A fault shielding device, method and rail vehicle

Abstract

The embodiment of the present disclosure discloses a fault shielding device, method and rail train. The fault shielding device comprises a plurality of pressure switches, a plurality of sensors, a train control unit and a fault shielding unit. The train control unit is configured to receive a plurality of sensor signals output by the plurality of sensors, obtain a network signal according to the plurality of sensor signals, and send the network signal to the fault shielding unit. The fault shielding unit is configured to receive a plurality of pressure switch signals output by the plurality of pressure switches, and obtain a hard-wired signal according to the plurality of pressure switch signals. The fault shielding unit generates a fault shielding signal according to the hard-wired signal and the network signal. The fault shielding signal is used to indicate whether the signal of the pressure switch is shielded.

Description

Technical Field

[0001] This disclosure relates to the field of rail vehicle technology, and more particularly to a fault shielding device, method, and railcar. Background Technology

[0002] Pressure switches, as electro-pneumatic devices, are widely used in vehicle air braking systems to monitor pressure within the braking system and control the vehicle or equipment. When the system pipeline pressure reaches the pressure switch's set value, the switch switches, outputting an electrical signal to the braking control device or vehicle electrical circuit for braking system or vehicle electrical control. The signal output by the pressure switch can be used for mains undervoltage, air compressor start / stop, braking status judgment, pantograph lifting control, and high-voltage equipment control, among other applications.

[0003] When a pressure switch is used as the output signal source for train braking, if it malfunctions or jams, it may cause problems such as the inability to release the brakes or traction blockage, thus affecting the safety of train operation. Therefore, it is necessary to solve the problem of train operation safety caused by the failure of the pressure switch itself. Summary of the Invention

[0004] In view of this, embodiments of the present disclosure provide a fault shielding device, method, and railcar.

[0005] To achieve the above objectives, the technical solution disclosed herein is implemented as follows:

[0006] In a first aspect, embodiments of this disclosure provide a fault shielding device, the fault shielding device comprising: multiple pressure switches, multiple sensors, a train control unit, and a fault shielding unit; wherein...

[0007] The train control unit is used to receive multiple sensor signals output by multiple sensors, obtain a network signal based on the multiple sensor signals, and send the network signal to the fault shielding unit;

[0008] The fault shielding unit is used to receive multiple pressure switch signals output by the multiple pressure switches, and to obtain a hard wire signal based on the multiple pressure switch signals.

[0009] The fault shielding unit generates a fault shielding signal based on the hard-wired signal and the network signal; the fault shielding signal is used to indicate whether to shield the signal of the pressure switch.

[0010] In some embodiments, the fault shielding unit further includes a plurality of first relays corresponding to the plurality of pressure switches, the plurality of first relays being connected in series in sequence; the pressure switch signal output by the pressure switch indicates that when braking is applied, the first relay corresponding to the pressure switch is closed.

[0011] In some embodiments, the fault shielding unit further includes a second relay, which is connected in series with the plurality of first relays; when the network signal indicates that the braking is released, the second relay closes.

[0012] In some embodiments, the fault shielding device further includes: a braking control unit;

[0013] The braking control unit is used to receive multiple sensor signals output by the multiple sensors and multiple pressure switch signals output by the multiple pressure switches, and output them to the train control unit.

[0014] In some embodiments, the network signal represents a first braking state of the train; the hard-wired signal represents a second braking state of the train; when the first braking state and the second braking state are the same, the fault shielding signal generated by the fault shielding unit is used to indicate that the signal of the pressure switch is not shielded.

[0015] In some embodiments, when the first braking state and the second braking state are inconsistent, and the states of the plurality of pressure switches are consistent, the fault shielding signal generated by the fault shielding unit is used to indicate that the signal of the pressure switch is not shielded.

[0016] In some embodiments, when the first braking state and the second braking state are inconsistent, and the states of the plurality of pressure switches are inconsistent, the fault shielding signal generated by the fault shielding unit is used to indicate that the signal of the pressure switch is shielded.

[0017] In some embodiments, when the fault shielding signal indicates that the signal of the pressure switch is not shielded, the train braking control unit executes the train braking command based on the hard-wired signal; when the fault shielding signal indicates that the signal of the pressure switch is shielded, the train braking control unit executes the train braking command based on the network signal.

[0018] Secondly, embodiments of this disclosure provide a railcar equipped with the aforementioned fault shielding device.

[0019] Thirdly, embodiments of this disclosure provide a fault masking method, the method comprising:

[0020] Receive multiple sensor signals output from multiple sensors, and obtain a network signal based on the multiple sensor signals;

[0021] Receive multiple pressure switch signals output by multiple pressure switches, and obtain a hard wire signal based on the multiple pressure switch signals;

[0022] A fault shielding signal is generated based on the hard-wired signal and the network signal; the fault shielding signal is used to indicate whether the signal of the pressure switch is shielded.

