A locomotive brake command controller fault diagnosis and safety-oriented control method

Abstract

This application relates to a fault diagnosis and safety guidance control method for a locomotive brake command controller, comprising: a signal acquisition step, wherein when the switch signal DI2 of the brake command controller in the full braking position is valid, the equalization pressure reduction amount AI corresponding to the analog quantity of the current braking zone is acquired; a guidance judgment step, wherein a preset value for the equalization pressure reduction amount is set, and if the equalization pressure reduction amount AI is less than the preset value, the brake automatically guides to the full braking pressure reduction amount, and the full braking pressure reduction amount X1 and fault code are recorded; if the equalization pressure reduction amount AI is greater than or equal to the preset value, no guidance is performed, the equalization pressure reduction amount X2 is recorded, and the fault code is set to 0; and a mitigation step, wherein the fault state of the braking zone is judged under different mitigation states, and the pressure reduction amount is set according to the judgment result. This application solves the technical problems of fault diagnosis, fault guidance control, and post-fault mitigation control of the brake command controller when there is an analog quantity fault in the braking zone, thereby improving the reliability and safety of the braking system.

Description

Technical Field

[0001] This application relates to the field of locomotive braking technology, and in particular to a method for fault diagnosis and safety guidance control of locomotive braking command controllers. Background Technology

[0002] The brake system uses a microcomputer control system to collect position switch signals and analog signals from the brake command controller. After logic operations, it controls the pressure of the equalizing cylinder, and then, through the amplification effect of the relay valve, controls the pressure in the train pipe, thus achieving braking and release control of the locomotive and rolling stock. The brake command controller's braking commands are divided into initial braking position, braking zone, and full braking position. Currently, the initial braking position is determined by collecting switch signals, while the braking zone and full braking positions are determined by the magnitude of the collected analog signals.

[0003] In existing technologies, the microcomputer control system acquires the valid switch signal of the initial braking position, determines that the brake command controller is in the braking position, and applies an equalizing initial braking pressure reduction. When the brake command controller moves from the braking zone to the full braking position, it applies a corresponding equalizing pressure reduction according to the acquired AI analog signal. When the brake command controller experiences an analog signal fault during its movement in the braking zone, it causes abnormal pressure reduction in the equalizing air cylinder and abnormal pressure application in the locomotive and vehicle brake cylinders, posing a safety hazard. In such cases, additional pressure reduction is typically applied until the full braking position. However, this method has the technical problem of not being able to automatically diagnose analog signal faults, thus failing to achieve post-fault guidance control and post-fault mitigation control.

[0004] Currently, no effective solution has been proposed to address the technical problem that when the brake command controller experiences an analog fault during braking zone movement, it cannot automatically diagnose the analog fault, thus failing to achieve post-fault guidance control and post-fault mitigation control. Summary of the Invention

[0005] This application provides a method for fault diagnosis and safety guidance control of a locomotive brake command controller, which at least solves the technical problem in the related art that when the brake command controller experiences an analog fault while moving in the braking zone, it cannot automatically diagnose the analog fault, and thus cannot achieve guidance control and mitigation control after the fault.

[0006] In a first aspect, embodiments of this application provide a method for fault diagnosis and safety-oriented control of a locomotive braking command controller, including:

[0007] The signal acquisition step involves determining that when the switch signal DI2 of the braking command controller is valid in the full braking position, the equalization pressure reduction amount AI corresponding to the analog quantity of the current braking zone is acquired.

[0008] The guidance judgment step sets the preset value of the equal pressure reduction amount. If the equal pressure reduction amount AI is less than the preset value, the brake will automatically guide to the full braking pressure reduction amount and record the full braking pressure reduction amount X1 and the fault code. If the equal pressure reduction amount AI is greater than or equal to the preset value, the brake will not guide, the equal pressure reduction amount X2 will be recorded and the fault code will be set to 0.

