Ground-based simulation test device and method for braking non-remission fault of motor train unit

Abstract

The invention discloses a ground-based simulation test device and method for a braking non-remission fault of a motor train unit. The device comprises a test device, a man-machine interaction system and a sensor, the testing device is used for acquiring and controlling an electric signal of the brake control device and comprises a cRIO controller, a power supply module and a signal conditioning module; hardware of the man-machine interaction system is based on a light and thin notebook computer, and man-machine interaction of a control process and test data is carried out through a display screen; the sensors comprise four pressure sensors and two displacement sensors; through the testing device, simulation tests are carried out on the ground for a long time and multiple times, the testing efficiency is high, and the fault reproduction possibility can be improved. And different early warning parameters are set, so that early characteristics before the fault occurs can be captured.

Description

Technical Field

[0001] The present invention relates to the field of rail transit vehicle braking, and particularly to a ground simulation test device and method for the failure of non - release of the braking of multiple unit trains. Background Art

[0002] During the operation of multiple unit trains, there have been many failures of non - release of the braking, resulting in train operation delays. Most of the failures are short - time flashing reports, and the failures can be restored through the operation of releasing the braking after large - level braking. After the vehicle returns to the depot, it is very difficult to reproduce the braking condition at the moment of the static ground simulation of the failure. CN117538077A discloses a portable test device and method for on - vehicle state repair of braking products of multiple unit trains. The method includes: after the test preparation work is completed, an automatic test command is issued; the cRIO controller simulates the air pressure and electrical signal conditions of the component to be tested and stabilizes for a period of time; the process data such as the pressure signal and electrical signal of the component to be tested under this working condition is collected and uploaded to the human - machine interaction system; the human - machine interaction system calculates and analyzes the collected data, outputs the test results; the test results are compared with the judgment criteria, historical data, and degradation models to diagnose the health status of the component to be tested; according to different diagnostic results, corresponding operation prompts are given; the test process data, test results, and test conclusions are stored; the test is ended and the vehicle - side state is restored. Summary of the Invention

[0003] Aiming at the problems existing in the prior art, the present invention provides a ground simulation test device and method for the failure of non - release of the braking of multiple unit trains, which simulates the braking condition at the moment of the failure on the ground, monitors the failure state through long - time and large - number of simulation tests. At the same time, it monitors the early warning state of non - release of the braking and captures the early characteristics before the failure occurs.

[0004] The object of the present invention is achieved by the following technical solutions.

[0005] The present invention connects to the braking control device on the ground, applies the braking and release working conditions, simulates the working condition when the failure of non - release of the braking occurs in the on - vehicle situation, and monitors the early warning state or failure state of non - release of the braking;

[0006] A ground simulation test device for the failure of non - release of the braking of multiple unit trains includes: a test device, a human - machine interaction system, and sensors;

[0007] The test device: collects and controls the electrical signals of the braking control device, including a cRIO controller, a power supply module, and a signal conditioning module;

[0008] The human - machine interaction system: the hardware is based on a thin and light notebook computer, and the human - machine interaction of the control process and test data is carried out through a display screen;

[0009] The sensors include 4 pressure sensors and 2 displacement sensors;

[0010] The cRIO controller, a real-time controller based on FPGA, is used to collect and control electrical signals and is connected to a signal conditioning module, a sensor, or a brake control device;

[0011] The power supply module is a 1-way DC24V power supply that connects to and supplies power to the cRIO controller, the sensor, and the signal conditioning module;

[0012] The signal conditioning module is used to perform hardware filtering on the measured pressure signal and displacement signal. The filtering method is low-pass filtering, and the low-pass filtering cut-off frequency is 200Hz. It is connected to the cRIO controller, the pressure sensor, or the displacement sensor;

[0013] The measuring points of the pressure sensor are MR pressure, AC1 pressure, AC2 pressure, and BC pressure;

[0014] The measuring points of the displacement sensor are the displacement of the EP valve supply valve assembly and the displacement of the exhaust valve stem;

[0015] The pressure sensor and the brake control device are connected by a pneumatic circuit through a mechanical thread interface. The displacement sensor is installed in the brake control device through a fixed bracket and is a non-contact measurement with the measured component;

[0016] The pressure sensor and the displacement sensor are connected to the cRIO controller through a multi-core cable;

[0017] The human-machine interaction system and the test device are connected through an Ethernet cable.

