Rail transit vehicle braking state indicating system and method

Abstract

The invention relates to a rail transit vehicle braking state indicating system and method. The indicating system comprises a pressure sensor, a controller, a comparator, a reference level unit, a system power supply and an emergency loop power supply. The pressure sensor is used for detecting the air pressure of a brake cylinder, the controller is used for collecting the detected air pressure data of the brake cylinder, the comparator is used for obtaining the detected air pressure signal of the brake cylinder, the reference level unit is used for outputting a reference level signal to the comparator, the system power supply is electrically connected with the controller, and the emergency loop power supply is electrically connected with the comparator module; and the controller and the comparator are respectively configured to control to output a brake applying or relieving state indication signal according to a comparison result of the brake cylinder air pressure data and the brake indication set value and a comparison result of the brake cylinder air pressure signal and the reference level signal when the system power supply is powered on and powered off. According to the invention, when the power supply of the system loses power, the system can normally send out the braking state indication signal, and the reliability of the rail transit vehicle is improved.

Description

Technical Field

[0001] This application relates to the technical field of train braking, and particularly to a braking state indication system and method for rail transit vehicles. Background Art

[0002] With the rapid development of the rail transit industry, the safety and reliability of train operation have become of utmost importance. As a key component to ensure the safe operation of trains, the performance and reliability of the braking system have received much attention. Especially in the general trend of vehicle intelligence and informatization development, the accurate indication of the braking state by the braking system has become increasingly important, which is directly related to the train's running safety.

[0003] Currently, there are many deficiencies in the braking state indication of existing rail transit vehicle braking systems on the market. Some braking systems use pneumatic switches to indicate the braking state. However, this method has defects: the set value of the pneumatic switch is extremely prone to drift, which greatly reduces the accuracy of its indication and is difficult to meet the actual operation requirements. There are also some braking systems that use a combination of pressure sensors, relays, and controllers to indicate the braking state. Although this method solves some problems to a certain extent, there are still obvious shortcomings: when the system loses power, this combination method cannot accurately indicate the braking application and release states. During the train operation, various unexpected situations that cause the system to lose power, such as electrical failures and power supply line problems, are inevitable. At this time, since this combination method relies on power to maintain its normal operation, once a power outage occurs, serious consequences may be caused.

[0004] In summary, to solve these problems, improve the vehicle's perception of the equipment state, and enhance the running safety, it is urgent to develop a new rail transit vehicle braking system to achieve accurate and full-scenario indication of the braking application and release states.

[0005] Application Content

[0006] This application solves at least one of the technical problems in the related technologies to provide a rail transit vehicle braking state indication system and method that ensure the continuity and accuracy of braking state indication in the case of system power loss.

[0007] To achieve the above object, in the first aspect, this application provides a rail transit vehicle braking state indication system for indicating the braking state of a rail transit vehicle braking system, which includes a pressure sensor, a controller, a comparator module, and a power supply module;

[0008] The pressure sensor is arranged at the brake cylinder for detecting the brake cylinder air pressure;

[0009] The controller is connected to the pressure sensor to collect the brake cylinder air pressure data detected by it;

[0010] The comparator module includes a reference level unit and a comparator; the comparator is connected to the pressure sensor to obtain the brake cylinder air pressure signal detected by it; the comparator is connected to the output end of the reference level unit, and the reference level unit is used to output a reference level signal to the comparator;

[0011] The power supply module includes a system power supply and an emergency loop power supply; wherein, the system power supply is electrically connected to the controller, and the emergency loop power supply is electrically connected to the comparator module;

[0012] Wherein:

[0013] The controller is configured to: when the system power supply is powered on, control the output of a brake application status indication signal or control the output of a brake release status indication signal according to the comparison result between the brake cylinder air pressure data and the brake indication set value;

[0014] The comparator is configured to: when the system power supply is powered off and the emergency loop power supply is powered on, control the output of a brake application status indication signal or control the output of a brake release status indication signal according to the comparison result between the brake cylinder air pressure signal and the reference level signal.

[0015] During the operation of rail transit vehicles, the system power supply may lose power due to various faults. In the prior art, only the system power supply is relied on to supply power to the brake status indication system. Once the system power supply fails, the brake indication function will fail, which will bring great potential safety hazards to vehicle operation. And in this technical solution, an emergency loop power supply is provided. When the system power supply loses power, the emergency loop power supply immediately supplies power to the comparator module. The comparator can continuously obtain the brake cylinder air pressure signal detected by the pressure sensor, compare it with the reference level signal, and then control the output of a brake application or release status indication signal according to the comparison result, thereby ensuring the continuity of the brake status indication in the case of system power supply loss, enabling vehicle operators or control systems to always master the brake status, avoiding safety accidents caused by the inability to obtain brake indications, and enhancing the reliability and safety of the system.

[0016] In some embodiments of the present application, the controller is configured to:

[0017] When the brake cylinder air pressure data is greater than the brake indication set value, control the output of a brake application status indication signal; when the brake cylinder air pressure data is less than the brake indication set value, control the output of a brake release status indication signal.

[0018] The controller compares the brake cylinder air pressure data with the brake indication set value. When the air pressure data is greater than the set value, it outputs a brake application status indication signal; when it is less than the set value, it outputs a brake release status indication signal. This method can accurately reflect the brake status, providing intuitive and clear information for the operator or relevant systems, and effectively ensuring the safety of vehicle operation.

[0019] In some embodiments of the present application, the rail transit vehicle brake status indication system further includes a relay;

[0020] The input control terminal of the relay is connected to the output terminal of the controller and the output terminal of the comparator;

[0021] The comparator module is also electrically connected to the system power supply;

[0022] The relay is configured to:

[0023] When the system power supply is energized, the relay controls the output of the brake status indication signal or the brake release status indication signal according to the level status of the output signal of the controller and the level status of the output signal of the comparator.

[0024] The relay controls the output of the brake status according to the output signals of the controller and the comparator at the same time, forming a redundant design. If one party fails, the signal of the other party can still make the relay indicate correctly, avoiding the influence of a single signal source failure and ensuring the accuracy and stability of the brake status indication. Moreover, the relay comprehensively judges the two signals, can filter interference, and has high hardware stability, which can reduce signal transmission interference and distortion, and improve the indication accuracy of the system in a complex electromagnetic environment.

