Fault monitoring method and device and application device thereof

Abstract

The embodiment of the invention provides a fault monitoring method and device, electronic equipment, a wind source system, a vehicle, a storage medium and a program product. The method comprises the steps that the gas consumption and the vehicle load of a wind source assembly of the vehicle wind source system in a monitoring period are obtained; and monitoring whether the air source system has an air path leakage fault or not based on the change conditions of the air consumption and the vehicle load. Through double monitoring of gas consumption and vehicle load change conditions, interference of gas consumption generated by load change on leakage judgment under the condition of large passenger flow of the vehicle is eliminated, a gas path leakage fault is accurately identified, normal operation and safety of the vehicle are ensured, and accuracy is high; and secondly, through real-time monitoring and analysis, early warning can be given out at the initial stage of the leakage problem, and braking failure or other equipment faults caused by leakage are avoided.

Description

Technical Field

[0001] The present application relates to the field of wind source system control technology, and in particular to a fault monitoring method, device, electronic equipment, wind source system, vehicle, storage medium and program product. Background Art

[0002] The air source system is an important component of rail transit vehicles. Under normal vehicle load, the air source system can stably provide sufficient compressed air for the vehicle's air brake system, air springs, pantographs and other equipment, ensuring the vehicle's braking safety, smooth operation, passenger comfort and the normal operation of various key equipment.

[0003] The existing technology solution is to monitor the ventilation capacity by monitoring the total air pressure change rate of the main air duct. When the total air duct pressure change rate is abnormal, multiple air source systems are turned on. However, it is not possible to identify whether the abnormal pressure change is caused by air leakage, and it is impossible to determine the fault.

[0004] Therefore, the solutions of the prior art cannot identify whether the abnormal pressure change rate is caused by normal gas use of the vehicle or a gas line leakage fault, and cannot provide accurate fault identification. Summary of the Invention

[0005] The embodiments of the present application provide a fault monitoring method, device, electronic device, wind source system, vehicle, storage medium and program product to achieve the effect of accurately identifying wind source system faults.

[0006] In a first aspect, an embodiment of the present application provides a fault monitoring method, comprising:

[0007] Obtain the air consumption of the air source assembly of the vehicle air source system and the vehicle load during the monitoring period;

[0008] Based on the changes in air consumption and vehicle load, monitor whether there is an air circuit leakage fault in the air source system. The air circuit is the pipeline from the output end of the air source assembly to the load.

[0009] In one embodiment, based on the changes in gas consumption and vehicle load, monitoring whether there is a gas leakage fault in the air source system specifically includes:

[0010] Based on the change of vehicle load, the average load change of the vehicle during the monitoring period is obtained;

[0011] If the air consumption is greater than or equal to the first threshold and the average load change is less than or equal to the second threshold, it is determined that there is an air leakage fault in the air source system.

[0012] In one embodiment, obtaining the air consumption of the air source assembly of the vehicle air source system during a monitoring period specifically includes:

[0013] Obtain the downtime of the air source assembly during the monitoring period; the downtime is used to characterize the air consumption.

[0014] In one embodiment, based on the changes in gas consumption and vehicle load, monitoring whether there is a gas leakage fault in the air source system specifically includes:

[0015] Obtain the average downtime of the wind source assembly during the monitoring period based on the downtime;

[0016] If the average downtime is less than or equal to the third threshold, and the average load change is less than or equal to the second threshold, it is determined that there is an air leakage fault in the air source system.

[0017] In one embodiment, obtaining an average load change of the vehicle during a monitoring period based on changes in the vehicle load specifically includes:

[0018] Obtain sampling points of vehicle load at certain sampling intervals during the monitoring period;

[0019] Obtaining a change in vehicle load based on a sampling point and a sampling interval of the vehicle load;

[0020] The average load change of the vehicle during the monitoring period is obtained according to the monitoring period and the change in the vehicle load.

[0021] In one embodiment, the method further comprises:

[0022] The third threshold is obtained based on the average downtime of the air source assembly when there is no air leakage fault.