[0018] A method for ground simulation testing of the failure of non-release of the braking of a multiple-unit train includes the following steps:

[0019] a) Test preparation step: On the human-machine interaction interface, select the test mode and set the test parameters manually;

[0020] b) Test start step: After confirming that the test preparation work is completed, issue an automatic test command manually on the human-machine interaction interface;

[0021] c) Working condition simulation step: After the cRIO controller receives the automatic test command, it starts to simulate the application and release of the braking level of the brake control device and stabilizes for a set time;

[0022] d) Data acquisition step: The cRIO controller collects the process data of the pressure signal, displacement signal, and EP current signal of the brake control device under this working condition, and at the same time collects the steady-state data such as the release time after stabilizing for a set time, and uploads it to the human-machine interaction system;

[0023] e) Data analysis and processing steps: The human-machine interaction system performs filtering processing and calculation analysis based on the process data and steady-state data uploaded by the cRIO controller, and outputs the test results;

[0024] f) Fault determination steps: The cRIO controller compares the relief time result with the determination criteria. If the relief time result is within the determination criteria range, it is determined that the test result is qualified and there is no failure of non-relief of braking. If the relief time result is not within the determination criteria range, it is determined as the state of failure of non-relief of braking;

[0025] g) Fault warning determination steps: According to the conclusion of the fault determination steps, if it is determined that there is no failure of non-relief of braking, the fault warning determination is carried out; The cRIO controller compares the relief time result with the warning determination criteria. If the relief time result is within the warning determination criteria range, it is determined that the test result is qualified and there is no warning fault. If the relief time result is not within the warning determination criteria range, it is determined as the state of warning fault of non-relief of braking;

[0026] h) Delayed acquisition steps: If it is determined that the test result is a failure of non-relief of braking or a warning fault of non-relief of braking, enter the delayed acquisition steps, and continue to acquire the process data for a period of time after the occurrence time of the fault or fault warning. The current cache also includes the process data for a period of time before the occurrence time of the fault or fault;

[0027] i) Storing process data steps: Store the process data collected during the time period of the delayed acquisition steps into the non-volatile storage or extended storage of the cRIO controller, or the memory of the human-machine interaction system;

[0028] j) Storing result data steps: Store the test results such as the relief time and determination results into the memory of the human-machine interaction system;

[0029] k) Test end steps: According to the conclusion of the fault determination steps, if the determination result is a failure of non-relief of braking and the storage of the process data and result data is completed, enter the test end steps, and the test device releases the braking level;

[0030] In the test preparation steps, the test modes are divided into two modes: single-level cycle and multi-level cycle. The multi-level cycle mode supports a maximum of 9 combinations of level settings;

[0031] In the test preparation steps, the test parameter settings include the braking level, braking duration, braking relief time, and maximum test cycle times;

[0032] In the data analysis and processing steps, the filtering methods are low-pass filtering and smoothing filtering. The cut-off frequency of the low-pass filtering is 49 Hz, and the number of points for the smoothing filtering is 10;

[0033] According to the conclusion of the fault determination step, if it is determined that there is no failure of non - release of braking and the storage of the result data is completed, the working condition simulation step is entered again to cycle the test process.

[0034] Compared with the prior art, the advantages of the present invention are as follows: Through this test device, long - time and multiple simulation tests can be carried out on the ground, with high test efficiency, and the possibility of fault recurrence can be improved. By setting different warning parameters, the early characteristics before the occurrence of a fault can be captured. Description of the Drawings

[0035] Figure 1 The following is a structural explanatory diagram of an embodiment selected for the ground simulation test device for the non - release of braking fault of a multiple - unit train of the present invention.

[0036] Figure 2 The following is a step explanatory diagram of a ground simulation test method 200 for the non - release of braking fault of a multiple - unit train described in the embodiment. Detailed Embodiment

[0037] The present invention will be described in detail below in conjunction with the accompanying drawings of the specification and specific embodiments.

[0038] The present invention connects to the braking control device on the ground, applies braking and release working conditions, simulates the working condition when the non - release of braking fault occurs in the actual vehicle, and monitors the non - release of braking warning state or fault state.

[0039] A ground simulation test device for the non - release of braking fault of a multiple - unit train includes: a test device, a man - machine interaction system, and sensors.

