Train total wind leakage processing method and system, storage medium and vehicle-mounted terminal

Abstract

The invention discloses a train total wind leakage processing method and system, a storage medium and a vehicle-mounted terminal, and relates to the technical field of rail transit vehicle braking. The method comprises the steps that under the condition that it is detected that target total wind pressure is lower than a first pressure threshold value, an isolation electromagnetic valve is controlled to be switched to be in a power-on state, under the condition that the isolation electromagnetic valve is in a power-on state, the train main air pipeline is divided into at least two independent units; under the condition that the train main air pipeline is divided, compressed air is supplemented to the corresponding independent units through an air compressor; determining a target independent unit where the leakage point is located based on the pressure recovery condition of each independent unit; and under the condition that the target independent unit is determined, the isolation electromagnetic valves between the other independent units are controlled to be switched to be in a power-off state, so that the train main air pipelines except the target independent unit recover normal pressure.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit vehicle braking, and particularly to a method, a system, a storage medium and an on-vehicle terminal for dealing with the leakage of the main air of a train. Background Art

[0002] In rail vehicles, the main function of the air braking system is to provide frictional braking force for the train to ensure the safe operation of the train. Therefore, the leakage of the main air pipeline of the train may affect the normal operation of the rail vehicle.

[0003] In the related art, the main air pressure is detected by a pressure sensor and a pressure switch. When the pressure is lower than the set threshold, a single or double air compressor is started in sequence to replenish air. If the pressure further drops to the critical point, traction blocking and emergency braking are triggered. In addition, fault handling relies on manual inspection of the leakage point and manual operation of the isolating cock.

[0004] However, the solution provided by the related art cannot automatically diagnose the leakage location, and the manual operation efficiency is low. Especially in the driverless environment, the existing control logic only targets short-term pressure fluctuations. In the case of a large leakage in the main air pipeline, the leakage point cannot be quickly checked and the pressure cannot be restored, resulting in an increased risk of the train being forced to stop due to emergency braking. Summary of the Invention

[0005] The purpose of the present invention is to solve the problems of low efficiency in locating the leakage of the main air pipeline and strong dependence on manual work in the related art, and to provide a method, a system, a storage medium and an on-vehicle terminal for dealing with the leakage of the main air of a train, so as to realize the rapid diagnosis and isolation of the leakage point and ensure the safe operation of the train.

[0006] On the one hand, the present application provides a method for dealing with the leakage of the main air of a train, and the method includes:

[0007] When it is detected that the target main air pressure is lower than the first pressure threshold, control the isolation solenoid valve to switch to the energized state. When the isolation solenoid valve is in the energized state, the main air pipeline of the train is divided into at least two independent units; when the main air pipeline of the train is divided, use the air compressor to supplement compressed air to the corresponding independent unit.

[0008] Based on the pressure rise situation of each independent unit, determine the target independent unit where the leakage point is located.

[0009] When the target independent unit is determined, control the isolation solenoid valve between other independent units to switch to the de-energized state, so that the main air pipeline of the train except the target independent unit restores the normal pressure.

[0010] As a further improvement of the present application, the isolation solenoid valve is set based on the formation type of the train, and the isolation solenoid valve is arranged on the main air pipeline;

[0011] In the case where the train is a symmetric formation train, the isolation solenoid valve is arranged on both sides of the main air pipeline at the connection of the middle two carriages;

[0012] In the case where the train is an asymmetric formation train, the isolation solenoid valve is arranged at both ends of the middle carriage, on the main air pipeline at the connection with the adjacent carriages;

[0013] Wherein, in the case where the main air pipeline of the train is divided, the symmetric formation train is divided into two independent units, and the asymmetric formation train is divided into three independent units.

[0014] As a further improvement of the present application, in the case where the train is the asymmetric formation train,

[0015] Determining the target independent unit where the leakage point is located based on the pressure rise situation of each independent unit includes:

[0016] Recording the first main air pressure of each independent unit at the moment when the state of the isolation solenoid valve is switched;

[0017] In the case where the main air pipeline of the train is divided, detecting the second main air pressure in each independent unit respectively;

[0018] Determining the pressure rise situation of each unit based on the first main air pressure and the second main air pressure;

[0019] Based on the pressure rise situation, determining the independent unit with a pressure rise amplitude less than the amplitude threshold as the target independent unit.

[0020] As a further improvement of the present application, the first independent unit and the second independent unit are divided by a first isolation solenoid valve, and the second independent unit and the third independent unit are divided by a second isolation solenoid valve;

[0021] In the case of determining the target independent unit, controlling the isolation solenoid valves between other independent units to switch to the power-off state includes:

[0022] In the case of determining that the leakage point is in the first independent unit, controlling the second isolation solenoid valve to switch to the power-off state;

[0023] In the case of determining that the leakage point is in the second independent unit, controlling the first isolation solenoid valve and the second isolation solenoid valve to maintain the power-on state;

[0024] When it is determined that the leakage point is in the third independent unit, control the first isolation solenoid valve to switch to the de-energized state.

