time, through continuous monitoring of brake failure faults, the braking status of rail vehicles can be better monitored and predictions can be made in advance, effectively reducing the risk of braking failures and improving operational safety and reliability. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the steps of a method for predicting the failure of braking of a rail vehicle in one embodiment of the present invention.

[0019] Figure 2 This is a schematic diagram of part of step S1 of the method for predicting the failure of braking of rail vehicles in the first embodiment of the present invention.

[0020] Figure 3 This is a schematic diagram of part of step S2 in the method for predicting unrelieved braking of rail vehicles in the second embodiment of the present invention.

[0021] Figure 4 This is a schematic diagram of part of step S3 in the method for predicting the failure of braking of rail vehicles in the third embodiment of the present invention.

[0022] Figure 5 This is a schematic diagram of some steps in the method for predicting the failure of braking of rail vehicles in the fourth embodiment of the present invention.

[0023] Figure 6 This is a schematic diagram of some steps in the first embodiment of the method for predicting unrelieved braking of rail vehicles in the fourth embodiment of the present invention.

[0024] Figure 7 This is a schematic diagram of some steps in a specific example of the first embodiment of the method for predicting unrelieved braking of rail vehicles in the fourth embodiment of the present invention.

[0025] Figure 8 This is a schematic diagram of some steps in the second embodiment of the method for predicting unrelieved braking of rail vehicles in the fourth embodiment of the present invention. Detailed Implementation

[0026] The present invention will now be described in detail with reference to the specific embodiments shown in the accompanying drawings. However, these embodiments do not limit the present invention, and any structural, methodological, or functional modifications made by those skilled in the art based on these embodiments are included within the scope of protection of the present invention.

[0027] It should be noted that the term "comprising" or any other variation thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. In the description of specific embodiments of the invention, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0028] In the rail transit sector, brake failure seriously affects the operational safety of rail vehicles. Braking system malfunctions often progress from minor abnormalities to severe abnormalities, eventually developing into irreversible failures. Therefore, identifying and replacing components before they become unrecoverable, even when they exhibit abnormalities or performance degradation, can reduce the probability of brake failure and improve the stability of the braking system. Thus, implementing brake failure prediction in the rail vehicle field has significant practical implications.

[0029] Based on this, the present invention provides a method for predicting brake failure in rail vehicles, such as... Figure 1 As shown, the specific steps include the following:

[0030] Step S1: Determine whether the pressure value of the first brake cylinder of the rail vehicle meets the set pressure condition.

[0031] If so, proceed to step S2 and determine the response time of the braking device after the braking release command is issued based on the operating data of the rail vehicle within the sampling period.

[0032] Step S3: Based on the response time of the braking device, determine the prediction information of the rail vehicle's braking failure.

[0033] In this way, by judging whether the brake cylinder pressure value meets the target conditions, the current status of the braking system is monitored in real time, and the braking response time is further analyzed, real-time monitoring and layer-by-layer prediction of brake failure can be achieved. This can maximize the prediction in advance, avoid missed and false alarms, reduce the probability of brake failure, and improve the stability and reliability of the braking system.

[0034] The first brake cylinder pressure value refers to the air pressure inside the brake cylinder. During the operation of the rail vehicle, the brake cylinder pressure value can be adjusted and controlled according to actual needs. On the one hand, a higher brake cylinder pressure value corresponds to a better braking effect, enabling the braking device to generate sufficient friction to decelerate or stop the vehicle. On the other hand, a lower brake cylinder pressure value can lead to poor braking effect or brake failure, affecting the vehicle's braking performance and safety. Therefore, real-time monitoring and adjustment of the brake cylinder pressure value can ensure stable and reliable braking performance.

[0035] Furthermore, the pressure conditions set in step S1 can be determined based on the pressure values ​​of the second brake cylinder and the target brake cylinder to determine whether the pressure value of the first brake cylinder meets the set value conditions. Specifically, the pressure value of the first brake cylinder corresponds to the first pressure sensor in the target car of the rail vehicle, and the pressure value of the second brake cylinder corresponds to the second pressure sensor in the target car of the rail vehicle. The first pressure sensor and the second pressure sensor are located on the same bogie of the target car.

[0036] Understandably, the first pressure sensor does not necessarily point to the first pressure sensor on the rail vehicle during its operation, but rather to any pressure sensor on the rail vehicle.

