Fault detection method of rail transit train and related device

Abstract

The invention discloses a fault detection method of a rail transit train and a related device, and relates to the field of rail transit, the system comprises two independent fault detection circuits, and the failure of any single circuit does not affect the normal work of the other circuit. The activation state of the cab and the fault state of each compartment are connected in series in a current loop, and only when the rail transit train is activated and at most one compartment breaks down, the current can smoothly run through the whole loop. And the fault state of each compartment is independently detected by the second relay and is reflected in a series loop, so that a decentralized detection network is formed. The diodes play a role in isolation and guiding, fault signals of two different carriages with faults detected in the first circuit and the second circuit can be superposed and identified, so that the first target relay is finally powered off, the scene that one carriage has a fault is not detected, and the fault detection efficiency is improved. And a scene in which more than one compartment has a fault can be accurately detected.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of rail transit, in particular to a fault detection method for rail transit train and related device. BACKGROUND

[0002] During the operation of the rail transit train, whether the car of the rail transit train has a fault will directly affect the operation safety of the entire rail transit train. Once the important function of the car is abnormal, the potential risk will increase sharply with the increase of the number of abnormal units, which poses a severe challenge to the operation safety of the rail transit train.

[0003] At present, the rail transit train is mainly detected by simple series or parallel connection of relays for detecting whether the car has a fault.

[0004] However, if only one car of the rail transit train has a fault, the train has a corresponding redundant design, which will not affect the operation safety of the train, but will immediately trigger the action of the existing technology relay, resulting in unnecessary braking. Therefore, it is necessary to provide a detection of the rail transit train for major faults. SUMMARY

[0005] In view of the above problems, the present application provides a fault detection method for rail transit train and related device, in order to realize the detection of major faults. The specific scheme is as follows:

[0006] The first aspect of the present application provides a fault detection system for rail transit train, the car of the rail transit train includes a head car, a tail car and at least one intermediate car, the system comprises: a first fault detection circuit, a second fault detection circuit, a controller, N diodes, and a first target relay for indicating whether at least two cars of the rail transit train have a fault, the N is the number of the car, the controller is respectively connected with the first fault detection circuit, the second fault detection circuit and the first target relay in communication;

[0007] The first fault detection circuit comprises: a first relay for indicating whether the driver's room of the head car is activated, and N-1 second relays, each of the second relays is used for indicating whether the head car and each of the intermediate cars has a fault, respectively, the first relay is connected with a first power supply, and the first relay and each of the second relays are connected in series according to the current direction of the first fault detection circuit;

[0008] The second fault detection circuit includes: N-1 third relays, each of the third relays being used to indicate at least whether a fault occurs in the trailing car and each of the intermediate cars, the third relays being connected in series according to the current direction of the second fault detection circuit, and at least the third relay for indicating whether a fault occurs in the trailing car being connected to the first target relay;

[0009] A second relay for at least indicating whether a fault occurs in the middle car adjacent to the rear car is connected to a first common terminal via a diode, the first common terminal being a common terminal of the first target relay and the third relay; a third relay for at least indicating whether a fault occurs in the middle car adjacent to the front car is connected to a second common terminal via a diode, the second common terminal being a common terminal of the first relay and the second relay;

[0010] The second relay and the third relay for indicating whether a fault occurs in the same intermediate carriage form a relay pair, and the positive contact of the second relay in the same relay pair is connected to the negative contact of the third relay in the same relay pair through a diode.

[0011] In a possible implementation, each of the second relays and each of the third relays includes a non-fault relay and an isolation relay, the contacts of each of the non-fault relays are normally open contacts, and the contacts of each of the isolation relays are normally closed contacts;

[0012] The non-fault relays in each of the second relays are used to respectively indicate whether the leading carriage and each of the intermediate carriages have faults, and the non-fault relays in each of the third relays are used to respectively indicate whether the trailing carriage and each of the intermediate carriages have faults;

[0013] The isolation relay in each of the second relays is used to indicate whether the leading carriage and each of the intermediate carriages are isolated, and the isolation relay in each of the third relays is used to indicate whether the trailing carriage and each of the intermediate carriages are isolated.

[0014] In a possible implementation, the first relay is an activation relay, and the contact of the activation relay is a normally open contact;

[0015] The first target relay is a non-major fault relay, and the contact of the non-major fault relay is a normally open contact;

[0016] The activation relay is used to indicate whether the driver's cab of the lead car is activated;

[0017] The no-major-failure relay is used to indicate whether at least two of the carriages of the rail transit train have failed.

[0018] In a possible implementation, the system further comprises a fourth relay used to indicate whether the cab of the tail carriage is activated;

[0019] The fourth relay is connected in series between the first target relay and a third relay used to indicate whether the tail carriage has failed;

[0020] The third relay used to indicate whether the tail carriage has failed is connected to the fourth relay;

[0021] A second relay used to indicate whether the intermediate carriage adjacent to the tail carriage has failed is connected to a first common end through a diode, and the first common end is a common end of the fourth relay and the third relay.

[0022] In a possible implementation, the system further comprises a third fault detection circuit, a fourth fault detection circuit, N diodes, and a second target relay used to indicate whether at least two carriages of the rail transit train have failed, and the controller is further connected in communication with the third fault detection circuit, the fourth fault detection circuit, and the second target relay respectively;

[0023] The third fault detection circuit comprises a fifth relay used to indicate whether the cab of the tail carriage is activated and N-1 sixth relays, each of which is used to indicate whether the tail carriage and each of the intermediate carriages has failed respectively, the fifth relay is connected to a second power supply, and the fifth relay and each of the sixth relays are connected in series according to the current direction of the third fault detection circuit;

[0024] The fourth fault detection circuit comprises a seventh relay used to indicate whether the head carriage has failed, and the seventh relay and each of the third relays are connected in series according to the current direction of the fourth fault detection circuit, and the seventh relay is connected to the second target relay;

[0025] A sixth relay used to indicate whether the intermediate carriage adjacent to the head carriage has failed is connected to a third common end through a diode, and the third common end is a common end of the second target relay and the seventh relay; and the third relay is connected to a fourth common end through a diode, and the fourth common end is a common end of the fifth relay and the sixth relay.

[0026] The sixth relay and the third relay, which are at least used to indicate whether a fault occurs in the same intermediate carriage, form a relay pair, and the positive contact of the sixth relay belonging to the same relay pair is connected to the negative contact of the seventh relay belonging to the same relay pair through a diode.