[0023] In some embodiments, the network signal represents a first braking state of the train; the hard-wired signal represents a second braking state of the train; when the first braking state and the second braking state are the same, the fault shielding signal is used to indicate that the signal of the pressure switch is not shielded.

[0024] In some embodiments, when the first braking state and the second braking state are inconsistent, and the states of the plurality of pressure switches are consistent, the fault shielding signal is used to indicate that the signal of the pressure switch is not shielded.

[0025] In some embodiments, when the first braking state and the second braking state are inconsistent, and the states of the plurality of pressure switches are inconsistent, the fault shielding signal is used to indicate that the signals of the pressure switches are shielded.

[0026] In some embodiments, when the fault shielding signal indicates that the signal of the pressure switch is not shielded, a train braking command is executed based on the hard-wired signal; when the fault shielding signal indicates that the signal of the pressure switch is shielded, a train braking command is executed based on the network signal.

[0027] This disclosure provides a fault shielding device, method, and railcar. The fault shielding device includes: multiple pressure switches, multiple sensors, a train control unit, and a fault shielding unit. The train control unit receives multiple sensor signals output by the multiple sensors, obtains a network signal based on the multiple sensor signals, and sends the network signal to the fault shielding unit. The fault shielding unit obtains a hard-wired signal based on the multiple pressure switch signals output by the pressure switches, and obtains a fault shielding signal based on the hard-wired signal and the network signal. The fault shielding signal indicates whether to shield the signal from the pressure switches. In this disclosure, the fault shielding signal can be used to shield the signal from pressure switches that affect train operation safety, thereby avoiding safety hazards caused by problems with the pressure switches themselves. Attached Figure Description

[0028] Figure 1 A schematic diagram of a fault shielding device provided in an embodiment of this disclosure;

[0029] Figure 2 A schematic diagram of a fault shielding device provided in another embodiment of this disclosure;

[0030] Figure 3This is a schematic diagram of a fault shielding unit provided in an embodiment of the present disclosure;

[0031] Figure 4 A flowchart of a fault masking method provided in an embodiment of this disclosure. Detailed Implementation

[0032] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this disclosure, and not all of them. Based on the embodiments in this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0033] In the following description, numerous specific details are set forth in order to provide a more thorough understanding of this disclosure. However, it will be apparent to those skilled in the art that this disclosure may be practiced without one or more of these details. In other instances, to avoid confusion with this disclosure, certain technical features well-known in the art have not been described; that is, not all features of actual embodiments are described herein, nor are well-known functions and structures described in detail.

[0034] In the accompanying drawings, for clarity, the dimensions of layers, areas, and elements, as well as their relative dimensions, may be exaggerated. The same reference numerals denote the same elements throughout.

[0035] It should be understood that when an element or layer is referred to as "on," "adjacent to," "connected to," or "coupled to" other elements or layers, it may be directly on, adjacent to, connected to, or coupled to other elements or layers, or there may be intervening elements or layers. Conversely, when an element is referred to as "directly on," "directly adjacent to," "directly connected to," or "directly coupled to" other elements or layers, there are no intervening elements or layers. It should be understood that although the terms first, second, third, etc., may be used to describe various elements, components, areas, layers, and / or portions, these elements, components, areas, layers, and / or portions should not be limited by these terms. These terms are only used to distinguish one element, component, area, layer, or portion from another element, component, area, layer, or portion. Therefore, without departing from the teachings of this disclosure, the first element, component, area, layer, or portion discussed below may be referred to as a second element, component, area, layer, or portion. And the discussion of a second element, component, area, layer, or portion does not imply that the first element, component, area, layer, or portion necessarily exists in this disclosure.

[0036] Spatial relation terms such as “below,” “under,” “below,” “under,” “above,” “above,” etc., are used herein for convenience of description 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 the device in use and operation. For example, if the device in the figure is flipped, then the element or feature described as “below,” “under,” or “below” other elements or features will be oriented “above” other elements or features. Therefore, the exemplary terms “below” and “under” can include both above and below orientations. The device may be otherwise oriented (rotated 90 degrees or otherwise) and the spatial descriptive terms used herein will be interpreted accordingly.

[0037] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. 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 “comprise” and / or “comprising,” 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.

[0038] To fully understand this disclosure, detailed steps and structures will be presented in the following description to illustrate the technical solutions of this disclosure. Preferred embodiments of this disclosure are described in detail below; however, other embodiments may also be implemented in addition to these detailed descriptions.

[0039] This disclosure provides a fault shielding device, which includes: multiple pressure switches, multiple sensors, a train control unit, and a fault shielding unit; wherein...

[0040] The train control unit is used to receive multiple sensor signals output by multiple sensors, obtain network signals based on the multiple sensor signals, and send the network signals to the fault shielding unit;

[0041] The fault shielding unit is used to receive multiple pressure switch signals output by multiple pressure switches and obtain a hard wire signal based on the multiple pressure switch signals.

[0042] The fault shielding unit generates a fault shielding signal based on hard-wired signals and network signals; the fault shielding signal is used to indicate whether the signal of the pressure switch is shielded.