[0023] In one embodiment, the method further comprises:

[0024] A second threshold value is obtained based on the empty load and the fully loaded load of the vehicle.

[0025] In one embodiment, the third threshold is the product of the first set value and the average downtime of the wind source assembly when there is no fault.

[0026] In one embodiment, the second threshold is a calculation result of dividing the difference between the no-load load and the full-load load by the second set value.

[0027] In a second aspect, an embodiment of the present application provides a fault monitoring device, comprising:

[0028] An acquisition module, used to acquire the downtime of the air source assembly of the vehicle air source system and the vehicle load during a monitoring period;

[0029] The determination module is used to monitor whether there is an air circuit leakage fault in the air source system based on the downtime and the change of vehicle load. The air circuit is the pipeline from the output end of the air source assembly to the load.

[0030] In a third aspect, an embodiment of the present application provides an electronic device, including: a memory, a processor;

[0031] Memory stores computer-executable instructions;

[0032] The processor executes the computer-executable instructions stored in the memory, so that the processor performs the above-mentioned method.

[0033] In a fourth aspect, an embodiment of the present application provides a wind source system, comprising the electronic device as described above.

[0034] In a fifth aspect, an embodiment of the present application provides a vehicle comprising the above-mentioned wind source system.

[0035] In a sixth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement any of the above methods.

[0036] In a seventh aspect, an embodiment of the present application provides a computer program product, including a computer program, which implements any of the above methods when executed by a processor.

[0037] The embodiments of the present application provide a fault monitoring method, device, electronic device, air source system, vehicle, storage medium and program product, the method comprising: obtaining the air consumption of the air source assembly of the vehicle air source system and the vehicle load during a monitoring period; and monitoring whether the air source system has an air leakage fault based on the changes in air consumption and vehicle load. By dual monitoring the changes in air consumption and vehicle load, the interference of air consumption caused by load changes in the case of large passenger flow on the leakage judgment is eliminated, and air leakage faults are accurately identified to ensure the normal operation and safety of the vehicle with high accuracy. Secondly, through real-time monitoring and analysis, an early warning can be issued at the early stage of the leakage problem to avoid brake failure or other equipment failures caused by leakage. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0039] Figure 1 Schematic diagram of the air path of the track air source system provided for this application;

[0040] Figure 2 A flowchart of a fault monitoring method provided in an embodiment of the present application;

[0041] Figure 3 A flowchart of a fault monitoring method provided in one embodiment of the present application;

[0042] Figure 4 A fault monitoring device provided in an embodiment of the present application;

[0043] Figure 5 This is a schematic diagram of the structure of the electronic device provided in this application.

[0044] Reference numerals:

[0045] 1. Air source assembly; 2. Air reservoir; 3. First height valve; 4. Second height valve; 5. Third height valve; 6. Fourth height valve; 7. First air spring; 8. Second air spring; 9. Third air spring; 10. Fourth air spring.

[0046] The above drawings illustrate specific embodiments of the present application, which will be described in more detail below. These drawings and the textual description are not intended to limit the scope of the present application in any way, but rather to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0047] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0048] Glossary:

[0049] Empty load: refers to the load of the vehicle when there are no passengers and cargo.

[0050] Full load: refers to the load of the vehicle when it is carrying the maximum number of passengers and cargo.

[0051] Existing technology: The compressor's air blowing capacity is monitored by real-time monitoring of the dryer's dew point temperature and the total air pressure change rate of the main air duct, ensuring the quality of the output compressed air. When the total air pressure change rate is abnormal, the electric shut-off valve is controlled or multiple air source systems are opened simultaneously to ensure sufficient supply of compressed air.

[0052] Disadvantages: When there is a large passenger flow, the air consumption of the air spring and brake system will increase, which will also cause abnormal change rate of the total air pressure. It is impossible to identify whether the abnormal pressure change is caused by air leakage and determine the fault.

