A rail vehicle brake pipe liquid permeation identification method and device and a rail vehicle

Abstract

The application discloses a rail vehicle brake pipeline liquid permeation identification method and device and a rail vehicle. The method comprises the following steps: acquiring whole-vehicle power-on state data and pump motor control duty cycle signal data of the rail vehicle within a first preset time, wherein the first preset time comprises at least two second preset times; for each second preset time, calculating a pump motor pressurization interval parameter according to the whole-vehicle power-on state data and the pump motor control duty cycle signal data within the second preset time; identifying whether the rail vehicle brake pipeline is permeated with liquid according to the change trend of the pump motor pressurization interval parameter within the first preset time, and issuing a warning information when liquid permeation is identified. The application has the effect of timely identifying whether the brake pipeline of the rail vehicle is permeated with liquid and issuing a warning information.

Description

Technical Field

[0001] This application relates to the field of rail vehicle control, and more specifically to a method, device, and rail vehicle for identifying leakage in rail vehicle brake lines. Background Technology

[0002] In related technologies, when identifying leakage in the brake lines of rail vehicles, a leakage monitoring mechanism for the train brake lines is usually established based on the historical operating parameters of the train; the current operating parameters of the train are collected, and the current operating parameters are analyzed according to the leakage monitoring mechanism and the historical operating parameters to generate leakage monitoring results for the train brake lines; early warning information is generated based on the leakage monitoring results and the early warning information is issued.

[0003] However, when there is slow leakage in the brake lines, the changes in the brake pressurization interval and the number of brake strokes supported by a single pressurization are not significant, making it difficult to detect brake line leakage in a timely manner. Related technologies have the problem of failing to promptly identify slow leakage in brake lines.

[0004] Therefore, improvements are needed to address at least one of the aforementioned problems. Summary of the Invention

[0005] In response to at least one of the problems in the prior art, this application provides a method, apparatus, and rail vehicle for identifying leakage in the brake lines of rail vehicles.

[0006] In a first aspect, this application provides a method for identifying leakage in the brake lines of rail vehicles, including the following technical solutions:

[0007] A method for identifying fluid leakage in the brake lines of rail vehicles, the method comprising:

[0008] Acquire the power-on status data of the rail vehicle and the pump motor control duty cycle signal data within a first preset time period, the first preset time period including at least two second preset time periods;

[0009] For each of the second preset times, the pump motor pressurization interval parameters are calculated based on the vehicle power-on status data and the pump motor control duty cycle signal data within the second preset time.

[0010] The system identifies whether the brake line of the rail vehicle is leaking fluid based on the changing trend of the pump motor pressurization interval parameter within the first preset time period, and issues a warning message when leakage is detected.

[0011] For example, the step of calculating the pump motor pressurization interval parameter for each of the second preset times, based on the vehicle power-on status data and the pump motor control duty cycle signal data within the second preset time, includes:

[0012] Based on the vehicle power-on status data, obtain the start and end times of each power-on / power-off interval, thereby obtaining the duration of each power-on / power-off interval and the number of each power-on / power-off interval;

[0013] Based on the pump motor control duty cycle signal data, obtain the pressurization interval time of each pump motor in the carriage including the pump motor, and then combine the start and end times of each of the upper de-energization intervals to determine the upper de-energization interval in which each pressurization interval time is located and the average value of the pressurization interval time included in each upper de-energization interval.

[0014] For each car including the pump motor, the weighted pressurization interval time of the car is calculated. The weighted pressurization interval time is calculated based on the duration of the upper de-energization interval in which all pressurization interval times of the pump motor in the car are located, the average of the pressurization interval times included in the upper de-energization interval, and the total number of the upper de-energization intervals.

[0015] Based on the weighted pressurization interval time of each carriage, the ratio of the maximum and minimum values ​​of the weighted pressurization interval time is calculated as the weighted pressurization interval ratio, which is used as the pressurization interval parameter of the pump motor.