[0027] In a possible implementation, the system further includes a major fault indicator light, and the contact of the no-major-fault relay further includes a normally closed contact;

[0028] The major fault indicator light is connected to the normally closed contact of the no major fault relay.

[0029] A second aspect of the present application provides a rail transit train fault detection method, which is applied to any of the rail transit train fault detection systems described above, and the method comprises:

[0030] The controller controls the first relay to receive a first activation signal sent by the driver's cab of the leading car, each of the second relays to receive a first fault signal sent by the leading car and each of the middle cars, each of the third relays to receive a second fault signal sent by the trailing car and each of the middle cars, and the first target relay to receive a third fault signal sent by at least two cars;

[0031] The controller generates a fault detection result based on the first activation signal, the first fault signal, the second fault signal, and the third fault signal.

[0032] In one possible implementation, the system further includes a fourth relay for indicating whether the driver's cab of the trailing car is activated; the fourth relay is connected in series between the first target relay and a third relay for at least indicating whether a fault occurs in the trailing car; the third relay for at least indicating whether a fault occurs in the trailing car is connected to the fourth relay; a second relay for at least indicating whether a fault occurs in the middle car adjacent to the trailing car is connected to a first common terminal via a diode, the first common terminal being a common terminal of the fourth relay and the third relay;

[0033] The method further comprises:

[0034] The controller controls the fourth relay to receive a second activation signal sent by the driver's cab of the tail car;

[0035] The controller generates a fault detection result based on the first activation signal, the first fault signal, the second fault signal, and the third fault signal, including:

[0036] The controller generates the fault detection result based on the first activation signal, the first fault signal, the second fault signal, the third fault signal, and the second activation signal.

[0037] The third aspect of the present application provides a computer program product, comprising computer readable instructions, which, when executed on an electronic device, cause the electronic device to implement the fault detection method of the rail transit train according to the first aspect or any implementation manner of the first aspect.

[0038] The fourth aspect of the present application provides a computer storage medium, which carries one or more computer programs, which, when executed by an electronic device, can cause the electronic device to implement the fault detection method of the rail transit train according to the first aspect or any implementation manner of the first aspect.

[0039] By the technical scheme, the application provides a fault detection method for a rail transit train and a related device, the car of the rail transit train comprises a head car, a tail car and at least one intermediate car, the system comprises: a first fault detection circuit, a second fault detection circuit, a controller, N diodes and a first target relay for indicating whether at least two cars of the rail transit train are faulty, N is the number of cars, the controller is in communication connection with the first fault detection circuit, the second fault detection circuit and the first target relay respectively; two independent fault detection circuits are arranged, forming a natural hardware redundancy, and failure of any single circuit will not affect normal work of another circuit, greatly improving the availability and reliability of the system. The first fault detection circuit comprises: a first relay for indicating whether a cab of the head car is activated and N-1 second relays, each second relay is at least used for indicating whether the head car and each intermediate car is faulty respectively, the first relay is connected with a first power supply, and the first relay and each second relay are connected in series according to a current direction of the first fault detection circuit; the second fault detection circuit comprises: N-1 third relays, each third relay is at least used for indicating whether the tail car and each intermediate car is faulty respectively, each third relay is connected in series according to a current direction of the second fault detection circuit, and the third relay at least used for indicating whether the tail car is faulty is connected with the first target relay; the activated state of the cab and the fault state of each car are connected in a current loop, and only when the rail transit train is activated and at most one car is faulty, the current can smoothly pass through the entire loop, and this design converts logical judgment into existence or nonexistence of a physical path, which is extremely reliable. Moreover, the fault state of each car is independently detected by the second relay and reflected in the series loop, forming a decentralized detection network, avoiding the bottleneck and single-point fault risk of a single centralized controller. The second relay at least used for indicating whether an intermediate car adjacent to the tail car is faulty is connected with a first common end through a diode, the first common end is a common end of the first target relay and the third relay; the third relay at least used for indicating whether an intermediate car adjacent to the head car is faulty is connected with a second common end through a diode, the second common end is a common end of the first relay and the second relay; the second relay and the third relay at least used for indicating whether the same intermediate car is faulty are a relay pair, the positive pole contact of the second relay belonging to the same relay pair is connected with the negative pole contact of the third relay belonging to the same relay pair through a diode, the diode plays an isolation and guiding role, prevents reverse current flow from causing logical confusion, and ensures unidirectionality of the signal and correctness of the logic.Whether the fault is detected in the first circuit or the second circuit, the fault signals of the two different carriages can be superimposed to identify the fault, so that the first target relay is eventually de-energized, and the scene where one carriage fails to be detected and the scene where more than one carriage fails to be accurately detected are realized, and the detection of a major fault is realized. BRIEF DESCRIPTION OF DRAWINGS

[0040] The above and other features, advantages, and aspects of embodiments of the present disclosure will become more apparent by describing in detail the following specific embodiments thereof with reference to the attached drawings. Throughout the drawings, the same or similar reference numerals refer to the same or similar elements. It should be understood that the drawings are schematic and elements and features are not necessarily to scale.

[0041] Figure 1 A circuit diagram of a fault detection system of a rail transit train according to an embodiment of the present application is provided.

[0042] Figure 2 A circuit diagram of a fault detection system of a rail transit train according to an embodiment of the present application is provided.

[0043] Figure 3 A circuit diagram of a fault detection system of a rail transit train according to an embodiment of the present application is provided.

[0044] Figure 4 A circuit diagram of a fault detection system of a rail transit train according to an embodiment of the present application is provided.

[0045] Figure 5 A circuit diagram of a fault detection system of a rail transit train according to an embodiment of the present application is provided.

[0046] Figure 6 A circuit diagram of a fault detection system of a rail transit train according to an embodiment of the present application is provided.

[0047] Figure 7 A circuit diagram of a fault detection system of a rail transit train according to an embodiment of the present application is provided.

[0048] Figure 8 A circuit diagram of a fault detection system of a rail transit train according to an embodiment of the present application is provided.

[0049] Figure 9 A circuit diagram of a fault detection system of a rail transit train according to an embodiment of the present application is provided.

[0050] Figure 10A schematic flow chart of a method for detecting a fault in a rail transit train provided in an embodiment of the present application. DETAILED DESCRIPTION

[0051] The following describes the embodiments of the present application in conjunction with the accompanying drawings. The terms used in the implementation methods of the present application are only used to explain the specific embodiments of the present application and are not intended to limit the present application.