[0025] As a further improvement of the present application, the method further includes:

[0026] Detect the third main air pressure of the main air pipeline in each carriage, and determine the target main air pressure based on the third main air pressure;

[0027] When it is detected that the target main air pressure is abnormal, simultaneously supply compressed air to the main air pipeline through at least two air compressors;

[0028] The step of controlling the isolation solenoid valve to switch to the energized state when it is detected that the target main air pressure is lower than the first pressure threshold includes:

[0029] After supplying compressed air to the main air pipeline, when the target main air pressure is not higher than the first pressure threshold, control the isolation solenoid valve to switch to the energized state.

[0030] As a further improvement of the present application, the step of determining the target main air pressure based on the third main air pressure includes:

[0031] Remove invalid values from each of the third main air pressures to obtain a set of valid main air pressures;

[0032] When there are at least three valid main air pressures in the set of valid main air pressures, calculate the trimmed mean of the valid main air pressures to obtain the target main air pressure;

[0033] When there are two valid main air pressures in the set of valid main air pressures, calculate the average of the valid main air pressures to obtain the target main air pressure;

[0034] When there is only one valid main air pressure in the set of valid main air pressures, determine the valid main air pressure as the target main air pressure.

[0035] As a further improvement of the present application, the method further includes:

[0036] When the target main air pressure is lower than the second pressure threshold and the train is not in the starting stage, determine that the target main air pressure is abnormal.

[0037] As a further improvement of the present application, the isolation solenoid valve is connected to the brake cylinder of the corresponding carriage, so that the isolation solenoid valve is driven by the control pressure provided by the brake cylinder when the main air pressure in the main air pipeline is abnormal.

[0038] On the other hand, the present application provides a train control system, the system includes:

[0039] A control module, configured to control the isolation solenoid valve to switch to the powered-on state when it is detected that the target main air pressure is lower than the first pressure threshold. When the isolation solenoid valve is in the powered-on state, the train main air pipeline is divided into at least two independent units; when the train main air pipeline is divided, compressed air is supplied to the corresponding independent unit through an air compressor;

[0040] A leakage point determination module, configured to determine the target independent unit where the leakage point is located based on the pressure recovery conditions of each independent unit;

[0041] The control module is further configured to control the isolation solenoid valves between other independent units to switch to the powered-off state when the target independent unit is determined, so that the train main air pipeline except the target independent unit resumes normal pressure.

[0042] On the other hand, the present application provides a storage medium, on which a computer program is stored. When the computer program is executed by a processor, it executes the method for processing train main air leakage described in any of the above aspects.

[0043] On the other hand, the present application provides an on-vehicle terminal, including a memory and a processor. The processor is configured to execute the computer program stored in the memory to implement the method for processing train main air leakage described in any of the above aspects.

[0044] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0045] In the embodiment of the present application, when it is detected that the target main air pressure is lower than the first pressure threshold, the train main air pipeline is divided by controlling the isolation solenoid valve provided in the main air pipeline. And after forming independent units, air is replenished to each independent unit respectively, so as to determine the target independent unit where the leakage point is located based on the pressure recovery conditions of each independent unit, realizing automatic positioning of the leakage point. In addition, after determining the target independent unit, the isolation solenoid valves between other independent units are controlled to switch to the powered-off state, so as to ensure that the main air pipeline except the target independent unit resumes normal pressure, and it can ensure that at least half of the main air pipeline still maintains normal pressure in case of main air leakage, reducing the risk of the train being forced to stop due to emergency braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 Shows a schematic diagram of an implementation environment provided by an exemplary embodiment of the present application;

[0047] Figure 2 Shows a flowchart of a method for processing train main air leakage provided by an exemplary embodiment of the present application;

[0048] Figure 3 Shows a schematic diagram of the installation position of the isolation valve for a symmetric formation train provided by an exemplary embodiment of the present application;

[0049] Figure 4 Shows a schematic diagram of the installation position of the isolation valve for an asymmetric formation train provided by an exemplary embodiment of the present application;

[0050] Figure 5 Shows a schematic diagram of the isolation solenoid valve isolating the main air pipeline provided by an exemplary embodiment of the present application;

[0051] Figure 6 Shows a flowchart of the leakage point and the solenoid valve switching process provided by an exemplary embodiment of the application;

[0052] Figure 7 Shows a flowchart of the process of controlling the isolation solenoid valve to switch to the energized state provided by an exemplary embodiment of the present application;

[0053] Figure 8 Shows a schematic diagram of the structure of a train control system provided by an exemplary embodiment of the present application;

[0054] Figure 9 Shows a block diagram of the structure of an electronic device provided by an exemplary embodiment of the present application. Detailed implementation manners

[0055] The present invention will be described in detail below in conjunction with the specific implementation manners shown in the drawings. However, these implementation manners do not limit the present invention, and any structural, method, or functional transformation made by those of ordinary skill in the art based on these implementation manners is included in the protection scope of the present invention.