[0053] In order to solve the defects of the existing technology, the inventor of this solution has designed a new solution after creative research. This solution provides a fault monitoring method to solve the problem that there is leakage in the air path of the air source system and it cannot be identified. Figure 1 The schematic diagram of the air path of the track air source system provided for this application is as follows: Figure 1 As shown, the specific application scenario of this application is a vehicle. The vehicle's air springs, air brake system, pantograph, and other equipment will all lead to increased air consumption. When there is no air leakage fault in the air circuit, the air source assembly 1 continues to work and outputs compressed air to the air reservoir 2, maintaining the air pressure in the air reservoir 2 within the set range. The air reservoir 2 is connected to the air inlets of the first height valve 3, the second height valve 4, the third height valve 5, and the fourth height valve 6. The air outlet of the height valve 3 is connected to the first air spring 7, the air outlet of the height valve 4 is connected to the second air spring 8, the air outlet of the height valve 5 is connected to the third air spring 9, and the air outlet of the height valve 6 is connected to the fourth air spring 10. The height valves 3 to 6 control the height of the air springs connected to them. When the load on the air spring increases, the height of the height valve decreases, and the air reservoir 2 replenishes air to the air spring through the height valve until the height valve returns to normal height. When the load on the air spring decreases, the height of the height valve increases, and the air in the air spring is discharged to the atmosphere through the height valve until the height valve returns to normal height. Therefore, changes in sprung load affect the air spring's air consumption. Structural abnormalities in the air source assembly 1 will affect the air supply speed and duration of the air source assembly 1, but will not affect the air spring's air consumption. The air circuit refers to the piping between the air source assembly 1 and the air reservoir 2, the piping between the air reservoir 2 and each level valve, and the piping between each level valve and the air spring.

[0054] In combination with the above scenario, it can be seen that in the prior art, when the sprung load in the air source system changes, it will also cause an abnormal change rate of the total air pressure, and there is a technical problem that leakage in the air path of the air source system cannot be identified in time.

[0055] The fault monitoring method provided in the present application, through dual monitoring of changes in gas consumption and vehicle load, eliminates the interference of gas consumption caused by load changes under large passenger flow conditions on leakage judgment, accurately identifies gas circuit leakage faults, ensures the normal operation and safety of the vehicle, and has high accuracy; secondly, through real-time monitoring and analysis, it can issue an early warning at the early stage of the leakage problem and carry out timely maintenance to avoid brake failure or other equipment failures caused by leakage.

[0056] The following specific embodiments describe in detail the technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0057] Under normal load, the air source system provides sufficient compressed air for the vehicle's air brake system, air springs, pantographs and other equipment, mainly to meet the normal operation requirements of these equipment and ensure the safe, stable and reliable operation of the vehicle.

[0058] The present application provides a fault monitoring method, such as Figure 2 As shown, Figure 2 This is a flowchart of a fault monitoring method provided in an embodiment of the present application, which includes the following steps:

[0059] Step S201: Obtain the air consumption of the air source assembly of the vehicle air source system and the vehicle load during a monitoring period.

[0060] Specifically, please refer to Figure 1 When the air circuit is normal, that is, when there is no leakage fault in the air circuit, the air source assembly maintains the air pressure in the air reservoir 2 within a certain air pressure range, for example, within 7bar-9bar. The air consumption of the air source assembly can be monitored by setting a sensor on the air reservoir or setting a flow meter on the air pipe. Optionally, the air consumption of the air source assembly can also be characterized by the downtime of the air source assembly. During normal operation, the air source assembly will start and stop regularly to maintain the system pressure within the set range value. For example, when the air pressure in the air reservoir is lower than 7bar, the air source assembly 1 starts; when the air pressure in the air reservoir is higher than 9bar, the air source assembly 1 stops running. The downtime refers to the time period when the air source assembly stops running. By monitoring the downtime of the air source assembly 1, it is possible to understand the pressure maintenance of the air source system during the downtime of the air source assembly. Optionally, the air source assembly is an air compressor.