[0043] Figure 1This is a schematic diagram of a fault shielding device provided in one embodiment of this disclosure. It should be noted that... Figure 1 Let's take a train with four carriages as an example. Here, one pressure switch can be installed for each carriage. For example... Figure 1 As shown, the fault shielding device includes four pressure switches PS1, PS2, PS3, and PS4; four pressure sensors PI1, PI2, PI3, and PI4; a vehicle control unit (VCU); and a fault shielding unit.

[0044] The train control unit (VCU) receives four pressure signals output by pressure sensors PI1, PI2, PI3, and PI4, obtains a network signal R based on the four pressure signals, and sends the network signal R to the fault shielding unit.

[0045] The fault shielding unit is used to receive pressure switch signals G1, G2, G3 and G4 output by pressure switches PS1, PS2, PS3 and PS4, and to obtain hard-wired signals based on pressure switch signals G1, G2, G3 and G4.

[0046] The fault shielding unit generates a fault shielding signal F based on the hard-wired signal and the network signal R; the fault shielding signal F is used to indicate whether the signal of the pressure switch is shielded.

[0047] It should be noted that one or more sensors can be installed in a single carriage, and this disclosure does not limit this.

[0048] In this embodiment, the pressure switch output signal is used to indicate whether braking is applied. When the braking pressure is greater than or equal to a set value, a pressure switch signal indicating braking application is output; when it is less than the set value, a pressure switch signal indicating braking release is output. The pressure switch output signal is sent to the VCU to indicate the car's braking status, and also to the fault shielding unit to determine the train's braking status. Here, multiple pressure switches are connected in series; when the pressure switch of any car indicates braking application, it will cause the train traction to be blocked.

[0049] In this embodiment of the disclosure, the number of pressure switches corresponds to the number of train carriages. This embodiment of the disclosure does not impose any special limitation on the number of train carriages, and can be flexibly selected according to the actual situation.

[0050] In this embodiment, the sensor can be a pressure sensor, such as a brake cylinder pressure sensor, a pre-pressure control port sensor, a brake cylinder pressure sensor, a parking pressure sensor, etc. The sensor can also be other sensors capable of measuring the braking condition of the train car, such as a speed sensor. In fact, this embodiment does not specifically limit the type of sensor and can be flexibly selected according to actual conditions. This embodiment uses a pressure sensor as an example for explanation.

[0051] In this embodiment of the disclosure, each carriage of the train is equipped with at least one sensor to measure the braking condition of that carriage. For example, this sensor measures the air pressure in the train's brake cylinder, the air pressure in the train's brake air cylinder, or the rotational speed of the two axles of the train's bogie, reflecting whether the corresponding carriage is in a braking state or a braking release state. Here, the sensor corresponding to each carriage can be located at the braking end of that carriage to measure its braking condition.

[0052] In this embodiment of the present disclosure, when the operator pulls down the brake handle to the brake application position, the pressure switches PS1, PS2, PS3 and PS4 located at the brake end of the carriage output pressure switch signals G1, G2, G3 and G4 to the VCU and the fault shielding unit, respectively. Here, when the brake end pressure is greater than or equal to the set value, the pressure switch signal output by the pressure switch indicates that the carriage is in the brake application state, and when the brake end pressure is less than the set value, the pressure switch signal output by the pressure switch indicates that the carriage is in the brake release state. At the same time, the pressure sensors PI1, PI2, PI3 and PI4 measure the pressure at the brake end of the carriage and output the pressure signal to the VCU.

[0053] In this embodiment of the present disclosure, when the operator pulls down the brake handle to the brake release position, the pressure switches PS1, PS2, PS3 and PS4 located at the brake end of the carriage output pressure switch signals G1, G2, G3 and G4 to the VCU and the fault shielding unit, respectively. Here, when the brake end pressure is greater than or equal to the set value, the pressure switch signal output by the pressure switch indicates that the carriage is in the braking state, and when the brake end pressure is less than the set value, the pressure switch signal output by the pressure switch indicates that the carriage is in the brake release state. At the same time, the pressure sensors PI1, PI2, PI3 and PI4 measure the pressure at the brake end of the carriage and output the pressure signal to the VCU.

[0054] In this embodiment of the disclosure, the network signal can represent the first braking state of the train; the hard-wired signal can represent the second braking state of the train.

[0055] The hard-wire signal is obtained from the pressure switch signals output by four pressure switches connected in series. Therefore, when the pressure switch signal output by one or more pressure switches indicates that the carriage is in the braking application state, the hard-wire signal indicates that the train is in the braking application state; when the pressure switch signals output by all four pressure switches indicate that the carriage is in the braking release state, the hard-wire signal indicates that the train is in the braking release state.