[0016] For example, identifying whether the rail vehicle's brake line is leaking based on the changing trend of the pump motor pressurization interval parameter within the first preset time period includes:

[0017] When the pump motor pressurization interval parameter increases within the first preset time period, and the most recent pump motor pressurization interval parameter is greater than a preset threshold, it is determined that the rail vehicle brake pipeline has leaked.

[0018] For example, the first preset time is three days, and the second preset time is one day.

[0019] For example, after obtaining the start and end times of each of the upper power-off intervals, each of the upper power-off intervals is marked with a sequence number according to the chronological order of the times; after obtaining the pressurization interval time, the pressurization interval time is marked based on the sequence number of the upper power-off interval in which the pressurization interval time is located, so as to determine the pressurization interval time included in each upper power-off interval.

[0020] For example, the power-off interval is the time interval from power-on with a first voltage, power-on with a second voltage, to power-off, where the first voltage is less than the second voltage. Obtaining the start and end times of each power-off interval includes:

[0021] The timestamp corresponding to the moment when the first power-on signal of the first voltage is first collected is recorded as the start time of this power-on / power-off interval;

[0022] The timestamp corresponding to the moment when the power-off signal is first collected is recorded as the end time of this power-off interval.

[0023] For example, each pressurization interval is the time interval between the end of each operation of the pump motor and the start of the next operation. Obtaining each pressurization interval includes:

[0024] Record the timestamp corresponding to the last non-zero moment of the pump motor control duty cycle as the end time of this task;

[0025] Record the timestamp corresponding to the next non-zero moment of the pump motor control duty cycle as the start time of the next pump motor operation;

[0026] The difference between the start time of the next work and the end time of the current work is recorded as a pressurization interval time of the pump motor.

[0027] For example, for each car including a pump motor, the weighted pressurization interval time of the car is calculated, including:

[0028] For each of the upper de-energization intervals, the product of the duration of the upper de-energization interval and the average of the pressurization interval times included in the upper de-energization interval is calculated as a first parameter;

[0029] Calculate the sum of the first parameters for all said upper de-energization intervals, and use it as the second parameter;

[0030] Calculate the sum of the durations of all the aforementioned upper de-energization intervals as the third parameter;

[0031] The weighted pressurization interval time is obtained by calculating the ratio of the second parameter to the third parameter.

[0032] For example, the warning information includes at least one of the following: warning content, warning vehicle name, warning carriage number, warning time, possible consequences, and guidance measures.

[0033] For example, the presentation of the warning information includes at least one of the following: SMS reminder, warning details and icon prompts on computer page, and automatic generation and dispatch of application software maintenance work orders.

[0034] For example, the method can be implemented using an R script.

[0035] Secondly, this application provides a device for identifying leakage in the brake lines of rail vehicles, comprising the following technical solutions:

[0036] A device for identifying leakage in the brake lines of rail vehicles is provided. The device includes a memory and a processor, wherein the memory stores a computer-executable program that is run by the processor. When the computer-executable program is run by the processor, it causes the processor to perform the above-described method for identifying leakage in the brake lines of rail vehicles.

[0037] Thirdly, this application provides a rail vehicle that includes the aforementioned rail vehicle brake line leakage detection device.

[0038] This application has at least the following technical effects:

[0039] By acquiring vehicle power-on status data and pump motor control percentage signal data within a preset time period, the pump motor pressurization interval parameter is calculated. By analyzing the change trend of the pressurization interval parameter within the preset time period, the system can identify whether there is leakage in the brake line, thus enabling timely detection and early warning of leakage in the line. Attached Figure Description

[0040] The following drawings, which are incorporated herein by reference and are used to understand this application, illustrate embodiments of the invention and their descriptions, thereby explaining the apparatus and principles of the invention. In the drawings,

[0041] Figure 1 This is a flowchart illustrating the method for identifying leakage in the brake lines of rail vehicles in this application embodiment;

[0042] Figure 2 This is a distribution diagram of the weighted pressurization interval time ratio of the rail vehicles in the embodiments of this application;