[0040] The test device: collects and controls the electrical signals of the braking control device, including a cRIO controller, a power supply module, and a signal conditioning module.

[0041] The man - machine interaction system: The hardware is based on a thin and light notebook computer, and the control process and test data are interacted between humans and machines through a display screen.

[0042] The sensors include 4 pressure sensors and 2 displacement sensors.

[0043] The cRIO controller, a real - time controller based on FPGA, is used to collect and control electrical signals, and is connected to the signal conditioning module, sensors, or braking control device.

[0044] The power supply module is a 1 - way DC24V power supply, which is connected to and supplies power to the cRIO controller, sensors, and signal conditioning module.

[0045] The signal conditioning module is used to perform hardware filtering on the measured pressure signal and displacement signal. The filtering method is low-pass filtering, and the low-pass filtering cut-off frequency is 200 Hz. It is connected to the cRIO controller, pressure sensor or displacement sensor.

[0046] The measuring points of the pressure sensor are MR pressure, AC1 pressure, AC2 pressure, and BC pressure.

[0047] The measuring points of the displacement sensor are the displacement of the EP valve supply valve assembly and the displacement of the exhaust valve stem.

[0048] The pressure sensor is connected to the brake control device through a mechanical threaded interface for the gas circuit. The displacement sensor is installed in the brake control device through a fixed bracket and is in a non-contact manner with the measured component.

[0049] The pressure sensor and displacement sensor are connected to the cRIO controller through a multi-core cable.

[0050] The human-computer interaction system is connected to the test device through an Ethernet cable.

[0051] A method for ground simulation test of the failure of non-release of the braking of EMUs includes the following steps:

[0052] a) Test preparation step: On the human-computer interaction interface, select the test mode and set the test parameters manually.

[0053] b) Test start step: After confirming that the test preparation work is completed, issue an automatic test command manually on the human-computer interaction interface.

[0054] c) Working condition simulation step: After receiving the automatic test command, the cRIO controller starts to simulate the application and release of the braking level of the brake control device and stabilizes for a set time.

[0055] d) Data acquisition step: The cRIO controller acquires the process data of the pressure signal, displacement signal, and EP current signal of the brake control device under this working condition, and simultaneously acquires the steady-state data such as the release time after stabilizing for the set time, and uploads it to the human-computer interaction system.

[0056] e) Data analysis and processing step: The human-computer interaction system performs filtering processing and calculation analysis based on the process data and steady-state data uploaded by the cRIO controller, and outputs the test results.

[0057] f) Fault determination step: The cRIO controller compares the relief time result with the determination criterion. If the relief time result is within the determination criterion range, it is determined that the test result is qualified and there is no failure of non-relief of braking. If the relief time result is not within the determination criterion range, it is determined that the state of non-relief of braking failure occurs;

[0058] g) Fault warning determination step: According to the conclusion of the fault determination step, if it is determined that there is no failure of non-relief of braking, the fault warning determination is carried out; The cRIO controller compares the relief time result with the warning determination criterion. If the relief time result is within the warning determination criterion range, it is determined that the test result is qualified and there is no warning fault. If the relief time result is not within the warning determination criterion range, it is determined that the state of non-relief of braking warning failure occurs;

[0059] h) Delayed acquisition step: If it is determined that the test result is a non-relief of braking failure or a non-relief of braking warning failure, the delayed acquisition step is entered, and the process data for a period of time after the occurrence time of the failure or the fault warning is continuously acquired. The current cache also includes the process data for a period of time before the occurrence time of the failure or the fault;

[0060] i) Storing process data step: The process data acquired during the time period of the delayed acquisition step is stored in the non-volatile memory or the extended memory of the cRIO controller, or the memory of the human-machine interaction system;

[0061] j) Storing result data step: The test results such as the relief time and the determination result are stored in the memory of the human-machine interaction system;

[0062] k) Test end step: According to the conclusion of the fault determination step, if it is determined that the result is a non-relief of braking failure and the storage of the process data and the result data is completed, the test end step is entered, and the test device relieves the braking level;

[0063] In the test preparation step, the test mode is divided into two modes: single-level cycle and multi-level cycle. The multi-level cycle mode supports a maximum of 9 combined level settings;

[0064] In the test preparation step, the test parameter settings include the braking level, the braking duration, the braking relief time, and the maximum number of test cycles;

[0065] In the data analysis and processing step, the filtering methods are low-pass filtering and smoothing filtering. The cut-off frequency of the low-pass filtering is 49 Hz, and the number of points for the smoothing filtering is 10;

[0066] According to the conclusion of the fault determination step, if it is determined that there is no failure of non-relief of braking and the storage of the result data is completed, the working condition simulation step is entered again to cycle the test process.