[0009] Mitigation steps: Determine the fault status of the braking zone under different mitigation states, and set the decompression amount based on the determination results.

[0010] In some embodiments, the mitigation steps specifically include:

[0011] Guided relief steps: Based on the automatic guidance of the brake to reduce the full braking pressure, the fault status of the braking zone is judged under different relief states, and the pressure reduction amount is set according to the judgment result;

[0012] Non-guided mitigation steps: Based on the different mitigation states after non-guided operation, the fault status of the braking zone is judged, and the pressure reduction amount is set according to the judgment result.

[0013] In some embodiments, it also includes:

[0014] In the above mitigation steps, when it is determined that the analog quantity of the braking zone has recovered, the actual decompression amount AI2 corresponding to the actual analog quantity after recovery is collected.

[0015] In some embodiments, the guidance mitigation step specifically includes:

[0016] During a single relief state, regardless of whether the brake zone fault is resolved, the equalizing air cylinder maintains the full brake pressure reduction amount X1 and does not relieve the pressure.

[0017] In the phased relief state, if the analog quantity of the braking zone recovers, the phased relief is performed according to the actual pressure reduction amount AI2 after recovery; if the analog quantity of the braking zone does not recover, the phased relief is performed according to the equal pressure reduction amount AI before the fault.

[0018] In some embodiments, the non-directive mitigation step specifically includes:

[0019] In a single relief state, if the analog quantity of the braking zone recovers, and if the actual pressure reduction AI2 after recovery is greater than X2, then the equalizing air cylinder maintains the actual pressure reduction AI2 and does not relieve the pressure; if the actual pressure reduction AI2 after recovery is less than X2, then the equalizing air cylinder maintains the equalizing pressure reduction X2 and does not relieve the pressure.

[0020] If the analog fault in the braking zone is not resolved, the equalizing air cylinder will maintain an equal pressure reduction of X2 and will not alleviate the problem.

[0021] If the analog quantity fault in the braking zone is recovered during the phased relief state, the phased relief will be carried out according to the actual pressure reduction amount AI2 after recovery.

[0022] If the analog quantity fault in the braking zone is not resolved, the pressure relief will be carried out in stages at twice the equal pressure reduction amount before the fault.

[0023] In some embodiments, the full braking pressure reduction amount X1 mentioned in the guidance judgment step is the maximum pressure reduction amount of normal braking, and the balanced pressure reduction amount X2 is the maximum pressure reduction amount during a fault.

[0024] In some embodiments, the preset value of the equalized decompression amount ranges from 60% to 10% of the total braking decompression amount.

[0025] In some embodiments, the method further includes: when a larger equalization pressure reduction is required, the brake command controller can be set to the coupling position or emergency position to brake and stop the train without affecting train safety.

[0026] Secondly, this application provides a locomotive brake command controller fault diagnosis and safety guidance control system, including: a signal acquisition module, which determines that when the switch signal DI2 of the brake command controller is valid in the full braking position, it acquires the equalization pressure reduction amount AI corresponding to the analog quantity of the current braking zone;

[0027] The guidance judgment module sets a preset value for the equal pressure reduction amount. If the equal pressure reduction amount AI is less than the preset value, the brake will automatically guide to the full braking pressure reduction amount and record the full braking pressure reduction amount X1 and the fault code. If the equal pressure reduction amount AI is greater than or equal to the preset value, the brake will not guide, the equal pressure reduction amount X2 will be recorded, and the fault code will be set to 0.

[0028] Relief module: Determines the fault status of the braking zone under different relief states, and sets the pressure reduction amount based on the determination result.

[0029] Thirdly, embodiments of this application provide a rail transit vehicle that employs the aforementioned locomotive brake command controller fault diagnosis and safety guidance control system.