[0061] Vehicle load refers to the weight of passengers and cargo on a vehicle. Changes in the load can affect the vehicle's air demand. For example, air springs need to adjust air pressure based on the load to maintain vehicle height. In other embodiments, changes in vehicle load can be detected by sensors or vehicle control systems.

[0062] Step S202: Based on the changes in air consumption and vehicle load, monitor whether there is an air circuit leakage fault in the air source system, where the air circuit is the pipeline from the output end of the air source assembly to the load.

[0063] Specifically, compressed air within the air supply system is primarily used to maintain normal vehicle operation (e.g., air springs, brake systems, etc.). By analyzing the air supply assembly's air consumption and changes in vehicle load during the monitoring period, we can rule out the possibility that the air supply assembly's air consumption is not due to changes in vehicle load and, therefore, determine that the air supply assembly's air consumption during the monitoring period is related to an air line leakage fault.

[0064] This application can effectively eliminate normal pressure fluctuations caused by load changes and improve the accuracy of leakage monitoring by comprehensively considering air consumption and load changes; secondly, through real-time monitoring and analysis, it can issue an early warning at the early stage of the leakage problem and carry out maintenance to avoid brake failure or other equipment failures caused by leakage.

[0065] This solution can be applied to the daily maintenance of rail vehicles such as subways, light rails, and smart trams to promptly detect air leakage problems and ensure the safe operation of vehicles. Through real-time monitoring and analysis, early warnings can be issued at the early stages of leakage problems to avoid brake failure or other equipment failures caused by leakage.

[0066] In one embodiment, step S202, as Figure 3 As shown, Figure 3 A flowchart of a fault monitoring method provided in an embodiment of the present application specifically includes the following steps:

[0067] Step S301: Obtain an average load change of the vehicle during a monitoring period based on changes in the vehicle load.

[0068] Specifically, within the same monitoring period, each change in the vehicle load is recorded, and the average value of these load changes is calculated to obtain the average load change.

[0069] Step S302: If the air consumption is greater than or equal to the first threshold, and the average load change is less than or equal to the second threshold, it is determined that there is an air leakage fault in the air source system.

[0070] Specifically, two thresholds are set: a first threshold and a second threshold. If the air consumption is less than the first threshold, it means that the air source system is operating normally, the air consumption is normal, and there is no air circuit leakage fault; if the average load change rate is greater than the second threshold, it means that the vehicle's load changes significantly, resulting in an increase in the air spring's air consumption. If the air consumption is greater than or equal to the first threshold, and the average load change is greater than the second threshold, it can be determined that the reason for the increase in air consumption in the air circuit of the air source system is due to the large load change, resulting in increased air consumption, or the increase in air consumption due to leakage in the air circuit. Therefore, if the air consumption is greater than or equal to the first threshold, and the average load change is less than or equal to the second threshold, normal pressure fluctuations caused by load changes can be effectively eliminated, improving the accuracy of leakage monitoring. Secondly, when the air consumption is greater than or equal to the first threshold, and the average load change is less than or equal to the second threshold, it is determined that there is an air circuit leakage fault in the air source system, and an early warning is issued, and the vehicle is taken offline for inspection as soon as possible to ensure vehicle safety while avoiding unnecessary energy waste and equipment damage.

[0071] In one embodiment, the first threshold is based on the air consumption of the air source assembly when there is no air leakage fault in the air source system.

[0072] In one embodiment, step S201 specifically includes the following steps:

[0073] Obtain the downtime of the air source assembly during the monitoring period; the downtime is used to characterize the air consumption.

[0074] Specifically, under normal circumstances, when the air source assembly is shut down, the air pressure in the air source system will gradually drop, but the rate of drop is slow; if the vehicle load changes slightly, the system pressure drop rate will be relatively stable. However, if there is a leak in the air circuit, even if the air source assembly is shut down, the system pressure will drop rapidly, and the rate of drop will be significantly faster than normal. The present application analyzes the air pressure conditions inside the air source system through downtime and load changes to determine whether there is a leak in the air circuit of the air source system. If the pressure drop rate is not proportional to the load change, it indicates that there may be a leak. This solution does not require the addition of additional sensors or hardware equipment, and can achieve leakage monitoring using existing vehicle operation data, reducing cost and complexity.