[0025] In some embodiments of the present application, the rail transit vehicle brake status indication system further includes a logic gate circuit;

[0026] The logic gate circuit includes two input terminals and one output terminal. Its two input terminals are respectively connected to the output terminal of the controller and the output terminal of the comparator, and its output terminal is connected to the input terminal of the relay;

[0027] The logic gate circuit is an OR gate circuit, which performs an OR logic operation on the output signals of the controller and the comparator and outputs the operation result to the relay.

[0028] In the braking state indication system, an OR gate logic circuit is added. When one of the controller or the comparator fails, the normal output of the other can maintain the braking state indication function, improving the fault tolerance of the system. It reduces the indication errors caused by a single signal anomaly, ensures the stability of the braking state indication during vehicle operation, and enhances the reliability. The logic gate circuit can quickly process and transmit signals, enabling the relay to indicate the braking state in a timely manner, improving the overall response efficiency of the system, and optimizing the system response speed.

[0029] In some embodiments of the present application, the rail transit vehicle braking system includes a brake valve, which is electrically connected to the emergency loop power supply. The brake valve is used to perform emergency braking when the emergency loop power supply is in a power-off state.

[0030] When both the system power supply and the emergency loop power supply are in a power-off state, the input end of the relay loses power, and the relay controls the output of the braking state indication signal.

[0031] The brake valve is connected to the emergency loop power supply and starts emergency braking when losing power. In case of an emergency, it can quickly brake to ensure the safety of personnel and the integrity of equipment. When both power supplies lose power, the relay can still output the braking state indication signal, facilitating fault troubleshooting and rescue, and improving the safety and efficiency of the vehicle's response to faults.

[0032] In some embodiments of the present application, the relay includes an output control contact and a status feedback contact.

[0033] The output control contact is connected to the indication signal circuit. By closing or opening the output control contact, it controls the closing or opening of the indication signal circuit, thereby controlling the indication signal circuit to output a braking application state indication signal or a braking release state indication signal.

[0034] The status feedback contact is connected to the feedback circuit, and the feedback circuit is connected to the controller. The status feedback contact feeds back the opening and closing information of the output control contact to the controller through the feedback circuit.

[0035] The output control contact accurately controls the indication signal circuit, visually presenting the braking state, providing a clear basis for the operation of the train. The status feedback contact is linked with the output control contact and feeds back its opening and closing information to the controller, which is used to monitor the working state of the relay in real time and assist in fault diagnosis, ensuring the reliability of the braking state indication system.

[0036] In some embodiments of the present application, the rail transit vehicle braking state indication system further includes a conditioning circuit and an AD converter.

[0037] The input end of the conditioning circuit is connected to the pressure sensor, and its output end is respectively connected to the input end of the AD converter and the input end of the comparator; the output end of the AD converter is connected to the input end of the controller;

[0038] The conditioning circuit is used to convert the output signal of the pressure sensor into a signal within the range of the AD converter, and output the converted signal to the AD converter and the comparator respectively;

[0039] The AD converter is used to convert the analog signal output by the pressure sensor into a digital signal and output it to the controller.

[0040] The conditioning circuit converts the pressure sensor signal into the range of the AD converter, optimizes the signal quality, adapts to a variety of sensors, facilitates the expansion of system functions, and at the same time, can suppress interference and enhance the fault tolerance of the system. The AD converter converts the analog signal into a digital signal for the controller to process. The two jointly ensure the accurate acquisition of signals, improving the compatibility, stability and reliability of the system.

[0041] In some embodiments of the present application, the braking state indication system of the rail transit vehicle includes a plurality of pressure sensors, and a plurality of comparators correspondingly connected to the plurality of pressure sensors; the controller is respectively connected to the plurality of comparators and the plurality of pressure sensors;

[0042] The controller includes a credibility acquisition module, and the credibility acquisition module is configured to:

[0043] Collect the comparison results of a plurality of brake cylinder air pressure data and the brake indication set value, and the comparison results of the brake cylinder air pressure signals of a plurality of comparators and the reference level signal; according to the comparison results with a proportion exceeding half, control the output of the brake application state indication signal, or control the output of the brake release state indication signal.

[0044] This technical solution simultaneously collects multiple groups of comparison results, determines the braking state based on the majority results, prevents interference from a single abnormal signal, ensures the accuracy of the brake indication, and provides a reliable reference for the safe operation of the vehicle. By the proportion of the comparison results, the faulty channel can be quickly locked, greatly shortening the fault troubleshooting time, improving the maintenance efficiency, and reducing the vehicle outage duration. Moreover, the system is given the fault tolerance ability, relying on real-time fault diagnosis, preventing risks in advance, comprehensively enhancing the system stability, and ensuring the smooth operation of the rail transit.

[0045] In some embodiments of the present application, the controller includes a drift determination module, and the drift determination module presets the standard electrical signal value output by the pressure sensor when the detected air pressure is 0 kPa;

[0046] The drift determination module is configured to:

[0047] Collect the actual electrical signal value output by the pressure sensor when the air pressure in the brake cylinder is 0 kPa. According to the comparison result between the standard electrical signal value and the actual electrical signal value, determine whether the pressure sensor has drifted, and when it is determined that the pressure sensor has drifted, do not collect the output signal of the pressure sensor.

[0048] This technical solution identifies drift by comparing the preset and measured electrical signals of the pressure sensor, avoids using incorrect data, makes the brake state indication more accurate, prevents safety accidents caused by incorrect indications, and enhances the reliability of the system.

[0049] In a second aspect, the present application provides a method for indicating the brake state of a rail transit vehicle, which is implemented based on the above-mentioned brake state indication system, and includes the following steps:

[0050] Collect the air pressure data of the brake cylinder;

[0051] When the system power supply is in the powered-on state, compare the air pressure data of the brake cylinder with the brake application indication set value, and according to the comparison result, indicate the brake application state or the brake release state;

[0052] When the system power supply is in the powered-off state, compare the air pressure signal of the brake cylinder with the reference level signal, and according to the comparison result, indicate the brake application state or the brake release state.