[0037] After determining the location of the first pressure sensor, the target carriage can be identified based on its location. Based on the determined target carriage location, the bogie location of the first pressure sensor can be further determined. Based on the bogie location, a second pressure sensor corresponding to the first pressure sensor on the same bogie can be identified. By monitoring the second pressure sensor, the corresponding second brake cylinder pressure value can be calculated. The target brake cylinder pressure value can be understood as a target pressure value pointing towards either the first or second pressure sensor.

[0038] Based on this, such as Figure 1 and Figure 2 As shown, in the first embodiment, the method for predicting unrelieved braking of rail vehicles specifically includes the following steps:

[0039] Step S11: Obtain the second air pressure data from the second pressure sensor in the rail vehicle, and calculate the pressure value of the second brake cylinder based on the second air pressure data.

[0040] Step S12: Determine whether the pressure value of the first brake cylinder is equal to the pressure value of the second brake cylinder.

[0041] If so, proceed to step S13 to determine whether the difference between the pressure value of the first brake cylinder and the pressure value of the target brake cylinder is within the pressure difference threshold range.

[0042] If the difference is within the pressure difference threshold range, then proceed to step S14 to determine that the pressure value of the first brake cylinder of the rail vehicle meets the set pressure condition.

[0043] If so, proceed to step S2, obtain the operating data of the rail vehicle within the sampling period, and determine the response time of the braking device after the braking release command is issued based on the operating data.

[0044] Step S3: Based on the response time of the braking device, determine the prediction information of the rail vehicle's braking failure.

[0045] In this way, by detecting and comparing the brake cylinder pressure values ​​of multiple pressure sensors, it is helpful to understand potential problems or faults in the braking system in advance, detect and deal with abnormal situations in a timely manner, reduce the probability of brake failure, and improve driving safety.

[0046] The second pressure sensor and the first pressure sensor are located on the same bogie of the target car of the rail vehicle. Optionally, in one embodiment, the brake cylinder pressure values ​​corresponding to the pressure sensors located on the same bogie are the same. That is, the first brake cylinder pressure value corresponding to the first pressure sensor and the second brake cylinder pressure value corresponding to the second pressure sensor are the same; when the first brake cylinder pressure value of the first pressure sensor is not equal to the brake cylinder pressure values ​​of other sensors, the first pressure sensor may malfunction.

[0047] Optionally, in the second embodiment, the difference between the brake cylinder pressure values ​​corresponding to the pressure sensors disposed on the same bogie meets a set condition. That is, the difference between the first brake cylinder pressure value corresponding to the first pressure sensor and the second brake cylinder pressure value corresponding to the second pressure sensor is within a set threshold range; when the difference between the first brake cylinder pressure value of the first pressure sensor and the brake cylinder pressure values ​​of other sensors exceeds the threshold range, the first pressure sensor may malfunction.

[0048] To further verify the reliability of the above judgment, the pressure value of the first brake cylinder corresponding to the first pressure sensor can be compared with the pressure value of the target brake cylinder to improve the accuracy of the judgment.

[0049] As can be seen, the working status of the braking system can be understood by judging the brake cylinder pressure value. If the brake cylinder pressure value is abnormally low, it may indicate that there is a fault or problem in the braking system, resulting in insufficient braking force, and may even lead to the inability to release the brakes.

[0050] To more comprehensively and accurately predict whether the braking system will experience a brake failure, this invention also provides a method for judging the response time of the braking device, assuming the pressure sensor is working normally. By determining the response time of the braking device after the brake release command is issued based on the current operating data of the rail vehicle, the real-time performance and accuracy of brake failure prediction are improved.

[0051] Specifically, such as Figure 1 and Figure 3 As shown, in the second embodiment, the method for predicting the failure of braking of rail vehicles specifically includes the following steps:

[0052] Step S1: Determine whether the pressure value of the first brake cylinder of the rail vehicle meets the set pressure condition.

[0053] If so, proceed to step S21 to construct a predictive response time model.

[0054] Step S22: During the sampling period, record the first moment when the braking release command is issued and the second moment when the braking device responds.

[0055] Step S23: Calculate the corresponding response time differences of several groups based on the several groups of first time moments and second time moments.

[0056] Step S24: Input several first time points, second time points, and the response time difference into the predicted response duration model for training to obtain the predicted response duration model.

[0057] Step S25: Input the current operating data of the rail vehicle into the predicted response time model to obtain the response time of the braking device.

[0058] Step S3: Based on the response time of the braking device, determine the prediction information of the rail vehicle's braking failure.