[0075] In one embodiment, step S202 specifically includes the following steps:

[0076] Based on the downtime, the average downtime of the air source assembly during the monitoring period is obtained.

[0077] Specifically, the monitoring period can be determined based on the daily running time or parking time of the rail vehicle, which is not limited in this application.

[0078] If the average downtime is less than or equal to the third threshold, and the average load change is less than or equal to the second threshold, it is determined that there is an air leakage fault in the air source system.

[0079] Specifically, if the average downtime is greater than the third threshold, it means that the air source assembly is working normally, the air consumption is normal, and there is no air leakage; if the average load change is greater than the second threshold, it means that the vehicle load change is large during the monitoring period, which will cause the air spring's air consumption to increase. If the average downtime is less than or equal to the third threshold, and the average load change is greater than the second threshold, it means that during the monitoring period, the increase in air consumption is due to the large load change, which leads to an increase in air consumption of the air spring, or there is a leak in the air circuit, causing the increase in air consumption. Therefore, if the average downtime is less than or equal to the third threshold, and the average load change is less than or equal to the second threshold, it means that during the monitoring period, the air source assembly downtime is short, and the vehicle load change is small, but the system pressure still drops rapidly, which indicates that there may be an air circuit leak in the air source system. The present application monitors the average downtime of the air source system and the average change in vehicle load, and comprehensively considers whether there is an air circuit leakage. When the average downtime is less than or equal to the third threshold, and the average load change is less than or equal to the second threshold, it is determined that there is an air circuit leakage, then an early warning is issued, and the vehicle is taken offline for inspection as soon as possible to ensure vehicle safety while avoiding unnecessary energy waste and equipment damage.

[0080] In actual operation, the downtime of the wind source system and the vehicle load may be affected by many factors, such as the instantaneous boarding and alighting of passengers, short-term changes in the operating status of the vehicle, etc. These instantaneous changes may cause fluctuations in the data, thereby affecting the accuracy of fault monitoring. This solution can smooth these instantaneous fluctuations by calculating the average downtime and average load change to obtain more stable and representative data. This application uses the average downtime and average load change to more accurately reflect the overall operating status of the system during the monitoring period, and integrates multiple data within the monitoring period to more comprehensively evaluate the operating status of the system; only when the average downtime and average load change meet specific threshold conditions, is it judged that the system has a leak, which can effectively reduce misjudgment; secondly, the average value can reflect the overall operating trend of the system over a longer period of time, not just the status at a certain moment. This is very important for monitoring whether there is a potential leakage problem in the system, because leakage may be a gradual development process rather than an instantaneous event.

[0081] This application uses an average value to smooth data fluctuations, improve monitoring reliability, reflect the overall operating status of the system, simplify calculations and judgments, and adapt to dynamic changes in vehicle operation. This method can more accurately monitor whether there are air leakage faults in the air supply system, while reducing the possibility of misjudgment and missed detection.

[0082] In one embodiment, adjusting the monitoring period can further optimize the calculation of the average value to make it more suitable for different application scenarios and operating environments.

[0083] In one embodiment, step S302 specifically includes the following steps:

[0084] The sampling points of the vehicle load are obtained at certain sampling intervals during the monitoring period.

[0085] Specifically, an appropriate sampling interval is set as needed, such as every minute or every five minutes. This interval should be short enough to capture rapid changes in load, but not too short to avoid excessive data volume and computational complexity. At the start of each sampling interval, vehicle load data is acquired by the vehicle load sensor or vehicle control system and recorded as a sampling point.

[0086] The change in vehicle load is obtained based on the sampling points and sampling intervals of the vehicle load.