[0056] Here, when the VCU receives the pressure signals output by pressure sensors PI1, PI2, PI3, and PI4, it can determine the first braking state of the train based on the pressure signals. In a specific example, the VCU compares the pressure value represented by the pressure signal with a preset pressure value to determine the braking state of the carriage corresponding to the pressure sensor. When the pressure value is greater than or equal to the preset pressure value, the braking state of the carriage corresponding to that pressure sensor is the braking application state; when the pressure value is less than the preset pressure value, the braking state of the carriage corresponding to that pressure sensor is the braking release state. The VCU determines the braking state of each carriage based on the pressure signals output by pressure sensors PI1, PI2, PI3, and PI4. Since the braking ends of the train carriages are connected in series, if the braking end of any carriage is in the braking application state, it will cause the train traction to be blocked. The network signal is a signal obtained based on the pressure signals output by the four pressure sensors. Therefore, when the pressure signal output by one or more pressure sensors indicates that the carriage is in the braking application state, the output network signal indicates that the train is in the braking application state; when the pressure signals output by all four pressure sensors indicate that the carriages are all in the braking release state, the output network signal indicates that the train is in the braking release state.

[0057] The first braking state is the train braking state corresponding to pressure sensors PI1, PI2, PI3 and PI4, and the second braking state is the train braking state corresponding to pressure switches PS1, PS2, PS3 and PS4. This disclosure monitors the train braking state together with pressure switches and pressure sensors, which greatly improves the reliability of fault shielding signals.

[0058] In this embodiment of the present disclosure, when the first braking state and the second braking state are the same, the fault shielding signal generated by the fault shielding unit is used to indicate that the signal of the pressure switch is not shielded.

[0059] Here, the first braking state and the second braking state being the same includes two cases: case X is that both the first braking state and the second braking state represent that the train is in the braking release state; case Y is that both the first braking state and the second braking state represent that the train is in the braking application state.

[0060] The following explanation pertains to situation X:

[0061] In case X: if multiple pressure switch states indicate brake release, the pressure switch is determined to be fault-free, and the fault shielding signal F generated by the fault shielding unit is used to indicate that the signal of the pressure switch is not shielded.

[0062] Case Y includes two cases: Case Y1 is that the states of multiple pressure switches all indicate that braking is applied; Case Y2 is that the states of multiple pressure switches are inconsistent.

[0063] The following explanations address cases Y1 and Y2 respectively:

[0064] In case Y1: multiple pressure switch states all indicate braking application. At this time, the pressure switch is determined to be fault-free. The fault shielding signal F generated by the fault shielding unit is used to indicate that the signal of the pressure switch is not shielded.

[0065] In scenario Y2: multiple pressure switches exhibit inconsistent states, with some indicating brake release and others indicating brake application. In this case, the pressure switch indicating brake release is faulty. However, since the pressure switches are connected in series, any pressure switch in any car indicating brake application will cause train traction to be blocked. Therefore, the faulty pressure switch will not affect train operation safety. Based on this, the fault shielding signal F generated by the fault shielding unit is used to indicate that the signal from the pressure switch should not be shielded.

[0066] In this embodiment of the present disclosure, when the first braking state and the second braking state are inconsistent, and the states of multiple pressure switches are consistent, the fault shielding signal F generated by the fault shielding unit is used to indicate that the signal of the pressure switch is not shielded.

[0067] Here, the first braking state and the second braking state are inconsistent, and the multiple pressure switch states are consistent, which includes two cases. Case M is that the first braking state indicates that the train is in the braking application state, the second braking state indicates that the train is in the braking release state, and the multiple pressure switch states all indicate braking release. Case N is that the first braking state indicates that the train is in the braking release state, the second braking state indicates that the train is in the braking application state, and the multiple pressure switch states all indicate braking application.

[0068] The following explanations address cases M and N respectively:

[0069] In case M: multiple pressure switch states all indicate brake release. Since the probability of all pressure switches failing is almost zero, even if the first braking state is inconsistent with the second braking state, the pressure switch is determined to be fault-free. The fault shielding signal F generated by the fault shielding unit is used to indicate that the signal of the pressure switch is not shielded.

[0070] In case N: multiple pressure switch states all represent braking application. Since the probability of all pressure switches failing is almost zero, even if the first braking state is inconsistent with the second braking state, the pressure switch is determined to be fault-free. The fault shielding signal F generated by the fault shielding unit is used to indicate that the signal of the pressure switch is not shielded.

[0071] In this embodiment of the present disclosure, when the first braking state and the second braking state are inconsistent, and the states of multiple pressure switches are inconsistent, the fault shielding signal F generated by the fault shielding unit is used to indicate that the signals of the pressure switches are shielded.

[0072] Here, the first braking state and the second braking state are inconsistent, and the inconsistency of multiple pressure switch states only includes one case: case Z, where the first braking state indicates that the train is in a brake release state, and the second braking state indicates that the train is in a brake application state, with some pressure switches indicating brake release and others indicating brake application. In this case, the pressure switch indicating brake application is faulty, and because the pressure switches are connected in series, if any pressure switch in any car indicates brake application, it will cause the train traction to be blocked. Therefore, a faulty pressure switch will affect the train's operational safety. Based on this, the fault shielding unit generates a fault shielding signal F to indicate that the pressure switch signal should be shielded, thus achieving fault shielding of the pressure switch.