[0059] Thus, by constructing a training response time model to predict response time, on the one hand, the specific reasons for brake failure can be predicted in a timely and accurate manner, and effective measures can be taken to avoid brake failure in rail vehicles and reduce the possibility of accidents; on the other hand, the status and performance information of the braking system can be obtained, which helps to formulate reasonable maintenance plans in advance.

[0060] The response time difference is less than a set first response duration threshold. This first response duration threshold can be set by software. When acquiring sample data, it is determined whether the response time difference corresponding to each sample data is less than the set first response duration threshold. If the response time difference is greater than the first response duration threshold, a fault message is sent to the braking system, and the sample data is removed. If the response time difference is less than the first response duration threshold, the sample data is input into the predicted response duration model for training. The response duration of the braking device refers to the time required for the braking system of the rail vehicle to generate braking force after receiving a braking command. The predicted response duration model can be a supervised training model, an unsupervised training model, or a semi-supervised training model, and can be freely selected according to actual conditions; this invention does not impose specific limitations.

[0061] Based on this, such as Figure 1 and Figure 4 As shown, in the third embodiment, the method for predicting the failure of braking of rail vehicles specifically includes the following steps:

[0062] Step S1: Determine whether the pressure value of the first brake cylinder of the rail vehicle meets the set pressure condition.

[0063] If so, proceed to step S2 and determine the response time of the braking device after the braking release command is issued based on the operating data of the rail vehicle within the sampling period.

[0064] Step S31: Count the number of response anomalies within the sampling period whose response duration is greater than or equal to the second response duration threshold.

[0065] Step S32: If the number of abnormal responses is greater than the response count threshold, then output the prediction information of the rail vehicle braking failure.

[0066] Step S33: If the number of abnormal responses is greater than zero and less than the response count threshold, then output prediction information that the braking device response time is too long.

[0067] In this way, by statistically analyzing the number of abnormal response times within the sampling period, we can not only improve the reliability and comprehensiveness of predictions, but also reduce unnecessary maintenance and repair work caused by accidental failures, thus saving time and resources.

[0068] The second response duration threshold can be understood as the maximum response time of the braking device of the rail vehicle when it receives a braking release command. In other words, if the response duration predicted by the response duration model exceeds the second response duration threshold based on the current operating data of the rail vehicle, then an abnormality in the response duration can be considered to have occurred.

[0069] Understandably, on the one hand, a single anomaly does not necessarily indicate that the rail vehicle will experience brake failure. In order to further improve the reliability of its prediction, this invention can count the number of response duration anomalies within the sampling period. When the number of response anomalies exceeds a set threshold, the probability of brake failure will also increase accordingly. Based on this, the reliability of the brake failure prediction information is determined to be high.

[0070] On the other hand, several abnormal responses indicate that there may be potential risks in the braking system of the rail vehicle. Outputting the corresponding abnormal information can remind maintenance personnel to deal with the abnormal situation in a timely and targeted manner, so as to avoid causing more serious failures in the braking system or causing accidents, thereby improving the safety factor.

[0071] It is evident that by monitoring the response time of the braking device, the reaction speed of the braking system can be assessed; if the response time is abnormally prolonged, it may mean that the braking system may not be able to respond in time when braking is required, increasing the risk of brake failure.

[0072] To improve the comprehensiveness of brake failure prediction, after predicting brake failure based on the response time of the braking device, the present invention also provides a method for predicting brake failure based on the number of EP solenoid valve actuations.

[0073] Optionally, such as Figure 1 and Figure 5 As shown, in the fourth embodiment, after step S3, the rail vehicle braking non-relief prediction method may further include the following steps:

[0074] Step S1: Determine whether the pressure value of the first brake cylinder of the rail vehicle meets the set pressure condition.

[0075] If so, proceed to step S2 and determine the response time of the braking device after the braking release command is issued based on the operating data of the rail vehicle within the sampling period.

[0076] Step S3: Based on the response time of the braking device, determine the prediction information of the rail vehicle's braking failure.

[0077] Step S41: Determine whether the response duration is greater than or equal to the second response duration threshold.

[0078] If not, proceed to step S42 to determine the number of times the EP solenoid valve will actuate based on the operating data of the rail vehicle.

[0079] Step S43: Determine the prediction information of the rail vehicle's brake not being released based on the number of times the EP solenoid valve is activated.

[0080] Thus, by detecting and analyzing the number of actuations of the EP solenoid valve, real-time monitoring of the braking system can be achieved. Based on the actual conditions of the rail vehicle, personalized maintenance strategies can be developed, maintenance and repair work can be rationally arranged, maintenance efficiency can be improved, operating costs can be reduced, and the lifespan of the braking system can be extended.