[0067] Embodiment

[0068] Reference Figure 1 In this embodiment, a test device 100, a human-machine interaction system 110, and a brake control device 120 are selected.

[0069] The test device 100 controls and acquires the electrical signals of the object under test, such as controlling the application and release of the brake level, and acquiring pressure signals, displacement signals, and EP current. Its shape is in the form of an equipment box, and the moving mode is designed to be portable.

[0070] In this embodiment, the test device 100 includes an output interface 101, an input interface 102, a communication interface 103, a power supply module 104, a signal conditioning module 105, and a cRIO controller 106.

[0071] In this embodiment, the output interface 101, the input interfaces 121 and 122 are digital channels, which are connected by cables 130 and 131.

[0072] In this embodiment, the interface form of the output interface 101 is a 4-core M12 screw connection.

[0073] In this embodiment, the interface form of the input interface 121 is a 10-core flat cable interface.

[0074] In this embodiment, the interface form of the input interface 122 is a 27-core circular aviation connector.

[0075] As an example, the interface forms of the output interface 101, the input interfaces 121 and 122 in this embodiment can also be other forms, such as a terminal block.

[0076] In this embodiment, the cables 130 and 131 are ordinary multi-core cables.

[0077] As an example, the cables 130 and 131 in this embodiment can also be other forms of cables, such as ordinary multi-core cables.

[0078] In this embodiment, the input interface 102, the output interfaces 123, the pressure sensor 124, and the displacement sensor 125 are analog channels, which are connected by cables 132, 133, and 134.

[0079] In this embodiment, the interface form of the input interface 102 is a 4-core M12 screw connection.

[0080] In this embodiment, the interface form of the output interface 123 is a terminal block.

[0081] In this embodiment, the interface forms of the output interfaces 124 and 125 are 4-core M12 screw connections.

[0082] As an example, in this embodiment, the interface forms of the input interface 102, the output interfaces 123, 124, and 125 can also be other forms, such as aviation connectors.

[0083] In this embodiment, the cables 132, 133, and 134 are twisted pair shielded cables.

[0084] As an example, in this embodiment, the cables 130 and 131 can also be other forms of cables, such as ordinary multi-core cables.

[0085] In this embodiment, the communication ports 103 and 111 are Ethernet interfaces.

[0086] As an example, according to different application requirements, the test device 100 and the human-machine interaction system 110 in this embodiment can also be connected to each other through other types of interfaces, such as interfaces of types USB, 3G / 4G / 5G, WIFI, Bluetooth, infrared, serial port, parallel port, etc.

[0087] In this embodiment, the numbers of the cables 130, 131, 132, 133, 134, and 135 are 1, 1, 1, 4, 2, and 1 respectively.

[0088] In this embodiment, the power supply module 104 includes 1 independent DC24V power supply, which supplies power to the cRIO controller 106, the pressure sensor 124, the displacement sensor 125, and the signal conditioning module 105.

[0089] As an example, in this embodiment, the output voltage of the power supply module 104 may not be DC24V, it can be larger or smaller, such as DC110V or DC5V.

[0090] As an example, in this embodiment, the number of paths of the power supply module 104 may not be 1, it can be more, such as 2 or 4 paths.

[0091] In this embodiment, the signal conditioning module 105 is used to perform hardware filtering on analog signals such as pressure and displacement. The filtering method is low-pass filtering, the low-pass filtering parameter is 200Hz, and the total number of filtering paths is 16.

[0092] As an example, in this embodiment, the filtering method of the signal conditioning module 105 can also be other forms, such as band-pass filtering.

[0093] As an example, in this embodiment, the low-pass filtering parameter of the signal conditioning module 105 may not be 200Hz, it can be higher or lower, such as 300Hz or 50Hz.

[0094] For illustration purposes, in this embodiment, the number of filtering channels of the signal conditioning module 105 may not be 16, it can be more or less, such as 32 or 8.