[0052] The embodiments of the present application are described below in conjunction with the accompanying drawings. Those skilled in the art will appreciate that, with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0053] The terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequential order. It should be understood that the terms used in this way can be interchangeable under appropriate circumstances, and this is merely a way of distinguishing the objects of the same attributes when describing them in the embodiments of the present application. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, so that the process, method, system, product or equipment comprising a series of units need not be limited to those units, but may include other units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0054] In order to detect major faults, the present application provides a rail transit train fault detection system. The rail transit train fault detection system provided by the present application is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0055] Please see the attached Figure 1 , Figure 1 This is a circuit diagram of a fault detection system for a rail transit train disclosed in an embodiment of the present application. The carriages of the rail transit train include a leading carriage, a trailing carriage and at least one intermediate carriage.

[0056] The system includes: a first fault detection circuit, a second fault detection circuit, a controller, N diodes, and a first target relay for indicating whether at least two carriages of a rail transit train have faults, where N is the number of carriages. The controller is respectively communicated with the first fault detection circuit, the second fault detection circuit, and the first target relay.

[0057] It should be noted that rail transit trains refer to train systems that run on fixed tracks, usually used for urban public transportation or intercity transportation, including subways, light rail, trains, etc., composed of multiple carriages, with fixed routes and timetables.

[0058] A car refers to the basic unit of a rail transit train, each car is an independent vehicle part, used to carry passengers or cargo, and the cars are connected through connectors to form a complete train. The head car refers to the first car at the front of the train, usually equipped with a cab and control equipment, responsible for guiding the train operation and providing power. The tail car refers to the last car at the end of the train, which may also be equipped with control equipment or used for balancing the train, and is symmetrical to the head car in some systems. The intermediate car refers to any car between the head car and the tail car, mainly used to carry passengers, usually without driving function, but may contain auxiliary equipment.

[0059] The second fault detection circuit and the first fault detection circuit refer to different electronic circuit systems throughout the cars in the rail transit train, used to monitor the fault status of each car in the rail transit train, collect signals (such as temperature, pressure or electrical abnormalities) at the detection points of the relays, and transmit the signals to the controller.

[0060] The controller refers to the central processing unit of the system, usually implemented by a microprocessor or programmable logic controller, responsible for receiving, processing and analyzing signals from the fault detection circuit, executing fault judgment logic, and controlling output devices such as relays. N diodes refer to the number of cars, and diodes are semiconductor devices that allow current to flow in one direction, used here for signal isolation or logic gate design in the circuit to prevent signal interference or backflow, ensuring the stability of the detection circuit. The first target relay refers to an electromagnetic switching device used to change the circuit state (such as on or off) according to the signal of the controller, here specifically used to indicate whether at least two cars have failed, when turned on, it will trigger a visual or audible alarm to remind the operator.

[0061] First, the basic elements that constitute the detection circuit body, such as power supply, relays and diodes, can be distributedly arranged in the on-board electrical cabinet of the car. Each car (head car, intermediate car, tail car) is equipped with a complete set of circuit hardware required to monitor its own state. The core advantage of this design is to facilitate wiring and greatly reduce cable length. All cable connections and device maintenance can be completed in the electrical cabinet of each car, without the need to lay long-distance cables to shuttle between cars, which not only simplifies the installation and debugging process, reduces cable cost and weight, but more importantly, reduces signal attenuation, electromagnetic interference and fault points that may be introduced by long-distance wiring. The on-board electrical cabinet of the car refers to a special cabinet installed inside each car, used to centrally place and manage all electrical control devices of the car, which is the power and control center at the car level.

[0062] Secondly, in order to realize the state linkage of the whole train system, signal transmission between cars is essential. The system ingeniously makes use of the inherent infrastructure of the train to connect these cross-car wires to the existing car end connector. The car end connector is a standardized interface between train cars for transmitting power, control and data signals (usually located near the coupler). By reusing this existing channel, the system avoids the need for additional complex cross-car wiring for new functions, greatly improving the feasibility and standardization of the project, and facilitating the installation and modification of existing trains. The car end connector is a standardized, modular electrical connection device, usually located at both ends of the rail transit train car, used to establish electrical connection of power, control signal, data communication and network between adjacent cars. When the cars are connected, the car end connector is automatically or manually connected, forming a complete train electrical network.

[0063] Finally, the first target relay, as the final output and execution unit of the system, is centrally arranged in the head car. This is because the head car is usually the control center of the train and the location of the driver's room. Placing the relay for the highest level of integrated alarm "indicating failure of at least two cars" in the head car ensures that the alarm signal can be connected to the train core control system or directly drive the alarm device in the driver's room with the shortest path, so that the driver can be informed of the major failure state in the first time and take appropriate measures, achieving efficient and centralized decision-making and response.

[0064] In this application, the first relay is an activation relay, and the contact of the activation relay is a normally open contact. The activation relay is used to indicate whether the driver's room of the head car is activated. The first target relay is a no major failure relay, and the contact of the no major failure relay is a normally open contact. The no major failure relay is used to indicate whether there is at least two cars in the rail transit train that have failed.

[0065] It should be noted that the function of the first relay (activation relay) is at the train level, and it only serves the head car itself. Its core role is to detect the control state of the driver's room of the car, i.e. to determine whether the head car is the master control end that currently dominates the train operation. Whether the coil of the relay is energized or not is directly controlled by the activation signal of the driver's room. When the driver's room is activated, the coil is powered on, and its normally open contact is closed, which will provide a key enable signal for the first failure detection circuit, indicating that the head car has the right to participate in and start the failure detection logic of the system. Conversely, if the driver's room is not activated (for example, the car is a passive trailer), the contact remains open, and the first failure detection circuit is considered invalid. This is a prerequisite for the system logic, ensuring that only the master control head car can trigger the subsequent failure judgment.