[0081] The EP (Electro-pneumatic) solenoid valve, also known as an electro-pneumatic conversion valve, converts the electrical commands from the brake control unit into air pressure. By controlling the energization or de-energization of the EP solenoid valve, its electromagnetic coil generates or loses a magnetic field, thereby controlling the flow of compressed air to the braking device or release device, thus applying or releasing the braking force. It should be noted that determining the number of EP solenoid valve actuations under normal braking response time can prevent braking delays or failures, ensuring that the rail vehicle can stop or decelerate in a timely manner.

[0082] like Figure 6 As shown, in the first embodiment of the fourth implementation, step S42 may specifically include:

[0083] Step S421: Record the mileage of the rail vehicle during the sampling period, the number of times the first EP solenoid valve actuates under braking conditions, and the number of times the second EP solenoid valve actuates under non-braking conditions.

[0084] Step S422: Obtain the action coefficient of the first EP solenoid valve when the rail vehicle is in braking state and the action coefficient of the second EP solenoid valve when it is not in braking state.

[0085] Step S423: Calculate the number of times the EP solenoid valve actuates based on the number of times the first EP solenoid valve actuates, the first EP solenoid valve actuation coefficient, the second EP solenoid valve actuation number, the second EP solenoid valve actuation coefficient, and the mileage traveled.

[0086] Specifically, such as Figure 7 As shown, in a specific example of the first embodiment, step S423 may specifically include:

[0087] Step S4231: Calculate the total number of times the first EP solenoid valve actuates under braking conditions based on the number of times the first EP solenoid valve actuates and the actuation coefficient of the first EP solenoid valve.

[0088] Step S4232: Calculate the total number of times the second EP solenoid valve actuates under braking conditions based on the number of times the second EP solenoid valve actuates and the actuation coefficient of the second EP solenoid valve.

[0089] Step S4233: Calculate the total number of times the EP solenoid valve actuates based on the total number of times the first EP solenoid valve actuates and the total number of times the second EP solenoid valve actuates.

[0090] Step S4234: Calculate the number of times the EP solenoid valve actuates based on the total number of times the EP solenoid valve actuates and the mileage traveled.

[0091] Thus, by counting the total number of EP solenoid valve actuations under braking and non-braking conditions respectively, the usage frequency and load of the braking system can be assessed, helping vehicle maintenance personnel to make accurate fault diagnoses and providing a basis for predicting subsequent brake failures.

[0092] Wherein, the total number of times the first EP solenoid valve actuates is equal to the product of the number of times the first EP solenoid valve actuates and the actuation coefficient of the first EP solenoid valve; the total number of times the second EP solenoid valve actuates is equal to the product of the number of times the second EP solenoid valve actuates and the actuation coefficient of the second EP solenoid valve; the total number of times the EP solenoid valve actuates is equal to the sum of the total number of times the first EP solenoid valve actuates and the total number of times the second EP solenoid valve actuates; and the number of times the EP solenoid valve actuates is equal to the ratio of the total number of times the EP solenoid valve actuates to the mileage traveled.

[0093] It should be noted that, under braking conditions, the EP solenoid valve is responsible for controlling the release and maintenance of brake cylinder pressure. An abnormally high number of actuations may indicate a malfunction or abnormality in the braking system, such as air leakage in the brake cylinder or a faulty brake valve. Under non-braking conditions, the EP solenoid valve can be used to control other auxiliary systems, such as auxiliary braking and parking brake. An abnormally high number of actuations may indicate wear or malfunction of the EP solenoid valve, requiring timely inspection or replacement.

[0094] Furthermore, the EP solenoid valve actuation coefficient can be used to measure the working condition of the EP solenoid valve in the braking system. Whether the rail vehicle is braking or not, the EP solenoid valve actuation coefficient points to an optimal value obtained through multiple analyses and calculations based on a large amount of operational data from the rail vehicle. It should be emphasized that the number of actuations of the first EP solenoid valve remains consistent under braking conditions; similarly, the number of actuations of the second EP solenoid valve remains consistent under non-braking conditions; the actuation coefficients of the first and second EP solenoid valves are not necessarily the same.

[0095] For example, assuming that the mileage completed by the rail vehicle during the sampling period is S, the action coefficient of the first EP solenoid valve in the braking state is K1, and the number of times the first EP solenoid valve actuates is C1; the action coefficient of the first EP solenoid valve in the non-braking state is K2, and the number of times the second EP solenoid valve actuates is C2; by executing the above steps S4231 to S4234, the number of times the EP solenoid valve actuates is (K1*C1+K2*C2) / S.