[0056] It should be noted that the term "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article, or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or elements inherent to such process, method, article, or device. In addition, the terms "first", "second", etc. are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0057] Please refer to Figure 1 , which shows a schematic diagram of the implementation environment provided by an exemplary embodiment of the present application, including an on-vehicle terminal 110 and a remote terminal 120.

[0058] Among them, the vehicle-mounted terminal 110 is an embedded device installed inside the train, including a memory, a processor, and a communication module. The remote terminal 120 is a control device located outside the train, such as installed on the ground control center server or the operation and maintenance management platform, etc.

[0059] In the embodiment of the present application, the vehicle-mounted terminal 110 collects the pressure data of the main air pipeline in real time, and automatically completes the control of the isolation solenoid valve, the air supply control of the air compressor, etc. And the vehicle-mounted terminal 110 also includes an input module, which can receive the control instructions input by the driver and execute the instructions.

[0060] The vehicle-mounted terminal 110 communicates with the remote terminal 120 through the communication module to remotely monitor, diagnose, and control the main air pipeline system of the train. The remote terminal 120 provides the ability of centralized management and remote intervention.

[0061] Optionally, when the train is in the driverless mode, the remote terminal 120 can receive the pressure sensor data of each independent unit in real time, and automatically trigger the splitting instruction of the isolation solenoid valve based on a preset algorithm, or manual intervention can be performed by the operation and maintenance personnel.

[0062] Schematically, please refer to Figure 1 , in which, the sensor device inside the train detects the main air pressure and uploads the detection result to the vehicle-mounted terminal 110. After the vehicle-mounted terminal 110 receives the data uploaded by each sensor, it judges whether the current main air pressure is abnormal. When it is detected that the main air pressure is lower than the first pressure threshold, the vehicle-mounted terminal 110 starts the local control logic (including isolation solenoid valve control, air compressor control, etc.).

[0063] Optionally, the vehicle-mounted terminal 110 sends information such as the real-time sensor data detected by the sensor and the current state of the isolation solenoid valve to the remote terminal 120. The remote terminal 120 sends the control signal of the isolation solenoid valve and the control signal of the air compressor to the vehicle-mounted terminal 110 according to the received data, and continuously receives the data sent by the vehicle-mounted terminal 110 to determine the leakage position and feedback it to the vehicle-mounted terminal 110. After receiving the control signal, the vehicle-mounted terminal 110 controls the state switching of the solenoid valve, replenishes air to the independent unit through the air compressor, and feeds back the control result to the remote terminal 120 in real time.

[0064] Optionally, both the remote terminal 120 and the vehicle-mounted terminal 110 support the manual mode. The operation and maintenance personnel or the train driver can view the pressure leakage situation through the remote terminal interface or the vehicle-mounted terminal interface, and can also manually issue instructions. For example, in a complex leakage scenario, the independent unit to be restored first is manually selected.

[0065] It should be noted that in addition to the above functions, the vehicle-mounted terminal 110 and the remote terminal 120 provided in the embodiments of the present application also have other control functions to support train operation, which will not be elaborated here.

[0066] Please refer to Figure 2 , which shows a flowchart of a method for handling total train air leakage provided by an exemplary embodiment of the present application. The process includes the following steps:

[0067] Step 201, when it is detected that the target main air pressure is lower than the first pressure threshold, control the isolation solenoid valve to switch to the energized state.

[0068] Wherein, when the isolation solenoid valve is in the energized state, the train main air pipeline is divided into at least two independent units.

[0069] The vehicle-mounted terminal monitors the target main air pressure in real time. When it is detected that the target main air pressure is lower than the preset first pressure threshold (such as 5.0 bar), a control signal is sent to the isolation solenoid valve to make it energized, thereby dividing the main air pipeline into at least two independent units.

[0070] When the train main air pipeline is divided, the air compressor changes from supplying compressed air to the entire main air pipeline to the air compressor supplying compressed air to the corresponding independent unit, and the start and stop of the air compressor can be controlled by a preset pressure value.

[0071] Step 202, based on the pressure recovery situation of each independent unit, determine the target independent unit where the leakage point is located.

[0072] The vehicle-mounted terminal analyzes the pressure recovery situation according to the data fed back by the pressure sensors of each independent unit. If the pressure recovery amplitude of a certain independent unit is significantly smaller than that of other independent units with air compressors, or the pressure continues to drop, it can be determined that there is a leakage point in this independent unit.

[0073] Step 203, when the target independent unit is determined, control the isolation solenoid valves between other independent units to switch to the de-energized state, so that the train main air pipeline except the target independent unit resumes normal pressure.

[0074] After the vehicle-mounted terminal determines the target independent unit, it sends a control signal to the isolation solenoid valves between other independent units to make them de-energized, and resumes the connection of the main air pipeline between these units. At the same time, continue to monitor the pressure situation of the target independent unit for subsequent maintenance.