[0095] In this embodiment, the cRIO controller 106 is a real-time controller based on FPGA, which is used to collect and control electrical signals, and the number of FPGAs is 160T.

[0096] For illustration purposes, the controller in this embodiment can also be in other forms, such as a PLC or a non-real-time controller.

[0097] For illustration purposes, the number of FPGAs in this embodiment may not be 160T, it can be more or less, such as 325T or 70T.

[0098] The human-machine interaction system 110 is a thin and light notebook computer and its software for acquisition, control, and analysis. It interacts and controls with the test device, and performs human-machine interaction on the process data through a display screen.

[0099] For illustration purposes, the hardware form of the human-machine interaction system 110 in this embodiment may not be a thin and light notebook computer, such as an industrial computer or a touch screen.

[0100] In this embodiment, the form of the hard disk for program running and data storage of the human-machine interaction system 110 is a solid-state drive.

[0101] For illustration purposes, the hard disk for program running and data storage of the human-machine interaction system 110 in this embodiment can also be in other forms, such as a mechanical hard disk. Considering the actual application working conditions, the human-machine interaction system 110 may move its position in the powered-on state, and it is in a vibration and shock environment. From the perspective of hard disk protection and possible data loss, it is recommended to give priority to a solid-state drive.

[0102] The sensors include a pressure sensor 124 and a displacement sensor 125.

[0103] The pressure sensor 124 is connected to the air circuit test port of the brake control device by a mechanical thread method, and includes a total of 4 measuring points: MR, AC1, AC2, and BC. The pressure measurement range is 0 to 1000 kPa, and the form of the electrical signal output is 4 to 20 mA.

[0104] For illustration purposes, the number of pressure sensors 124 in this embodiment may not be 4, it can be more or less, such as 6 or 2.

[0105] For illustration purposes, the pressure sensor 124 in this embodiment can also be connected to the brake control device by other means, such as a hose.

[0106] For example, in this embodiment, the pressure measurement range of the pressure sensor 124 may not be 0 to 1000 kPa, it can be larger or smaller, such as 0 to 1600 kPa or 0 to 100 kPa.

[0107] For example, in this embodiment, the form of the electrical signal output by the pressure sensor 124 may not be 4 to 20 mA, such as 0 to 10 V.

[0108] The displacement sensor 125 is installed in the brake control device through a fixed bracket, and the measurement between it and the measured component is non-contact. The measurement principle is the laser triangulation method. It includes 2 measurement points, namely the displacement of the EP valve supply valve assembly and the displacement of the exhaust valve stem. The displacement measurement range is 0 to 26 mm, and the form of the electrical signal output is 4 to 20 mA.

[0109] For example, in this embodiment, the number of the displacement sensors 125 may not be 2, it can be more or less, such as 4 or 1.

[0110] For example, in this embodiment, the measurement principle of the displacement sensor 125 may also be other methods, such as the wire-pulling principle.

[0111] For example, in this embodiment, the displacement measurement range of the displacement sensor 125 may not be 0 to 26 mm, it can be larger or smaller, such as 0 to 100 mm or 0 to 10 mm.

[0112] For example, in this embodiment, the form of the electrical signal output by the displacement sensor 125 may not be 4 to 20 mA, such as 0 to 10 V.

[0113] Reference Figure 2 , the test step 200 is further described.

[0114] In this embodiment, in the test preparation step 201, on the interaction interface of the human-computer interaction system 110, the functions of the test device 100 can be debugged and confirmed, and the self-check operation can be performed through the manual debugging interface.

[0115] For example, in this embodiment, the manual debugging interface can also be separately set from the human-computer interaction interface of the automatic test, such as designing a separate manual debugging subroutine.

[0116] For example, in this embodiment, the manual debugging interface can also include other functions, such as setting the sensor calibration parameters.

[0117] In this embodiment, in the test preparation step 201, on the interaction interface of the human-computer interaction system 110, the test mode is selected manually and the test parameters are set.

[0118] In this embodiment, in the test preparation step 201, the test mode is divided into two modes: single-stage cycle and multi-stage cycle. The multi-stage cycle mode supports a maximum of 9 combinations of stage settings.

[0119] As an example, in this embodiment, the test mode can also be designed to be more complex or simpler, such as more complex stage braking and stage release programming with multiple stages, or only a single-stage cycle.

[0120] As an example, in this embodiment, the number of combinations in the multi-stage cycle mode may not be 9, it can be more or less, such as 12 or 6.