[0053] This brake state indication method relies on a specific system and takes into account the scenarios of the system power supply being powered on and off. When powered on, compare the air pressure data with the set value, or compare the air pressure data with the set value and the air pressure signal with the reference level signal at the same time. When powered off, compare the air pressure signal with the reference level signal to achieve reliable brake state indication in all scenarios. This enhances the adaptability of the system to complex working conditions and power supply failures, helps the driver and the automatic driving system make accurate decisions, ensures driving safety, and improves operation efficiency.

[0054] The above description is only an overview of the technical solution of the present disclosure. In order to be able to understand the technical means of the present disclosure more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features and advantages of the present disclosure more obvious and understandable, the specific embodiments of the present disclosure are specifically exemplified below. Description of the Drawings

[0055] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0056] Figure 1It is a schematic diagram of a single signal acquisition channel of a braking state indication system for rail transit vehicles according to an embodiment of the present application;

[0057] Figure 2 It is a schematic diagram of a multi-signal acquisition channel of a braking state indication system for rail transit vehicles according to an embodiment of the present application;

[0058] Figure 3 It is a flowchart of a braking state indication method for rail transit vehicles according to an embodiment of the present application. Detailed implementation manners

[0059] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0060] In the embodiments of the present application, prefix words such as "first" and "second" are only used to distinguish different described objects, and have no restrictive effect on the position, order, priority, quantity or content of the described objects. The use of ordinal words and other prefix words for distinguishing described objects in the embodiments of the present application does not constitute a limitation on the described objects. The statements of the described objects refer to the descriptions in the context of the claims or embodiments, and should not constitute unnecessary limitations because of the use of such prefix words. In addition, in the description of this embodiment, unless otherwise specified, the meaning of "a plurality" is two or more.

[0061] Next, the technical solutions in the embodiments of the present application will be described with reference to the accompanying drawings in the embodiments of the present application. Among them, in the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B can mean A or B; "and / or" herein is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone.

[0062] In several embodiments provided in the embodiments of the present application, it should be understood that the disclosed systems and methods can be implemented in other ways. For example, the device embodiments described above are only illustrative. For example, the division of the units is only a logical function division. In actual implementation, there can be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point, the displayed or discussed coupling or direct coupling or communication connection to each other can be through some interfaces. The indirect coupling or communication connection of the device or unit can be in an electrical, mechanical or other form.

[0063] In this application, terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of this application. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0064] With the rapid development of the rail transit industry, the safety and reliability of train operation have become of utmost importance. As a key component to ensure the safe operation of trains, the performance and reliability of the braking system have attracted much attention. Especially in the general trend of vehicle intelligentization and informatization development, the accurate indication of the braking state by the braking system has become increasingly important, which is directly related to the train operation safety.

[0065] The braking state indication is a key function in the braking system of rail transit vehicles, used to feedback to the train control system and the driver (or driverless system) in real-time and accurately whether the braking device is in the braking application (braking) or braking release (releasing the brake) state. This function is directly related to train operation safety. Especially in the fully driverless scenario, it is one of the core technologies to ensure that the train correctly executes the braking command and avoids accidents.

[0066] Currently, there are many deficiencies in the braking state indication of the existing rail transit vehicle braking systems on the market. Some braking systems use pneumatic switches to indicate the braking state. However, this method has serious defects. On the one hand, the set value of the pneumatic switch is extremely prone to drift, which greatly reduces the accuracy of its indication and is difficult to meet the actual operation requirements. For example, during the long-term operation of the train, affected by factors such as vibration and temperature changes, the set value of the pneumatic switch may gradually deviate from the initial setting, thereby causing incorrect braking state indication. On the other hand, the pneumatic switch cannot output data through the network, which runs counter to the requirements of the intelligent development of modern trains and is not conducive to the train's comprehensive perception and intelligent control of its own equipment status. At the same time, the pneumatic switch does not have a self-diagnosis function and cannot perform closed-loop monitoring on the output result. Once a failure occurs, it is very difficult to detect and solve in a timely manner, seriously threatening train operation safety.

[0067] Some braking systems use a combination of pressure sensors, relays, and CPUs to indicate the braking state. Although this method solves some problems to a certain extent, there are still obvious shortcomings. When the system loses power, this combination cannot accurately indicate the application and release states of braking. During the operation of the train, various emergencies that cause the system to lose power, such as electrical failures and power supply line problems, are inevitable. At this time, since this combination relies on power to maintain its normal operation, once power is lost, it can no longer accurately judge and indicate the braking state, which may lead to serious consequences in an emergency.

[0068] In summary, the existing braking state indication schemes have problems such as incomplete scenario coverage and inaccurate indication in some scenarios, and it is difficult to meet the requirements for the development of trains towards fully driverless operation.

[0069] To solve the above problems, this application proposes a braking state indication system for rail transit vehicles. By setting a comparator, when the system power supply loses power, the emergency loop power supply powers the comparator module, ensuring that when the system power supply loses power, the system can normally send out braking state indication signals, improving the safety of rail transit vehicles.

[0070] In the following, the embodiments of this application will be described in detail with reference to the accompanying drawings.

[0071] As shown in the Figure 1 accompanying drawings, in a schematic embodiment of the braking state indication system for rail transit vehicles of this application, the braking state indication system for rail transit vehicles is used to indicate the braking state of the braking system of rail transit vehicles, and it includes a pressure sensor, a controller (CPU), a comparator module, and a power supply module.

[0072] Among them, the pressure sensor is arranged at the brake cylinder to detect the air pressure of the brake cylinder.

[0073] The rail transit vehicle also includes a braking system. In some embodiments, the braking state indication system of this application is a component of the braking system. The brake cylinder is one of the core components in the braking system, which converts compressed air into mechanical thrust, thereby pushing the braking device to produce a braking effect. When compressed air enters the brake cylinder, it will push the piston of the brake cylinder to move, and then through a series of mechanical structures, the brake shoe behind the brake rod will hold the wheel tightly, generating frictional force to decelerate or stop the rail transit vehicle.

[0074] The CPU is the core control unit of the entire system, responsible for data processing, logical decision-making, fault diagnosis, and network communication, etc., and can ensure the accuracy and full-scenario reliability of braking state indication.

[0075] The CPU is connected to the pressure sensor to collect the air pressure data of the brake cylinder detected by it.

