Railway vehicle door control circuit fault positioning method and system
By introducing an LCU system into urban rail vehicles to replace relays and constructing a fault location model, the problem of relays being prone to failure was solved, enabling rapid and effective fault location and improving the reliability and maintenance efficiency of the door control circuit.
Patent Information
- Application Number
- CN202511016161.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-23
- Publication Date
- 2025-10-28
AI Technical Summary
The relays in the existing door opening and closing control circuits of urban rail vehicles are susceptible to high temperatures, vibrations, and dust, leading to frequent failures and high maintenance costs. The lack of effective fault location methods reduces the reliability and maintainability of the system.
A programmable logic control unit (LCU) is used to replace the relay to build the door control circuit. The LCU system collects and monitors status data, establishes a fault location model, and uses the MVB bus to transmit the fault point to the TCMS system display screen to achieve rapid fault location.
It improves the reliability and diagnosability of the door control circuit, enables rapid fault location, reduces maintenance costs, and enhances the real-time nature of fault location and maintenance efficiency.
Smart Images
Figure CN120848461A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of urban rail vehicle control technology, specifically to a method and system for locating faults in rail vehicle door control circuits. Background Technology
[0002] Currently, most urban rail vehicle door opening and closing control circuits consist of relays, using a large number of relay contacts for mutual exclusion to form the control logic. The control circuitry is complex, and the relays operate at a high frequency, averaging thousands of times per day. The disadvantages are that trains operate in complex environments such as high temperatures, vibration, and dust, which easily leads to relay failures in the control circuit. There are no simple and effective on-site operation guidelines or maintenance methods, and these critical relays need to be completely replaced every 3-5 years, resulting in high maintenance costs. Therefore, the complex wiring and relay devices in the door opening and closing control circuit reduce the reliability, maintainability, and economy of the vehicle system.
[0003] An LCU is a programmable logic control unit whose functions include logic control, redundancy design, self-diagnostic functions, fault location, and communication functions. Summary of the Invention
[0004] To address the risk of relay failure in urban rail trains, a large number of relays in the train control circuit are replaced by programmable logic control units (LCUs), making the train control circuit digital and visible. Combining this application characteristic, this invention patent provides a method and system for locating faults in the door control circuit of rail vehicles, thereby improving the real-time location and maintenance requirements of train faults.
[0005] To achieve the above objectives, the present invention adopts the following technical solution:
[0006] This invention discloses a fault location method for a rail vehicle door control circuit. The door control circuit is constructed by installing switches, relays, doors, a signaling system, an LCU (Low Voltage Control Unit), and a TCMS (Traffic Control System) on the train. The LCU and TCMS collect and monitor the status of the door control circuit. Simultaneously, the LCU performs logical calculations and executes door control commands, with a high-level active signal. When a door opening failure occurs, the LCU locates the fault point based on an established fault location model and transmits the fault point to the display screen of the TCMS system via the MVB bus.
[0007] The fault location process includes the following steps:
[0008] Step 1: Obtain real-time status data of the door control circuit;
[0009] This includes real-time acquisition of control data from the door opening command circuit and door enable circuit; collection of I / O data from the door control circuit, switch buttons, and relays via the LCU system; and receiving I / O data from the TCMS system via the MVB bus.
[0010] Step 2: Data structuring;
[0011] This includes structuring the acquired I / O data through the LCU system and converting the real-time acquired level signals into digital signals for LCU logic judgment;
[0012] Step 3: Select test points;
[0013] This includes selecting automatic door opening signals, manual door opening signals, and door controller door opening feedback signals based on the control principle of the rail vehicle door control system, designing the timing sequence to form a control program, judging the consistency between the door opening command and the door opening action, and judging whether there is a door opening fault.
[0014] Step 4: Construct a fault location model;
[0015] This includes analyzing all signals involved in the control loop based on the failure modes of the door opening control circuit, establishing fault logic expressions for key circuits, and forming a fault location model.
[0016] Step 5: Fault diagnosis push notification;
[0017] This includes using real-time data collected by the LCU system and a fault location model to eliminate normally functioning components in the control circuit. Finally, the located fault point is forwarded to the TCMS system via the MVB bus, displayed on the screen, and relevant handling measures are provided.