[0087] Specifically, for each sampling interval, the load difference between two adjacent sampling points, i.e., the load variation, is calculated. For example, if the load of the i-th sampling point is K i , the load of the i+1th sampling point is K i+1 , then the load change in the i-th sampling interval is ΔK i = K i+1 -K i .

[0088] Alternatively, since the load change may be positive or negative, in order to reflect the magnitude of the load change, the absolute value of the load change is usually taken. .

[0089] The average load change of the vehicle during the monitoring period is obtained according to the monitoring period and the change in the vehicle load.

[0090] Specifically, during the monitoring period, the average value of the load changes in all sampling intervals is calculated, that is, the absolute values ​​of all load changes are added together and then divided by the number of sampling intervals. , where n is the number of sampling intervals in the monitoring period.

[0091] By calculating the average load change, the present application can more accurately reflect the overall load change of the vehicle during the monitoring period, thereby providing a more reliable basis for judging whether there is an air leakage fault in the air source system; the average load change can smooth out instantaneous load fluctuations and reduce misjudgments caused by accidental load changes; secondly, this method can adapt to different vehicle operating conditions and load change laws, and has good versatility and adaptability.

[0092] In one example, the initial load after the vehicle starts running is The load change of the vehicle within the first minute after the vehicle starts running is , the load change of the vehicle within 2 minutes after the vehicle starts running is , and so on, the average load change of the vehicle within 1 hour is .

[0093] In one embodiment, the method further comprises the following steps:

[0094] The third threshold is obtained based on the average downtime of the air source assembly when there is no air leakage fault.

[0095] Specifically, the third threshold value can be set according to the average downtime. Usually, the third threshold value can be set to a certain percentage of the average downtime (such as 80% or 90%), or adjusted according to the actual operating conditions, which is not limited in this application. For example, if the average downtime is 10.5 minutes, the third threshold value can be set to 9 minutes (i.e., 85% of the average downtime). By setting the threshold value based on actual operating data, the present application can make the monitoring method more adaptable to the specific operating conditions of the vehicle and improve the accuracy and reliability of monitoring. The threshold value can be flexibly adjusted according to the operating characteristics and load conditions of different vehicles to ensure the universality of the monitoring method. Secondly, reasonable threshold value setting can effectively reduce misjudgment caused by normal operating fluctuations and improve the accuracy of fault monitoring.

[0096] In one embodiment, the method further comprises the following steps:

[0097] A second threshold value is obtained based on the empty load and the fully loaded load of the vehicle.

[0098] Specifically, the difference between the unloaded load and the fully loaded load is calculated. This difference reflects the maximum load variation range that the vehicle may encounter during operation. The second threshold value can be set based on the load variation range. Typically, the second threshold value can be set to a certain percentage of the load variation range (e.g., 50% or 60%), or adjusted based on actual operating conditions, which is not limited in this application.

[0099] In one embodiment, the third threshold is the product of the first set value and the average downtime of the air source assembly when there is no air path fault.

[0100] In one embodiment, the second threshold is a calculation result of dividing the difference between the no-load load and the full-load load by the second set value.

[0101] This application improves the accuracy and reliability of air leakage monitoring in the air source system through scientific and reasonable threshold setting, providing strong guarantee for the safe operation of rail transit vehicles.

[0102] This application will be explained with an example, assuming that the average downtime of the wind source assembly 1 in normal operation is That is the third threshold, set the vehicle no-load load to K min , full load is K max , the second threshold is (K max -K min ) / 10. When the average downtime of the wind source assembly 1 within 1 hour is t ≤ 2t0 / 3, if At this time, when the average downtime of the air source assembly 1 is less than the third threshold, it can be considered that the air source assembly 1 is frequently replenishing air. However, it is not certain whether it is caused by load change or output air leakage. Therefore, it is also necessary to judge the load change during normal operation of the vehicle. When the load change of the vehicle within the preset time is small, it is considered that the vehicle has an air leakage, rather than a large load. Then the output air leakage alarm is triggered and the vehicle is taken offline for inspection as soon as possible; if , it will prompt that the passenger flow is large and no action will be taken temporarily. In this way, it can be identified whether the vehicle's high gas consumption is caused by gas leakage or heavy vehicle load, making strategic judgment convenient and quick.