[0075] In summary, in the embodiments of the present application, when it is detected that the target main air pressure is lower than the first pressure threshold, the isolation solenoid valve provided in the main air pipeline is controlled to divide the main air pipeline of the train. Moreover, after forming independent units, make up air for each independent unit respectively, and then determine the target independent unit where the leakage point is located based on the pressure recovery situation of each independent unit, so as to realize the automatic positioning of the leakage point. In addition, after determining the target independent unit, control the isolation solenoid valves between other independent units to switch to the de-energized state, so as to ensure that the main air pipeline except the target independent unit resumes normal pressure, and can ensure that at least half of the main air pipeline still maintains normal pressure in case of main air leakage, reducing the risk of the train being forced to stop due to emergency braking.

[0076] In a possible implementation manner, in order to accurately divide and isolate the main air pipeline in case of main air leakage, while simplifying the control logic and ensuring that at least half of the main air pressure of the train is normal when there is main air leakage, for different train formation types (symmetric and asymmetric), the layout of the isolation solenoid valve can be dynamically adjusted.

[0077] Optionally, the isolation solenoid valve is set based on the train formation type, and the isolation solenoid valve is provided in the main air pipeline.

[0078] Schematically, please refer to Figure 3 , which shows a schematic diagram of the setting position of the isolation valve of a symmetric formation train provided by an exemplary embodiment of the present application. When the train is a symmetric formation train, the isolation solenoid valves are provided on both sides of the main air pipelines at the connection of the two middle carriages, and the symmetric formation train is divided into two independent units, namely the first independent unit 301 and the second independent unit 302.

[0079] Figure 3 Take a six-car formation as an example. Isolation solenoid valves are provided on both sides of the main air pipes at the connection of the second middle car of the train (corresponding to the positions indicated by the arrows in the figure). When the main air pressure of the train is abnormal, these two isolation solenoid valves can be controlled to close simultaneously through the on-vehicle terminal or the local terminal, so that half of the train where the leakage point is located is in the state of abnormal main air pressure, and the other half of the train resumes normal air supply (including air braking air supply) after the air compressor makes up compressed air.

[0080] Schematically, please refer to Figure 4 , which shows a schematic diagram of the setting position of the isolation valve of an asymmetric formation train provided by an exemplary embodiment of the present application. When the train is an asymmetric formation train, the isolation solenoid valves are provided at both ends of the middle carriage and at the main air pipelines at the connection with the adjacent carriages, and the asymmetric formation train is divided into three independent units, namely the first independent unit 401, the second independent unit 402, and the third independent unit 403.

[0081] Figure 4 In the case of a three - car train formation, taking it as an example, the above - mentioned isolation solenoid valves are arranged at both ends of the main air pipeline of the middle car of the train (corresponding to the positions indicated by the arrows in the figure). When it is detected that the main air pressure abnormally decreases, the isolation solenoid valves are controlled to switch to the energized state through the on - vehicle terminal or the remote terminal. Moreover, after determining the independent unit where the leakage point is located, the independent unit where the leakage point is located is in an abnormal main air pressure state, while the other two independent units resume normal air supply after the air compressor replenishes compressed air.

[0082] Optionally, multiple isolation solenoid valves can be set to divide the main air pipeline into more independent units to achieve precise control. The control method is the same as that of the above - mentioned embodiment and will not be elaborated here.

[0083] Optionally, since the isolation solenoid valve requires a certain control pressure to drive its spool to act (such as energized / de - energized switching). Under normal working conditions, the control pressure of the isolation solenoid valve should not be directly provided by the main air pipeline. When there is a leakage point in the main air pipeline resulting in abnormal pressure, the main air pipeline may not be able to provide sufficient control pressure. Since the compressed air stored in the brake cylinder is independent of the main air pipeline, even if the main air pressure collapses, a certain pressure can still be maintained. Then, the system can switch to the brake cylinder as a backup pressure source to ensure that the control logic of the solenoid valve is not interrupted.

[0084] That is, the isolation solenoid valve is connected to the brake cylinder of the corresponding carriage so that the isolation solenoid valve is driven by the control pressure provided by the brake cylinder when the main air pressure in the main air pipeline is abnormal, improving the fault tolerance ability.

[0085] Please refer to Figure 5 , which shows a schematic diagram of the isolation solenoid valve isolating the main air pipeline provided by an exemplary embodiment of the present application. It includes a first isolation solenoid valve 501 and a manual isolation cock 502. The first isolation solenoid valve 501 is used to divide the main air pipeline to form independent units, and the first isolation solenoid valve is driven by the control pressure from the BSR (Brake System Relay). Moreover, the manual isolation cock is used for the staff to perform manual operations to cut off the main air pipeline. In addition, a second isolation solenoid valve (not shown in the figure) may be arranged in the main air pipeline, which is arranged at the connection of adjacent carriages or at the other end of the same carriage.

[0086] In a possible implementation, the isolation solenoid valve provided in the symmetric formation train divides the main air pipeline into two independent units. After determining the leakage point, it is not necessary to switch the state of the isolation solenoid valve to ensure that the main air pressure of half of the train returns to normal. For an asymmetric formation train, the main air pipeline is divided into three independent units. Generally, the leakage point only exists in one independent unit. After determining the target independent unit, it is possible to judge whether it is necessary to restore the connection of the main air pipelines of the other two independent units.