[0018] Furthermore, the I / O data collected by the LCU system for the door control circuit, switch buttons, and relays includes: driver's cab activation signal, automatic door opening signal, automatic door closing signal, ATC deactivation signal, ATC door enable signal, zero speed signal, zero speed bypass signal, enable bypass signal, manual door mode signal, semi-automatic door mode signal, automatic door mode signal, DOTCB power supply signal, DRCB power supply signal, door opening button signal, door closing button signal, execution unit one signal, and execution unit two signal.
[0019] Furthermore, the method in step 2 for structuring the acquired I / O data using the LCU system and converting the real-time acquired level signals into digital signals for LCU logic judgment includes:
[0020] The LCU system processes the real-time acquired signals into digital signals, which are then combined to form the conditions for the execution of execution unit one and execution unit two. The train will only perform the door opening action when both execution unit one and execution unit two are at a high level.
[0021] Furthermore, the logic for execution unit one and execution unit two to be at a high level is as follows:
[0022] Door opening control command logic: When the driver's cab activation signal is valid, the manual door mode signal and the door opening button signal are valid, and the door closing button signal is invalid. Then, the LCU outputs the door opening signal, the circuit is connected, and the actuator unit 1 is activated. Alternatively, when the driver's cab activation signal is valid, the automatic door opening signal is valid, and the automatic door closing signal is invalid. When the automatic door mode signal or the semi-automatic door mode signal is valid, the LCU outputs the door opening signal, the circuit is connected, and the actuator unit 1 is activated.
[0023] Door opening control enable logic: If the ATC cut-off signal is invalid and the ATC door enable signal is valid, then the LCU outputs the door opening enable signal, the circuit is connected, and the second actuator is activated; or if the door enable bypass signal, driver's cab activation signal, and door selection signal are all valid, and either the zero speed signal or the zero speed bypass signal is valid, then the LCU outputs the door opening enable signal, the circuit is connected, and the second actuator is activated.
[0024] Furthermore, in step 3, based on the control principle of the rail vehicle door control system, automatic door opening signal, manual door opening signal, and door controller door opening feedback signal are selected, and a timing design is performed to form a control program. The consistency between the door opening command and the door opening action is judged, and the methods for judging whether there is a door opening fault include:
[0025] Both the door opening command signal and the door controller feedback signal are valid. After the door opening command signal is issued and a certain time is delayed, the door controller will send a signal indicating that the door is open. If no feedback is sent after the time is up, the door opening is considered to be faulty.
[0026] Furthermore, the test point calculation logic includes:
[0027] Door opening command control fault logic: The driver's cab activation signal is valid, but the door controller's door opening position signal is invalid, and the execution unit does not move. When the door opening button signal is valid or the automatic door opening signal is valid, the LCU performs fault location judgment to determine the fault of the MID1 door opening command circuit.
[0028] Door opening enable circuit fault logic: The driver's cab activation signal is valid, but the door controller's door opening position signal is invalid, and the execution unit 2 does not operate. When the door opening button signal is valid or the automatic door opening signal is valid, the LCU performs fault location judgment to determine the fault of the MID2 door opening enable circuit.
[0029] Furthermore, the fault model constructed in step S4 includes:
[0030] Fault location logic circuit 1: If the MID1 door opening command circuit is faulty and the manual door mode signal is valid, and the door opening button signal and the door closing button signal are both invalid, then the LCU determines that the door opening button is faulty.
[0031] Fault location logic circuit 2: If the MID1 door opening command circuit is faulty, the manual door mode signal, the door opening button signal, and the door closing button signal are all valid, then the LCU determines that the door opening button is faulty.
[0032] Fault location logic circuit 3: If the MID1 door opening command circuit is faulty, and the automatic door mode signal, automatic door opening signal, and automatic door closing signal are all valid, then the LCU will determine that the automatic door closing is faulty.
[0033] Fault location logic circuit 4: If the MID1 door opening command circuit is faulty and the automatic door mode signal is valid, and the automatic door opening signal and the automatic door closing signal are both invalid, then the LCU will determine that the automatic door opening is faulty.