[0076] The comparator module includes a reference level unit and a comparator. The comparator is connected to the pressure sensor to obtain the brake cylinder air pressure signal detected by it. The comparator is also connected to the output terminal of the reference level unit, and the reference level unit is used to output a reference level signal to the comparator. In order to be able to compare with the reference level signal of the comparator, the brake cylinder air pressure data collected by the pressure sensor is converted into a level signal and then input to the comparator.

[0077] The power supply module includes a system power supply and an emergency loop power supply. The system power supply is electrically connected to the CPU and is used to supply power to the CPU. The emergency loop power supply is electrically connected to the comparator module and is used to supply power to the comparator module.

[0078] To avoid the problem that when the system power supply loses power, the rail transit vehicle cannot accurately indicate the brake application and release states, resulting in incomplete brake state indication scenarios:

[0079] The CPU is configured to: when the system power supply is in the powered state, control the output of a brake application state indication signal or control the output of a brake release state indication signal according to the comparison result between the brake cylinder air pressure data and the brake indication set value.

[0080] Specifically, when the brake cylinder air pressure data is greater than the brake indication set value, control the output of a brake application state indication signal; when the brake cylinder air pressure data is less than the brake indication set value, control the output of a brake release state indication signal.

[0081] The CPU compares the brake cylinder air pressure data with the brake indication set value, and this method can accurately reflect the brake state and provide intuitive and clear information for the operator or relevant systems.

[0082] The brake indication set value is a fixed air pressure value set in the CPU, generally set to 40 kPa.

[0083] Preferably, the reference level module also generates a corresponding reference level signal according to the brake indication set value, that is, a voltage signal corresponding to a 40 kPa air pressure.

[0084] The comparator is configured to: when the system power supply is in the power-off state and the emergency loop power supply is in the powered state, control the output of a brake application state indication signal or control the output of a brake release state indication signal according to the comparison result between the brake cylinder air pressure signal and the reference level signal.

[0085] The system power supply and the emergency loop power supply can be controlled and selected to be connected through a power supply loop relay. The power supply loop relay uses a single-pole double-throw relay, and its two independent contacts are respectively connected to the system power supply and the emergency loop. When one of the two contacts is closed, the other is open.

[0086] The default working state is: closing the path between the braking state indication system components and the system power supply, opening the path between the system components and the emergency loop power supply, and the system components are powered by the system power supply. When it is necessary to cut off the system power supply, operate the power supply circuit relay for switching; or, when the system power supply loses power, the power supply circuit relay automatically switches; open the path between the system components and the system power supply, close the path between the system components and the emergency loop power supply, and the system components are powered by the emergency loop power supply.

[0087] Through the connection design of the power supply circuit relay with the system power supply and the emergency loop power supply, redundant switching of the power supply is achieved. This ensures that the braking state indication system can continuously obtain power supply under various complex conditions, maintain the normal operation of the system, and avoid the failure of the braking state indication caused by power interruption.

[0088] When the system power supply gains or loses power, the CPU and the comparator respectively give the braking state indication, which ensures the continuity of the braking state indication in the case of system power supply loss. This enables the vehicle operator or the control system to always grasp the braking state, avoids safety accidents caused by the inability to obtain the braking indication when there is a problem with the system power supply, safeguards the lives of passengers and the safety of vehicle equipment, and improves the safety of rail transit vehicles.

[0089] Furthermore, the braking system of the rail transit vehicle includes a brake valve, which is electrically connected to the emergency loop power supply. The brake valve is used to perform emergency braking when the emergency loop power supply is in a power-off state.

[0090] When the train encounters an emergency, such as a circuit failure causing the emergency loop power supply to lose power, the brake valve will immediately act, causing the vehicle to quickly enter the emergency braking state. This kind of safety-oriented design can avoid serious accidents such as collisions that may occur due to the train's inability to brake in time, greatly improves the safety during the driving process, reduces the possibility of accidents, and safeguards the lives of passengers and the integrity of vehicle equipment.

[0091] Furthermore, when both the system power supply and the emergency loop power supply are in a power-off state, the braking state indication system outputs a braking applied state indication signal, and the braking state indication of the vehicle is still consistent with the actual braking state.

[0092] This design enables the braking state indication of the vehicle to still be consistent with the actual braking state even when both the system power supply and the emergency loop power supply lose power. In this extreme power failure situation, it improves the overall safety and efficiency of the vehicle's response to failures.

[0093] When the emergency loop power supply is de-energized, the braking system will perform an emergency brake, and the braking state indication system will output a braking application state indication signal when the emergency loop power supply is de-energized. The indication signal is consistent with the performed braking operation. Therefore, this setting enables the braking state indication system to normally output the braking state indication signal even when the emergency loop power supply is de-energized.

[0094] Through the above technical solution, full-scenario indication of the braking application state by the braking state indication system is achieved, that is: regardless of whether the system power supply and the emergency loop power supply are energized or de-energized, the braking state indication system can accurately indicate the braking state, which provides a reliable guarantee for vehicle operation. During the train operation, the driver or the automatic driving system can make timely and correct decisions based on the accurate braking state indication.

[0095] In some embodiments of the present application, to enable the braking state indication system to output a braking application state indication signal when both the system power supply and the emergency loop power supply are de-energized:

[0096] The braking state indication system further includes a relay. The input end of the relay is connected to the output end of the CPU and the output end of the comparator. The contact of the relay includes an output control contact, and the output control contact is connected to the indication signal circuit, and the indication signal circuit is used to output the braking state indication signal.

[0097] When both the system power supply and the emergency loop power supply are de-energized, the input end of the relay is de-energized, and the relay resets to its natural state. The output control contact of the relay closes or opens, causing the indication signal circuit to close or open, and the indication signal circuit outputs an indication signal, so that the relay outputs a braking application state indication signal.

[0098] The types of relays include normally open relays, normally closed relays, etc. The selection of the relay can be made according to actual needs, and this technical solution does not limit this. Among them, if a normally closed relay is selected, when the relay resets to its natural state, the output control contact of the relay closes, causing the indication signal circuit to close.

[0099] There can also be various signal output methods for the indication signal circuit, which can also be selected according to actual needs.

