Fault diagnosis method and device for driver controller of railway vehicle

Abstract

The invention relates to the technical field of rail traffic, and discloses a rail vehicle driver controller fault diagnosis method, which comprises the following steps: acquiring driver controller level information, driver controller actual position and driver controller position on-off state information; the fault state of the driver controller is diagnosed according to the driver controller level information, the driver controller actual position and the driver controller position on-off state information in combination with an actual output result; pushing the fault diagnosis result to a vehicle display screen in real time; compared with the technical problems in the prior art that a driver controller does not integrate a fault self-diagnosis function, a corresponding control instruction cannot be normally output once a fault occurs, for example, a quick-action switch fails, and a fault point is difficult to quickly position, the driver controller level information, the driver controller actual position and the vehicle control position switch state information are collected; according to the comparison between the actual output result and the expected output, the fault state of the driver controller is diagnosed, the real-time monitoring and rapid positioning of the fault of the driver controller are realized, and the fault processing efficiency and the safe operation of the train are obviously improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail vehicle fault diagnosis, and in particular relates to a fault diagnosis method and device for a rail vehicle driver controller. Background Art

[0002] At present, the vehicle control instructions of rail transit vehicles in non-ATO (automatic train operation) mode are usually issued by the driver through manual operation of the driver controller. In the specific operation process, the driver pushes the direction handle or traction brake handle of the driver controller, and drives the triggering of the quick-acting switch through the internal mechanical transmission mechanism, thereby transmitting the vehicle control instructions including forward, backward, traction and braking and the corresponding vehicle control level position signal to the outside. This operation process ensures the normal operation and control of the train in non-automatic mode. However, a significant defect of the prior art is that the output of these vehicle control instructions is not equipped with an automated fault diagnosis system. When the quick-acting switch inside the driver controller fails, the system may not be able to normally output forward, backward, traction or braking instructions and the corresponding vehicle control level position signal. In this case, the train control system cannot quickly locate the fault point, which may cause the train to fail to operate normally, thereby affecting safety. Therefore, it is urgent to develop a driver controller system with an automated fault diagnosis function to quickly identify and locate the faults of the internal quick-acting switch or other components, thereby ensuring the reliable output of the vehicle control instructions and improving the safety of the rail transit system. Summary of the invention

[0003] In view of the above-mentioned technical deficiencies, the purpose of the present invention is to propose a fault diagnosis method for a rail vehicle driver controller, aiming to solve the technical problem that the driver controller in the prior art has no integrated fault self-diagnosis function, once a fault occurs, such as failure of the quick-acting switch, the corresponding control instructions cannot be output normally, and it is difficult to quickly locate the fault point.

[0004] In order to solve the above technical problems, the present invention adopts the following technical solutions: The present invention provides a fault diagnosis method for a rail vehicle driver controller.

[0005] Preferably, the fault diagnosis method of the rail vehicle driver controller comprises:

[0006] Step S10: Collecting the driver controller level information, the driver controller actual position and the parking space switch status information;

[0007] Step S20: diagnose the fault status of the driver controller according to the driver controller level information, the actual position of the driver controller and the parking position switch status information combined with the actual output result;

[0008] When the traction command is activated, the brake command is inactive, the level information is no level, the actual position of the driver controller is the traction position and there is no output, it is judged that the traction travel switch of the driver controller is closed;

[0009] When the traction command is activated, the brake command is activated, the level information is no level, the actual position of the driver controller is the traction or brake position and there is no output, it is judged that the traction travel switch of the driver controller is closed or the brake travel switch is disconnected;

[0010] When the traction command is activated, the brake command is activated, the level information is that there is a level, the actual position of the driver controller is the brake position and there is no output, it is judged that the traction travel switch of the driver controller is closed;

[0011] When the traction command is inactive, the brake command is active, the level information is no level, the actual position of the driver controller is the brake position and the actual output is braking, it is judged that the brake travel switch of the driver controller is disconnected;

[0012] When the traction command is inactive, the brake command is inactive, the level information is active, the actual position of the driver controller is in the traction or brake position and there is no output, it is judged that the traction travel switch of the driver controller is closed or the brake travel switch is disconnected;

[0013] Step S30: Push the fault diagnosis result to the vehicle display screen in real time.