[0087] Please refer to Figure 6 , which shows a flowchart of the leakage point and solenoid valve switching process provided by a schematic embodiment of the application. The process includes the following steps:

[0088] Step 601, record the first main air pressure of each independent unit at the moment when the state of the isolation solenoid valve is switched.

[0089] When the isolation solenoid valve is switched from the de-energized state to the energized state, that is, when the main air pipeline is divided into three independent units, record the first main air pressure of each independent unit after the main air pipeline leaks, providing a benchmark for subsequent determination of the pressure rise situation.

[0090] Step 602, when the main air pipeline of the train is divided, detect the second main air pressure in each independent unit respectively.

[0091] Optionally, when the main air pipeline of the train is divided and after a preset time period, detect the second main air pressure in each independent unit respectively. During the preset time period, the air compressor is used to supplement compressed air to the main air pipeline of the independent unit where it is located, so that the main air pressure rises somewhat. Then, the second main air pressure of each independent unit is detected again through the pressure sensor.

[0092] Step 603, determine the pressure rise situation of each unit based on the first main air pressure and the second main air pressure.

[0093] The on-vehicle terminal judges whether the pressure of each independent unit rises by comparing the first main air pressure with the second main air pressure. For example, the rise amplitude can be determined by the difference between the first main air pressure and the second main air pressure.

[0094] Step 604, based on the pressure rise situation, determine the independent unit with a pressure rise amplitude less than the amplitude threshold as the target independent unit.

[0095] The in-vehicle terminal compares the pressure rise amplitude with the amplitude threshold value, and can determine the independent units with a small pressure rise amplitude, and there may be leaks in these units. For example, after the isolation solenoid valve is powered on, the first main air pressure of each independent unit is obtained. After a preset period of 10 s, the second main air pressure of each independent unit is detected. Assuming that the amplitude threshold value is set to 0.5 bar, if it is determined based on the first main air pressure and the second main air pressure that the pressure rise amplitude is greater than 0.5 bar, it indicates that the pressure of the independent unit has risen. If the pressure rise amplitude is less than 0.5 bar, it indicates that the pressure of the independent unit has not risen significantly, and the leakage point is in this independent unit. In the case where the isolation solenoid valve divides the asymmetric grouping into three independent units, it is assumed that the first independent unit and the second independent unit are divided by the first isolation solenoid valve, and the second independent unit and the third independent unit are divided by the second isolation solenoid valve.

[0096] After the leakage point is determined, the state of the isolation solenoid valve can be controlled based on the control logic of the following steps.

[0097] Step 605, when it is determined that the leakage point is in the first independent unit, control the second isolation solenoid valve to switch to the de-energized state.

[0098] When it is determined that the leakage point is in the first independent unit, the second independent unit and the third independent unit can maintain the normal main air pressure based on the compressed air provided by the air compressor. The second isolation solenoid valve between the second independent unit and the third independent unit can be controlled to switch to the de-energized state to control the second independent unit and the third independent unit to resume communication.

[0099] Step 606, when it is determined that the leakage point is in the second independent unit, control the first isolation solenoid valve and the second isolation solenoid valve to remain powered on.

[0100] When the leakage point is in the second independent unit, since the second independent unit is between the first independent unit and the third independent unit, in order to make the main air pressure of the first independent unit and the third independent unit return to normal, the first isolation solenoid valve and the second isolation solenoid valve still need to be kept powered on to avoid abnormal main air pressure after being connected to the independent unit where the leakage point is located.

[0101] Step 607, when it is determined that the leakage point is in the third independent unit, control the first isolation solenoid valve to switch to the de-energized state.

[0102] When it is determined that the leakage point is in the third independent unit, the second independent unit and the first independent unit can maintain the normal main air pressure based on the compressed air provided by the air compressor. The first isolation solenoid valve between the second independent unit and the first independent unit can be controlled to switch to the de-energized state to control the second independent unit and the first independent unit to resume communication.

[0103] Optionally, in the case where there is no air compressor installed in an independent unit, the on-vehicle terminal determines the total air leakage location based on the recovery of the total air pressure of other independent units.

[0104] Schematically, please refer to Table 1, which takes the total air leakage of a three-section train formation as an example to show the judgment of the leakage location and the further processing logic.

[0105]

[0106]

[0107] Table 1

[0108] Among them, the three-section train formation is divided into three independent units by isolation solenoid valves, namely the leading car 1, the intermediate car, and the leading car 2. Among them, air compressors are installed in the leading car 1 and the leading car 2, and no air compressor is installed in the intermediate car. After the total air pipeline is segmented, if the pressure of the intermediate car does not recover, the total air leakage location can be judged based on the pressure changes of the leading car 1 and the leading car 2.

