Rail transit vehicle brake output state fault self-recovery excitation system and method

Abstract

The invention relates to a rail transit vehicle brake output state fault self-recovery excitation system and method. The system comprises a sensor module, an AD acquisition module, a safety relay and a microcontroller. Wherein the safety relay comprises two groups of contacts which are connected with each other and is used for outputting the braking state of the vehicle; the microcontroller obtains the pressure value of the brake cylinder by reading the AD acquisition module and controls the contacts of the safety relay to be opened or closed, one set of contacts are used for outputting external states, the states of the other set of contacts are used for real-time detection, and when it is diagnosed that the contacts have adhesion faults, the safety relay is continuously excited. According to the self-recovery mechanism provided by the invention, the fault-tolerant capability of the system is greatly improved, the risk of failure of the vehicle braking system caused by relay faults is reduced, and the stability and reliability of the vehicle braking system are enhanced.

Description

Technical Field

[0001] This invention belongs to the field of rail vehicle technology, and in particular relates to a self-recovery excitation system and method for faulty braking output state of rail transit vehicles. Background Technology

[0002] When rail transit vehicles are in operation, the braking application status is a critical safety signal, typically used for functions such as vehicle traction enable interlocking, door opening permission, and fault diagnosis. If the braking system incorrectly outputs the braking application status, it will lead to traction blockage, the vehicle will be unable to accelerate, and may even cause serious malfunctions such as doors opening unexpectedly during operation, thereby endangering the safe operation of the vehicle.

[0003] Currently, the main methods for indicating the braking application status of rail transit vehicles include pressure switch indication, brake release display indication, and pressure sensor and relay combination indication. The pressure switch indication method uses an independent pressure switch installed in the brake cylinder pipeline. This method typically has an accuracy of ±20 kPa for brake cylinder pressure indication, and the hysteresis between braking and release is unstable, potentially leading to misjudgments and affecting vehicle safety. The brake release display indication method uses a separate brake release indicator installed in the pipeline. However, since the indicator lacks electrical components, it cannot provide the switching status signal needed for circuit setup, limiting its application in vehicle control systems. The pressure sensor and relay combination indication method uses a pressure sensor and a relay to form a braking status indication circuit. While it improves the flexibility of indication to some extent, it lacks an effective means of detecting the actual contact status of the relay. When a relay fails to stick, it cannot be restored to normal operation through excitation measures, nor can the relay sticking status be fed back. Furthermore, it cannot correctly indicate the application status of service braking and emergency braking after the controller loses power, potentially leading to serious safety problems in emergencies. Summary of the Invention

[0004] The purpose of this invention is to solve one of the above-mentioned technical problems and to provide a self-recovery excitation system and method for braking output state faults in rail transit vehicles.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A self-recovery excitation system for fault braking output state of a rail vehicle includes: a sensor module, an AD acquisition module, a safety relay, and a microcontroller; The sensor module is installed in the pneumatic brake control device and is used to detect the brake cylinder pressure; The AD acquisition module is connected to the sensor module and is used to convert the current signal output by the sensor module into a voltage signal. The safety relay includes two sets of contacts. One set of contacts outputs the vehicle's braking status, while the other set is used for real-time detection of the contact status. The two sets of contacts are connected by a connecting bracket and maintain the same open and closed state. When the safety relay is energized, the contacts close, outputting a brake release status signal. When the safety relay is de-energized, the contacts open, outputting a brake application status signal. The two sets of contacts are connected by a connecting bracket and maintain the same open and closed state. The microcontroller is connected to the AD acquisition module to read the voltage signal output by the AD acquisition module and convert it into the pressure value of the brake cylinder; The microcontroller is connected to the safety relay and is used to output control signals to the safety relay based on the pressure value. This controls the safety relay to be de-energized or energized, thereby controlling the contacts to open or close, so that one set of contacts outputs the vehicle's braking status. At the same time, the status of the other set of contacts is monitored in real time. When a contact adhesion fault is diagnosed, an excitation signal is sent to the safety relay to continuously excite it. If the safety relay is still in the adhesion state after a predetermined excitation time or a predetermined number of times, a safety relay fault signal is fed back.

[0006] In some embodiments of the present invention, logic gate circuits and driving devices are further included; The input of the logic gate circuit is connected to the microcontroller, and the output is connected to the driver device; the output of the driver device is connected to the safety relay. The control signal output by the microcontroller passes through logic gate circuits and controls the on / off state of the safety relay through driving devices.

[0007] In some embodiments of the present invention, the sensor module, the AD acquisition module, the safety relay, and the microcontroller together constitute the braking application relay control circuit; The self-recovery excitation system further includes a power module; The power module is connected to the brake application relay control circuit, including the EBCU power supply circuit and the emergency braking loop; When the EBCU power supply circuit is working normally, it supplies power to the brake application relay control circuit; when the EBCU power supply circuit is de-energized, it switches to the emergency braking loop to supply power to the brake application relay control circuit.

[0008] In some embodiments of the present invention, an operational amplifier and a driver device are further included; The input of the operational amplifier is connected to the sensor module, and the output is connected to the input of the driving device; the output of the driving device is connected to the safety relay. When the emergency braking loop supplies power to the relay control circuit for braking, the current signal output by the sensor module is amplified by the operational amplifier and transmitted to the driving device, which controls the on / off state of the safety relay.