[0014] Preferably, the step S20 further includes:

[0015] When the forward direction instruction is inactive, the backward direction instruction is active, the level information is level, the actual position of the controller is forward or backward and the output is forward or backward, it is judged as a level one fault of the closed direction switch of the controller;

[0016] When the forward direction command is activated, the backward direction command is inactive, the level information is no level or level, the actual position of the controller is forward or backward and the output is forward or backward, it is judged as a secondary fault of the driver controller's direction switch closure.

[0017] Preferably, the parking position control switch state information includes traction command switch state information, brake command switch state information, forward command switch state information and backward command switch state information.

[0018] Preferably, the parking position control switch status information also includes coasting instruction switch status information.

[0019] Preferably, when the coasting instruction switch state is activated, the vehicle stops power output and waits for the next operation instruction.

[0020] Preferably, the fault diagnosis method of the rail vehicle driver controller further comprises:

[0021] When a change in switch status information is detected, the corresponding fault information is recorded and stored in real time, including timestamp, fault type and fault location.

[0022] Preferably, the fault diagnosis method of the rail vehicle driver controller further comprises:

[0023] Based on historical fault data and real-time monitoring information, machine learning algorithms are used to perform fault prediction analysis and identify possible controller failures in advance.

[0024] Preferably, the fault diagnosis device of the rail vehicle driver controller comprises:

[0025] The acquisition module is used to collect the driver controller level information, the driver controller actual position and the parking switch status information;

[0026] A diagnosis module, used to diagnose the fault status of the driver controller according to the driver controller level information, the actual position of the driver controller and the parking position switch status information combined with the actual output result;

[0027] The display module is used to push the fault diagnosis result to the vehicle display screen in real time.

[0028] Preferably, the fault diagnosis device of the rail vehicle driver controller comprises:

[0029] A memory, a processor, and a fault diagnosis program for a rail vehicle driver controller stored in the memory and executable on the processor, wherein the fault diagnosis program for the rail vehicle driver controller, when executed by the processor, implements a fault diagnosis method for the rail vehicle driver controller as described in any one of claims 1 to 7.

[0030] Preferably, the computer program product comprises a fault diagnosis program for a rail vehicle driver controller, and when the fault diagnosis program for a rail vehicle driver controller is executed by a processor, the fault diagnosis method for a rail vehicle driver controller as claimed in any one of claims 1 to 7 is implemented.

[0031] The beneficial effect of the present invention is that compared with the prior art in which the driver controller does not have an integrated fault self-diagnosis function, once a fault occurs, such as failure of the quick-acting switch, the corresponding control instructions cannot be output normally, and it is difficult to quickly locate the technical problem of the fault point. The present application collects the driver controller level information and the actual position of the driver controller and the control position switch status information, and diagnoses the fault status of the driver controller based on the comparison of the actual output result with the expected output, thereby realizing real-time monitoring and rapid positioning of the driver controller fault, and significantly improving the efficiency of fault handling and the safe operation of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0033] Figure 1 The figure is a flow chart of a first embodiment of a fault diagnosis method for a rail vehicle driver controller according to the present invention. DETAILED DESCRIPTION

[0034] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0035] Embodiment 1: Figure 1 2 is a flow chart of a first embodiment of a method for diagnosing a fault of a rail vehicle driver controller according to the present invention, and a first embodiment of a method for diagnosing a fault of a rail vehicle driver controller according to the present invention is provided.

[0036] Step S10: Collecting the driver controller level information, the driver controller actual position and the parking space switch status information;

[0037] It should be noted that the driver controller level information refers to the level signal of the driver controller reflecting the current operation status during the operation process. This information includes the voltage signal or resistance value corresponding to the driver controller in different operation modes such as traction and braking, which is used to distinguish different operation levels. For example, in traction and braking operations, the different level signals of the driver controller can indicate the magnitude of the current operation force or the execution intensity of the operation command. The actual position of the driver controller refers to the actual operation position of the driver controller handle or controller in the physical space. Including but not limited to the angle or distance of the handle in specific positions such as "traction position", "brake position" or "idle position". This position directly reflects the driver's operation behavior and intention, and is an important basis for judging whether the driver controller performs the operation correctly. The parking position switch status information refers to the opening and closing status information of the relevant switches inside the driver controller, including the switch status related to traction, braking, and direction commands. Specifically, these switches include traction command switch (S1), brake command switch (S2), forward command switch (S4) and backward command switch (S5). The change of the switch state determines whether the corresponding command is output or not, so it is an important parameter for diagnosing driver controller failure.