[0103] The embodiment of the present application provides a fault monitoring device 40, such as Figure 4 As shown, Figure 4 A fault monitoring device provided in one embodiment of the present application includes: an acquisition module 401 for acquiring the air consumption of the air source assembly of a vehicle air source system and the vehicle load during a monitoring period; and a determination module 402 for monitoring whether the air source system has an air circuit leakage fault based on changes in the air consumption and vehicle load. The air circuit is the pipeline from the air source assembly output port to the load.

[0104] In one embodiment, the acquisition module 401 is further configured to acquire an average load change of the vehicle during a monitoring period based on changes in the vehicle load.

[0105] The processing module 402 is further configured to determine that an air leakage fault exists in the air source system if the air consumption is greater than or equal to a first threshold and the average load variation is less than or equal to a second threshold.

[0106] In one embodiment, the acquisition module 401 is used to obtain the downtime of the air source assembly during the monitoring period; the downtime is used to represent the air consumption.

[0107] In one embodiment, the acquisition module 401 is further configured to acquire an average downtime of the wind source assembly within a monitoring period based on the downtime.

[0108] The processing module 402 is further configured to determine that an air leakage fault exists in the air source system if the average downtime is less than or equal to a third threshold and the average load change is less than or equal to a second threshold.

[0109] In one embodiment, the acquisition module 401 is further configured to acquire sampling points of the vehicle load at a certain sampling interval within a monitoring period; and to acquire a change in the vehicle load based on the sampling points and the sampling interval.

[0110] The processing module 402 is further configured to obtain an average load change of the vehicle during the monitoring period according to the monitoring period and the change in the vehicle load.

[0111] In one embodiment, the processing module 402 is further configured to obtain a third threshold value based on an average downtime of the wind source assembly when there is no fault.

[0112] In one embodiment, the processing module 402 is further configured to obtain a second threshold value based on an empty load and a fully loaded load of the vehicle.

[0113] The fault monitoring device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effects are similar and will not be described in detail in this embodiment.

[0114] An embodiment of the present application provides an electronic device, including: a memory, a processor;

[0115] Memory stores computer-executable instructions;

[0116] The processor executes the computer-executable instructions stored in the memory, so that the processor performs the above-mentioned method.

[0117] Figure 5 This is a schematic diagram of the structure of the electronic device provided in this application. Figure 5 As shown, the electronic device 500 provided in this embodiment includes: at least one processor 501 and a memory 502. Optionally, the electronic device 500 further includes a communication component 503. The processor 501, the memory 502 and the communication component 503 are connected via a bus 504.

[0118] In a specific implementation process, at least one processor 501 executes the computer-executable instructions stored in the memory 502, so that the at least one processor 501 performs the above method.

[0119] The specific implementation process of the processor 501 can be found in the above method embodiment. Its implementation principle and technical effects are similar and will not be repeated here in this embodiment.

[0120] An embodiment of the present application provides a wind source system, including the electronic device as described above.

[0121] An embodiment of the present application provides a vehicle, comprising the above-mentioned wind source system.

[0122] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the present invention may be directly implemented by a hardware processor or implemented by a combination of hardware and software modules in the processor.

[0123] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage.

[0124] A bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. Buses can be categorized as address buses, data buses, and control buses. For ease of illustration, the buses in the drawings of this application are not limited to just one bus or just one type of bus.

[0125] The present application also provides a computer program product, including a computer program, which implements the above method when executed by a processor.

[0126] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above method is implemented.

[0127] The readable storage medium may be implemented by any type of volatile or non-volatile memory device, or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium may be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0128] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be an integral part of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist in a device as discrete components.