[0066] The first target relay (the "no major fault relay") functions at the train level and serves as the final output and arbiter for the entire system. The "no major fault" principle defines its operating logic: it is a safety relay that is energized in normal conditions and de-energized in fault conditions. Based on the redundant safety design of the train, a single car failure is considered acceptable, and the train can still operate at a degraded level. Therefore, when the controller detects that fewer than two cars have failed across all monitored systems (such as brakes and networks), it outputs a power signal to the relay's coil, energizing it. At this point, its normally open contacts close, signaling the train's core control system or driving indicator lights, indicating that there are no major faults. If the controller determines that two or more cars in any system have failed, it immediately de-energizes the relay's coil, causing its normally open contacts to open. This contact opening signals a major fault alarm, triggering the highest level of safety response, such as requiring the driver to take immediate emergency measures or automatically initiating a protective shutdown.

[0067] In the present application, each second relay and each third relay includes a normal relay and an isolation relay. The contacts of each normal relay are normally open contacts, and the contacts of each isolation relay are normally closed contacts. The normal relay in each second relay is used to indicate whether the leading car and each intermediate car have a fault, and the normal relay in each third relay is used to indicate whether the trailing car and each intermediate car have a fault. The isolation relay in each second relay is used to indicate whether the leading car and each intermediate car are isolated, and the isolation relay in each third relay is used to indicate whether the trailing car and each intermediate car are isolated.

[0068] It should be noted that each second relay and third relay is not a single relay, but a functional unit composed of a non-faulty relay and an isolation relay. This design embodies the idea of high safety and reliability, and its core purpose is to ensure that any failure of a car or manual isolation operation can be absolutely reliably reflected in the detection circuit of the entire train level. Each non-faulty relay is a vehicle-level monitoring unit, and its coil is controlled by the state of the corresponding system of the vehicle. When the system of the vehicle is working normally, its coil is powered on, and the normally open contact is closed; when the system fails, the coil loses power, and the normally open contact reopens. Therefore, the state of the contact directly and truly reflects the health of the device. Each isolation relay is an execution unit, and its coil is usually controlled by the driver's room isolating switch or control system. When the maintenance personnel or system considers that the function of the system of the vehicle needs to be isolated (withdrawn from marshalling operation), the coil will be powered on to make the normally closed contact open; in the normal state, the coil is not powered on, and the normally closed contact remains closed. The negative pole of the non-faulty relay is connected to the positive pole of the isolation relay, or the negative pole of the non-faulty relay is connected to the positive pole of the isolation relay, forming a strict "and" logic relationship. In order for the current to flow through the entire series loop, the car must be non-faulty (the normally open contact of the non-faulty relay is closed) and the car must not be isolated (the normally closed contact of the isolation relay is closed).

[0069] In the present application, the first fault detection circuit and the second fault detection circuit are used to monitor the state of each car of the train in real time, wherein the first fault detection circuit focuses on detecting key positions such as the head car and the intermediate cars, and the second fault detection circuit focuses on detecting key positions such as the intermediate cars and the tail car, to ensure comprehensive coverage of all cars. The controller, as the core processing unit of the system, continuously receives and processes signals from the two fault detection circuits, and determines whether at least two cars have failed simultaneously through built-in logic algorithms; N diodes may play a role in signal isolation and preventing current backflow in the circuit, to ensure the accuracy and reliability of the detection signal. When the controller confirms that the fault condition is met, it will send a control signal to the first target relay to make it act (such as being attracted or released), thereby triggering the indicating device (such as an indicator light or an alarm), to clearly indicate that the train has multiple faults, so that the operator can respond in time and maintain the safety of train operation.

[0070] The first fault detection circuit comprises a first relay for indicating whether the driver's room of the head car is activated, and N-1 second relays, each of which is used to indicate whether the head car and each intermediate car has failed, respectively. The first relay is connected to the first power supply, and the first relay and each second relay are connected in series according to the current direction of the first fault detection circuit.

[0071] The second fault detection circuit comprises N-1 third relays, each of which is used to indicate whether the tail car compartment and each intermediate car compartment has a fault, and each of which is connected in series according to the current direction of the second fault detection circuit, and the third relay used to indicate whether the tail car compartment has a fault is connected to the first target relay.

[0072] It should be noted that the first relay in the circuit, the energization of the coil thereof directly reflects whether the driver's room of the head car compartment is in an active state, that is, whether a driver is in place for operation, and it is the starting node of the first fault detection series circuit. The second relay refers to a group of N-1 relays, which are connected in series with the first relay. Each second relay is responsible for monitoring the state of the head car or an intermediate car compartment, and when the car compartment has a fault, the corresponding second relay will act. The third relay refers to a group of N-1 relays, which are connected in series to form the second fault detection circuit. Each third relay is responsible for monitoring the fault state of an intermediate car compartment or the tail car compartment.

[0073] The first power supply is an independent power supply device for providing working power for the first fault detection circuit, and is used to drive the coils of the first relay and the second relay in the series circuit or detect the contact state thereof.

[0074] In the present application, redundant detection can be achieved by two independent series fault detection circuits. The first fault detection circuit constitutes a complete current loop: it starts from the power provided by the first power supply, the current first flows through the first relay for indicating the active state of the driver's room of the head car compartment, and then sequentially flows through the N-1 second relays connected in series, each of which monitors the fault state of the head car compartment or an intermediate car compartment. The core logic of the loop is that when any one relay acts (such as opens) due to the fault of the car compartment monitored thereby, the entire series circuit is disconnected, and the current cannot flow. The second fault detection circuit adopts a similar series design, but it is composed of N-1 third relays, each of which monitors the fault state of the tail car compartment or an intermediate car compartment. The third relay monitoring the tail car compartment is directly connected to the first target relay.

[0075] The second relay used to indicate whether the intermediate car compartment adjacent to the tail car compartment has a fault is connected to the first common end through a diode, and the first common end is the common end of the first target relay and the third relay. The third relay used to indicate whether the intermediate car compartment adjacent to the head car compartment has a fault is connected to the second common end through a diode, and the second common end is the common end of the first relay and the second relay.

[0076] The second relay and the third relay for indicating whether the same intermediate car compartment has a fault are a relay pair. The positive pole contact of the second relay belonging to the same relay pair is connected to the negative pole contact of the third relay belonging to the same relay pair through a diode.

[0077] It should be noted that the first common end refers to a common circuit connection node, which is physically a converging connection point of the positive pole contact of the first target relay and the negative pole contact of the third relay for indicating the fault of the tail car compartment. The second common end also refers to a common circuit connection node, which is physically a converging connection point of the negative pole contact of the first relay and the positive pole contact of the second relay for indicating the fault of the head car compartment. The relay pair refers to two relays assigned by the system for jointly monitoring the fault status of the same intermediate car compartment, which belong to the first fault detection circuit (the second relay) and the second fault detection circuit (the third relay) respectively. The positive pole contact refers to the side contact of the relay where the current is expected to flow in or the potential is relatively high; the negative pole contact is opposite to the positive pole contact, and refers to the side contact where the current is expected to flow out or the potential is relatively low.