[0038] It is understandable that accurate collection of the above information is crucial to achieve fault diagnosis of the controller and improve system reliability. The collection of this information can not only reflect the current operating status of the controller in real time, but also be used to analyze and determine whether there is an abnormality or fault.

[0039] It should be understood that in order to better achieve fault diagnosis and system monitoring, information collection can be completed through sensors, encoders and other detection equipment installed inside the driver controller. These devices can collect data such as the operating level, actual position and switch status of the driver controller in real time, and transmit these data to the fault diagnosis system. The diagnostic system analyzes these data, identifies any abnormalities or faults, and outputs alarms or prompts when necessary, thereby improving the safety and operating efficiency of the rail transit system.

[0040] Step S20: diagnose the fault status of the driver controller according to the driver controller level information, the actual position of the driver controller and the parking position switch status information combined with the actual output result;

[0041] When the traction command is activated, the brake command is inactive, the level information is no level, the actual position of the driver controller is the traction position and there is no output, it is judged that the traction travel switch of the driver controller is closed;

[0042] When the traction command is activated, the brake command is activated, the level information is no level, the actual position of the driver controller is the traction or brake position and there is no output, it is judged that the traction travel switch of the driver controller is closed or the brake travel switch is disconnected;

[0043] When the traction command is activated, the brake command is activated, the level information is that there is a level, the actual position of the driver controller is the brake position and there is no output, it is judged that the traction travel switch of the driver controller is closed;

[0044] When the traction command is inactive, the brake command is active, the level information is no level, the actual position of the driver controller is the brake position and the actual output is braking, it is judged that the brake travel switch of the driver controller is disconnected;

[0045] When the traction command is inactive, the brake command is inactive, the level information is active, the actual position of the driver controller is in the traction or brake position and there is no output, it is judged that the traction travel switch of the driver controller is closed or the brake travel switch is disconnected;

[0046] It should be noted that in this step, by comparing the actual output result of the controller with the expected output state, various fault types of the controller can be effectively diagnosed.

[0047] The parking space switch status information may be:

[0048] The traction command switch state S1 is used to indicate the activation state of the traction command;

[0049] The brake command switch state S2 is used to indicate the activation state of the brake command;

[0050] The forward command switch state S4 is used to indicate the forward direction activation state;

[0051] The backward command switch state S5 is used to indicate the activation state of the backward command;

[0052] It should be noted that the traction command switch state S1 is used to indicate the activation state of the traction command. When S1 is in the activated state, the system will recognize that the traction operation command has been triggered, which means that the train will enter the traction (acceleration) mode under the current operation. The brake command switch state S2 is used to indicate the activation state of the brake command. When S2 is triggered, the system will recognize that the brake operation command has been activated and the train will enter the deceleration or parking operation mode. The forward command switch state S4 and the backward command switch state S5 are used to indicate the activation state of the forward and backward direction commands. When S4 is activated, it means that the train will move forward according to the driver's operation; when S5 is activated, it means that the train will move backward. The correct identification of the direction command is crucial to the normal operation of the train. The activation of the wrong command may cause the train to run in a direction that is inconsistent with the expectation, bringing safety hazards. The coasting command switch state S3 is used to indicate the activation state of the coasting command. When S3 is activated, the system will recognize that the train has entered the coasting state, which means that the train maintains inertial sliding without traction or braking.

[0053] It is understandable that these parking switch status information is the basis for the normal operation of the rail transit vehicle control system. By monitoring and analyzing these status information, the system can accurately determine the driver's operating intention and pass the corresponding control instructions to the train actuator.

[0054] It should be understood that the specific judgment criteria may be:

[0055] When S1=1, S2=1, the level information is no level, the actual position of the driver controller is the traction position and there is no output, it is judged that the traction travel switch of the driver controller is closed. This situation indicates that although the traction travel switch has been triggered, the traction command cannot be correctly transmitted due to the problem of switch closure.