[0034] Fault location logic circuit 5: If execution unit 1 has an action and the DOTCB power supply signal is invalid, then the LCU determines that the DOTCB power supply circuit breaker is faulty;
[0035] Fault location logic circuit six: If the MID2 door opening enable circuit is faulty and the ATC cut-off signal and door opening enable signal are both invalid, then the LCU determines that the ATC door enable relay is faulty.
[0036] Fault location logic circuit seven: If the MID2 door opening enable circuit is faulty and the door opening enable signal is valid, but the ATC cut-off signal is invalid, then the LCU determines that the ATC cut-off switch is faulty.
[0037] Fault location logic circuit 8: If the MID2 door opening enable circuit is faulty, the door enable bypass signal and the door selection signal are all valid, and the zero speed signal is invalid, then the LCU determines that the zero speed relay is faulty.
[0038] Fault location logic circuit nine: If execution unit two operates and the DRCB power supply signal is invalid, then the LCU determines that the DRCB power supply circuit breaker is faulty.
[0039] Furthermore, step S5, fault diagnosis push, includes: the LCU system and the TCMS system are interconnected through the MVB bus to transmit data; the communication protocol sets the number of fault bits required for the fault model, which correspond to the fault location logic operation results of the required number of fault models, and are represented by digital values 0 and 1, where 0 indicates that there is no such fault and 1 indicates that there is such fault.
[0040] A fault location system for a rail vehicle door control circuit, used to implement any of the fault location methods for rail vehicle door control circuits described in the present invention.
[0041] Compared with the prior art, the beneficial effects of this application are:
[0042] 1. The LCU system participates in the door opening control circuit of the rail vehicle, improving the reliability and diagnosability of the control circuit;
[0043] 2. By investigating application examples, reasonable test points are selected as inputs for fault diagnosis. Based on this, a sound fault diagnosis mechanism is established to effectively fill the gap in the inability to locate specific fault points in the door control circuit.
[0044] 3. When a door opening malfunction occurs, the fault can be quickly located, making it convenient for drivers and maintenance personnel to quickly formulate operating measures and maintenance strategies. Attached Figure Description
[0045] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.
[0046] Figure 1 This is a network architecture diagram of the LCU system and TCMS system of this invention patent;
[0047] Figure 2 This is a schematic diagram of the LCU system interface of this invention patent;
[0048] Figure 3 This is the logic ladder diagram of the LCU system of this invention patent;
[0049] Figure 4 This is a flowchart of the fault location control process of this invention patent;
[0050] Figure 5 This is a fault location model diagram of the LCU system of this invention. Detailed Implementation
[0051] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.
[0052] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the layers related to the present invention and are not drawn according to the actual number, shape and size of the layers in the actual implementation. In the actual implementation, the form, number and proportion of each layer can be arbitrarily changed, and the layer layout may also be more complex.
[0053] Numerous details are explored in the following description to provide a more thorough explanation of embodiments of the invention; however, it will be apparent to those skilled in the art that embodiments of the invention may be practiced without these specific details.
[0054] A method for locating faults in the door control circuit of a rail vehicle; please refer to [link / reference]. Figure 1 The LCU system and the TCMS system are connected together on the MVB bus to achieve information exchange.
[0055] See also Figure 4 Fault location includes the following steps:
[0056] Step 1: Obtain real-time door status data: Please refer to Figure 2 The system acquires real-time control data from the door opening command circuit and door enable circuit. It collects I / O data from the door control circuit, switches, and relays via the LCU system, and receives I / O data from the TCMS system via the MVB bus. The I / O digital signals include:
[0057] The first input point of the LCU is connected to the normally open contact of the automatic door opening relay to determine whether there is an automatic door opening signal;
[0058] The second input point of the LCU is connected to the normally open contact of the automatic door closing relay to determine whether there is an automatic door closing signal.
[0059] The third input point of the LCU is connected to the normally open contact of the ATC enable relay to determine whether there is an ATC enable signal.
[0060] The fourth input point of the LCU is connected to the normally open contact of the driver's cab activation relay to determine whether there is a driver's cab activation signal.
[0061] The fifth input point of the LCU is connected to the normally open contact of the zero-speed relay to determine whether there is a zero-speed signal.
[0062] The sixth input point of the LCU is connected to the door opening button to determine whether there is a manual door opening signal;
[0063] The seventh input point of the LCU is connected to the door closing button to determine whether there is a manual door closing signal;
[0064] The eighth input point of the LCU is connected to the manual door mode switch to determine whether there is a manual door mode signal.