[0100] For example, the most common method is to display through an indicator light: an indicator light is provided on the indication signal circuit. If a normally closed relay is selected, when the relay resets to its natural state, the output control contact of the relay closes, causing the indication signal circuit to close, and the indicator light lights up, indicating that the braking application state is in progress at this time. Or, the indication signal circuit is connected to the train control system. When the indication signal circuit closes, an electrical signal is output to the train control system. After receiving the electrical signal, the train control system determines that the braking state is the application state.

[0101] The above technical solution uses the natural state of the relay when power is lost to control the indication signal circuit, without the need for additional complex control logic or a backup power supply drive circuit. This simple and direct design reduces the number of system components and failure points, improving the reliability of the entire braking state indication system. Once a power failure occurs, the system can quickly respond and give a reliable braking state indication, enhancing the reliability of the system.

[0102] In some embodiments, the system power supply is also electrically connected to the comparator module. When the system power supply is in the powered state, the relay synchronously controls the output of the braking application or release state indication signal according to the level state of the output signal of the CPU and the level state of the output signal of the comparator.

[0103] The relay simultaneously controls the output of the braking state according to the output signals of the CPU and the comparator, forming a redundant design. When the system power supply is in the powered state, if one party fails, the signal of the other party can still make the relay indicate correctly, avoiding the influence of a single signal source failure and ensuring the accuracy and stability of the braking state indication. Moreover, there are many interferences during the operation of rail transit vehicles, which may cause signal fluctuations. The relay synthesizes the two signals for judgment, can filter out the interferences, has high hardware stability, can reduce signal transmission interference and distortion, and improves the indication accuracy of the system in a complex electromagnetic environment.

[0104] However, the input end of the relay cannot receive two level signals simultaneously. Therefore, it is necessary to select the output signals of the CPU and the comparator. To achieve the selection of the output signals of the CPU and the comparator when the system power supply is in the powered state:

[0105] The braking state indication system further includes a logic gate circuit. The logic gate circuit includes two input ends and one output end. Its two input ends are respectively connected to the output end of the CPU and the output end of the comparator, and its output end is connected to the input end of the relay.

[0106] Preferably, the logic gate circuit is an OR gate circuit, which performs an OR logic operation on the output signals of the CPU and the comparator and outputs the operation result to the relay.

[0107] Specifically, the logic operation result of the OR gate circuit is: when any one of the CPU or the comparator outputs a high level (1), the OR gate circuit outputs a high level; only when both output a low level (0), the OR gate circuit outputs a low level.

[0108] When the OR gate circuit outputs a high level, the input end of the relay is powered (the coil of the relay is energized); when the OR gate circuit outputs a low level, the input end of the relay loses power (the coil of the relay is de-energized).

[0109] By performing an OR logic operation on the output signals of the CPU and the comparator, the situations of the two signal sources can be integrated, reducing the error in the braking state indication caused by the abnormality of a single signal. Even if interference occasionally causes one of the signals to fail briefly, the other signal can still ensure that the system correctly indicates the braking state, greatly improving the fault tolerance of the system.

[0110] Moreover, when the braking state changes, regardless of whether the CPU or the comparator detects and outputs the corresponding signal first, the OR gate circuit can quickly transmit the signal to the relay, enabling the relay to respond in a timely manner. This fast response mechanism shortens the time from the change in the braking state to the output of the indication signal, improving the overall response speed of the system and ensuring that the braking state can be promptly feedback during braking operations of the vehicle.

[0111] Furthermore, the signal generated by the pressure sensor is an analog signal, rather than a digital signal that the CPU can directly process. Therefore, to enable the CPU to obtain the air pressure data of the brake cylinder detected by the pressure sensor:

[0112] The braking state indication system further includes an AD converter. The input end of the AD converter is connected to the pressure sensor, and its output end is connected to the CPU. The AD converter converts the analog signal output by the pressure sensor into a digital signal and outputs it to the CPU.

[0113] Furthermore, the braking state indication system further includes a conditioning circuit. The input end of the conditioning circuit is connected to the pressure sensor, and its output end is respectively connected to the input end of the AD converter and the input end of the comparator.

[0114] The conditioning circuit is used to convert the output signal of the pressure sensor into a signal suitable for the range of the AD converter, making it meet the input requirements of the AD converter, and outputting the converted signal to the AD converter and the comparator respectively.

[0115] Furthermore, the output end of the conditioning circuit is connected to the non-inverting input end of the comparator, and the output end of the reference level module is connected to the inverting input end of the comparator.

[0116] At this time, the comparator compares the input pressure sensor signal with the reference level corresponding to the braking indication set value (40 kPa air pressure). When the input signal is greater than the reference level, the comparator outputs a high level; when the input signal is less than the reference level, the comparator outputs a low level.

[0117] Furthermore, the braking state indication system further includes a network module, and the CPU is connected to the network module. When the system power supply is energized, the CPU outputs a braking application or release state indication signal through the network module.

[0118] For example, the CPU transmits the braking state indication signal to the train control system through the network module, thereby realizing the output of the indication signal.

[0119] The dual output path provides redundancy protection for the braking indication. The network module relies on digital signal transmission. If it fails, such as when network congestion or signal interference causes abnormal data transmission, the hardwired output serves as a backup path to ensure that the braking indication signal can still be stably output. Conversely, the hardwired line may be affected by problems such as line aging or short circuit, affecting signal transmission. At this time, the network module can continue to undertake the task of outputting the braking indication. This avoids the risk of missing braking indication due to the failure of a single transmission path and ensures the safety of train operation.

[0120] Furthermore, the relay includes multiple sets of contacts, and the multiple sets of contacts include output control contacts and status feedback contacts. The status feedback contacts are connected to the feedback circuit, and the feedback circuit is connected to the CPU.

[0121] The relay feeds back its own status information to the CPU through the feedback circuit.

[0122] Specifically, the status feedback contacts and the output control contacts are mechanically linked and move synchronously. Through this setting, the CPU can detect the closed or open state of the feedback circuit and thus realize real-time monitoring of the closed or open state of the output control contacts of the relay.