[0073] In this embodiment of the present disclosure, by comparing the first braking state with the second braking state, it can be determined whether there is a fault in the pressure switch that affects the safety of train operation. At the same time, the fault shielding unit determines whether the pressure switch signal is consistent and outputs a fault shielding signal, thereby shielding the signal of the pressure switch that affects the safety of train operation and thus avoiding the safety hazards caused by the pressure switch itself.

[0074] In this embodiment of the present disclosure, when the fault shielding signal F indicates that the signal of the pressure switch is not shielded, the VCU executes the train braking command according to the hard-wired signal; when the fault shielding signal F indicates that the signal of the pressure switch is shielded, the VCU executes the train braking command according to the network signal R.

[0075] It should be noted that the VCU obtains the hard-wired signal based on the pressure switch signals output by the pressure switches PS1, PS2, PS3 and PS4.

[0076] In this embodiment of the disclosure, fault shielding may involve shielding the signals of all pressure switches or shielding only the signals of the pressure switches with faults. This embodiment of the disclosure does not impose any special limitations on the specific method of fault shielding, and can be flexibly selected according to the actual situation.

[0077] Figure 2This is a schematic diagram of another fault shielding device provided for another embodiment of this disclosure. The following will illustrate... Figure 2 For example, the fault shielding device also includes: Brake Control Unit (BCU);

[0078] The BCU is used to receive four pressure signals output from four pressure sensors PI1, PI2, PI3 and PI4, and four pressure switch signals G1, G2, G3 and G4 output from four pressure switches PS1, PS2, PS3 and PS4, and outputs them to the train control unit.

[0079] In this embodiment of the present disclosure, when the operator pulls down the brake handle to the brake application position, the pressure switches PS1, PS2, PS3 and PS4 located at the brake end of the carriage output pressure switch signals G1, G2, G3 and G4, respectively, to the BCU and the fault shielding unit, indicating the application of the brake. Here, when the brake end pressure is greater than or equal to the set value, the pressure switch signal output by the pressure switch indicates that the carriage is in the brake application state, and when the brake end pressure is less than the set value, the pressure switch signal output by the pressure switch indicates that the carriage is in the brake release state. At the same time, the pressure sensors PI1, PI2, PI3 and PI4 measure the pressure at the brake end of the carriage and output the pressure signal to the BCU.

[0080] In this embodiment of the present disclosure, when the operator pulls down the brake handle to the brake release position, the pressure switches PS1, PS2, PS3 and PS4 located at the brake end of the carriage output pressure switch signals G1, G2, G3 and G4 to the BCU and the fault shielding unit, respectively. Here, when the brake end pressure is greater than or equal to the set value, the pressure switch signal output by the pressure switch indicates that the carriage is in a braking state, and when the brake end pressure is less than the set value, the pressure switch signal output by the pressure switch indicates that the carriage is in a brake release state. At the same time, the pressure sensors PI1, PI2, PI3 and PI4 measure the pressure at the brake end of the carriage and output the pressure signal to the BCU.

[0081] Specifically, the BCU outputs a data stream containing pressure values ​​measured by pressure sensors PI1, PI2, PI3, and PI4, along with pressure switch signals G1, G2, G3, and G4, to the VCU. The VCU then outputs network signals based on this data stream. The pressure value can be obtained from the pressure signals output by the pressure sensors PI1, PI2, PI3, and PI4.

[0082] When the VCU receives a data stream, it can determine the braking status of the train based on the pressure values ​​measured by pressure sensors PI1, PI2, PI3, and PI4 contained in the data stream. In a specific example, the VCU compares the pressure values ​​contained in the data stream with preset pressure values ​​to determine the braking status of the train. When the pressure value is greater than or equal to the preset pressure value, the car corresponding to that pressure sensor is in a braking applied state; when the pressure value is less than the preset pressure value, the car corresponding to that pressure sensor is in a braking released state. The VCU determines the braking status of each car based on the pressure values ​​corresponding to pressure sensors PI1, PI2, PI3, and PI4. When one or more cars are in a braking applied state, it outputs a network signal indicating that the train is in a braking applied state; when all cars are in a braking released state, it outputs a network signal indicating that the train is in a braking released state.

[0083] Figure 3 This is a schematic diagram of a fault shielding unit provided in an embodiment of this disclosure. Figure 3 As shown, the fault shielding unit includes a high-level bus 301, a logic judgment module 302, and a relay group 303. The logic judgment module 302 includes first-level NAND gates a1, a2, a3, and a4, second-level NAND gates b1 and b2, third-level NAND gates c1 and c2, fourth-level NAND gate d1, first NAND gate r1, and second NAND gate e1.