[0078] In the present application, the part of the circuit design intelligently associates the originally independent first and second fault detection circuits by introducing the two key nodes of the first common end and the second common end, and using the unidirectional conduction characteristic of the diode, to realize the cross verification and logic synthesis of the fault status of the car compartment at a specific position.

[0079] Specifically, the fault status of the head car compartment is only coded into the first fault detection circuit through a second relay; the fault status of the tail car compartment is only coded into the second fault detection circuit through a third relay; and the fault status of each intermediate car compartment is simultaneously coded into both circuits through a relay pair (i.e. a second relay and a third relay). This design means that any single point fault, whether it is the head car, the tail car or any intermediate car, will only cause one of the detection circuits to be open. For example, the head car fault only causes the first fault detection circuit to be open, the tail car fault only causes the second fault detection circuit to be open, and the fault of an intermediate car compartment will trigger the relay pair belonging to it, but due to the presence of the diode and the connection mode of the common end, its effect is equivalent to injecting an open signal into both fault detection circuits at the same time, and the result is still that only one fault detection circuit will be open. The controller monitors the on-off state of the two circuits, and when it is detected that only one circuit is open, it is judged as a single car compartment fault, at which time the first target relay will not be triggered. For ease of understanding, please refer to Figure 2 Figure 3 Figure 4 Figure 2 a circuit diagram of a fault detection system of a rail transit train in which a fault occurs in a head car compartment provided by an embodiment of the present application;​​​Figure 3 A circuit diagram of a fault detection system of a rail transit train with a fault occurring in a head car is provided in an embodiment of the present application; Figure 4 A circuit diagram of a fault detection system of a rail transit train with a fault occurring in a tail car is provided in an embodiment of the present application.

[0080] Only when two independent and unrelated fault points occur at the same time, for example, the head car fault causes the first fault detection circuit to be open, and the tail car fault causes the second fault detection circuit to be open, or the head car fault and a middle car fault, or the tail car fault and a middle car fault, or two different middle cars have faults, the first fault detection circuit and the second fault detection circuit are simultaneously open. This double open circuit state is a strong logic signal, which is interpreted by the controller as the presence of at least two fault points, thereby driving the first target relay to act, issuing a comprehensive fault alarm representing a higher emergency level. For ease of understanding, please refer to Figure 5 、 Figure 6 、 Figure 7 and Figure 8 , Figure 5 A circuit diagram of a fault detection system of a rail transit train with a fault occurring in a head car and a middle car is provided in an embodiment of the present application; Figure 6 A circuit diagram of a fault detection system of a rail transit train with a fault occurring in a middle car and a middle car is provided in an embodiment of the present application; Figure 7 A circuit diagram of a fault detection system of a rail transit train with a fault occurring in a middle car and a tail car is provided in an embodiment of the present application; Figure 8 A circuit diagram of a fault detection system of a rail transit train with a fault occurring in a head car and a tail car is provided in an embodiment of the present application.

[0081] Further, the system can further include a fourth relay for indicating whether the cab of the tail car is activated. The fourth relay is connected in series between the first target relay and at least a third relay for indicating whether a fault occurs in the tail car. The third relay for indicating whether a fault occurs in the tail car is connected to the fourth relay. The second relay for indicating whether a fault occurs in the middle car adjacent to the tail car is connected to a first common terminal through a diode, and the first common terminal is a common terminal of the fourth relay and the third relay.

[0082] In this application, the fourth relay is fully equivalent to the first relay (activation relay) on the head car side, but it serves the tail car. Its coil is controlled by the driver's room activation signal of the tail car. Since the train passing circuit interlocking ensures that only one driver's room can be activated in a train (i.e. only one key can be effective in one end driver's room), therefore in actual operation, the first relay and the fourth relay will never be attracted at the same time. This ensures that only one of the first fault detection circuit and the second fault detection circuit is truly effective at the same time, and is controlled by the detection loop of the activated end driver's room.

[0083] Further, the system also includes a major fault indicator, and the contacts of the no major fault relay also include normally closed contacts.

[0084] The major fault indicator is connected to the normally closed contacts of the no major fault relay.

[0085] In this application, in addition to the core fault judgment logic, an audible and visual alarm function directly facing the operating personnel (such as the driver) is added. This function is realized by using the normally closed contacts of the no major fault relay. The no major fault relay is a multi-contact relay, and the power-on and power-off of its coil controls the synchronous action of multiple sets of contacts. As described above, its normally open contact is used to send a normal signal (contact closed) or a major fault signal (contact open) to the train control system. In this paragraph, its normally closed contact is specially used to drive an independent major fault indicator.

[0086] When the train is in normal state, i.e. the train has no major fault, the controller's judgment result is no major fault, so the power supply to the coil of the no major fault relay is turned on. After the coil is powered on, the normally open contact is closed, and the train control system is reported to be normal. The normally closed contact is open, and since the circuit of the major fault indicator is connected through this normally closed contact, once the contact is open, the power supply circuit of the indicator is cut off. At this time, the major fault indicator is extinguished, and a visual signal of system normality and no alarm is transmitted to the driver.

[0087] When the train is in abnormal state, i.e. the train has a major fault: the controller's judgment result is that there is a major fault, so the power supply to the coil of the no major fault relay is cut off. After the coil is powered off, all its contacts are reset, the normally open contact is open, and the train control system is reported to be faulty. The normally closed contact is closed, which instantly connects the circuit of the major fault indicator, and the indicator is powered on immediately after being powered on, emitting a bright (usually red) light signal, directly and clearly warning the driver that the train is in a dangerous state and needs to take immediate action.