[0065] The ninth input point of the LCU is connected to the semi-automatic door mode switch to determine whether there is a semi-automatic door mode signal.
[0066] The tenth input point of the LCU is connected to the automatic door mode switch to determine whether there is an automatic door mode signal;
[0067] The eleventh input point of the LCU is connected to the zero-speed bypass switch to determine whether there is a zero-speed bypass signal.
[0068] The twelfth input point of the LCU is connected to the ATC cut-off switch to determine whether there is an ATC cut-off signal.
[0069] The thirteenth input point of the LCU is connected to the enable bypass switch to determine whether there is an enable bypass signal;
[0070] The fourteenth input point of the LCU and the DOTCB power supply circuit breaker are used to determine whether the power supply to the door opening command circuit is normal.
[0071] The fifteenth input point of the LCU and the DRCB power supply circuit breaker determine whether the power supply to the gate enable command circuit is normal.
[0072] The sixteenth input point of the LCU is connected to the door controller's door-open signal transmitter to determine whether the door is fully open (not shown in the figure);
[0073] The first output point of the LCU is connected to the first execution unit. When the output logic is true, it drives the first execution unit to act.
[0074] The second output point of the LCU is connected to the second execution unit. When the output logic is valid, it drives the second execution unit to perform the action.
[0075] Step 2: Data structuring: Please refer to Figure 3 The LCU system performs structured processing on the acquired I / O information, converting the real-time acquired level signals into digital signals for LCU logic judgment:
[0076] Door opening control command logic: When the driver's cab activation signal is valid, the manual door mode signal and the door opening button signal are valid, and the door closing button signal is invalid. Then, the LCU outputs the door opening signal, the circuit is connected, and the actuator unit 1 is activated. Alternatively, when the driver's cab activation signal is valid, the automatic door opening signal is valid, and the automatic door closing signal is invalid. When the automatic door mode signal or the semi-automatic door mode signal is valid, the LCU outputs the door opening signal, the circuit is connected, and the actuator unit 1 is activated.
[0077] That is, when the signal conditions of the driver's cab activation signal (valid) and (manual door mode signal (valid) and door open button signal (valid) and door close button signal (no)) or (automatic door mode signal (valid) or semi-automatic door mode signal (valid)) and automatic door open signal (valid) and automatic door close signal (no) are met, the LCU outputs a door open signal, the circuit is connected, and the actuator is driven to operate.
[0078] Door opening control enable logic: If the ATC cut-off signal is invalid and the ATC door enable signal is valid, then the LCU outputs the door opening enable signal, the circuit is connected, and the second actuator is activated; or if the door enable bypass signal, driver's cab activation signal, and door selection signal are all valid, and either the zero speed signal or the zero speed bypass signal is valid, then the LCU outputs the door opening enable signal, the circuit is connected, and the second actuator is activated.
[0079] That is, when the signal conditions of (ATC cut-off signal (no) and ATC door enable signal (valid)) or (door enable bypass signal (valid) and driver's cab activation signal (valid) and (zero speed signal (valid) or zero speed bypass signal (valid)) and door selection signal (valid)) are met, the LCU outputs the door opening enable signal, the line is connected, and the actuator unit II is driven to operate.
[0080] Step 3: Select test points: Please refer to Figure 5 Based on the control principle of the vehicle door control system, the automatic door opening signal, manual door opening signal, and door controller door opening position feedback signal are selected, and the timing is designed to form a control program to judge the consistency between the door opening command and the door opening action, and to determine whether there is a door opening fault.
[0081] The door opening command signal and the door controller feedback signal are both required. If the door opening command signal is issued, the door controller will provide a door opening status signal two seconds later. If no feedback is provided within the time limit, the door opening is considered to be faulty.
[0082] The test point operates according to the following logic in the LCU system:
[0083] Door opening command control fault logic: The driver's cab activation signal is valid, but the door controller's door opening position signal is invalid, and the execution unit does not move. When the door opening button signal is valid or the automatic door opening signal is valid, the LCU performs fault location judgment to determine the fault of the MID1 door opening command circuit.