[0030] The technical effects or advantages of this invention are as follows:

[0031] Compared to related technologies, the locomotive brake command controller fault diagnosis and safety guidance control method provided in this application adopts a full-braking position switch signal combined with the AI ​​value of the braking zone analog quantity to determine whether the braking zone analog quantity is faulty. The method includes guidance control after a fault and a relief control method for returning from the full braking position to the initial braking position. This improves the brake fault detection system, prevents the brake controller from failing to stop safely when the braking zone analog quantity malfunctions, enhances the comprehensiveness and accuracy of fault judgment, facilitates fault data analysis, and improves the reliability and safety of the braking system. Furthermore, for long trains, this fault diagnosis and safety guidance control method can reduce the air charging time of the brake command controller to the train pipe in the running position, improving the availability of the brake after a fault.

[0032] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. Attached Figure Description

[0033] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0034] Figure 1 A block diagram of the braking action of a braking command controller provided in an embodiment of the present invention;

[0035] Figure 2 This is a flowchart illustrating a method for fault diagnosis and safety guidance control of a locomotive braking command controller, provided in an embodiment of the present invention. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0037] Obviously, the accompanying drawings described below are merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar scenarios based on these drawings without any inventive effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, any changes to design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as insufficient disclosure of the content of this application.

[0038] To address the technical problem that the brake command controller cannot automatically diagnose analog signal faults when they occur during braking zone movement, thus hindering post-fault guidance and mitigation control, this application provides a method for fault diagnosis and safety guidance control of a locomotive brake command controller. This method uses a full-braking position switch signal combined with the AI ​​value of the braking zone analog signal to determine if there is a fault in the braking zone analog signal, and provides post-fault guidance control and mitigation control for returning from the full braking position to the initial braking position. This improves the brake fault detection system, preventing the brake controller from failing to stop safely when analog signal faults occur in the braking zone. The fault diagnosis is more comprehensive and accurate, facilitating fault data analysis and improving the reliability and safety of the braking system. Furthermore, for long trains, this fault diagnosis and safety guidance control method can reduce the air charging time of the train pipe in the running position of the brake command controller, improving the availability of the brake after a fault.

[0039] The technical solution of the present invention will be described in detail below with reference to specific embodiments and accompanying drawings.

[0040] refer to Figure 1-2 A method for fault diagnosis and safety-oriented control of a locomotive braking command controller, comprising:

[0041] S1. Signal acquisition step: When the switch signal DI2 of the braking command controller is valid in the full braking position, acquire the equalization pressure reduction amount AI corresponding to the analog quantity of the current braking zone.

[0042] It should be noted that the switch signal DI2 for the full braking position is valid, meaning that the braking command controller is currently in the full braking position.

[0043] S2. Guiding judgment step: Set the preset value of equal pressure reduction amount. If the equal pressure reduction amount AI is less than the preset value of equal pressure reduction amount, the brake will automatically guide to the full braking pressure reduction amount and record the full braking pressure reduction amount X1 and the fault code. If the equal pressure reduction amount AI is greater than or equal to the preset value of equal pressure reduction amount, the brake will not guide, the equal pressure reduction amount X2 will be recorded and the fault code will be set to 0.

[0044] The preset value of the equal pressure reduction amount is within the range of 60%-% of the total braking pressure reduction amount.

[0045] In practical applications, the initial braking pressure reduction is 45–55 kPa, and the full braking pressure reduction is 140 kPa (freight cars) / 170 kPa (passenger cars). The preset value for the equal pressure reduction can be determined according to the condition of the coupled vehicles, ensuring a safe pressure reduction when braking is required without causing excessive pressure reduction due to incomplete braking zone malfunctions and automatic guidance, thus reducing brake availability. If a larger equal pressure reduction is needed, the brake command controller can be set to the coupled or emergency position for braking and stopping without affecting train safety.