[0129] The division of units is merely a logical functional division; actual implementations may employ alternative divisions, such as combining or integrating multiple units or components into another system, or omitting or disabling certain features. Furthermore, any direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection between devices or units, either through an interface, electrical, mechanical, or other means.

[0130] Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0131] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0132] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the portion that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the various embodiments of the method of the present invention. The aforementioned storage medium includes various media that can store program code, such as USB flash drives, mobile hard drives, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical disks.

[0133] Those skilled in the art will appreciate that all or part of the steps in the above-described method embodiments can be implemented using hardware associated with program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0134] Finally, it should be noted that those skilled in the art will readily identify other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses, or adaptations of the present invention that follow the general principles of the present invention and include common knowledge or customary techniques in the art not disclosed herein. The present invention is not limited to the precise structure described above and illustrated in the accompanying drawings, and various modifications and variations may be made without departing from the scope thereof. The scope of the present invention is limited solely by the appended claims.

Claims

1. A fault monitoring method, characterized in that: include: Obtain the air consumption of the air source assembly of the vehicle air source system and the vehicle load during the monitoring period; Based on the changes in the air consumption and the vehicle load, the air source system is monitored for air circuit leakage, where the air circuit is a pipeline from the output end of the air source assembly to the load.

2. The method according to claim 1, characterized in that The monitoring of whether there is an air leakage fault in the air source system based on the change in the air consumption and the vehicle load specifically includes: Obtaining an average load change of the vehicle within a monitoring period based on a change in the vehicle load; If the gas consumption is greater than or equal to a first threshold, and the average load change is less than or equal to a second threshold, it is determined that an air leakage fault exists in the air source system.

3. The method according to claim 2, characterized in that The obtaining of the air consumption of the air source assembly of the vehicle air source system during the monitoring period specifically includes: The downtime of the air source assembly within a monitoring period is obtained; the downtime is used to characterize the air consumption.

4. The method according to claim 3, characterized in that The monitoring of whether there is an air leakage fault in the air source system based on the change in the air consumption and the vehicle load specifically includes: Obtaining an average downtime of the wind source assembly within a monitoring period based on the downtime; If the average downtime is less than or equal to the third threshold, and the average load change is less than or equal to the second threshold, it is determined that there is an air leakage fault in the air source system.

5. The method according to claim 4, characterized in that The obtaining of an average load change of the vehicle within a monitoring period based on a change in the vehicle load specifically includes: Acquiring sampling points of the vehicle load at certain sampling intervals within a monitoring period; Obtaining a change in the vehicle load based on the sampling point and the sampling interval of the vehicle load; An average load change of the vehicle during the monitoring period is obtained according to the monitoring period and the change in the vehicle load.

6. The method according to claim 4, characterized in that The method further comprises: The third threshold is obtained based on the average downtime of the air source assembly when there is no air path leakage fault.

7. The method according to claim 4, characterized in that The method further comprises: The second threshold is obtained based on the empty load and the fully loaded load of the vehicle.

8. The method according to claim 6, characterized in that The third threshold is the product of the first set value and the average downtime of the wind source assembly when there is no fault.

9. The method according to claim 7, characterized in that The second threshold is a calculation result of dividing the difference between the no-load load and the full-load load by a second set value.

10. A fault monitoring device, characterized in that: include: An acquisition module, used to acquire the downtime of the air source assembly of the vehicle air source system and the vehicle load during a monitoring period; The determination module is used to monitor whether there is an air circuit leakage fault in the air source system based on the downtime and the change of the vehicle load, where the air circuit is a pipeline from the output end of the air source assembly to the load.

11. An electronic device, characterized in that: include: Memory, processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory, so that the processor performs the method according to any one of claims 1 to 9.

12. A wind source system, characterized in that: Comprising the electronic device as claimed in claim 11.

13. A vehicle, characterized in that: Including the wind source system according to claim 12.

14. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 9 when executed by a processor.

15. A computer program product, characterized in that The invention comprises a computer program, which implements the method according to any one of claims 1 to 9 when the computer program is executed by a processor.

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