[0121] In this embodiment, in the test preparation step 201, the test parameter settings include braking stage, braking duration, braking release time, and maximum test cycle times.

[0122] As an example, in this embodiment, the test parameter settings can also include more other contents, such as warning trigger conditions, fault trigger conditions, etc.

[0123] In this embodiment, in the test start step 202, after confirming that the test preparation work is completed, an automatic test command is issued manually through the interaction interface of the human-computer interaction system 110.

[0124] As an example, if the test preparation step 201 is not confirmed to be completed, or the self-check fails in the test preparation step 201, the automatic test command cannot be issued.

[0125] In this embodiment, in the working condition simulation step 203, after the cRIO controller 106 receives the automatic test command, it starts to simulate the application and release of the braking stage of the braking control device 120 and stabilizes the set time.

[0126] As an example, the stable set times in the working condition simulation step 203 are respectively the braking duration and the braking release time in the test preparation step 201.

[0127] In this embodiment, in the data acquisition step 204, the cRIO controller 106 acquires the process data of the pressure signal, displacement signal, and EP current signal of the braking control device 120 under this working condition, and simultaneously acquires the steady-state data such as the release time after the stable set time, and uploads it to the human-computer interaction system 110.

[0128] In this embodiment, in the data acquisition step 204, the calculation start condition of the braking release time is that the braking changes from the applied state to the released state, and the calculation end condition is that the BC pressure is lower than 40 kPa.

[0129] As an example, in this embodiment, the BC pressure at the end condition of the brake release time calculation may not be lower than 40 kPa, it can be higher or lower, such as 60 kPa or 20 kPa.

[0130] In this embodiment, in data acquisition step 204, the sampling frequencies of the pressure signal, displacement signal, and EP current signal are 1000 Hz.

[0131] As an example, in this embodiment, the sampling frequencies of the pressure signal, displacement signal, and EP current signal may not be 1000 Hz, they can be higher or lower, such as 2 kHz or 100 Hz.

[0132] In this embodiment, in data acquisition step 204, the update time for the cRIO controller 106 to upload the acquired data to the human-machine interaction system 110 is 200 ms.

[0133] As an example, in this embodiment, the update time for the cRIO controller 106 to upload the acquired data to the human-machine interaction system 110 may not be 200 ms, it can be longer or shorter, such as 500 ms or 100 ms.

[0134] In this embodiment, in data analysis and processing step 205, the human-machine interaction system 110 performs filtering processing and calculation analysis based on the process data and steady-state data uploaded by the cRIO controller 106, and outputs the test results.

[0135] In this embodiment, in data analysis and processing step 205, the typical calculation analysis of the human-machine interaction system 110 for pressure and EP current includes peak value calculation (such as the overshoot point of BC pressure), the rising or falling rate of pressure or current, etc.

[0136] As an example, in this embodiment, the calculation analysis of the process data and steady-state data may also include other contents, such as the frequency domain analysis of pressure and current.

[0137] In this embodiment, in data analysis and processing step 205, the filtering methods are low-pass filtering and smoothing filtering. The cut-off frequency of the low-pass filtering is 49 Hz, and the number of points for the smoothing filtering is 10.

[0138] As an example, the filtering processing and calculation analysis of the process data and steady-state data may not be executed in the human-machine interaction system 110, such as being executed in the cRIO controller 106. Considering the convenience of actual application, the simplification of the code, and the occupancy rate of FPGA resources, it is recommended to design the filtering processing and calculation analysis to be executed in the human-machine interaction system 110.

[0139] As an example, the filtering method may not be a low-pass filtering or smoothing filtering method, such as a band-pass filtering method.

[0140] As an example, the cut-off frequency of the low-pass filtering may not be 49 Hz, and may be higher or lower, such as 100 Hz or 20 Hz.

[0141] As an example, the number of points for the smoothing filtering may not be 10, and may be more or less, such as 100 or 8.

[0142] In this embodiment, in the fault determination step 206, the cRIO controller 106 compares the relief time result with the determination criterion. If the relief time result is within the determination criterion, it is determined that the test result is qualified and there is no failure of non-relief of braking. If the relief time result is not within the determination criterion, it is determined that the state is a failure of non-relief of braking.

[0143] In this embodiment, in the fault determination step 206, the determination criterion for the relief time is 5 s.