[0096] It should be noted that steps S421 to S423 and steps S4231 to S4234 can be understood as derivative steps of step S42. The execution order of steps S421 and S422 can be interchanged, and similarly, the execution order of steps S4231 and S4232 can also be interchanged. In this respect, the present invention does not impose specific limitations.

[0097] Specifically, such as Figure 8 As shown, in the second embodiment of the fourth implementation, step S43 may specifically include:

[0098] Step S431: Count the number of times the EP solenoid valve actuates that is greater than or equal to the threshold number of solenoid valve actuations.

[0099] Step S432: If the number of times is greater than the action number threshold, then output the prediction information of the rail vehicle braking not being released.

[0100] Step S433: If the number of times is greater than zero and less than the threshold number of times of action, then output the prediction information of the number of times the EP solenoid valve will be used.

[0101] Thus, by determining the predictive information based on the number of EP solenoid valve actuations, potential problems can be predicted in a timely manner, maintenance measures can be taken in advance, the failure of the braking system can be prevented from worsening, and the safety and reliability of rail vehicles can be improved.

[0102] It is evident that by statistically analyzing the number of times the EP solenoid valve actuates, the frequency of its use and the load condition can be determined. If the number of EP solenoid valve actuations is significantly lower or the number of abnormal actuations increases, it may indicate that the EP solenoid valve is malfunctioning or abnormal, which could potentially lead to problems with brake release.

[0103] The present invention also provides a rail vehicle braking non-release prediction system, the system including a rail vehicle prediction management module, which includes a memory and a processor, the memory possibly having a computer program running on the processor, the processor executing the computer program to implement the steps of the rail vehicle braking non-release prediction method described in any of the above technical solutions.

[0104] In summary, this invention provides a method for predicting brake failure in rail vehicles. By sequentially judging the brake cylinder pressure value, the braking device response time, and the number of EP solenoid valve actuations, it can not only monitor the current operating status of the rail vehicle's braking system in real time, but also predict the failures layer by layer, minimizing missed and false alarms. Furthermore, based on the judgment results, it can identify potential problems in the braking system in advance, allowing for timely maintenance and repair measures to reduce the probability of brake failure and effectively lower the risk of braking malfunctions, thereby ensuring the comprehensiveness, safety, and reliability of the rail vehicle.

[0105] It should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0106] The detailed descriptions listed above are merely specific descriptions of feasible embodiments of the present invention, and are not intended to limit the scope of protection of the present invention. All equivalent embodiments or modifications made without departing from the spirit of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for predicting brake failure in rail vehicles, characterized in that, include: Determine whether the pressure value of the first brake cylinder of the rail vehicle meets the set pressure condition. If so, the response time of the braking device after the braking release command is issued is determined based on the operating data of the rail vehicle within the sampling period. Based on the response time of the braking device, predictive information about the failure of the rail vehicle to release braking is determined; The set pressure condition is determined by using the pressure value of the second brake cylinder and the pressure value of the target brake cylinder as criteria to determine whether the pressure value of the first brake cylinder meets the set value condition. The determination of whether the pressure value of the first brake cylinder of the rail vehicle meets the set pressure condition specifically includes: The second air pressure data of the second pressure sensor in the rail vehicle is acquired, and the pressure value of the second brake cylinder is calculated based on the second air pressure data; wherein, the pressure value of the first brake cylinder corresponds to the first pressure sensor in the target car of the rail vehicle, the pressure value of the second brake cylinder corresponds to the second pressure sensor in the target car of the rail vehicle, and the second pressure sensor and the first pressure sensor are located on the same bogie of the target car of the rail vehicle. Determine whether the pressure value of the first brake cylinder is equal to the pressure value of the second brake cylinder; if so, determine whether the difference between the pressure value of the first brake cylinder and the pressure value of the target brake cylinder is within the pressure difference threshold range; if the difference is within the pressure difference threshold range, determine that the pressure value of the first brake cylinder of the rail vehicle meets the set pressure condition. The step of determining the prediction information of the rail vehicle's braking failure based on the response time of the braking device specifically includes: The number of response anomalies with a response duration greater than or equal to a second response duration threshold is counted within the sampling period. If the number of response anomalies is greater than the response count threshold, prediction information of the rail vehicle's braking not being released is output. If the number of response anomalies is greater than zero and less than the response count threshold, prediction information of the braking device's response duration being too long is output.