[0109] Among them, in the case where the total air pressure of the leading car 1 does not recover and the total air pressure of the leading car 2 recovers, it can be determined that the leakage point is in the leading car 1, and then the two-position end (the second isolation solenoid valve) between the intermediate car and the leading car 2 is controlled to resume connection, so that the total air pressure of the intermediate car recovers.

[0110] In the case where the total air pressure of the leading car 2 does not recover and the total air pressure of the leading car 1 recovers, it can be determined that the leakage point is in the leading car 2, and then the one-position end (the first isolation solenoid valve) between the intermediate car and the leading car 1 is controlled to resume connection, so that the total air pressure of the intermediate car recovers.

[0111] In the case where the total air pressures of both the leading car 2 and the leading car 1 recover, it can be determined that the leakage point is located in the intermediate car. Therefore, it is necessary to keep the one-position end and the two-position end disconnected to prevent the total air pressure in the total air pipelines of the leading car 1 and the leading car 2 from being affected by the leakage point.

[0112] In the embodiments of the present application, by recording the initial pressure, detecting the pressure after segmentation, and comparing the pressure recovery situation, the independent unit where the leakage point is located can be quickly determined, avoiding a comprehensive inspection of the total air pipeline of the entire train, and greatly improving the efficiency of locating the leakage point. By controlling the state of the isolation solenoid valve, the leakage unit can be isolated from other units to prevent the leakage from affecting the normal operation of other units and ensure the safe operation of the train.

[0113] In some embodiments, each carriage is provided with a main air pressure sensor for detecting the main air pressure and sending all the main air pressure signals to the TCMS (Train Control and Management System).

[0114] Optionally, a pressure switch for detecting whether the main air pressure reaches a set value is provided in the train. The pressure switch is connected to the on-vehicle terminal through a physical hard wire, thereby providing a hard wire signal of the pressure switch to the on-vehicle terminal. Combining the pressure sensor signal with the hard wire signal of the pressure switch can avoid the failure risk that may be brought by single signal transmission. For example, when there is a network failure or a pressure sensor failure, the hard wire signal can still be provided normally to ensure that the on-vehicle terminal can accurately and timely obtain the main air pressure.

[0115] If it is necessary to take the value of the whole train to judge whether the main air pressure is abnormal, in order to improve the accuracy of judging the abnormality of the main air pressure, the obtained pressure value can be processed to obtain the most accurate main air pressure value.

[0116] Please refer to Figure 7 , which shows a flowchart of the process of controlling the isolation solenoid valve to switch to the energized state provided by an exemplary embodiment of the present application. The process includes:

[0117] Step 701, detecting the third main air pressure in each carriage of the main air pipeline and determining the target main air pressure based on the third main air pressure.

[0118] In some embodiments, invalid values are removed from each of the third main air pressures to obtain a set of valid main air pressures. The invalid value may be a pressure value that is too high or too low due to a sensor failure.

[0119] When there are at least three valid main air pressures in the set of valid main air pressures, calculate the trimmed mean of the valid main air pressures to obtain the target main air pressure. The on-vehicle terminal removes the maximum value and the minimum value from the valid values and takes the average of the remaining valid values to obtain the target main air pressure.

[0120] Optionally, if there are multiple CAN (Controller Area Network) units in the train, the on-vehicle terminal can take the maximum main air pressure value in one CAN unit and the minimum main air pressure value in multiple CAN units, thereby avoiding the influence of the drift or failure of a single pressure sensor on the train control.

[0121] When there are two valid main air pressures in the set of valid main air pressures, calculate the average of the valid main air pressures to obtain the target main air pressure.

[0122] When there is only one effective main air pressure in the set of effective main air pressures, determine the effective main air pressure as the target main air pressure.

[0123] Determining the target main air pressure in the above manner is beneficial to removing significantly abnormal or unreliable data and improving the accuracy of leakage judgment.

[0124] Step 702, when it is detected that the target main air pressure is abnormal, supplement compressed air to the main air pipeline through at least two air compressors simultaneously.

[0125] Optionally, based on a preset pressure threshold, first determine whether the target main air pressure is abnormal. Then, it can be determined based on a second pressure threshold, and the second pressure threshold is higher than the first pressure threshold.

[0126] Under normal circumstances, when the main air pressure is lower than the lower limit value of the normal range, the on-vehicle terminal starts a single air compressor for air replenishment; if the main air pressure continues to drop to P2 (such as 7.5 bar), start two air compressors simultaneously for air replenishment. At this time, if the main air pressure rises back to P3 (such as: 9.5 bar), all air compressors stop blowing; if the main air pressure further drops to P4 (usually 6.0 bar), trigger traction blocking and emergency braking.

[0127] Then when the main air pressure is lower than P2, it is necessary to start two air compressors to supplement compressed air, that is, when the main air pressure is lower than the second pressure threshold, the on-vehicle terminal determines that the target main air pressure is abnormal.

[0128] In a possible implementation manner, in order to avoid misdiagnosis of main air leakage caused by low main air pressure during the train startup phase, the on-vehicle terminal or the remote terminal determines that the target main air pressure is abnormal when the target main air pressure is lower than the second pressure threshold and the train is not in the startup phase. That is, the isolation function of the main air pipeline is shielded during train startup and is only activated after leaving the zero-speed state for the first time on the same day.