[0056] When S1=1, S2=0, the level information is no level, the actual position of the driver controller is traction or braking position and there is no output, it is judged that the driver controller brake travel switch is disconnected. At this time, the brake travel switch should be in the open and closed state, but because it is disconnected, the braking operation cannot be performed correctly.

[0057] When S1=1, S2=0, the level information is level, the actual position of the driver controller is the braking position and there is no output, it is judged that the driver controller traction travel switch is closed. Even in the proper braking level, the traction travel switch fails to close correctly, causing the command execution failure.

[0058] When S1=0, S2=0, the level information is no level, the actual position of the driver controller is the braking position and the actual output is braking, it is judged that the driver controller brake travel switch is disconnected. At this time, although the system correctly judges the braking state, there is a potential switch disconnection problem because the switch fails to operate normally.

[0059] When S1=0, S2=1, the level information is level, the actual position of the driver controller is traction or braking position and there is no output, it is judged that the driver controller traction travel switch is closed. This state means that when the traction or braking operation should be performed, the system cannot transmit the corresponding instruction because the switch fails to close.

[0060] It can be understood that by comparing the actual output with the expected output, various types of faults in the driver controller can be effectively identified. This diagnostic method can significantly improve the reliability of the system and reduce the risk of train control failure due to driver controller failure.

[0061] It should be understood that in order to achieve more accurate fault diagnosis, the comparison process can be carried out in an automated control system. By real-time monitoring of the operating status and output results of the driver controller, the system can issue an alarm as soon as a fault occurs and prompt the operator to perform inspection and maintenance, thereby ensuring the safe operation of the rail transit system.

[0062] Step S30: Push the fault diagnosis result to the vehicle display screen in real time.

[0063] It should be noted that this step is to ensure that the fault diagnosis results of the driver controller can be fed back to the operator or maintenance personnel in a timely and accurate manner. When the system detects a fault and completes the diagnosis, these results will be pushed to the vehicle's display screen in real time through the data transmission system, so that the operator can understand the specific situation of the fault at the first time.

[0064] In the second embodiment, the step S20 further includes:

[0065] When the forward direction instruction is inactive, the backward direction instruction is active, the level information is level, the actual position of the controller is forward or backward and the output is forward or backward, it is judged as a level one fault of the closed direction switch of the controller;

[0066] When the forward direction command is activated, the backward direction command is inactive, the level information is no level or level, the actual position of the controller is forward or backward and the output is forward or backward, it is judged as a secondary fault of the driver controller's direction switch closure.

[0067] It should be noted that when the forward direction instruction is inactive, the backward direction instruction is active, the level information is no level, the actual position of the controller is forward or backward and the output is forward or backward, it is judged as a level one fault of the controller's direction switch closure. This situation indicates that although the system has not received any direction instruction, the controller still outputs a forward or backward operation signal. This means that the direction switch may have a fault such as poor contact or short circuit, resulting in a false operation.

[0068] It should be noted that when the forward direction instruction is activated, the backward direction instruction is inactive, the level information is no level or level, the actual position of the controller is forward or backward and the output is forward or backward, it is judged as a secondary fault of the closed direction switch of the controller. At this time, the signal received by the system shows that the direction switch is in the triggered state. Regardless of whether there is level information, the controller should not output forward or backward signals at the same time. This state may indicate that the direction switch has a more serious hardware failure, such as a short circuit or the switch cannot be reset normally, resulting in the failure of the direction instruction.

[0069] It should be noted that these two fault diagnosis scenarios correspond to different fault levels of the driver controller direction switch. Once these faults are detected, the system needs to take different treatment measures according to the severity of the fault. For example, a level 1 fault may require notifying the operator for inspection, while a level 2 fault may require the immediate deactivation of the relevant function to ensure safety.

[0070] It is understandable that the introduction of the above fault diagnosis logic is intended to further improve the safety of the rail transit system. Through accurate judgment of different fault scenarios, the system can more effectively identify and handle potential hardware faults, reduce the risk of malfunction, and ensure the stability of train operation.