[0043] Figure 3 This is an example diagram of the brake line leakage identification method in the embodiments of this application;

[0044] Figure 4 This is a schematic diagram of the calculation process for the brake line leakage identification method in the embodiments of this application;

[0045] Figure 5 This is a schematic diagram of the processor module of the brake line leakage detection device in the embodiments of this application;

[0046] Figure 6 This is a schematic diagram of the computing module in an embodiment of this application. Detailed Implementation

[0047] The following description provides numerous specific details to offer a more thorough understanding of this application. However, it will be apparent to those skilled in the art that this application can be practiced without one or more of these details. In other instances, certain technical features well-known in the art have not been described to avoid confusion with this application.

[0048] It should be understood that this application can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, providing these embodiments will make the disclosure thorough and complete, and will fully convey the scope of this application to those skilled in the art. In the drawings, for clarity, the dimensions and relative dimensions of layers and regions may be exaggerated. The same reference numerals denote the same elements throughout.

[0049] It should be understood that although the terms first, second, third, etc., may be used to describe various elements, components, areas, layers, and / or parts, these elements, components, areas, layers, and / or parts should not be limited by these terms. These terms are only used to distinguish one element, component, area, layer, or part from another element, component, area, layer, or part. Therefore, without departing from the teachings of this application, the first element, component, area, layer, or part discussed below may be referred to as the second element, component, area, layer, or part.

[0050] Spatial relation terms such as "below," "under," "below," "under," "above," and "above" are used here for convenience to describe the relationship between one element or feature shown in the figure and other elements or features. It should be understood that, in addition to the orientation shown in the figure, spatial relation terms are intended to also include different orientations of devices in use and operation.

[0051] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of this application. When used herein, the singular forms “a,” “an,” and “the” are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising” and / or “including,” when used in this specification, identify the presence of the stated features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups. When used herein, the term “and / or” includes any and all combinations of the associated listed items.

[0052] Embodiments of the invention are described herein with reference to cross-sectional views that serve as schematic diagrams of preferred embodiments (and intermediate structures) of this application. Thus, variations from the illustrated shape can be anticipated due to, for example, manufacturing techniques and / or tolerances. Therefore, embodiments of this application should not be limited to the specific shapes of the regions shown herein, but rather include shape deviations due to, for example, manufacturing processes. Consequently, the regions shown in the figures are substantially schematic, and their shapes are not intended to show the actual shapes of regions of the device and are not intended to limit the scope of this application.

[0053] Please refer to Figures 1-4This application provides an exemplary method for identifying leakage in the brake lines of rail vehicles.

[0054] Please refer to Figure 1 The above method includes the following steps:

[0055] In step 101, the power-on status data of the rail vehicle and the pump motor control duty cycle signal data are acquired within a first preset time period. The first preset time period includes at least two second preset times.

[0056] In step 102, for each second preset time, the pump motor pressurization interval parameter is calculated based on the vehicle power-on status data and pump motor control duty cycle signal data within the second preset time.

[0057] In step 103, the change trend of the pump motor pressurization interval parameter within the first preset time is used to identify whether the rail vehicle brake pipeline is leaking, and an early warning message is issued when leakage is detected.

[0058] This application uses the vehicle's overall power-on status data and pump motor control duty cycle signal data to obtain and calculate the pump motor's pressurization interval parameters. During braking system operation, internal hydraulic fluid fills the brake calipers to complete vehicle braking. The normal pressure range is 130 bar to 160 bar. Braking consumes accumulator fluid, causing the accumulator pressure to drop. When the accumulator pressure drops below 130 bar, the pump motor needs to pressurize, driving the oil pump to replenish fluid in the accumulator and raise the pressure. When the accumulator pressure reaches 160 bar, the pump motor stops pressurizing. When there is leakage in the brake lines of a certain car, the accumulator pressure is consumed more rapidly, the pump motor pressurization interval shortens, and the pump motor pressurization interval parameter increases. Therefore, the trend of the pump motor pressurization interval parameter over a first preset time period can identify whether there is slow leakage in the brake lines. Once leakage is detected, an early warning message is sent to alert personnel to handle the situation promptly.