2. The method for predicting brake failure in rail vehicles according to claim 1, characterized in that, "Acquiring the operating data of the rail vehicle within the sampling period and determining the response time of the braking device after the braking release command is issued based on the operating data" specifically includes: Construct a model to predict response duration; During the sampling period, several sets of the first moment when the braking release command is issued and the second moment when the braking device responds are recorded. Based on the aforementioned first time points and second time points, several corresponding response time differences are calculated; wherein, the response time difference is less than a set first response duration threshold. The first time point, the second time point, and the response time difference are input into the predicted response duration model for training to obtain the predicted response duration model; The current operating data of the rail vehicle is input into the predicted response time model to obtain the response time of the braking device.

3. The method for predicting brake failure in rail vehicles according to claim 1, characterized in that, After "determining the prediction information of the rail vehicle's braking failure based on the response time of the braking device", the method further includes: Determine whether the response duration is greater than or equal to the second response duration threshold; If not, the number of times the EP solenoid valve actuates is determined based on the operating data of the rail vehicle; Based on the number of times the EP solenoid valve is activated, predictive information regarding the failure of the rail vehicle's braking to be released is determined.

4. The method for predicting brake failure in rail vehicles according to claim 3, characterized in that, The phrase "determining the number of times the EP solenoid valve actuates based on the operating data of the rail vehicle" specifically includes: Record the mileage of the rail vehicle, the number of times the first EP solenoid valve actuates under braking conditions, and the number of times the second EP solenoid valve actuates under non-braking conditions within the sampling period. Obtain the action coefficient of the first EP solenoid valve when the rail vehicle is braking and the action coefficient of the second EP solenoid valve when it is not braking. The number of times the EP solenoid valve actuates is calculated based on the number of times the first EP solenoid valve actuates, the actuation coefficient of the first EP solenoid valve, the number of times the second EP solenoid valve actuates, the actuation coefficient of the second EP solenoid valve, and the mileage traveled.

5. The method for predicting brake failure in rail vehicles according to claim 4, characterized in that, The phrase "calculating the number of EP solenoid valve actuations based on the number of actuations of the first EP solenoid valve, the actuation coefficient of the first EP solenoid valve, the number of actuations of the second EP solenoid valve, the actuation coefficient of the second EP solenoid valve, and the mileage" specifically includes: Based on the number of times the first EP solenoid valve actuates and the actuation coefficient of the first EP solenoid valve, the total number of times the first EP solenoid valve actuates under braking conditions is calculated; wherein, the total number of times the first EP solenoid valve actuates is equal to the product of the number of times the first EP solenoid valve actuates and the actuation coefficient of the first EP solenoid valve. Based on the number of times the second EP solenoid valve actuates and the actuation coefficient of the second EP solenoid valve, the total number of times the second EP solenoid valve actuates under braking conditions is calculated; wherein, the total number of times the second EP solenoid valve actuates is equal to the product of the number of times the second EP solenoid valve actuates and the actuation coefficient of the second EP solenoid valve. The total number of EP solenoid valve actuations is calculated based on the total number of actuations of the first EP solenoid valve and the total number of actuations of the second EP solenoid valve; wherein, the total number of EP solenoid valve actuations is equal to the sum of the total number of actuations of the first EP solenoid valve and the total number of actuations of the second EP solenoid valve. The number of times the EP solenoid valve actuates is calculated based on the total number of times the EP solenoid valve actuates and the mileage traveled; wherein, the number of times the EP solenoid valve actuates is equal to the ratio of the total number of times the EP solenoid valve actuates to the mileage traveled.

6. The method for predicting brake failure in rail vehicles according to claim 3, characterized in that, The phrase "determining the predictive information of the rail vehicle's brake failure based on the number of times the EP solenoid valve actuates" specifically includes: The number of times the EP solenoid valve actuates is greater than or equal to the threshold number of solenoid valve actuations is counted. If the number of times exceeds the action number threshold, then output the prediction information that the rail vehicle's braking will not be released; If the number of times is greater than zero and less than the threshold number of times of action, then the predicted number of times the EP solenoid valve will be output.

7. A rail vehicle brake non-release prediction system, characterized in that, The system includes a rail vehicle prediction management module, which includes a memory and a processor. The memory has a computer program that can run on the processor. When the processor executes the program, it implements the steps of the rail vehicle braking non-relief prediction method according to any one of claims 1-6.

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