[0071] It should be understood that in order to achieve this function, the system needs to ensure the high sensitivity and reliability of sensors and detection equipment during design. At the same time, during the fault detection process, the system should also have the ability to respond quickly so that the fault information can be conveyed to the operator at the first time and appropriate measures can be taken. Through real-time monitoring of the switch status and actual output, the system can effectively prevent misoperation or accidents caused by switch failures, thereby further improving the overall safety performance of the rail transit system.

[0072] In a third embodiment, the fault diagnosis method of the rail vehicle driver controller further includes:

[0073] When a change in switch status information is detected, the corresponding fault information, including timestamp, fault type and fault location, is recorded and stored in real time for subsequent analysis and fault handling.

[0074] It should be noted that timestamp recording means that the system automatically marks the specific time when the event occurs when it detects a change in the switch state. This information is critical for the timeline analysis of fault events, and can help engineers understand the relationship between the time of the fault and the train operation, so as to better locate the root cause of the problem. Fault type refers to the specific fault category determined according to the preset diagnostic logic, such as traction travel switch closing fault, brake travel switch disconnection fault, direction switch malfunction, etc. By clearly classifying, operators or maintenance personnel can quickly understand the nature and severity of the fault and take appropriate countermeasures. Fault location refers to the specific location where the fault occurs or the location of the relevant controller component. For example, the fault of a switch specifically occurs in the traction position, brake position, forward or backward position, etc. This information has a direct guiding role in on-site troubleshooting and maintenance, and can greatly shorten the fault handling time.

[0075] It is understandable that real-time recording and storage of fault information not only helps with immediate fault handling, but also provides basic data for long-term fault mode analysis. By analyzing the accumulated data of multiple fault events, the system can identify common failure modes, help optimize maintenance strategies, and reduce the probability of future failures.

[0076] It should be understood that in order to better ensure the accuracy and timeliness of fault information, a dedicated fault recording module can be integrated into the driver controller so that relevant data can be captured and stored immediately when a fault is detected. This recording module can be directly connected to the sensor and switch status monitoring system of the driver controller to record key information including timestamp, fault type and fault location in real time. For example, when the system detects a traction travel switch closure failure, the fault recording module can instantly capture the current driver controller position, activated switch state, and the resulting voltage or current changes, and automatically generate a fault log. These logs can be stored in non-volatile memory inside the driver controller to ensure that fault information is retained even in the event of a system restart or power failure.

[0077] In a fourth embodiment, the fault diagnosis method of the rail vehicle driver controller further includes:

[0078] Based on historical fault data and real-time monitoring information, machine learning algorithms or expert systems are used to perform fault prediction analysis to identify possible controller failures in advance.

[0079] It should be noted that this method combines the fault data recorded in the past with the real-time monitoring data to build a model that can predict faults. This model can be implemented based on machine learning algorithms (such as random forests, support vector machines, neural networks, etc.) or rule-based expert systems. Historical fault data provides rich samples for the model, and real-time monitoring information continuously updates the model, enabling it to continuously adjust and optimize the prediction results in actual operation.

[0080] It is understandable that through this predictive analysis method, the system can identify potential risk points before a fault actually occurs. For example, if the system detects that the operating frequency of a switch of the driver controller (such as the traction travel switch S1) is abnormal, or detects that the output signal fluctuates abnormally under the same operation, the system can combine the data of similar situations in the past to predict the type of fault that may occur, and promptly remind the operator to perform inspections or preventive maintenance.

[0081] It should be understood that in order to achieve this predictive analysis, the system can use the following optimization formula:

[0082]

[0083] Among them, P(failure|X) is the probability of failure given the current monitoring information X, and P(X|failure) is the probability of the current monitoring information X appearing under the condition of failure, which can be estimated through historical data. P(failure) is the prior probability of failure, which can be estimated based on the frequency of past failures. P(X) is the total probability of the current monitoring information appearing, which can be obtained through statistics of a large amount of normal and abnormal operation data. By calculating this probability, the system can identify the possibility of a component failing under a specific operating state. If P(failure|X) exceeds a certain set threshold, the system can issue an early warning to indicate that inspection or maintenance is required. For example, during the monitoring process, the system found that the response time of the traction travel switch S1 was 10 milliseconds slower than usual. Although this delay is not large, combined with historical data, the system found that similar small delays in the past often occurred after the switch contact surface was worn. Based on this information, the machine learning model predicts that the probability of complete failure of the S1 switch in the next few days is 70%. Based on this prediction, the system will issue a warning in advance and recommend preventive maintenance, thereby avoiding train shutdowns or safety issues that may be caused by sudden failure of the switch.