[0059] For example, the aforementioned vehicles include rubber-tired trams.

[0060] For example, for each second preset time period, the pump motor pressurization interval parameter is calculated based on the vehicle power-on status data and the pump motor control duty cycle signal data within the second preset time period, and the method further includes the following steps:

[0061] S21. Obtain the start and end times of each power-on / power-off interval based on the vehicle power-on status data, thereby obtaining the duration of each power-on / power-off interval and the number of power-on / power-off intervals.

[0062] The power-off interval is the time interval from power-on at the first voltage and power-on at the second voltage to power-off, where the first voltage is less than the second voltage. The start and end times of each power-off interval are obtained, including:

[0063] The timestamp corresponding to the moment when the first power-on signal of the first voltage is collected is recorded as the start time of this power-on / power-off interval; the timestamp corresponding to the moment when the first power-off signal is collected is recorded as the end time of this power-on / power-off interval.

[0064] By obtaining the start and end times of the power-on / power-off intervals, the start and end times of each power-on / power-off interval can be determined, and thus the duration of each interval can be obtained. For example, the first voltage power-on is low-voltage power-on, and the second voltage power-on is high-voltage power-on. When acquiring the vehicle power-on status signal, the vehicle power-on status signal is defined as: 01: OFF, 10: low-voltage power-on, 11: high-voltage power-on. Based on the vehicle power-on status and the corresponding timestamp, the start and end times and duration of each complete "low-voltage power-on - high-voltage power-on - power-off" interval can be identified. Furthermore, while identifying the start and end times of each complete power-on / power-off interval, the number of power-on / power-off intervals can also be obtained.

[0065] S22. Based on the pump motor control duty cycle signal data, obtain the pressurization interval time of each pump motor in the carriage, including the pump motor, and then combine the start and end times of each of the upper and lower power-off intervals to determine the upper and lower power-off interval in which each pressurization interval time is located and the average value of the pressurization interval time included in each upper and lower power-off interval.

[0066] For example, each pressurization interval is the time interval between the end of each pump motor operation and the start of the next operation. Obtaining each pressurization interval includes:

[0067] Record the timestamp corresponding to the last non-zero moment of the pump motor control duty cycle as the end time of this operation; record the timestamp corresponding to the next non-zero moment of the pump motor control duty cycle as the start time of the next operation of the pump motor.

[0068] The difference between the start time of the next work and the end time of the current work is recorded as a pressurization interval time of the pump motor.

[0069] For example, when determining the upper power-off interval in which each pressurization interval falls, the following method is used: after obtaining the start and end times of each upper power-off interval, each upper power-off interval is marked with a sequence number according to the chronological order. After obtaining the pressurization interval time, the pressurization interval time is marked based on the sequence number of the upper power-off interval in which it falls, thereby determining the pressurization interval time included in each upper power-off interval.

[0070] Because the upper power-off intervals are numbered, after obtaining each pressurization interval time, marking it with the upper power-off interval number allows us to determine the upper power-off interval in which each pressurization interval time belongs. Furthermore, all pressurization interval times with the same upper power-off interval number are undoubtedly included in the same upper power-off interval. Calculating the average of the pressurization interval times with the same upper power-off interval number yields the average of the pressurization interval times included in each upper power-off interval.

[0071] S23. For each car including the pump motor, calculate the weighted pressurization interval time of the car. The weighted pressurization interval time is calculated based on the duration of the upper de-energization interval in which all pressurization interval times of the pump motor in the car are located, the average of the pressurization interval times included in the upper de-energization interval, and the total number of upper de-energization intervals.