[0046] It should be noted that if the equal pressure reduction amount AI is less than the preset value of the equal pressure reduction amount, the brake command controller will have a fault in the analog quantity of the braking zone. The brake will automatically switch to the full braking pressure reduction amount, that is, reduce pressure according to the maximum pressure reduction amount of normal braking, and record the full braking pressure reduction amount X1 and the fault code. If the equal pressure reduction amount AI is greater than or equal to the preset value of the equal pressure reduction amount but less than the equal pressure reduction amount during full braking, the brake command controller will not have a complete fault in the analog quantity of the braking zone. It will not switch, and will use the maximum pressure reduction amount AI at the time of the fault as the target value of the equal pressure reduction amount, record the equal pressure reduction amount X2 and set the fault code to 0.

[0047] S3. Relief Steps: Determine the fault status of the braking zone under different relief states, and set the pressure reduction amount based on the determination results.

[0048] Furthermore, the mitigation steps specifically include:

[0049] Guiding relief steps: Based on the automatic guidance of the brake to the full braking pressure reduction amount, the fault status of the braking zone is judged under different relief states, and the pressure reduction amount is set according to the judgment result.

[0050] Non-guided mitigation steps: Based on the different mitigation states after non-guided operation, the fault status of the braking zone is judged, and the pressure reduction amount is set according to the judgment result.

[0051] Furthermore, in the above mitigation steps, when it is determined that the analog quantity in the braking zone has recovered, the actual decompression amount AI2 corresponding to the actual analog quantity after recovery is collected.

[0052] Furthermore, the guided mitigation steps specifically include:

[0053] In a state of relief, regardless of whether the brake zone fault is resolved, the equalizing air cylinder maintains the full brake decompression amount X1 and does not relieve the pressure.

[0054] In the stage release state, if the braking area analog quantity is restored, stage release is performed according to the actual decompression quantity AI2 after restoration; if the braking area analog quantity is not restored, stage release is performed according to the balanced decompression quantity AI before the fault.

[0055] Further, the non-directed release step specifically includes:

[0056] In the single release state, if the braking area analog quantity is restored, if the actual decompression quantity AI2 after restoration is greater than X2, the equalizing reservoir maintains the actual decompression quantity AI2 and does not release; if the actual decompression quantity AI2 after restoration is less than X2, the equalizing reservoir maintains the balanced decompression quantity X2 and does not release.

[0057] If the braking area analog quantity fault is not restored, the equalizing reservoir maintains the balanced decompression quantity X2 and does not release.

[0058] In the stage release state, if the braking area analog quantity fault is restored, stage release is performed according to the actual decompression quantity AI2 after restoration.

[0059] If the braking area analog quantity fault is not restored, stage release is performed according to the balanced decompression quantity X2 before the fault.

[0060] In specific applications, not releasing can avoid the problem of the change of the balanced decompression quantity from high to low during the normal and abnormal switching of the analog quantity.

[0061] Further, when a greater balanced decompression quantity is required, the braking instruction controller can be set to the reconnection position or the emergency position for braking to stop, without affecting the train safety.

[0062] In some exemplary embodiments, the fault judgment and safety guidance are specifically performed according to the following method:

[0063] When it is detected that the braking area of the braking instruction controller brakes abnormally, collect and judge that the digital input signal DI2 of the braking instruction controller at the full braking position is valid. At this time, collect the balanced decompression quantity AI corresponding to the current braking area analog quantity, set the balanced decompression quantity preset value as X, and judge whether AI is less than X.

[0064] Braking area analog quantity fault safety guidance function:

[0065] 1) If the balanced decompression quantity AI < X, the brake automatically guides to the full braking decompression quantity, and at the same time stores the fault code for data analysis;

[0066] 2) If the balanced decompression quantity AI >= X, do not guide, use the maximum decompression quantity at the time of the fault as the balanced decompression target value, and set the fault code to 0.

[0067] Single release / stage release function:

[0068] 1) When it is detected that there is an abnormal braking in the braking area of the braking instruction controller and AI < X, the brake automatically guides to the full braking decompression amount, records the full braking decompression amount X1 and the fault code.