[0123] The status feedback contacts are linked to the output control contacts and feed back the opening and closing information of the output control contacts to the CPU through the feedback circuit. This mechanism realizes real-time monitoring of the working state of the relay. The CPU can judge whether the relay is working properly according to the feedback information. If the feedback information is inconsistent with the expected braking state, the CPU can detect faults in time, such as contact adhesion or line breakage, providing key data for system fault diagnosis, helping to quickly locate and solve problems, and ensuring the reliability of the braking state indication system. This closed-loop control method enhances the stability and reliability of the system, reduces the situation of false braking state indication caused by relay faults, and improves the performance of the entire rail transit vehicle braking state indication system.

[0124] Furthermore, the pressure sensor, conditioning circuit, AD converter, comparator, reference level unit, and logic gate circuit are all electrically connected to the system power supply and the emergency loop power supply through the power supply loop relay.

[0125] At this time, whether the system power supply is manually cut off or the system power supply is accidentally lost, the power supply loop relay can automatically or manually switch the power supply. This feature enables the braking state indication system to adapt to a variety of working scenarios and emergencies, enhancing the adaptability and flexibility of the system. For example, when the train needs to cut off the system power supply for maintenance, the system components can seamlessly switch to the emergency loop power supply to ensure that the braking state indication function is not affected; when the system power supply fails during the train operation, the system can also quickly switch and continue to work normally.

[0126] Furthermore, an optocoupler is provided between the AD converter and the CPU, and the output end of the AD converter is connected to the input end of the CPU through the optocoupler.

[0127] The functions of setting the optocoupler between the AD converter and the CPU are as follows: (1) Isolate analog and digital circuits: The AD converter processes analog signals, while the CPU belongs to the digital circuit. The optocoupler cuts off the electrical connection between the two to prevent the high-frequency noise of the digital circuit from being coupled to the analog signal through the ground wire or power supply wire, affecting the conversion accuracy. (2) Surge and overvoltage protection: If an overvoltage occurs in the sensor or conditioning circuit (such as lightning strike, short circuit), the optocoupler can block the high voltage from being transmitted to the CPU to prevent chip damage. (3) Prevent reverse interference: The optocoupler only allows signals to be transmitted unidirectionally from the AD converter to the CPU, avoiding the feedback of the high-frequency signals of the CPU back to the analog circuit.

[0128] Furthermore, an optocoupler is provided between the comparator and the logic gate circuit, and the output end of the comparator is connected to the input end of the logic gate circuit through the optocoupler.

[0129] The functions of setting the optocoupler between the comparator and the logic gate circuit are as follows: (1) Isolate analog and logic circuits: The comparator processes analog signals, and the logic gate circuit belongs to the digital control circuit. The optocoupler isolates the two to prevent the noise of the analog circuit (such as voltage fluctuation) from interfering with the judgment of the logic gate. (2) Fault-oriented safety: If the output of the comparator is abnormal (such as a fixed high level), the optocoupler can block the error signal from entering the logic gate to avoid mis-triggering the relay action. (3) Enhance anti-interference ability: The electromagnetic environment of the train is complex. The optocoupler transmits signals through light, effectively isolating the space electromagnetic radiation and signal line crosstalk. (4) Level matching: The output of the comparator may be 5V, while the logic gate circuit may require 3.3V. The optocoupler can achieve level conversion through different light-emitting / receiving devices.

[0130] Furthermore, an optocoupler is provided between the logic gate circuit and the relay, and the output end of the logic gate circuit is connected to the input end of the relay through the optocoupler.

[0131] The functions of setting an optocoupler between the logic gate circuit and the relay are as follows: (1) Electrical isolation: The optocoupler can isolate these two parts with different electrical characteristics, preventing the high voltage and large current generated during the operation of the relay from being reverse-fed into the logic gate circuit, thereby protecting the chips and other components of the logic gate circuit from damage and ensuring the stability and reliability of the system. (2) Anti-interference: Electromagnetic interference will be generated during the process of the relay's suction and release. This interference may affect the normal operation of the logic gate circuit and cause signal transmission errors. The optocoupler transmits through optical signals, which can effectively block the propagation path of electromagnetic interference, enabling the control instructions of the logic gate circuit to be accurately transmitted to the relay. (3) Level conversion: The optocoupler can achieve level conversion, converting the level suitable for its own operation output by the logic gate circuit into a level that can drive the relay, ensuring that the relay can operate normally according to the control instructions of the logic gate circuit.

[0132] The above technical solution is a single-signal acquisition channel braking state indication system (one pressure sensor and one comparator). However, usually, in a rail transit vehicle, one pressure sensor is independently configured for each axle (the rotating shaft connecting two wheels) to monitor the air pressure in the brake cylinder of that axle in real time. Usually, a total of 4 sensors are set for each four-axle vehicle (including two bogies, with two axles in each bogie), covering all axles of the whole vehicle.

[0133] Therefore, as shown in the appendix Figure 2 The braking state indication system of the rail transit vehicle in the present technical solution further includes a multi-signal acquisition channel braking state indication system, which includes a plurality of pressure sensors and a plurality of comparators correspondingly connected to the plurality of pressure sensors.

[0134] Furthermore, the conditioning circuit, the AD converter, the reference level unit, the optocoupler set between the AD converter and the CPU, and the optocoupler set at the output end of the comparator all correspond to the number of pressure sensors and are provided in multiple numbers.

[0135] The CPU includes a signal acquisition module, and the signal acquisition module is configured to:

[0136] Acquire the comparison results of multiple brake cylinder air pressure data and the brake indication set value, as well as the comparison results of the brake cylinder air pressure signals and the reference level signals of multiple comparators; control the output of a brake application state indication signal or control the output of a brake release state indication signal according to the comparison results that account for more than half.

[0137] Taking a vehicle with four axles as an example, the CPU collects 4 brake cylinder air pressure data through this channel of the conditioning circuit and the AD converter, and there are also 4 comparison results. The comparison result collected through this channel of the comparator is 1 (as long as one of the 4 comparators outputs a high level, the CPU collects the comparison result as a high level; when all 4 comparators output a low level, the CPU collects the comparison result as a low level). Then the CPU takes the majority vote on the 5 comparison results, and controls the output of the brake application status indication signal or the brake release status indication signal according to the comparison results that account for more than half (3 or more).