[0072] For example, the calculation of the weighted pressurization interval time is achieved through the following steps:

[0073] For each power-off interval, the product of the duration of the power-off interval and the average of the pressurization interval times included in the power-off interval is calculated as a first parameter; the sum of the first parameters for all power-off intervals is calculated as a second parameter; the sum of the durations of all power-off intervals is calculated as a third parameter; the ratio of the second parameter to the third parameter is calculated to obtain the weighted pressurization interval time.

[0074] The specific formula is shown below.

[0075]

[0076] Where h represents the weighted pressurization interval time, i represents the sequence number of the upper de-energization interval, and w i and t i These represent the duration of the upper de-energization interval and the average of the pressurization intervals included in the upper de-energization interval, respectively. The weighted pressurization interval time for each car can be obtained using the above formula.

[0077] S24. Based on the weighted pressurization interval time of each car, calculate the ratio between the maximum and minimum values ​​of the weighted pressurization interval time as the weighted pressurization interval ratio, and use the weighted pressurization interval ratio as the pressurization interval parameter of the pump motor.

[0078] After obtaining the weighted pressurization interval time, the weighted pressurization interval time ratio is calculated using the following formula.

[0079]

[0080] In the above formula, ratio represents the weighted pressurization interval ratio, h1 and h2 represent the pressurization interval time in different carriages, and max(h1,h2) and min(h1,h2) represent the maximum and minimum values ​​of all pressurization interval times in carriages containing pump motors, respectively. The required interval ratio is obtained through the above formula, and the interval ratio is used as the pressurization interval parameter of the pump motor for identifying and judging leakage in the brake line.

[0081] For example, identifying whether the rail vehicle brake line is leaking based on the changing trend of the pump motor pressurization interval parameter within a first preset time includes: when the pump motor pressurization interval parameter increases within the first preset time and the most recent pump motor pressurization interval parameter is greater than a preset threshold, determining that the rail vehicle brake line is leaking and issuing a warning message.

[0082] For example, the first preset time is three days, and the second preset time is one day. When there is leakage in the brake line of a certain carriage, the accumulator pressure is consumed faster, the pump motor pressurization interval is shortened, and the vehicle weighted effective interval time ratio increases. Therefore, the brake line leakage monitoring mechanism is established as follows: if the weighted pressurization interval time ratio increases three times consecutively, and the most recent vehicle weighted pressurization interval time ratio is higher than the preset threshold, an early warning information is issued.

[0083] like Figure 2 The figure shows the weighted pressurization interval ratio distribution of vehicles based on rubber-tired trams. It can be seen from the figure that 99.75% of the weighted effective interval ratios are below 2.3. For example, the preset threshold is set to 2.3. When the weighted pressurization interval ratio increases three times in a row, and the most recent weighted pressurization interval ratio is higher than 2.3, an early warning message is issued.

[0084] like Figure 3 As shown in the figure, this is an example of identifying brake line leakage in a rail vehicle. In the figure, the weighted pressurization interval ratio shows an upward trend over the three days including August 7th, and the most recent weighted pressurization interval ratio is greater than 2.3. Therefore, the presence of brake line leakage can be identified, and an early warning message can be issued.

[0085] For example, the above identification method can be implemented and edited using an R script: connecting to a database, obtaining relevant vehicle operating data, calculating the complete power-on / power-off interval, calculating the pump motor pressurization interval, calculating the weighted pressurization interval, calculating the weighted pressurization interval ratio of the vehicles, diagnosing the leakage result, and writing the result to the database. The R script is then uploaded to a server with an R environment installed and executed automatically via a scheduled task. This solution is designed to execute once daily, calculating the weighted pressurization interval of each compartment and the weighted pressurization interval ratio of each vehicle daily, and generating a brake line leakage diagnosis result based on the three most recent data records.

[0086] For example, the warning information includes at least one of the following: warning content, name of the vehicle being warned, vehicle number being warned, warning time, possible consequences, and guidance measures. The warning information is presented in at least one of the following ways: SMS alert, warning details and icon prompts on a computer screen, or automatic generation and dispatch of maintenance work orders via application software. After identifying brake line leakage, warning information is issued and presented in multiple ways, allowing staff to receive timely warnings, conduct repairs, improve efficiency, and reduce losses.