[0144] As an example, the relief time may not be 5 s, and may be longer or shorter, such as 8 s or 3 s.

[0145] In this embodiment, according to the conclusion of the fault determination step 206, if it is determined that there is no failure of non-relief of braking and the storage of the result data is completed, the working condition simulation step is entered again to cycle the test process.

[0146] In this embodiment, in the fault warning determination step 207, according to the conclusion of the fault determination step, if it is determined that there is no failure of non-relief of braking, the fault warning determination is performed; the cRIO controller 106 compares the relief time result with the warning determination criterion. If the relief time result is within the warning determination criterion, it is determined that the test result is qualified and there is no warning failure. If the relief time result is not within the warning determination criterion, it is determined that the state is a warning failure of non-relief of braking.

[0147] In this embodiment, in the fault warning determination step 207, the determination criterion for the relief time is 4 s.

[0148] As an example, the relief time may not be 4 s, and may be longer or shorter, such as 5 s or 3 s.

[0149] In this embodiment, in the delayed acquisition step 208, if it is determined that the test result is a failure of non-relief of braking or a warning failure of non-relief of braking, the delayed acquisition step is entered, and the process data for a period of time after the occurrence moment of the fault or fault warning is continuously acquired. The current cache also includes the process data for a period of time before the occurrence moment of the fault or fault.

[0150] In this embodiment, the delayed acquisition step 208 has a delayed acquisition time of 60 s.

[0151] As an example, the delayed acquisition time may not be 60 s, and can be longer or shorter, such as 120 s or 30 s.

[0152] In this embodiment, for the delayed acquisition step 208, the period of time before the fault occurrence moment in the current buffer is 60 s.

[0153] As an example, the period of time before the fault occurrence moment in the current buffer may not be 60 s, and can be longer or shorter, such as 120 s or 30 s.

[0154] In this embodiment, for the step 209 of storing process data, the process data acquired during the period of the delayed acquisition step is stored in the non-volatile storage or extended storage of the cRIO controller 106, or in the memory of the human-machine interaction system 110.

[0155] In this embodiment, considering the convenience of data download, it is recommended to store the acquired process data in the memory of the human-machine interaction system 110.

[0156] In this embodiment, the process data is stored in the TDMS format.

[0157] As an example, the process data can also be stored in other formats, such as the dat format.

[0158] In this embodiment, for the step 210 of storing result data, test results such as mitigation time and determination results are stored in the memory of the human-machine interaction system 110.

[0159] In this embodiment, considering the convenience of data download, it is recommended to store the test result data in the memory of the human-machine interaction system 110.

[0160] In this embodiment, the test result data is stored in the xls format.

[0161] As an example, the test result data can also be stored in other formats, such as the txt format.

[0162] In this embodiment, a new storage file for the test result data is created every 1 month.

[0163] As an example, the creation period of the storage file for the test result data may not be 1 month, such as 1 week.

[0164] In this embodiment, in the test end step 211, according to the conclusion of the fault determination step, if the determination result is a brake non-release fault and the storage of the process data and result data is completed, the test end step is entered.

[0165] In this embodiment, triggering a brake non-release fault stops the cyclic action, maintains the current working condition state, and the brake level is in a released state, which is convenient for further fault troubleshooting.

Claims

1. A ground simulation test device for the failure of non - release of braking of multiple units, characterized in that, Including: A test device, a human-machine interaction system, and sensors; the test device collects and controls the electrical signals of the braking control device, and includes a cRIO controller, a power supply module, and a signal conditioning module; the human-machine interaction system: the hardware is based on a thin and light laptop computer, and the control process and test data are interacted with humans through a display screen; the sensors include 4 pressure sensors and 2 displacement sensors; the cRIO controller is connected to the signal conditioning module, the sensors, or the braking control device; the power supply module is connected to and supplies power to the cRIO controller, the sensors, and the signal conditioning module; the signal conditioning module is connected to the cRIO controller, the pressure sensor, or the displacement sensor.

2. The on-ground simulation test device for the failure of non-relieving braking of a multiple-unit train according to claim 1, characterized in that: The cRIO controller, a real-time controller based on FPGA, is used to collect and control electrical signals; The power supply module is a 1-way DC24V power supply; The signal conditioning module is used to perform hardware filtering on the measured pressure signals and displacement signals, and the filtering method is low-pass filtering, and the low-pass filtering cut-off frequency is 200 Hz; The measuring points of the pressure sensors are MR pressure, AC1 pressure, AC2 pressure, and BC pressure; The measuring points of the displacement sensors are the displacement of the EP valve supply valve assembly and the displacement of the exhaust valve stem.