[0129] In a possible implementation manner, the number of valid values may be zero, and in this case, the on-vehicle terminal uses the hard-wired signal of the pressure switch as the judgment basis.

[0130] Step 703, after supplementing compressed air to the main air pipeline, when the target main air pressure is not higher than the first pressure threshold, control the isolation solenoid valve to switch to the energized state.

[0131] If two air compressors have been used to supplement compressed air to the main air pipeline, but the target main air pressure still has not risen back to the first pressure threshold, it indicates that there is a fault of large leakage in the main air pipeline. At this time, the solution provided in this embodiment should be adopted, and by controlling the isolation solenoid valve to switch to the energized state, the main air pipeline is divided into multiple independent units to isolate the faulty unit and ensure the safe operation of the train.

[0132] In the embodiments of the present application, by detecting the main air pressure of each carriage and calculating the target main air pressure, the overall state of the train's main air system can be more accurately reflected, avoiding misjudgment caused by abnormal local pressure. After replenishing compressed air, if the target main air pressure still does not reach the normal range, by controlling the state of the isolation solenoid valve, the faulty unit is further isolated to ensure the safe operation of the train.

[0133] The present application provides a train control system. Please refer to Figure 8 , which shows a schematic structural diagram of the train control system provided by an exemplary embodiment of the present application, including:

[0134] A control module 801, configured to control the isolation solenoid valve to switch to the energized state when it is detected that the target main air pressure is lower than the first pressure threshold. When the isolation solenoid valve is in the energized state, the train's main air pipeline is divided into at least two independent units; when the train's main air pipeline is divided, compressed air is replenished to the corresponding independent unit through an air compressor;

[0135] A leakage point determination module 802, configured to determine the target independent unit where the leakage point is located based on the pressure recovery of each independent unit;

[0136] The control module 801 is further configured to control the isolation solenoid valve between other independent units to switch to the de-energized state when the target independent unit is determined, so that the main air pipeline of the train except the target independent unit resumes normal pressure.

[0137] Please refer to Figure 9 , which shows a block diagram of the structure of an electronic device provided by an exemplary embodiment of the present application. The electronic device in the present application may include one or more of the following components: a processor 910 and a memory 920.

[0138] Optionally, the processor 910 runs or executes instructions, programs, code sets or instruction sets stored in the memory 920, and calls data stored in the memory 920 to execute the steps in the method for processing main air leakage of a train provided in any of the above embodiments.

[0139] In addition, the processor can also execute various functions of the device and process data. Optionally, the processor 910 can be implemented in at least one hardware form of digital signal processing (DSP), field-programmable gate array (FPGA), or programmable logic array (PLA). The processor 910 can integrate one or a combination of several of a central processing unit (CPU), a graphics processing unit (GPU), a neural-network processing unit (NPU), and a modem. Among them, the CPU mainly processes the operating system, user interface, application programs, etc.; the GPU is responsible for rendering and drawing the content to be displayed on the touch display screen; the NPU is used to implement artificial intelligence (AI) functions; the modem is used to process wireless communications. It can be understood that the above modem may not be integrated into the processor 910 and can be implemented separately by a single chip.

[0140] The memory 920 can include random access memory (RAM) and can also include read-only memory (ROM). Optionally, the memory 920 includes a non-transitory computer-readable storage medium. The memory 920 can be used to store instructions, programs, codes, code sets, or instruction sets. The memory 920 can include a program storage area and a data storage area. Among them, the program storage area can store instructions for implementing the operating system, instructions for at least one function (such as touch function, sound playback function, image playback function, etc.), instructions for implementing each of the following method embodiments, etc.; the data storage area can store data created according to the use of the device (such as audio data, phone book), etc.

[0141] The device in the embodiments of the present application further includes a communication component 930 and a display component 940. Among them, the communication component 930 can be a Bluetooth component, a WiFi component, an NFC (Near Field Communication) component, etc., and is used to communicate with external devices (servers, remote terminals, or other devices) through wired or wireless networks; the display component 940 is used to display a graphical user interface and / or receive user interaction operations.

[0142] In addition, those skilled in the art can understand that the structure of the device shown in the above drawings does not limit the device. The device may include more or fewer components than shown in the drawings, or combine certain components, or have different component arrangements. For example, the device also includes components such as a radio frequency circuit, an input unit, a sensor, an audio circuit, a speaker, a power supply, etc., which will not be elaborated here.

[0143] The embodiment of the present application also provides a non-transitory computer-readable storage medium storing computer instructions. The storage medium stores at least one program code, and the program code is loaded and executed by a processor to implement the method for processing the total train air leakage as described in any one of the above embodiments.

[0144] The embodiment of the present application provides a computer program product. The computer program product includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. When the computer program is executed by a processor, it implements the method for processing the total train air leakage as described in any one of the above embodiments.