[0087] Next, let's combine... Figure 4 This method is described by example:

[0088] First, the vehicle's power-on status and pump motor control duty cycle signal data from the previous day are obtained for subsequent calculations.

[0089] Based on the vehicle's power-on status signal and the corresponding timestamp, determine the start and end times (start and end times) of each "low-voltage power-on - high-voltage power-off" interval of the vehicle, and mark the corresponding interval number.

[0090] Based on the pump motor control duty cycle signal and the corresponding timestamp, determine the end time of each pump motor operation and the start time of the next operation, calculate the difference and record it as the pump motor pressurization interval time, and mark the upper and lower power-off interval sequence number of each pressurization interval time.

[0091] Then, for each power-on / power-off interval, the total power-on time, i.e., the duration of the power-on / power-off interval, is calculated. The average pump motor pressurization interval included in the power-on / power-off interval is also calculated.

[0092] The weighted pressurization interval time h and the weighted pressurization interval time ratio for the previous day are calculated by taking into account the duration of the power outage interval, the average pressurization interval, and the total number of power outage intervals.

[0093] Finally, the weighted pressurization interval ratio is used for identification. If the weighted pressurization interval ratio of the rail vehicle increases continuously within three days, and the most recent weighted pressurization interval ratio is greater than the threshold of 2.3, it is identified as leakage in the brake pipeline, and an early warning message is issued.

[0094] Reference Figure 5 , Figure 6 This application also provides a device for identifying leakage in the brake lines of rail vehicles. The device includes a memory and a processor. The memory stores a computer-executable program that is run by the processor. When the computer-executable program is run by the processor, it causes the processor to execute the aforementioned method for identifying leakage in the brake lines of rail vehicles.

[0095] The processor includes a modeling module, a calculation module, and an early warning module. The modeling module 501 constructs a brake line leakage early warning mechanism based on historical operating data of the rail vehicle. For example, a diagnostic model is established based on the changing trends of the pressurization intervals of the pump motors in each car of the rubber-tired tram to periodically diagnose whether there is slow leakage in the brake lines. The calculation module 502 includes a first calculation unit 601, a second calculation unit 602, a third calculation unit 603, and a fourth calculation unit 604.

[0096] For example, the first calculation unit 601 is used to determine the start and end times of each "low-voltage power-on - high-voltage power-off" interval of the vehicle based on the vehicle power-on status signal and the corresponding timestamp, and to mark the corresponding interval number. When the vehicle's low-voltage power-on signal is collected for the first time, the timestamp corresponding to the record is recorded as the start time of this power-on / off interval. When the vehicle's power-off signal is collected for the first time, the timestamp corresponding to the record is recorded as the end time of this power-on / off interval. In this way, the start and end times of each "low-voltage power-on - high-voltage power-off" interval can be recorded, and the sequence number can be marked according to the time sequence of each power-on / off interval.

[0097] The second calculation unit 602 is used to determine the end time of each operation of the pump motor and the start time of the next operation based on the pump motor control duty cycle signal and the corresponding timestamp, calculate the difference and record it as the pump motor pressurization interval, and mark the upper and lower power-off interval number of each pressurization interval.

[0098] For example, the pump motor starts working when its control duty cycle is non-zero. The timestamp corresponding to the last moment the pump motor operates (i.e., the last time the control duty cycle is non-zero) is recorded as the end time of this operation. The timestamp corresponding to the first moment the pump motor starts working again (i.e., the first time the control duty cycle is non-zero) is recorded as the start time of the next operation. The difference between these timestamps is recorded as the pump motor pressurization interval. Furthermore, based on the start and end times of this pressurization interval, the sequence number of the current pressurization interval can be determined.