[0088] Furthermore, the system may also include a third fault detection circuit, a fourth fault detection circuit, N diodes, and a second target relay for indicating whether at least two cars in the rail transit train have failed. The controller is further communicatively connected to the third fault detection circuit, the fourth fault detection circuit, and the second target relay. The third fault detection circuit includes a fifth relay for indicating whether the driver's cab of the tail car is activated, and N-1 sixth relays, each sixth relay being used to indicate at least whether a fault has occurred in the tail car and each intermediate car. The fifth relay is connected to a second power source, and the fifth relay and each sixth relay are connected in series in the direction of current flow of the third fault detection circuit. The fourth fault detection circuit includes a seventh relay, which is used to indicate at least whether a fault has occurred in the lead car. The seventh relay and each third relay are connected in series in the direction of current flow of the fourth fault detection circuit, and the seventh relay is connected to the second target relay. The sixth relay, which is used to indicate at least whether a fault has occurred in an intermediate car adjacent to the lead car, is connected to a third common terminal via a diode. The third common terminal is a common terminal for the second target relay and the seventh relay. The third relay is connected to a fourth common terminal via a diode. The fourth common terminal serves as a common terminal for the fifth and sixth relays. The sixth relay, which is used to indicate whether a fault has occurred in at least the same middle car, and the third relay form a relay pair. The positive contact of the sixth relay in the relay pair is connected to the negative contact of the third relay in the relay pair via a diode.

[0089] In the present application, the bidirectional redundancy and high reliability of train fault detection are realized by constructing completely symmetrical mirror circuits. In addition to the existing first and second fault detection circuits (serving the head car activation scenario), a third and fourth fault detection circuit (serving the tail car activation scenario) and a second target relay are added. The third circuit is mirror symmetric with the first circuit, and its structure includes a series loop composed of a fifth relay and N-1 sixth relays. The fourth circuit is mirror symmetric with the second circuit, and it includes a series loop composed of N-1 seventh relays. This design ensures that no matter whether the driving end of the train is the head car or the tail car, i.e., whether the first relay or the fifth relay is activated, there is a complete fault detection logic in the system starting from the currently activated end. The two circuits are completely consistent in physical connection, and the connection mode (such as connecting to the third and fourth common ends through diodes and interconnecting with each other) of the relay pair (sixth relay and seventh relay) in each intermediate car is also mirror symmetric at the head and tail ends. Ultimately, this layout of adding mirror circuits to each car makes the train not need to distinguish between fixed heads and tails. After either end is activated, the corresponding first target relay or second target relay can independently complete the accurate judgment of the fault of at least two carriages, realizing the true bidirectional counting function and greatly improving the flexibility and usability of the system.

[0090] Further, each sixth relay and each seventh relay includes a non-fault relay and an isolation relay, the contacts of each non-fault relay are normally open contacts, and the contacts of each isolation relay are normally closed contacts; the non-fault relays in each sixth relay are used to indicate whether the tail car (the head car in the actual running process) and each intermediate car have failed, respectively, and the non-fault relays in the seventh relay are used to indicate whether the head car (the tail car in the actual running process) has failed; the isolation relays in each sixth relay are used to indicate whether the head car (the head car in the actual running process) and each intermediate car have isolation, respectively, and the isolation relays in the seventh relay are used to indicate whether the tail car (the tail car in the actual running process) has isolation.

[0091] The sixth relay is an activation relay, and the contacts of the activation relay are normally open contacts; the second target relay is a non-critical fault relay, and the contacts of the non-critical fault relay are normally open contacts; the activation relay is used to indicate whether the driver's room of the tail car (the head car in the actual running process) is activated; the non-critical fault relay is used to indicate whether there is at least two carriages of the rail transit train have failed.

[0092] The system further comprises an eighth relay for indicating whether the cab of the head car (the tail car in actual operation) is activated; the eighth relay is connected in series between the second target relay and the seventh relay; the seventh relay is connected with the eighth relay; and the sixth relay for at least indicating whether the intermediate car adjacent to the head car (the tail car in actual operation) fails is connected with the third common end through a diode, and the third common end is a common end of the eighth relay and the seventh relay.

[0093] For the convenience of understanding, specific reference can be made to Figure 9 , Figure 9 Another circuit diagram of a fault detection system of a rail transit train provided by the embodiment of the present application.

[0094] In summary, the application provides a fault detection system for a rail transit train. The carriages of the rail transit train include a head carriage, a tail carriage and at least one intermediate carriage. The system includes a first fault detection circuit, a second fault detection circuit, a controller, N diodes, and a first target relay for indicating whether at least two carriages of the rail transit train have failed. N is the number of carriages. The controller is in communication connection with the first fault detection circuit, the second fault detection circuit and the first target relay. Two independent fault detection circuits are provided, forming a natural hardware redundancy. Failure of any single circuit will not affect the normal operation of the other circuit, greatly improving the availability and reliability of the system. The first fault detection circuit includes a first relay for indicating whether the driver's room of the head carriage is activated, and N-1 second relays for respectively indicating whether the head carriage and each intermediate carriage has failed. The first relay is connected to a first power supply. The first relay and the second relays are connected in series according to the current direction of the first fault detection circuit. The second fault detection circuit includes N-1 third relays for respectively indicating whether the tail carriage and each intermediate carriage has failed. The third relays are connected in series according to the current direction of the second fault detection circuit. The third relay for indicating whether the tail carriage has failed is connected to the first target relay. The activation state of the driver's room and the failure state of each carriage are connected in series in the current loop. Only when the rail transit train is activated and at most one carriage has failed, the current can smoothly pass through the entire loop. This design converts logical judgment into the existence or nonexistence of physical path, which is extremely reliable. The failure state of each carriage is independently detected by the second relays and reflected in the series loop, forming a decentralized detection network, avoiding the bottleneck and single-point failure risk of a single centralized controller. The second relay for indicating whether the intermediate carriage adjacent to the tail carriage has failed is connected to a first common end through a diode. The first common end is a common end of the first target relay and the third relay. The third relay for indicating whether the intermediate carriage adjacent to the head carriage has failed is connected to a second common end through a diode. The second common end is a common end of the first relay and the second relay. The second relay and the third relay for indicating whether the same intermediate carriage has failed are a relay pair. The positive pole contact of the second relay in the same relay pair is connected to the negative pole contact of the third relay in the same relay pair through a diode. The diode plays an isolation and guiding role, preventing reverse current flow from causing logical confusion, and ensuring the unidirectionality of the signal and the correctness of the logic.Whether the fault is detected in the first circuit or the second circuit, the fault signals of the two different carriages can be superimposed to identify the fault, so that the first target relay is eventually de-energized, and the scene where one carriage fails to detect a fault and the scene where more than one carriage fails to detect a fault can be accurately detected, and the detection of a major fault is realized.