[0084] In this system, one input port of each of the first-stage NAND gates a1, a2, a3, and a4 is connected to the corresponding pressure switch signals G1, G2, G3, and G4, respectively. The other input port of each gate is connected to the high-level bus 301. The output ports of the first-stage NAND gates a1, a2, a3, and a4 output the first-stage judgment results A1, A2, A3, and A4, respectively. The two input ports of the second-stage NAND gate b1 are connected to the output ports of the first-stage NAND gates a1 and a2, respectively. The two input ports of the second-stage NAND gate b2 are connected to the output ports of the first-stage NAND gates a3 and a4, respectively. The output ports of the second-stage NAND gates b1 and b2 output the second-stage judgment results B1 and B2, respectively. One input of each of the third-stage NAND gates c1 and c2 is connected to the output ports of the second-stage NAND gates b1 and b2, respectively. The other input port of each gate is connected to the high-level bus 301. The output ports of the third-stage NAND gates c1 and c2 output the third-stage judgment results C1 and C2, respectively. The two input ports of the fourth-stage NAND gate d1 are connected to the output ports of the third-stage NAND gates c1 and c2, respectively. The output port of the fourth-stage NAND gate d1 outputs a hard-wired signal D1. One input port of the first NAND gate r1 is connected to the network signal R, and the other input port is connected to the high-level bus 301. The output port of the first NAND gate r1 outputs the network signal judgment result R1. The two input ports of the second NAND gate e1 are connected to the output ports of the first NAND gate r1 and the fourth-stage NAND gate d1, respectively. The output port of the second NAND gate e1 outputs an intermediate judgment signal E.

[0085] In another embodiment, the first-level NAND gates a1, a2, a3 and a4, the third-level NAND gates c1 and c2, and the first NAND gate r1 can also be AND gates.

[0086] In this embodiment of the present disclosure, the relay group 303 includes four first relays K1, K2, K3 and K4 corresponding to the four pressure switches PS1, PS2, PS3 and PS4. The first relays K1, K2, K3 and K4 are connected in series. The pressure switch signal output by the pressure switch PS1, PS2, PS3 or PS4 indicates that when braking is applied, the corresponding first relay K1, K2, K3 or K4 is closed.

[0087] In this embodiment of the present disclosure, the relay group 303 further includes a second relay K5, which is connected in series with four first relays K1, K2, K3 and K4; the network signal R indicates that the second relay K5 is closed when the braking is released.

[0088] Here, relay group 303 is connected in series with high-level bus 301, and logic judgment module 302 is connected in parallel with relay group 303 to output fault shielding signal F.

[0089] In this embodiment of the present disclosure, when all pressure switch signals G1, G2, G3 and G4 represent brake release, the hard-wired signal D1 output by the logic judgment module 302 represents brake release; when one or more pressure switch signals represent brake application, the hard-wired signal D1 output by the logic judgment module 302 represents brake application.

[0090] In this embodiment, the fault shielding unit compares the network signal R with the hard-wired signal D1 to determine whether the pressure switch is faulty, thereby avoiding driving safety hazards caused by the pressure switch itself. At the same time, the fault shielding unit uses only a single NAND gate stack to identify one or more fault signals. The use of only NAND gates makes the device low-cost and widely applicable. Replacing the NAND gate connected to the high-level bus with the simpler AND gate can reduce the number of connecting lines in the fault shielding unit and further reduce manufacturing costs. Meanwhile, during the layer-by-layer signal processing, the fault shielding unit can determine the location and state of the faulty pressure switch based on whether the braking state represented by the pressure switch signal is consistent with the braking state represented by the network signal.

[0091] It should be noted that the intermediate judgment signal E indicates that the pressure switch signal should not be shielded when the network signal R and the hard-wire signal D1 are consistent; it indicates that the pressure switch signal should not be shielded when the network signal R represents brake application and the hard-wire signal D1 represents brake release; and it indicates that the pressure switch signal should be shielded when the network signal R represents brake release and the hard-wire signal D1 represents brake application.

[0092] It should be noted that, as long as the above-mentioned fault shielding signal can be obtained, the specific combination, type and number of logic gates in this embodiment are not particularly limited, and can be flexibly selected according to the actual situation.

[0093] Table 1 is a truth table listing all signals in the logic judgment process of a fault shielding unit provided in this disclosure. As shown in Table 1, it should be noted that the pressure switch signals G1, G2, G3, G4, hard-wired signal D1, and network signal R are illustrated using the example of a high level indicating braking application and a low level indicating braking release; the fault shielding signal F is illustrated using the example of a high level indicating no shielding of the pressure switch signal and a low level indicating shielding of the pressure switch signal. In Table 1, network signal R corresponds to the first braking state, and hard-wired signal D1 corresponds to the second braking state.

[0094] In case X above, both network signal R and hard-wire signal D1 in sequence 1 indicate brake release, and all four pressure switch signals G1, G2, G3 and G4 indicate brake release. In this case, the pressure switch is determined to be fault-free, and the fault shielding signal F is used to indicate that the pressure switch signal is not shielded.