[0099] The third calculation unit 603 is used to calculate the duration of each complete power-off interval and the average pressurization interval of all pump motors included in that interval. For each complete power-off interval, the total duration of the interval is calculated based on its start and end times. The unit also calculates the average pressurization interval of each pump motor within each complete power-off interval, based on the records of multiple pump motor pressurization intervals.

[0100] The fourth calculation unit 604 is used to calculate the weighted pressurization interval time of the carriage and the weighted pressurization interval time ratio of the vehicle. The weighted pressurization interval time of the carriage can be calculated by formula (1), and the weighted pressurization interval time ratio of the vehicle can be calculated by formula (2).

[0101] In the manner described above, when the processor runs the aforementioned computer-executable program, it executes the aforementioned method for identifying leakage in the rail vehicle brake lines, ultimately enabling timely identification of leakage in the brake lines.

[0102] The early warning module 503 generates and issues early warning information based on the leakage results of the brake lines of the rail vehicle. For example, if the weighted pressurization interval ratio increases three times consecutively, and the most recent vehicle weighted pressurization interval ratio is higher than a preset threshold of 2.3, an early warning is issued.

[0103] Those skilled in the art can understand the structure and specific operation of each module in the rail vehicle brake pipeline leakage identification device according to the embodiments of this application based on the content described above. For the sake of brevity, it will not be described in detail here.

[0104] This application also provides a rail vehicle that includes the rail vehicle brake line leakage identification device described above according to the embodiments of this application.

[0105] In summary, this application discloses a method and device for identifying leakage in the brake lines of rail vehicles, as well as a rail vehicle carrying this device. By collecting the operating data of the pump motor and the duration of the de-energization interval, the weighted pressurization interval time and interval-time ratio of the car are calculated. By analyzing the changing trend of the interval-time ratio and its comparison with a threshold, leakage in the brake lines is identified, and an early warning message is issued when leakage is detected. This timely warning improves efficiency and reduces losses.

[0106] Although exemplary embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above exemplary embodiments are merely illustrative and are not intended to limit the scope of this application. Various changes and modifications can be made therein by those skilled in the art without departing from the scope and spirit of this application. All such changes and modifications are intended to be included within the scope of this application as claimed in the appended claims.

[0107] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0108] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed.

[0109] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of this application may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0110] Similarly, it should be understood that, in order to streamline this application and aid in understanding one or more of the various inventive aspects, features of this application may sometimes be grouped together in a single embodiment, figure, or description thereof in the description of exemplary embodiments of this application. However, this approach should not be construed as reflecting an intention that the claimed application requires more features than are expressly recited in each claim. Rather, as reflected in the corresponding claims, its inventive point lies in solving the corresponding technical problem with features fewer than all features of a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of this application.

[0111] Those skilled in the art will understand that, apart from the mutual exclusion of features, all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or elements of any method or apparatus so disclosed can be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature serving the same, equivalent, or similar purpose.

[0112] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features but not others included in other embodiments, combinations of features from different embodiments are intended to be within the scope of this application and form different embodiments. For example, in the claims, any one of the claimed embodiments can be used in any combination.

[0113] It should be noted that the above embodiments are illustrative of this application and not limiting of it, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. This application can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names.

Claims

1. A method for identifying a leak in a rail vehicle brake pipe, characterized in that, The method includes: Acquire the power-on status data of the rail vehicle and the pump motor control duty cycle signal data within a first preset time period, the first preset time period including at least two second preset time periods; For each of the second preset times, based on the vehicle power-on status data and the pump motor control duty cycle signal data within the second preset time, the pump motor pressurization interval parameters are calculated, including: Based on the vehicle power-on status data, obtain the start and end times of each power-on / power-off interval, thereby obtaining the duration of each power-on / power-off interval and the number of each power-on / power-off interval; Based on the pump motor control duty cycle signal data, obtain the pressurization interval time of each pump motor in the carriage including the pump motor, and then combine the start and end times of each of the upper de-energization intervals to determine the upper de-energization interval in which each pressurization interval time is located and the average value of the pressurization interval time included in each upper de-energization interval. For each car including the pump motor, the weighted pressurization interval time of the car is calculated. The weighted pressurization interval time is calculated based on the duration of the upper de-energization interval in which all pressurization interval times of the pump motor in the car are located, the average of the pressurization interval times included in the upper de-energization interval, and the total number of the upper de-energization intervals. Based on the weighted pressurization interval time of each car, the ratio of the maximum and minimum values ​​of the weighted pressurization interval time is calculated as the weighted pressurization interval ratio, and the weighted pressurization interval ratio is used as the pressurization interval parameter of the pump motor. The system identifies whether the brake line of the rail vehicle is leaking fluid based on the changing trend of the pump motor pressurization interval parameter within the first preset time period, and issues a warning message when leakage is detected.