[0095] The system has various forms of methods described in detail in the embodiments of the present application, and thus the method for detecting the fault of the rail transit train provided by the present application is further described in detail below in combination with the drawings and the specific embodiments.

[0096] Please refer to the accompanying Figure 10 , Figure 10 A flowchart of a fault detection method for a rail transit train is provided in the embodiments of the present application. The method can include the following steps:

[0097] Step S101: The controller controls the first relay to receive a first activation signal sent by the cab of the head carriage, the second relay to receive a first fault signal sent by the head carriage and each intermediate carriage, the third relay to receive a second fault signal sent by the tail carriage and each intermediate carriage, and the first target relay to receive a third fault signal sent by at least two carriages.

[0098] In the present application, the controller serves as the hub of the system, starts and coordinates the entire data acquisition process. It is not passive reception, but active control of the entire signal scheduling process. It can control the first relay to receive the first activation signal from the cab of the head carriage. The signal is a key enabling signal, which is used to confirm that the cab of the head carriage of the train has been activated and has obtained control, and is the premise for starting the entire fault detection process. It can control the second relay to receive the first fault signal from the head carriage and each intermediate carriage, respectively. These signals reflect the health status of the specific systems of these carriages. It controls the third relay to receive the second fault signal from the tail carriage and each intermediate carriage, respectively. It can control the first target relay to listen to whether there is a third fault signal. The third fault signal here is not directly from the carriage, but a comprehensive result after the previous logical processing, that is, when the fault signals of at least two carriages are valid at the same time, a high-level alarm signal is triggered.

[0099] Step S102: The controller generates a fault detection result based on the first activation signal, the first fault signal, the second fault signal, and the third fault signal.

[0100] In the present application, after all signal acquisition is completed, the controller enters the logic processing phase. It makes a comprehensive judgment based on all received signals. The controller will check the validity of the first activation signal, and then comprehensively analyze all first fault signals and second fault signals. The core algorithm is to judge whether two or more valid fault signals exist simultaneously in any monitored system dimension (i.e. the number of fault carriages ≥ 2). According to the judgment result, the controller generates the final fault detection result. If the number of faults is less than 2, the result is no major fault, and the controller will energize the first target relay coil; otherwise, the result is that there is a major fault, and the controller will cut off the power supply of the first target relay coil to drive the contact state to change, thereby triggering an alarm.

[0101] Further, the controller controls the fourth relay to receive the second activation signal sent by the driver's room of the tail car carriage. At this time, the controller can generate a fault detection result based on the first activation signal, the first fault signal, the second fault signal, the third fault signal and the second activation signal.

[0102] The system is configured with a fourth relay, and the controller also receives the second activation signal sent by the fourth relay. At this time, the logic of the controller is upgraded to first judge whether the effective activation end is the head car carriage or the tail car carriage, and then take the activation end as the benchmark to select the corresponding fault signal set for the above analysis, thereby generating a fault detection result. This ensures that the detection is accurate regardless of the direction of train operation.

[0103] In summary, the fault detection method for rail transit trains provided by the present application controls the controller to uniformly schedule and collect the first activation signal of the head car driver's room, the first fault signal covering the head car and the intermediate carriages, the second fault signal covering the tail car and the intermediate carriages, and listens to the third fault signal representing multiple faults; and based on these signals, a comprehensive logic judgment is made to generate an accurate fault detection result. Further, by introducing a fourth relay to receive the second activation signal from the tail car driver's room, the system can ensure that only one driver's room in a train can be activated. This method allows the train to operate at a degraded level when a single carriage fails, and only triggers the highest level of alarm when a multiple fault, a truly dangerous condition, is detected, thereby ensuring operational safety and greatly reducing the risk of false positives and false negatives.

[0104] The present application also provides a computer program product including computer readable instructions that, when executed on an electronic device, cause the electronic device to implement any of the fault detection methods for rail transit trains provided by the present application.

[0105] The embodiment of the present application further provides a computer readable storage medium, the storage medium carries one or more computer programs, when the one or more computer programs are executed by an electronic device, the electronic device can realize any fault detection method of the rail transit train provided by the embodiment of the present application.

[0106] In addition, it should be noted that the above-described device embodiments are merely illustrative, wherein the units described as separate components can or can not be physically separated, and the components displayed as units can or can not be physical units, i.e., can be located in one place or distributed on multiple network units. Part or all of the modules can be selected according to actual needs to achieve the purpose of the embodiment. In addition, the connection relationship between the modules in the device embodiment provided by the present application indicates that there is a communication connection between them, which can be implemented as one or more communication buses or signal lines.

[0107] Through the description of the above embodiments, those skilled in the art can clearly understand that the present application can be realized by means of software and necessary general hardware, and of course can also be realized by special hardware including special integrated circuits, special CPUs, special memories, special components, etc. Generally, functions completed by computer programs can be easily realized by corresponding hardware, and the specific hardware structure for realizing the same function can also be various, such as analog circuit, digital circuit or special circuit, etc. However, for the present application, software program implementation is a better embodiment. Based on this understanding, the technical solutions of the present application can be embodied in the form of software products, which are stored in readable storage media, such as computer floppy disks, U disks, mobile hard disks, ROM, RAM, magnetic or optical disks, etc., including a plurality of instructions for making a computer device (which can be a personal computer, a training device, or a network device, etc.) execute the methods described in various embodiments of the present application.

[0108] In the above embodiments, all or part can be realized by software, hardware, firmware or any combination thereof. When realized by software, it can be realized in the form of a computer program product in whole or in part.

[0109] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the processes or functions described in the embodiments of the present application are generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium, for example, the computer instructions can be transmitted from one website, computer, training device or data center to another website, computer, training device or data center through wired (such as coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (such as infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that can be stored by the computer or a data storage device such as a training device, a data center, etc. integrated with one or more available media sets. The available media can be a magnetic medium (for example, a floppy disk, a hard disk, a magnetic tape), an optical medium (for example, a DVD), or a semiconductor medium (for example, a solid state disk (SSD)), etc.