[0084] That is, when the following conditions are met: driver's cab activation signal (valid), door opening button signal (valid) or automatic door opening signal (valid)), door controller door opening position signal (no), and execution unit one (no), the LCU will perform fault location judgment for the MID1 door opening command circuit fault.
[0085] Door opening enable circuit fault logic: The driver's cab activation signal is valid, but the door controller door opening position signal is invalid, and the second execution unit does not move. When the door opening button signal is valid or the automatic door opening signal is valid, the LCU performs fault location judgment to determine the fault of the MID2 door opening enable circuit.
[0086] That is, when the conditions are met, the LCU performs fault location judgment and the MID2 door opening enable circuit is faulty.
[0087] Step 4: Construct a fault location model: Please refer to [link / reference needed] Figure 5 Based on the failure modes of the door opening control circuit, all signals in the control loop are analyzed to establish fault logic expressions for key components, thus forming a fault location model:
[0088] Fault location logic circuit 1: If the MID1 door opening command circuit is faulty and the manual door mode signal is valid, and the door opening button signal and the door closing button signal are both invalid, then the LCU determines that the door opening button is faulty.
[0089] Fault location logic circuit 2: If the MID1 door opening command circuit is faulty, the manual door mode signal, the door opening button signal, and the door closing button signal are all valid, then the LCU determines that the door opening button is faulty.
[0090] Fault location logic circuit 3: If the MID1 door opening command circuit is faulty, and the automatic door mode signal, automatic door opening signal, and automatic door closing signal are all valid, then the LCU will determine that the automatic door closing is faulty.
[0091] Fault location logic circuit 4: If the MID1 door opening command circuit is faulty and the automatic door mode signal is valid, and the automatic door opening signal and the automatic door closing signal are both invalid, then the LCU will determine that the automatic door opening is faulty.
[0092] Fault location logic circuit 5: If execution unit 1 has an action and the DOTCB power supply signal is invalid, then the LCU determines that the DOTCB power supply circuit breaker is faulty;
[0093] Fault location logic circuit six: If the MID2 door opening enable circuit is faulty and the ATC cut-off signal and door opening enable signal are both invalid, then the LCU determines that the ATC door enable relay is faulty.
[0094] Fault location logic circuit seven: If the MID2 door opening enable circuit is faulty and the door opening enable signal is valid, but the ATC cut-off signal is invalid, then the LCU determines that the ATC cut-off switch is faulty.
[0095] Fault location logic circuit 8: If the MID2 door opening enable circuit is faulty, the door enable bypass signal and the door selection signal are all valid, and the zero speed signal is invalid, then the LCU determines that the zero speed relay is faulty.
[0096] Fault location logic circuit nine: If execution unit two has an action and the DRCB power supply signal is invalid, then the LCU determines that the DRCB power supply circuit breaker is faulty;
[0097] That is, fault location logic circuit one: MID1 door opening command circuit fault (valid) and manual door mode signal (valid) and door opening button signal (no) and door closing button signal (no), then the LCU judges that the door opening button is faulty;
[0098] Fault location logic circuit 2: If the MID1 door opening command circuit is faulty (valid), the manual door mode signal is valid, the door opening button signal is valid, and the door closing button signal is valid, then the LCU determines that the door opening button is faulty.
[0099] Fault location logic circuit 3: If the MID1 door opening command circuit is faulty (valid), and the automatic door mode signal is valid, and the automatic door opening signal is valid, and the automatic door closing signal is valid, then the LCU will determine that the automatic door closing is faulty;
[0100] Fault location logic circuit 4: If the MID1 door opening command circuit is faulty (valid), and the automatic door mode signal is valid, and the automatic door opening signal is absent, and the automatic door closing signal is absent, then the LCU will determine that the automatic door opening is faulty;
[0101] Fault location logic circuit five: If execution unit one (valid) and DOTCB power supply signal (no), then LCU determines that the DOTCB power supply circuit breaker is faulty;
[0102] Fault location logic circuit six: If the MID2 door opening enable circuit is faulty (valid) and the ATC cut-off signal is absent and the door opening enable signal is absent, then the LCU determines that the ATC door enable relay is faulty;
[0103] Fault location logic circuit seven: If the MID2 door opening enable circuit is faulty (valid) and the ATC cut-off signal is valid and the door opening enable signal is absent, then the LCU determines that the ATC cut-off switch is faulty.