[0095] In case Y1 above, both network signal R and hard-wired signal D1 in sequence 2 represent braking application, and all four pressure switch signals G1, G2, G3 and G4 represent braking application. In this case, the pressure switch is determined to be fault-free, and the fault shielding signal F is used to indicate that the pressure switch signal is not shielded.

[0096] Corresponding to scenario Y2 above, in sequence 3-16, both network signal R and hard-wired signal D1 indicate brake application. The four pressure switch signals are inconsistent; some pressure switch signals indicate brake release, while others indicate brake application. In this case, the pressure switch corresponding to the brake release signal is faulty. However, since the pressure switches are connected in series, any pressure switch indicating brake application in any car will cause train traction to be blocked. Therefore, the faulty pressure switch will not affect train operation safety. Based on this, the fault shielding signal F is used to indicate that the pressure switch signal should not be shielded.

[0097] In case M above, signal 17 (network signal R) represents braking application, signal D1 (hard wire signal) represents braking release, and signals G1, G2, G3, and G4 (four pressure switch signals) all represent braking release. Since the probability of all pressure switches failing is almost zero, even if network signal R and hard wire signal D1 are inconsistent, the pressure switch is determined to be fault-free. The fault shielding signal F is used to indicate that the signals from the pressure switches are not shielded.

[0098] Corresponding to the above situation N, signal 18, the network signal R, represents brake release, the hard-wired signal D1 represents brake application, and the four pressure switch signals G1, G2, G3, and G4 all represent brake application. Since the probability of all pressure switches failing is almost zero, even if the network signal R and the hard-wired signal D1 are inconsistent, it is determined that the pressure switch is not faulty. The fault shielding signal F is used to indicate that the signals of the pressure switches are not shielded.

[0099] In scenario Z, signals 19-32 (network signal R) represent brake release, and signal D1 (hard-wire signal D1) represents brake application. The four pressure switch signals are inconsistent; some signals represent brake release, while others represent brake application. In this case, the pressure switch corresponding to the brake application signal is faulty. Since pressure switches PS1, PS2, PS3, and PS4 are connected in series, any pressure switch in any car indicating brake application will cause train traction to be blocked. Therefore, a faulty pressure switch will affect train operation safety. Based on this, the fault shielding signal F is used to indicate that the pressure switch signal should be shielded.

[0100] In this embodiment of the disclosure, the logic judgment module 302 and the relay group 303 are connected in parallel and work together to achieve accurate output of the fault shielding signal.

[0101] In some embodiments, as long as the fault shielding of the pressure switch can be achieved, this disclosure does not have any special limitation on the high or low level of the level signal corresponding to braking application or braking release, and can be flexibly selected according to the actual situation.

[0102] The fault shielding unit of this embodiment outputs a low-level fault shielding signal only when the pressure switch is faulty and the fault will affect the train's operation safety, indicating that the fault shielding information of the pressure switch is to be shielded. When the pressure switch is not faulty, or when a fault exists but does not affect the train's operation safety, it outputs a high-level fault shielding signal, indicating that the fault shielding information of the pressure switch is not to be shielded.

[0103] In some embodiments, this disclosure does not specifically limit whether a high-level or low-level fault shielding signal indicates whether the pressure switch signal is shielded, and the selection can be made flexibly according to the actual situation.

[0104]

[0105]

[0106] Table 1

[0107] This disclosure also provides a railcar that includes the fault shielding device described in the above embodiments.

[0108] This disclosure also provides a fault masking method. Figure 4 This is a flowchart illustrating a fault masking method according to an embodiment of this disclosure. (See also...) Figure 4 The method includes:

[0109] Step 401: Receive multiple sensor signals output from multiple sensors, and obtain the network signal based on the multiple sensor signals;

[0110] Step 402: Receive multiple pressure switch signals output by multiple pressure switches, and obtain the hard wire signal based on the multiple pressure switch signals;

[0111] Step 403: Generate a fault shielding signal based on the hard-wired signal and the network signal; the fault shielding signal is used to indicate whether the signal of the pressure switch is shielded.

[0112] In some embodiments, the network signal represents the first braking state of the train; the hard-wired signal represents the second braking state of the train; when the first braking state and the second braking state coincide, the fault shielding signal is used to indicate that the signal of the pressure switch is not shielded.

[0113] In some embodiments, when the first braking state and the second braking state are inconsistent, and the states of multiple pressure switches are consistent, the fault shielding signal is used to indicate that the signals of the pressure switches are not shielded.

[0114] In some embodiments, when the first braking state and the second braking state are inconsistent, and the states of multiple pressure switches are inconsistent, a fault shielding signal is used to indicate that the signals of the pressure switches are shielded.

[0115] In some embodiments, when the fault shielding signal indicates that the signal of the pressure switch is not shielded, the train braking command is executed according to the hard-wired signal; when the fault shielding signal indicates that the signal of the pressure switch is shielded, the train braking command is executed according to the network signal.