2. The method of claim 1, wherein, Identifying whether the rail vehicle's brake lines are leaking based on the changing trend of the pump motor pressurization interval parameters within the first preset time period includes: When the pump motor pressurization interval parameter increases within the first preset time period, and the most recent pump motor pressurization interval parameter is greater than a preset threshold, it is determined that the rail vehicle brake pipeline has leaked.

3. The method of claim 1, wherein, The first preset time is three days, and the second preset time is one day.

4. The method according to claim 1, characterized in that, The method further includes: after obtaining the start and end times of each of the upper power-off intervals, marking each of the upper power-off intervals with a sequence number according to the order of time; after obtaining the pressurization interval time, marking the pressurization interval time based on the sequence number of the upper power-off interval in which the pressurization interval time is located, so as to determine the pressurization interval time included in each upper power-off interval.

5. The method according to claim 1, characterized in that, The power-off interval is the time interval from power-on at the first voltage and power-on at the second voltage to power-off, where the first voltage is less than the second voltage. The start and end times of each power-off interval are obtained, including: The timestamp corresponding to the moment when the first power-on signal of the first voltage is first collected is recorded as the start time of this power-on / power-off interval; The timestamp corresponding to the moment when the power-off signal is first collected is recorded as the end time of this power-off interval.

6. The method according to claim 1, characterized in that, Each pressurization interval is the time interval between the end of each pump motor operation and the start of the next operation. Obtaining each pressurization interval includes: Record the timestamp corresponding to the last non-zero moment of the pump motor control duty cycle as the end time of this task; Record the timestamp corresponding to the next non-zero moment of the pump motor control duty cycle as the start time of the next pump motor operation; The difference between the start time of the next work and the end time of the current work is recorded as a pressurization interval time of the pump motor.

7. The method according to claim 1, characterized in that, For each car, including the pump motor, calculate the weighted pressurization interval time of the car, including: For each of the upper de-energization intervals, the product of the duration of the upper de-energization interval and the average of the pressurization interval times included in the upper de-energization interval is calculated as a first parameter; Calculate the sum of the first parameters for all said upper de-energization intervals, and use it as the second parameter; Calculate the sum of the durations of all the aforementioned upper de-energization intervals as the third parameter; The weighted pressurization interval time is obtained by calculating the ratio of the second parameter to the third parameter.

8. The method according to claim 1, characterized in that, The warning information includes at least one of the following: warning content, name of the vehicle being warned, warning compartment number, warning time, possible consequences, and guidance measures.

9. The method according to claim 8, characterized in that, The presentation of the warning information includes at least one of the following: SMS reminder, warning details and icon prompts on computer page, and automatic generation and dispatch of application software maintenance work orders.

10. The method according to claim 1, characterized in that, The method can be implemented using R scripts.

11. A device for identifying leakage in the brake lines of rail vehicles, characterized in that, The device includes a memory and a processor, wherein the memory stores a computer-executable program that is executed by the processor, the computer-executable program, when executed by the processor, causes the processor to perform the method for identifying leakage in the brake lines of rail vehicles as described in any one of claims 1-10.

12. A rail vehicle, characterized in that, The rail vehicle includes the rail vehicle brake line leakage detection device as described in claim 11.

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