Claims

1. A method for treating total air leakage in a train, characterized in that: The method comprises: When it is detected that the target total air pressure is lower than the first pressure threshold, the isolation solenoid valve is controlled to switch to the energized state, and when the isolation solenoid valve is in the energized state, the train total air duct is divided into at least two independent units; when the train total air duct is divided, compressed air is supplemented to the corresponding independent units through the air compressor; Based on the pressure recovery of each independent unit, determine the target independent unit where the leakage point is located; When the target independent unit is determined, the isolation solenoid valves between other independent units are controlled to switch to a power-off state so that the main air duct of the train except the target independent unit can restore normal pressure.

2. The method according to claim 1, characterized in that The isolation solenoid valve is set based on the train marshaling type, and the isolation solenoid valve is set in the main air duct; In the case of a symmetrical marshaling train, the isolation solenoid valve is arranged on the main air ducts on both sides of the connection between the two central carriages; In the case of an asymmetric marshaling train, the isolation solenoid valve is arranged at both ends of a central carriage, at the main air duct where it is connected to the adjacent carriages; Wherein, when the main air duct of the train is divided, the symmetrical marshaling train is divided into two independent units, and the asymmetrical marshaling train is divided into three independent units.

3. The method according to claim 2, characterized in that In the case where the train is the asymmetric train formation, The step of determining the target independent unit where the leakage point is located based on the pressure recovery of each independent unit includes: Record the first total air pressure of each independent unit at the time when the isolation solenoid valve state is switched; In the case where the train total air duct is divided, the second total air pressure in each independent unit is detected respectively; Determine the pressure rise of each unit based on the first total wind pressure and the second total wind pressure; Based on the pressure recovery situation, an independent unit whose pressure recovery amplitude is less than an amplitude threshold is determined as the target independent unit.

4. The method according to claim 3, characterized in that The first independent unit and the second independent unit are separated by a first isolation solenoid valve, and the second independent unit and the third independent unit are separated by a second isolation solenoid valve; When the target independent unit is determined, controlling the isolation solenoid valves between other independent units to switch to a power-off state includes: When it is determined that the leakage point is in the first independent unit, controlling the second isolation solenoid valve to switch to a power-off state; When it is determined that the leakage point is in the second independent unit, controlling the first isolation solenoid valve and the second isolation solenoid valve to remain in an energized state; When it is determined that the leakage point is in the third independent unit, the first isolation solenoid valve is controlled to switch to a power-off state.

5. The method according to claim 1, characterized in that: The method further comprises: Detecting a third total air pressure of the total air duct in each compartment, and determining the target total air pressure based on the third total air pressure; When the target total air pressure is detected to be abnormal, the total air pipeline is supplemented with compressed air by at least two air compressors at the same time; When it is detected that the target total wind pressure is lower than the first pressure threshold, controlling the isolation solenoid valve to switch to the energized state includes: After the compressed air is supplemented to the total air pipeline, when the target total air pressure is not higher than the first pressure threshold, the isolation solenoid valve is controlled to switch to the energized state.

6. The method according to claim 5, characterized in that The determining the target total wind pressure based on the third total wind pressure comprises: Removing invalid values ​​from each third total wind pressure to obtain a valid total wind pressure set; When there are at least three effective total wind pressures in the effective total wind pressure set, calculating a truncated mean of the effective total wind pressures to obtain the target total wind pressure; When there are two effective total wind pressures in the effective total wind pressure set, calculating an average value of the effective total wind pressures to obtain the target total wind pressure; When there is only one effective total wind pressure in the effective total wind pressure set, the effective total wind pressure is determined to be the target total wind pressure.

7. The method according to claim 5, characterized in that The method further comprises: When the target total wind pressure is lower than a second pressure threshold and the train is not in a starting phase, it is determined that the target total wind pressure is abnormal.

8. The method according to claim 6, characterized in that The isolation solenoid valve is connected to the brake air cylinder of the corresponding compartment so that the isolation solenoid valve is driven by the control pressure provided by the brake air cylinder when the total air pressure of the total air duct is abnormal.

9. A train control system, characterized in that: The system comprises: A control module, configured to control the isolation solenoid valve to switch to an energized state when it is detected that the target total air pressure is lower than a first pressure threshold, wherein the total air duct of the train is divided into at least two independent units when the isolation solenoid valve is in the energized state; and when the total air duct of the train is divided, compressed air is supplied to the corresponding independent units through an air compressor; A leakage point determination module is used to determine the target independent unit where the leakage point is located based on the pressure recovery of each independent unit; The control module is also used to control the isolation solenoid valves between other independent units to switch to a power-off state when the target independent unit is determined, so that the main air duct of the train except the target independent unit can restore normal pressure.

10. A storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the method for processing total train air leakage according to any one of claims 1 to 8 is executed.

11. A vehicle-mounted terminal, characterized in that: It comprises a memory and a processor, wherein the processor is used to execute a computer program stored in the memory to implement the method for processing total air leakage of a train as claimed in any one of claims 1 to 8.

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