Claims

1. A rail transit train fault detection system, characterized in that: The rail transit train carriages include a leading carriage, a trailing carriage, and at least one intermediate carriage. The system includes: a first fault detection circuit, a second fault detection circuit, a controller, N diodes, and a first target relay for indicating whether at least two carriages of the rail transit train have faults, where N is the number of the carriages. The controller is communicatively connected to the first fault detection circuit, the second fault detection circuit, and the first target relay, respectively. The first fault detection circuit includes: a first relay for indicating whether the driver's cab of the lead car is activated and N-1 second relays, each second relay being used to indicate at least whether a fault occurs in the lead car and each of the intermediate cars, the first relay being connected to a first power source, and the first relay and each of the second relays being connected in series in the direction of current flow of the first fault detection circuit; The second fault detection circuit includes: N-1 third relays, each of the third relays being used to indicate at least whether a fault occurs in the trailing car and each of the intermediate cars, the third relays being connected in series according to the current direction of the second fault detection circuit, and at least the third relay for indicating whether a fault occurs in the trailing car being connected to the first target relay; A second relay for at least indicating whether a fault occurs in the middle car adjacent to the rear car is connected to a first common terminal via a diode, the first common terminal being a common terminal of the first target relay and the third relay; a third relay for at least indicating whether a fault occurs in the middle car adjacent to the front car is connected to a second common terminal via a diode, the second common terminal being a common terminal of the first relay and the second relay; The second relay and the third relay for indicating whether a fault occurs in the same intermediate carriage form a relay pair, and the positive contact of the second relay in the same relay pair is connected to the negative contact of the third relay in the same relay pair through a diode.

2. The rail transit train fault detection system according to claim 1, characterized in that: Each of the second relays and each of the third relays includes a non-fault relay and an isolation relay, the contacts of each of the non-fault relays are normally open contacts, and the contacts of each of the isolation relays are normally closed contacts; The non-fault relays in each of the second relays are used to respectively indicate whether the leading carriage and each of the intermediate carriages have faults, and the non-fault relays in each of the third relays are used to respectively indicate whether the trailing carriage and each of the intermediate carriages have faults; The isolation relay in each of the second relays is used to indicate whether the leading carriage and each of the intermediate carriages are isolated, and the isolation relay in each of the third relays is used to indicate whether the trailing carriage and each of the intermediate carriages are isolated.

3. The rail transit train fault detection system according to claim 1, characterized in that: The first relay is an activation relay, and the contact of the activation relay is a normally open contact; The first target relay is a non-major fault relay, and the contact of the non-major fault relay is a normally open contact; The activation relay is used to indicate whether the driver's cab of the lead car is activated; The no major fault relay is used to indicate whether there are at least two carriages of the rail transit train that have faults.

4. The rail transit train fault detection system according to claim 1, characterized in that: The system further includes a fourth relay for indicating whether the driver's cab of the trailing carriage is activated; The fourth relay is connected in series between the first target relay and a third relay for indicating at least whether a malfunction occurs in the trailing carriage; The third relay for indicating whether the tail carriage has a fault is connected to the fourth relay; The second relay for indicating whether the middle carriage adjacent to the tail carriage has a fault is connected to the first common terminal through a diode, and the first common terminal is the common terminal of the fourth relay and the third relay.

5. The rail transit train fault detection system according to claim 1, characterized in that: The system further includes a third fault detection circuit, a fourth fault detection circuit, N diodes, and a second target relay for indicating whether at least two carriages of the rail transit train have faults, and the controller is further communicatively connected to the third fault detection circuit, the fourth fault detection circuit, and the second target relay respectively; The third fault detection circuit includes: a fifth relay for indicating whether the driver's cab of the trailing car is activated and N-1 sixth relays, each of the sixth relays being used to indicate at least whether a fault has occurred in the trailing car and each of the middle cars, the fifth relay being connected to a second power source, and the fifth relay and each of the sixth relays being connected in series in the direction of current flow of the third fault detection circuit; The fourth fault detection circuit includes: a seventh relay, the seventh relay being used to indicate at least whether a fault occurs in the leading carriage, the seventh relay and each of the third relays being connected in series according to the current direction of the fourth fault detection circuit, and the seventh relay being connected to the second target relay; A sixth relay for indicating whether a fault occurs in at least the middle carriage adjacent to the lead carriage is connected to a third common terminal via a diode, the third common terminal being a common terminal of the second target relay and the seventh relay; the third relay is connected to a fourth common terminal via a diode, the fourth common terminal being a common terminal of the fifth relay and the sixth relay; The sixth relay and the third relay, which are at least used to indicate whether a fault occurs in the same intermediate carriage, form a relay pair, and the positive contact of the sixth relay belonging to the same relay pair is connected to the negative contact of the third relay belonging to the same relay pair through a diode.

6. The rail transit train fault detection system according to claim 3, characterized in that: The system further includes a major fault indicator light, and the contacts of the no-major-fault relay further include normally closed contacts; The major fault indicator light is connected to the normally closed contact of the no major fault relay.

7. A method for detecting a fault of a rail transit train, characterized in that: A fault detection system for a rail transit train according to any one of claims 1 to 6, the method comprising: The controller controls the first relay to receive a first activation signal sent by the driver's cab of the leading car, each of the second relays to receive a first fault signal sent by the leading car and each of the middle cars, each of the third relays to receive a second fault signal sent by the trailing car and each of the middle cars, and the first target relay to receive a third fault signal sent by at least two cars; The controller generates a fault detection result based on the first activation signal, the first fault signal, the second fault signal, and the third fault signal.

8. The rail transit train fault detection method according to claim 7, characterized in that: The system further includes a fourth relay for indicating whether the driver's cab of the trailing car is activated; the fourth relay is connected in series between the first target relay and a third relay for at least indicating whether a fault occurs in the trailing car; the third relay for at least indicating whether a fault occurs in the trailing car is connected to the fourth relay; a second relay for at least indicating whether a fault occurs in the middle car adjacent to the trailing car is connected to a first common terminal via a diode, the first common terminal being a common terminal of the fourth relay and the third relay; The method further comprises: The controller controls the fourth relay to receive a second activation signal sent by the driver's cab of the tail car; The controller generates a fault detection result based on the first activation signal, the first fault signal, the second fault signal, and the third fault signal, including: The controller generates the fault detection result based on the first activation signal, the first fault signal, the second fault signal, the third fault signal, and the second activation signal.

9. A computer program product, characterized in that It comprises computer-readable instructions, which, when executed on an electronic device, enable the electronic device to implement the rail transit train fault detection method as claimed in any one of claims 7 to 8.

10. A computer storage medium, characterized in that The storage medium carries one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement the rail transit train fault detection method as described in any one of claims 7 to 8.

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