[0069] ① In the single release state, when the braking instruction controller moves from the full braking position to the initial braking position, regardless of whether the fault in the braking area is restored, the equalizing reservoir maintains the full braking decompression amount X1 and does not release.

[0070] ② In the stage release state, when the braking instruction controller moves from the full braking position to the initial braking position, if the analog quantity in the braking area returns to normal, stage release is performed according to the actual decompression amount AI2 corresponding to the restored actual analog quantity; if the analog quantity in the braking area does not return to normal, when the braking instruction controller leaves the full braking position, stage release is performed according to the equalizing decompression amount AI before the fault.

[0071] 2) When it is detected that there is an abnormal braking in the braking area of the braking instruction controller and AI >= X, no safety guidance is performed, the fault code of the braking area is reset to 0, and the current equalizing decompression amount X2 is recorded.

[0072] ① In the single release state, when the braking instruction controller moves from the full braking position to the initial braking position, if the analog quantity in the braking area is restored and the restored actual equalizing decompression amount AI2 > X2, the equalizing reservoir maintains the actual decompression amount AI2 and does not release; if the restored actual equalizing decompression amount AI2 < X2, the equalizing reservoir maintains the equalizing decompression amount X2 and does not release.

[0073] If the analog quantity fault in the braking area is not restored, the equalizing reservoir maintains the equalizing decompression amount X2 and does not release.

[0074] ② In the stage release state, when the braking instruction controller moves from the full braking position to the initial braking position, if the analog quantity fault in the braking area is restored, stage release is performed according to the restored actual decompression amount AI2.

[0075] If the analog quantity fault in the braking area is not restored, when the braking instruction controller leaves the full braking position, stage release is performed according to the equalizing decompression amount X2 before the fault.

[0076] The embodiment of the present application also provides a locomotive braking instruction controller fault diagnosis and safety guidance control system, including:

[0077] A signal acquisition module, when judging that the digital input signal DI2 of the braking instruction controller at the full braking position is valid, acquires the equalizing decompression amount AI corresponding to the current analog quantity in the braking area.

[0078] The guidance judgment module sets a preset value for the equal pressure reduction amount. If the equal pressure reduction amount AI is less than the preset value, the brake will automatically guide to the full braking pressure reduction amount and record the full braking pressure reduction amount X1 and the fault code. If the equal pressure reduction amount AI is greater than or equal to the preset value, the brake will not guide, the equal pressure reduction amount X2 will be recorded, and the fault code will be set to 0.

[0079] Relief module: Determines the fault status of the braking zone under different relief states, and sets the pressure reduction amount based on the determination result.

[0080] This application also provides a rail transit vehicle that uses the above-mentioned locomotive brake command controller fault diagnosis and safety guidance control system.

[0081] In addition, combined Figure 1-2 The locomotive brake command controller fault diagnosis and safety guidance control method described in this application embodiment can be implemented by electronic devices.

[0082] Electronic devices may include processors and memory storing computer program instructions.

[0083] Specifically, the processor may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0084] The memory may include a large-capacity storage device for data or instructions. For example, and not limitingly, the memory may include a hard disk drive (HDD), a floppy disk drive, a solid-state drive (SSD), flash memory, an optical disk drive, a magneto-optical disk drive, magnetic tape, or a Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, the memory may include removable or non-removable (or fixed) media. Where appropriate, the memory may be internal or external to the data processing device. In a particular embodiment, the memory is non-volatile memory. In a particular embodiment, the memory includes read-only memory (ROM) and random access memory (RAM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), an electrically alterable read-only memory (EAROM), or flash memory, or a combination of two or more of these. Where appropriate, the RAM can be Static Random-Access Memory (SRAM) or Dynamic Random-Access Memory (DRAM). DRAM can be Fast Page Mode Dynamic Random-Access Memory (FPMDRAM), Extended Data Out Dynamic Random-Access Memory (EDODRAM), Synchronous Dynamic Random-Access Memory (SDRAM), etc.