[0138] Through the above technical solution, when an error result is output due to electromagnetic interference in a certain signal acquisition or transmission channel, the results of other normal channels can keep the final indication accurate, ensure that the brake state indication conforms to the actual situation, and provide a reliable basis for vehicle operation. At the same time, it also improves the fault diagnosis efficiency. Without manual checking one by one, the system can quickly lock the problem channel, saving a lot of time for maintenance personnel to quickly repair the fault, reducing the downtime of the vehicle due to faults, and ensuring the normal operation order of the rail transit system.

[0139] Affected by the ambient temperature, humidity of the environment where the pressure sensor is located and its own aging during use, the problem of deviation in the output signal will occur, which is the sensor drift. Once the sensor drifts, the detected pressure signal will deviate and cannot truly reflect the actual pressure of the brake cylinder. This will cause the system to misjudge the brake state, misjudge the brake application state as the release state, or vice versa, seriously threatening the driving safety of the vehicle.

[0140] Therefore, to reduce the influence of sensor drift on the brake state indication:

[0141] The CPU also includes a drift determination module, and the drift determination module presets the standard electrical signal value output by the pressure sensor when detecting an air pressure of 0 kPa.

[0142] The drift determination module is configured to:

[0143] Collect the actual electrical signal value output by the pressure sensor when the brake cylinder air pressure is 0 kPa, determine whether the pressure sensor drifts according to the comparison result of the standard electrical signal value and the actual electrical signal value, and do not collect the output signal of the pressure sensor when it is determined that the pressure sensor drifts.

[0144] Through the above technical solution, it is possible to timely detect whether the pressure sensor drifts, avoid using the data of the drifting sensor, ensure that the collected comparison results are true and reliable, make the brake state indication more accurate, improve the accuracy of the vehicle's judgment of the brake state, and ensure the driving safety of the vehicle.

[0145] As attachedFigure 3 As shown in Figure 3 , the present application also proposes a method for indicating the braking state of a rail transit vehicle. This method is implemented by the above-mentioned braking state indication system and includes the following steps:

[0146] Collect the air pressure data of the brake cylinder;

[0147] When the system power supply is in the powered state, compare the air pressure data of the brake cylinder with the braking application indication set value, and according to the comparison result, indicate the braking application state or indicate the braking release state;

[0148] When the system power supply is in the power-off state, compare the brake cylinder air pressure signal with the reference level signal, and according to the comparison result, indicate the braking application state or indicate the braking release state.

[0149] Optionally, when the system power supply is in the powered state:

[0150] Compare the air pressure data of the brake cylinder with the braking application indication set value to obtain a first comparison result;

[0151] Compare the brake cylinder air pressure signal with the reference level signal to obtain a second comparison result;

[0152] At the same time, according to the first comparison result and the second comparison result, indicate the braking application state or indicate the braking release state.

[0153] Through the above control method, reliable indication of the braking state in all scenarios is achieved. Regardless of the power state of the system, the braking state can be accurately feedback, ensuring that the driver and the control system can always master the braking situation during the train operation and improving the operation safety.

[0154] The method for indicating the braking state of the rail transit vehicle of the present application can also implement the fault filtering and fault self-diagnosis functions of the braking state indication system, which are achieved through the following steps:

[0155] S1: Collect multiple comparison results A and comparison results B at the same time point;

[0156] S2: Judge that the one with a proportion exceeding half is comparison result A or comparison result B;

[0157] S3: When the proportion of comparison result A exceeds half, indicate the braking state according to comparison result A, determine that the signal acquisition channel for outputting comparison result B has a fault, and output a fault message; when the proportion of comparison result B exceeds half, indicate the braking state according to comparison result B, determine that the signal acquisition channel for outputting comparison result A has a fault, and output a fault message.

[0158] Preferably, in step S1, all comparison results at the same time point of different comparators are collected for judgment.

[0159] Specifically, the above signal acquisition channels include a pressure sensor, a conditioning circuit, an AD converter, a comparator, and the connection lines therebetween.

[0160] For example: In a vehicle with a 4-axis vehicle control mode, usually one pressure sensor is set for each axis, a total of 4 sensors, 4 signal acquisition and transmission channels, plus an additional channel for comprehensive judgment. The comparison result of the comparator is to output a high level or a low level, corresponding to comparison result A and comparison result B respectively. When a certain pressure sensor or the conditioning circuit of the corresponding channel fails, the comparator of the corresponding channel outputs a low level accordingly, and the other channels output a high level. Taking the comparison result with a proportion of more than half as the standard, the braking state is indicated according to the comparison result of the high level.

[0161] Through the above control method, when an error result is output due to electromagnetic interference in a certain signal acquisition or transmission channel, the results of other normal channels can keep the final indication accurate, ensuring that the braking state indication conforms to the actual situation and providing a reliable basis for vehicle operation. At the same time, it also improves the fault diagnosis efficiency. Without manual checking one by one, the system can quickly lock the problem channel, saving a lot of time for maintenance personnel to quickly repair the fault, reducing the downtime of the vehicle due to faults, and ensuring the normal operation order of the rail transit system.

[0162] The braking state indication method for a rail transit vehicle of the present application further includes the following steps:

[0163] Preset the standard electrical signal value S1 output by the pressure sensor when detecting an air pressure of 0 kPa, and the standard deviation value P1;

[0164] Collect the electrical signal value S2 output by the pressure sensor when the braking cylinder air pressure is 0 kPa;

[0165] Calculate the difference P2 between the electrical signal value S1 and the electrical signal value S2;

[0166] When P1 ≥ P2, it is determined that the pressure sensor has not drifted, and collect the comparison result generated according to the output signal of this pressure sensor; when P1 is less than P2, it is determined that the pressure sensor has drifted, and do not collect the comparison result generated according to the output signal of this pressure sensor.

[0167] For example, under normal circumstances, the current value output by the pressure sensor when detecting an air pressure of 0 kPa is 4 mA. Therefore, the preset standard electrical signal value S1 output by the pressure sensor when detecting an air pressure of 0 kPa is 4 mA, and the standard deviation value P1 is 0.02 mA. When the brake cylinder is connected to the outside atmosphere (at this time, the relative air pressure in the brake cylinder is 0 kPa), the actual electrical signal value S2 output by the pressure sensor is collected. If S2 = 3.99 mA, the difference P2 between the electrical signal value S1 and the electrical signal value S2 is calculated to be 0.01 mA, and it is determined that P1 > P2. Therefore, the actual difference does not exceed the preset standard difference, and it is determined that the pressure sensor has not drifted, and the comparison result generated according to the output signal of the pressure sensor is collected.