[0104] Fault location logic circuit 8: If the MID2 door opening enable circuit is faulty (valid), and the door enable bypass signal is valid, and the door selection signal is valid, and the zero speed signal is absent, then the LCU will determine that the zero speed relay is faulty.
[0105] Fault location logic circuit nine: If execution unit two (valid) and DRCB power supply signal (no), then the LCU determines that the DRCB power supply circuit breaker is faulty.
[0106] Step 5: Fault Diagnosis Push: Based on the real-time signal acquisition results of the LCU system, the fault location model logic diagnosis strategy is used to simultaneously check normal devices in the circuit. Finally, the located fault point is forwarded to the TCMS system display screen via the MVB bus for display and relevant handling measures are given. The MVB communication protocol sets the required number of fault bits for the fault model (nine), corresponding to the fault location logic operation results of the required number of fault models (nine), represented by digital values 0 and 1, where 0 indicates no fault and 1 indicates the presence of the fault.
[0107] A fault location system for a rail vehicle door control circuit, used to implement any of the fault location methods for rail vehicle door control circuits described in the present invention.
[0108] In the above embodiments, although the invention has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. The embodiments of the invention are intended to cover all such substitutions, modifications, and variations falling within the broad scope of the appended claims.
[0109] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.
Claims
1. A method for locating faults in the door control circuit of a rail vehicle, characterized in that: Includes the following steps Step 1: Obtain real-time status data of the door control circuit; This includes real-time acquisition of control data from the door opening command circuit and door enable circuit; collection of I / O data from the door control circuit, switch buttons, and relays via the LCU system; and receiving I / O data from the TCMS system via the MVB bus. Step 2: Data structuring; This includes structuring the acquired I / O data through the LCU system and converting the real-time acquired level signals into digital signals for LCU logic judgment; Step 3: Select test points; This includes selecting automatic door opening signals, manual door opening signals, and door controller door opening feedback signals based on the control principle of the rail vehicle door control system, designing the timing sequence to form a control program, judging the consistency between the door opening command and the door opening action, and judging whether there is a door opening fault. Step 4: Construct a fault location model; This includes analyzing all signals involved in the control loop based on the failure modes of the door opening control circuit, establishing fault logic expressions for key circuits, and forming a fault location model. Step 5: Fault diagnosis push notification; This includes using real-time data collected by the LCU system and a fault location model to eliminate normally functioning components in the control circuit. Finally, the located fault point is forwarded to the TCMS system via the MVB bus, displayed on the screen, and relevant handling measures are provided.
2. The method for locating faults in the door control circuit of a rail vehicle according to claim 1, characterized in that, The I / O data collected by the LCU system from the door control circuit, switch buttons, and relays includes: driver's cab activation signal, automatic door opening signal, automatic door closing signal, ATC deactivation signal, ATC door enable signal, zero speed signal, zero speed bypass signal, enable bypass signal, manual door mode signal, semi-automatic door mode signal, automatic door mode signal, DOTCB power supply signal, DRCB power supply signal, door opening button signal, door closing button signal, execution unit one signal, and execution unit two signal.
3. The method for locating faults in the door control circuit of a rail vehicle according to claim 2, characterized in that, Step 2 involves using the LCU system to perform structured processing on the acquired I / O data and converting the real-time acquired level signals into digital signals for LCU logic judgment. The methods include: The LCU system processes the real-time acquired signals into digital signals, which are then combined to form the conditions for the execution of execution unit one and execution unit two. The train will only perform the door opening action when both execution unit one and execution unit two are at a high level.
4. A method for locating faults in a rail vehicle door control circuit according to claim 3, characterized in that, The logic for execution unit one and execution unit two to be at a high level is as follows: Door opening control command logic: When the driver's cab activation signal is valid, the manual door mode signal and the door opening button signal are valid, and the door closing button signal is invalid. Then, the LCU outputs the door opening signal, the circuit is connected, and the actuator unit 1 is activated. Alternatively, when the driver's cab activation signal is valid, the automatic door opening signal is valid, and the automatic door closing signal is invalid. When the automatic door mode signal or the semi-automatic door mode signal is valid, the LCU outputs the door opening signal, the circuit is connected, and the actuator unit 1 is activated. Door opening control enable logic: If the ATC cut-off signal is invalid and the ATC door enable signal is valid, then the LCU outputs the door opening enable signal, the circuit is connected, and the second actuator is activated; or if the door enable bypass signal, driver's cab activation signal, and door selection signal are all valid, and either the zero speed signal or the zero speed bypass signal is valid, then the LCU outputs the door opening enable signal, the circuit is connected, and the second actuator is activated.