[0085] Memory can be used to store or cache various data files that need to be processed and / or communicated, as well as possible computer program instructions executed by the processor.

[0086] The processor reads and executes computer program instructions stored in the memory to implement any of the locomotive brake command controller fault diagnosis and safety guidance control methods in the above embodiments.

[0087] In some embodiments, the electronic device may further include a communication interface and a bus. The processor, memory, and communication interface are connected via the bus and communicate with each other.

[0088] The communication interface is used to enable communication between the various modules, devices, units, and / or equipment in the embodiments of this application. The communication port can also enable data communication with other components such as external devices, image / data acquisition devices, databases, external storage, and image / data processing workstations.

[0089] A bus, including hardware, software, or both, couples components of an electronic device together. Buses include, but are not limited to, at least one of the following: data bus, address bus, control bus, expansion bus, and local bus. For example, and not as a limitation, a bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, a bus may include one or more buses. Although specific buses are described and illustrated in the embodiments of this application, this application considers any suitable bus or interconnection.

[0090] The electronic device can execute the locomotive brake command controller fault diagnosis and safety guidance control method in this application embodiment based on the acquired locomotive brake command controller fault diagnosis and safety guidance control method, thereby achieving a combination of Figure 1-2 The method described is a fault diagnosis and safety-oriented control method for locomotive braking command controller.

[0091] Furthermore, in conjunction with the locomotive brake command controller fault diagnosis and safety guidance control method in the above embodiments, this application embodiment can provide a computer-readable storage medium for implementation. This computer-readable storage medium stores computer program instructions; when executed by a processor, these computer program instructions implement any one of the locomotive brake command controller fault diagnosis and safety guidance control methods in the above embodiments.

[0092] In summary, the beneficial effects of this invention lie in revealing a fault diagnosis and safety guidance control method for a locomotive brake command controller. It provides a novel method for fault diagnosis and post-fault mitigation control of the locomotive brake command controller, solving the current technical problem that when an analog fault occurs in the brake command controller during braking zone movement, it cannot automatically diagnose the analog fault, thus hindering post-fault guidance and mitigation control. This improves the brake fault detection system, preventing the brake controller from failing to stop safely when an analog fault occurs in the braking zone. The fault judgment is more comprehensive and accurate, facilitating fault data analysis and enhancing the reliability and safety of the braking system. Furthermore, for long trains, this fault diagnosis and safety guidance control method can reduce the air charging time of the train pipe in the operating position of the brake command controller, improving the availability of the brake after a fault.

[0093] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0094] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method for fault diagnosis and safety guidance control of a locomotive braking command controller, characterized in that, include: The signal acquisition step involves determining that when the switch signal DI2 of the braking command controller is valid in the full braking position, the equalization pressure reduction amount AI corresponding to the analog quantity of the current braking zone is acquired. The guidance judgment step sets the preset value of the equal pressure reduction amount. If the equal pressure reduction amount AI is less than the preset value, the brake will automatically guide to the full braking pressure reduction amount and record the full braking pressure reduction amount X1 and the fault code. If the equal pressure reduction amount AI is greater than or equal to the preset value, the brake will not guide, the equal pressure reduction amount X2 will be recorded and the fault code will be set to 0. Mitigation steps: Determine the fault status of the braking zone under different mitigation states, and set the pressure reduction amount based on the determination results; The mitigation steps specifically include: Guided relief steps: Based on the automatic guidance of the brake to reduce the full braking pressure, the fault status of the braking zone is judged under different relief states, and the pressure reduction amount is set according to the judgment result; Non-guided relief step: Based on the judgment of the fault state of the braking zone under different relief states after non-guided operation, the pressure reduction amount is set according to the judgment result; Also includes: In the above mitigation steps, when it is determined that the analog quantity of the braking zone has recovered, the actual decompression amount AI2 corresponding to the actual analog quantity after recovery is collected; The guided mitigation steps specifically include: During a single relief state, regardless of whether the brake zone fault is resolved, the equalizing air cylinder maintains the full brake pressure reduction amount X1 and does not relieve the pressure. In the phased relief state, if the analog quantity of the braking zone recovers, the phased relief is performed according to the actual pressure reduction amount AI2 after recovery; if the analog quantity of the braking zone does not recover, the phased relief is performed according to the equal pressure reduction amount AI before the fault.