3. The on-ground simulation test device for the failure of non-relieving braking of a multiple-unit train according to claim 1 or 2, characterized in that: The pressure sensor and the braking control device are connected by a mechanical threaded interface for the gas path, and the displacement sensor is installed in the braking control device through a fixed bracket, and the measurement between the displacement sensor and the measured component is non-contact; The pressure sensor and the displacement sensor are connected to the cRIO controller through a multi-core cable; The human-machine interaction system and the test device are connected through an Ethernet cable.

4. A ground simulation test method for the failure of non - release of the braking of a multiple - unit train, using the ground simulation test device for the failure of non - release of the braking of a multiple - unit train according to any one of claims 1 - 3, characterized in that Including the following steps: a) Test preparation step: On the human-machine interaction interface, select the test mode and set the test parameters manually; b) Test start step: After confirming that the test preparation work is completed, issue an automatic test command manually on the human-machine interaction interface; c) Working condition simulation step: After receiving the automatic test command, the cRIO controller starts to simulate the application and relief of the braking level of the braking control device and stabilizes for a set time; d) Data acquisition step: The cRIO controller collects the process data of the pressure signal, displacement signal, and EP current signal of the braking control device under this working condition, and at the same time collects the steady-state data such as the relief time after stabilizing for a set time, and uploads it to the human-machine interaction system; e) Data analysis and processing step: The human-machine interaction system performs filtering processing and calculation analysis based on the process data and steady-state data uploaded by the cRIO controller, and outputs the test results; f) Fault determination step: The cRIO controller compares the relief time result with the determination criterion. If the relief time result is within the determination criterion range, it is determined that the test result is qualified and there is no failure of non-relief of braking. If the relief time result is not within the determination criterion range, it is determined that the state of non-relief of braking failure occurs. g) Fault warning determination step: According to the conclusion of the fault determination step, if it is determined that there is no failure of non-relief of braking, the fault warning determination is carried out. The cRIO controller compares the relief time result with the warning determination criterion. If the relief time result is within the warning determination criterion range, it is determined that the test result is qualified and there is no warning fault. If the relief time result is not within the warning determination criterion range, it is determined that the state of non-relief of braking warning failure occurs. h) Delayed acquisition step: If it is determined that the test result is a non-relief of braking failure or a non-relief of braking warning failure, enter the delayed acquisition step, and continue to acquire the process data for a period of time after the moment when the fault or fault warning occurs. The current cache also includes the process data for a period of time before the moment when the fault or fault occurs. i) Step of storing process data: Store the process data acquired during the time period of the delayed acquisition step into the non-volatile storage or extended storage of the cRIO controller, or the memory of the human-machine interaction system. j) Step of storing result data: Store the test results such as the relief time and determination result into the memory of the human-machine interaction system. k) Test end step: According to the conclusion of the fault determination step, if the determination result is a non-relief of braking failure and the storage of the process data and result data is completed, enter the test end step, and the test device relieves the braking level.

5. A ground simulation test method for the failure of non-relief of the braking of multiple units, according to claim 4, characterized in that: In the test preparation step, the test mode is divided into two modes: single-level cycle and multi-level cycle. The multi-level cycle mode supports a maximum of 9 combinations of level settings.

6. A ground simulation test method for the failure of non - release of the braking of multiple units, according to claim 4, characterized in that: In the test preparation step, the test parameter settings include braking level, braking duration, braking relief time, and maximum number of test cycles.

7. A ground simulation test method for the failure of non-relief of the braking of a multiple unit train according to claim 4, characterized in that: In the data analysis and processing step, the filtering methods are low-pass filtering and smoothing filtering. The cut-off frequency of the low-pass filtering is 49 Hz, and the number of points for the smoothing filtering is 10.

8. A ground simulation test method for the failure of non-relieving braking of a multiple unit train according to claim 4, characterized in that: According to the conclusion of the fault determination step, if it is determined that there is no failure of non-relief of braking and the storage of the result data is completed, enter the working condition simulation step again to cycle the test process.

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