[0084] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A fault diagnosis method for a rail vehicle driver controller, characterized in that: The fault diagnosis method of the rail vehicle driver controller comprises: Step S10: Collecting the driver controller level information, the driver controller actual position and the parking space switch status information; Step S20: diagnose the fault status of the driver controller according to the driver controller level information, the actual position of the driver controller and the parking position switch status information combined with the actual output result; When the traction command is activated, the brake command is inactive, the level information is no level, the actual position of the driver controller is the traction position and there is no output, it is judged that the traction travel switch of the driver controller is closed; When the traction command is activated, the brake command is activated, the level information is no level, the actual position of the driver controller is the traction or brake position and there is no output, it is judged that the traction travel switch of the driver controller is closed or the brake travel switch is disconnected; When the traction command is activated, the brake command is activated, the level information is that there is a level, the actual position of the driver controller is the brake position and there is no output, it is judged that the traction travel switch of the driver controller is closed; When the traction command is inactive, the brake command is active, the level information is no level, the actual position of the driver controller is the brake position and the actual output is braking, it is judged that the brake travel switch of the driver controller is disconnected; When the traction command is inactive, the brake command is inactive, the level information is active, the actual position of the driver controller is in the traction or brake position and there is no output, it is judged that the traction travel switch of the driver controller is closed or the brake travel switch is disconnected; Step S30: Push the fault diagnosis result to the vehicle display screen in real time.

2. The method according to claim 1, characterized in that The step S20 further includes: When the forward direction instruction is inactive, the backward direction instruction is active, the level information is level, the actual position of the controller is forward or backward and the output is forward or backward, it is judged as a level one fault of the closed direction switch of the controller; When the forward direction command is activated, the backward direction command is inactive, the level information is no level or level, the actual position of the controller is forward or backward and the output is forward or backward, it is judged as a secondary fault of the driver controller's direction switch closure.

3. The method according to claim 1, characterized in that The parking position control switch state information includes traction command switch state information, brake command switch state information, forward command switch state information and backward command switch state information.

4. The method according to claim 1, characterized in that: The parking position control switch status information also includes coasting instruction switch status information.

5. The method according to claim 4, characterized in that When the coasting command switch state is activated, the vehicle stops power output and waits for the next operation instruction.

6. The method according to claim 1, characterized in that The fault diagnosis method of the rail vehicle driver controller also includes: When a change in switch status information is detected, the corresponding fault information is recorded and stored in real time, including timestamp, fault type and fault location.

7. The method according to claim 1, characterized in that The fault diagnosis method of the rail vehicle driver controller also includes: Based on historical fault data and real-time monitoring information, machine learning algorithms are used to perform fault prediction analysis and identify possible controller failures in advance.

8. A fault diagnosis device for a rail vehicle driver controller, characterized in that: The fault diagnosis device of the rail vehicle driver controller comprises: The acquisition module is used to collect the driver controller level information, the driver controller actual position and the parking switch status information; A diagnosis module, used to diagnose the fault status of the driver controller according to the driver controller level information, the actual position of the driver controller and the parking position switch status information combined with the actual output result; The display module is used to push the fault diagnosis result to the vehicle display screen in real time.

9. A fault diagnosis device for a rail vehicle driver controller, characterized in that: The fault diagnosis device of the rail vehicle driver controller comprises: A memory, a processor, and a fault diagnosis program for a rail vehicle driver controller stored in the memory and executable on the processor, wherein the fault diagnosis program for the rail vehicle driver controller, when executed by the processor, implements a fault diagnosis method for the rail vehicle driver controller as described in any one of claims 1 to 7.

10. A computer program product, characterized in that The computer program product comprises a fault diagnosis program for a rail vehicle driver controller, and when the fault diagnosis program for a rail vehicle driver controller is executed by a processor, the fault diagnosis method for a rail vehicle driver controller as claimed in any one of claims 1 to 7 is implemented.

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