2. The locomotive braking command controller fault diagnosis and safety guidance control method according to claim 1, characterized in that, The non-guided mitigation steps specifically include: In a single relief state, if the analog quantity of the braking zone recovers, and if the actual pressure reduction AI2 after recovery is greater than X2, then the equalizing air cylinder maintains the actual pressure reduction AI2 and does not relieve the pressure; if the actual pressure reduction AI2 after recovery is less than X2, then the equalizing air cylinder maintains the equalizing pressure reduction X2 and does not relieve the pressure. If the analog fault in the braking zone is not resolved, the equalizing air cylinder will maintain an equal pressure reduction of X2 and will not alleviate the problem. If the analog quantity fault in the braking zone is recovered during the phased relief state, the phased relief will be carried out according to the actual pressure reduction amount AI2 after recovery. If the analog quantity fault in the braking zone is not resolved, the pressure relief will be carried out in stages at twice the equal pressure reduction amount before the fault.

3. The locomotive braking command controller fault diagnosis and safety guidance control method according to claim 1, characterized in that, The full braking pressure reduction amount X1 mentioned in the guidance judgment step is the maximum pressure reduction amount of normal braking, and the balanced pressure reduction amount X2 is the maximum pressure reduction amount when there is a fault.

4. The locomotive braking command controller fault diagnosis and safety guidance control method according to claim 1, characterized in that, The preset value of the equal pressure reduction amount is in the range of 60%-80% of the total braking pressure reduction amount.

5. The locomotive braking command controller fault diagnosis and safety guidance control method according to claim 1, characterized in that, Also includes: When a larger equal pressure reduction is required, the brake command controller can be set to the multiple-connection position or the emergency position to brake and stop the train without affecting the safety of the train.

6. A fault diagnosis and safety guidance control system for a locomotive braking command controller, characterized in that, include: The signal acquisition module determines that when the switch signal DI2 of the braking command controller is valid in the full braking position, it acquires the equalization pressure reduction amount AI corresponding to the analog quantity of the current braking zone. The guidance judgment module sets a preset value for the equal pressure reduction amount. If the equal pressure reduction amount AI is less than the preset value, the brake will automatically guide to the full braking pressure reduction amount and record the full braking pressure reduction amount X1 and the fault code. If the equal pressure reduction amount AI is greater than or equal to the preset value, the brake will not guide, the equal pressure reduction amount X2 will be recorded, and the fault code will be set to 0. Mitigation module: Determines the fault state of the braking zone under different mitigation conditions, and sets the pressure reduction amount based on the determination result; the mitigation module is configured to execute guided mitigation steps or non-guided mitigation steps. The guided relief step is based on the automatic guidance of the brake to the full brake pressure reduction amount and the judgment of the brake zone fault state under different relief states. The pressure reduction amount is set according to the judgment result. In the first relief state, regardless of whether the brake zone fault is recovered, the equalizing air cylinder maintains the full brake pressure reduction amount X1 and does not relieve the fault. In the stage relief state, if the simulated quantity of the brake zone is recovered, the stage relief is performed according to the actual pressure reduction amount AI2 after recovery. If the simulated quantity of the brake zone is not recovered, the stage relief is performed according to the equalizing pressure reduction amount AI before the fault. The non-guided mitigation step is based on judging the fault status of the braking zone under different mitigation states without guidance, and setting the decompression amount according to the judgment result.

7. A rail transit vehicle, characterized in that, It employs the locomotive braking command controller fault diagnosis and safety guidance control system as described in claim 6.

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