[0116] It should be noted that the descriptions of the above methods and tram embodiments are similar to the descriptions of the above device embodiments, and have similar beneficial effects. For technical details not disclosed in the methods and tram embodiments of this disclosure, please refer to the descriptions of the device embodiments of this disclosure for understanding.

[0117] In this embodiment of the disclosure, the descriptions in any of the above-described fault shielding devices and fault shielding units can be referred to, and will not be repeated here.

[0118] This disclosure provides a fault shielding device, method, and railcar. The fault shielding device includes: multiple pressure switches, multiple sensors, a train control unit, and a fault shielding unit. The train control unit receives multiple sensor signals output from the multiple sensors, obtains a network signal based on the multiple sensor signals, and sends the network signal to the fault shielding unit. The fault shielding unit obtains a hard-wired signal based on the multiple pressure switch signals output from the pressure switches, and obtains a fault shielding signal based on the hard-wired signal and the network signal. The fault shielding signal generated by the fault shielding unit indicates whether to shield the signals of the pressure switches. In this embodiment, the fault shielding signal can shield the signals of pressure switches that affect train operation safety, thereby avoiding safety hazards caused by problems with the pressure switches themselves.

[0119] It should be understood that the phrase "an embodiment" or "one embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this disclosure. Therefore, "in one embodiment" or "one embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this disclosure, the sequence numbers of the above-described processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this disclosure. The sequence numbers of the above-described embodiments are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0120] The above description is merely a preferred embodiment of this disclosure and does not limit the patent scope of this disclosure. Any equivalent structural transformations made using the contents of this specification and drawings under the inventive concept of this disclosure, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this disclosure.

Claims

1. A fault shielding device, characterized in that, The fault shielding device includes: multiple pressure switches, multiple sensors, a train control unit, and a fault shielding unit; wherein, The train control unit is used to receive multiple sensor signals output by multiple sensors, obtain a network signal based on the multiple sensor signals, and send the network signal to the fault shielding unit; the network signal represents the first braking state of the train. The fault shielding unit is used to receive multiple pressure switch signals output by the multiple pressure switches, and to obtain a hard-wire signal based on the multiple pressure switch signals; the hard-wire signal represents the second braking state of the train. The fault shielding unit generates a fault shielding signal based on the hard-wired signal and the network signal; the fault shielding signal is used to indicate whether the pressure switch signal should be shielded. Wherein, if the first braking state and the second braking state are inconsistent, and the braking states represented by the plurality of pressure switch signals are inconsistent, the fault shielding signal generated by the fault shielding unit is used to indicate that the pressure switch signals are shielded.

2. The fault shielding device as described in claim 1, characterized in that, The fault shielding unit also includes a plurality of first relays corresponding to the plurality of pressure switches, and the plurality of first relays are connected in series in sequence; the pressure switch signal indicates that when braking is applied, the first relay corresponding to the pressure switch is closed.

3. The fault shielding device as described in claim 2, characterized in that, The fault shielding unit also includes a second relay, which is connected in series with the plurality of first relays; when the network signal indicates that the braking is released, the second relay closes.

4. The fault shielding device as described in claim 1, characterized in that, The fault shielding device further includes: a brake control unit; The braking control unit is used to receive multiple sensor signals output by the multiple sensors and multiple pressure switch signals output by the multiple pressure switches, and output them to the train control unit.

5. The fault shielding device as described in claim 1, characterized in that, When the first braking state and the second braking state are the same, the fault shielding signal generated by the fault shielding unit is used to indicate that the pressure switch signal is not shielded.

6. The fault shielding device as described in claim 1, characterized in that, When the first braking state and the second braking state are inconsistent, and the braking states represented by the plurality of pressure switch signals are consistent, the fault shielding signal generated by the fault shielding unit is used to indicate that the pressure switch signals are not shielded.

7. The fault shielding device as described in claim 1, characterized in that, When the fault shielding signal indicates that the pressure switch signal is not shielded, the train control unit executes the train braking command based on the hard-wire signal; when the fault shielding signal indicates that the pressure switch signal is shielded, the train control unit executes the train braking command based on the network signal.

8. A type of tram, characterized in that, Includes the fault shielding device as described in any one of claims 1-7.

9. A fault masking method, characterized in that, The method includes: The system receives multiple sensor signals output from multiple sensors and obtains a network signal based on the multiple sensor signals; the network signal characterizes the first braking state of the train. The system receives multiple pressure switch signals output by multiple pressure switches and obtains a hard-wire signal based on the multiple pressure switch signals; the hard-wire signal represents the second braking state of the train. A fault shielding signal is generated based on the hard-wired signal and the network signal; the fault shielding signal is used to indicate whether the pressure switch signal is shielded; wherein, when the first braking state and the second braking state are inconsistent, and the braking states represented by the plurality of pressure switch signals are inconsistent, the fault shielding signal is used to indicate that the pressure switch signal is shielded.

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