5. A method for locating faults in a rail vehicle door control circuit according to claim 3, characterized in that, In step 3, based on the control principle of the rail vehicle door control system, automatic door opening signal, manual door opening signal, and door controller door opening feedback signal are selected, and timing design is performed to form a control program. The consistency between the door opening command and the door opening action is judged. The methods for judging whether there is a door opening fault include: Both the door opening command signal and the door controller feedback signal are valid. After the door opening command signal is issued and a certain time is delayed, the door controller will send a signal indicating that the door is open. If no feedback is sent after the time is up, the door opening is considered to be faulty.
6. A method for locating faults in a rail vehicle door control circuit according to claim 5, characterized in that, The test point calculation logic includes: Door opening command control fault logic: The driver's cab activation signal is valid, but the door controller's door opening position signal is invalid, and the execution unit does not move. When the door opening button signal is valid or the automatic door opening signal is valid, the LCU performs fault location judgment to determine the fault of the MID1 door opening command circuit. Door opening enable circuit fault logic: The driver's cab activation signal is valid, but the door controller's door opening position signal is invalid, and the execution unit 2 does not operate. When the door opening button signal is valid or the automatic door opening signal is valid, the LCU performs fault location judgment to determine the fault of the MID2 door opening enable circuit.
7. A method for locating faults in a rail vehicle door control circuit according to claim 6, characterized in that, The fault model constructed in step S4 includes: Fault location logic circuit 1: If the MID1 door opening command circuit is faulty and the manual door mode signal is valid, and the door opening button signal and the door closing button signal are both invalid, then the LCU determines that the door opening button is faulty. Fault location logic circuit 2: If the MID1 door opening command circuit is faulty, the manual door mode signal, the door opening button signal, and the door closing button signal are all valid, then the LCU determines that the door opening button is faulty. Fault location logic circuit 3: If the MID1 door opening command circuit is faulty, and the automatic door mode signal, automatic door opening signal, and automatic door closing signal are all valid, then the LCU will determine that the automatic door closing is faulty. Fault location logic circuit 4: If the MID1 door opening command circuit is faulty and the automatic door mode signal is valid, and the automatic door opening signal and the automatic door closing signal are invalid, then the LCU will determine that the automatic door opening is faulty. Fault location logic circuit 5: If execution unit 1 has an action and the DOTCB power supply signal is invalid, then the LCU determines that the DOTCB power supply circuit breaker is faulty; Fault location logic circuit six: If the MID2 door opening enable circuit is faulty and the ATC cut-off signal and door opening enable signal are both invalid, then the LCU determines that the ATC door enable relay is faulty. Fault location logic circuit seven: If the MID2 door opening enable circuit is faulty and the door opening enable signal is valid, but the ATC cut-off signal is invalid, then the LCU determines that the ATC cut-off switch is faulty. Fault location logic circuit 8: If the MID2 door opening enable circuit is faulty, the door enable bypass signal and the door selection signal are all valid, and the zero speed signal is invalid, then the LCU determines that the zero speed relay is faulty. Fault location logic circuit nine: If execution unit two operates and the DRCB power supply signal is invalid, then the LCU determines that the DRCB power supply circuit breaker is faulty.
8. A method for locating faults in a rail vehicle door control circuit according to claim 1, characterized in that, Step S5, fault diagnosis push, includes: the LCU system and the TCMS system are interconnected through the MVB bus to transmit data; the communication protocol sets the number of fault bits required for the fault model, which correspond to the fault location logic operation results of the required number of fault models, and are represented by digital values 0 and 1, where 0 indicates that there is no such fault and 1 indicates that there is such fault.
9. A fault location system for a rail vehicle door control circuit, characterized in that, A system for implementing a fault location method for a rail vehicle door control circuit according to any one of claims 1-8.