[0168] Through the above control method, it is possible to timely detect whether the pressure sensor drifts, avoid using the data of the drifting sensor, ensure that the collected comparison result is true and reliable, make the brake state indication more accurate, improve the accuracy of the vehicle's judgment of the brake state, and ensure the safety of vehicle operation. It is ensured that even if some sensors fail, the system can still rely on the normal sensors to maintain stable operation, enhancing the reliability and stability of the entire brake state indication system.

[0169] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A braking state indication system for rail transit vehicles, used to indicate the braking state of the braking system of rail transit vehicles, characterized in that, Comprising: A pressure sensor: disposed at the brake cylinder for detecting the air pressure in the brake cylinder; A controller: connected to the pressure sensor to collect the air pressure data of the brake cylinder detected by it; A comparator module: including a reference level unit and a comparator; the comparator is connected to the pressure sensor to obtain the air pressure signal of the brake cylinder detected by it; the comparator is connected to the output end of the reference level unit, and the reference level unit is used to output a reference level signal to the comparator; A power supply module: including a system power supply and an emergency loop power supply; wherein, the system power supply is electrically connected to the controller, and the emergency loop power supply is electrically connected to the comparator module; Wherein: The controller is configured to: when the system power supply is in the powered-on state, control the output of a brake application state indication signal or control the output of a brake release state indication signal according to the comparison result between the air pressure data of the brake cylinder and the brake indication set value; The comparator is configured to: when the system power supply is in the powered-off state and the emergency loop power supply is in the powered-on state, control the output of a brake application state indication signal or control the output of a brake release state indication signal according to the comparison result between the air pressure signal of the brake cylinder and the reference level signal.

2. The braking state indication system for rail transit vehicles according to claim 1, wherein The controller is configured to: When the air pressure data of the brake cylinder is greater than the brake indication set value, control the output of a brake application state indication signal; when the air pressure data of the brake cylinder is less than the brake indication set value, control the output of a brake release state indication signal.

3. The rail transit vehicle braking state indication system according to claim 1, wherein It further includes a relay; The input control end of the relay is connected to the output end of the controller and the output end of the comparator; The comparator module is also electrically connected to the system power supply; When the system power supply is in the powered-on state, the relay controls the output of a brake state indication signal or controls the output of a brake release state indication signal according to the level state of the output signal of the controller and the level state of the output signal of the comparator.

4. The braking state indication system for rail transit vehicles according to claim 3, characterized in that, It further includes a logic gate circuit; The logic gate circuit includes two input ends and one output end, and its two input ends are respectively connected to the output end of the controller and the output end of the comparator, and its output end is connected to the input end of the relay; The logic gate circuit is an OR gate circuit, which performs an OR logic operation on the output signals of the controller and the comparator and outputs the operation result to the relay.

5. The rail transit vehicle brake state indication system according to claim 3, wherein The rail transit vehicle brake system includes a brake valve, the brake valve is electrically connected to the emergency loop power supply, and the brake valve is used for emergency braking when the emergency loop power supply is in the powered-off state; When both the system power supply and the emergency loop power supply are in the powered-off state, the input end of the relay is powered off, and the relay controls the output of a brake state indication signal.

6. The rail transit vehicle brake state indication system according to claim 3, wherein The relay includes an output control contact and a status feedback contact; Output control contact connects to an indication signal circuit. By closing or opening the output control contact, the closing or opening of the indication signal circuit is controlled, so as to control the indication signal circuit to output a brake application state indication signal or output a brake release state indication signal; The state feedback contact connects to a feedback circuit, and the feedback circuit connects to a controller. The state feedback contact feeds back the opening and closing information of the output control contact to the controller through the feedback circuit.

7. The braking state indication system for rail transit vehicles according to any one of claims 1-6, characterized in that, It further includes a conditioning circuit and an AD converter; The input end of the conditioning circuit connects to the pressure sensor, and its output end connects to the input end of the AD converter and the input end of the comparator respectively; the output end of the AD converter connects to the input end of the controller; The conditioning circuit is used to convert the output signal of the pressure sensor into a signal within the range of the AD converter, and output the converted signal to the AD converter and the comparator respectively; The AD converter is used to convert the analog signal output by the pressure sensor into a digital signal and output it to the controller.

8. The rail transit vehicle brake state indication system according to any one of claims 1-6, characterized in that The rail transit vehicle brake state indication system includes a plurality of pressure sensors and a plurality of comparators correspondingly connected to the plurality of pressure sensors; the controller is respectively connected to the plurality of comparators and the plurality of pressure sensors; The controller includes a credibility acquisition module, and the credibility acquisition module is configured as: Collect the comparison results of a plurality of brake cylinder air pressure data and the brake indication set value, and the comparison results of the brake cylinder air pressure signals of a plurality of comparators and the reference level signal; according to the comparison results whose proportion exceeds half, control the output of a brake application state indication signal, or control the output of a brake release state indication signal.

9. The rail transit vehicle brake state indication system according to any one of claims 1-6, characterized in that The controller includes a drift determination module, and the drift determination module presets the standard electrical signal value output by the pressure sensor when detecting an air pressure of 0 kPa; The drift determination module is configured as: Collect the actual electrical signal value output by the pressure sensor when the brake cylinder air pressure is 0 kPa. According to the comparison result of the standard electrical signal value and the actual electrical signal value, determine whether the pressure sensor drifts, and when it is determined that the pressure sensor drifts, do not collect the output signal of this pressure sensor.

10. A braking state indication method for rail transit vehicles, characterized by Implemented based on the brake state indication system according to claims 1 to 9, including the following steps: Collect brake cylinder air pressure data; When the system power supply is in the powered-on state, compare the brake cylinder air pressure data with the brake application indication set value, and according to the comparison result, indicate the brake application state or indicate the brake release state; When the system power supply is in the powered-off state, compare the brake cylinder air pressure signal with the reference level signal, and according to the comparison result, indicate the brake application state or indicate the brake release state.

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