[0009] In some embodiments of the present invention, when both the EBCU power supply circuit and the emergency braking circuit are de-energized, the contacts of the safety relay remain open and output a braking application status signal.

[0010] In some embodiments of the present invention, the AD acquisition module includes a sampling resistor and an AD acquisition circuit; The sampling resistor is placed between the sensor module and the AD acquisition circuit. The current signal generated by the sensor module is converted into a voltage signal across the two ends of the sampling resistor, which is then acquired by the AD acquisition circuit and transmitted to the microcontroller.

[0011] In some embodiments of the present invention, the sensor module includes two pressure sensors; The microprocessor is also used to acquire pressure values ​​detected by two pressure sensors during the braking phase, compare them with predetermined pressure target values, and when the difference between the pressure value detected by one pressure sensor and the pressure target value is greater than a predetermined threshold, the output signal of the other pressure sensor is accepted.

[0012] In some embodiments of the present invention, when it is detected that the safety relay is in a de-energized state but the contacts are still in a closed state, it is determined that the contacts of the safety relay have a sticking fault.

[0013] In some embodiments of the present invention, when the pressure value is less than a predetermined pressure threshold, the microcontroller outputs a control signal to control the safety relay to open, and the contacts close; when the pressure value is greater than the predetermined pressure threshold, the microcontroller outputs a control signal to control the safety relay to de-energize, and the contacts open.

[0014] Some embodiments of the present invention further provide a braking status indication method for an electro-pneumatic braking system of a rail transit vehicle, employing the aforementioned self-recovery excitation system for braking output status faults in rail transit vehicles, including the following steps: Brake cylinder pressure data is collected via sensors; Connect the two sets of contacts of the safety relay so that the two sets of contacts maintain the same open and closed state; The contact of the safety relay is opened or closed based on the pressure data, so that it outputs a braking application status signal or a braking release status signal. During the control process, the open or closed state of another set of contacts is monitored in real time. When a sticking fault is diagnosed in the other set of contacts, an excitation signal is sent to the safety relay to continuously excite the safety relay. If the safety relay is still in a sticking state after excitation, a safety relay fault signal is fed back.

[0015] The beneficial effects of this invention are as follows: 1. This invention monitors the contact status of a safety relay in real time. When a contact sticking fault occurs in the safety relay, the microcontroller can automatically detect it and continuously energize it to attempt to restore the contact to its normal state. This self-recovery mechanism greatly improves the system's fault tolerance, reduces the risk of vehicle braking system failure due to relay failure, and enhances the stability and reliability of the vehicle braking system.

[0016] 2. This invention achieves redundant power switching through the connection design of the power supply switching relay with the EBCU power supply circuit VVC and the emergency braking loop EB. This ensures that the braking status indication system can continuously receive power under various complex conditions, maintain normal system operation, and avoid the failure of the braking status indication due to power interruption.

[0017] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of a self-recovery excitation system for a faulty braking output state of a rail transit vehicle. Figure 2 This is a schematic diagram of the power module provided in an embodiment of the present invention. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0021] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations according to this application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. Furthermore, it should be understood that the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such process, method, product, or apparatus.

[0022] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0023] The technical solution of the present invention will be described in detail below with reference to specific embodiments and accompanying drawings.

[0024] As attached Figure 1 -Appendix Figure 2 As shown in the schematic embodiment of the self-recovery excitation system for braking output state fault of rail transit vehicle of the present invention, the system includes a sensor module, an AD acquisition module, a safety relay and a microcontroller.

[0025] The sensor module is located within the pneumatic brake control device and is used to detect the brake cylinder pressure. (See attached image) Figure 1 As shown, the sensor module includes at least two brake cylinder pressure sensors, namely brake cylinder pressure sensor 1 and brake cylinder pressure sensor 2. The output signals of the two brake cylinder pressure sensors are current signals of 4mA to 20mA.

[0026] The AD acquisition module has two input terminals, which are connected to the two brake cylinder pressure sensors in the sensor module, respectively, to convert the current signal output by the brake cylinder pressure sensor into a voltage signal.

[0027] The safety relay includes two sets of contacts connected by a connecting bracket, maintaining the same open / closed state. One set of contacts is a status output contact, used to output the vehicle's braking status, while the other set is a feedback contact used for real-time detection of the contact status. When the safety relay is energized, the contacts close, outputting a brake release status signal; when the safety relay is de-energized, the contacts open, outputting a brake application status signal.

[0028] The microcontroller (MCU) is electrically connected to the AD acquisition module to read the voltage signal output by the AD acquisition module and convert it into pressure values ​​of brake cylinder pressure sensor 1 and brake cylinder pressure sensor 2.

[0029] The microcontroller (MCU) is also electrically connected to the safety relay, used to output control signals to the safety relay based on the pressure value, controlling the safety relay to be de-energized or energized, thereby controlling the opening or closing of the two sets of contacts, so that the status output contacts output the vehicle's braking status. Simultaneously, the MCU is also used to monitor the opening or closing status of the feedback contacts in real time. When a sticking fault is diagnosed in the feedback contacts, an excitation signal is sent to the safety relay to continuously excite it. If the safety relay remains in a sticking state after a predetermined excitation time or number of times, a safety relay fault signal is fed back.

[0030] In some embodiments of the present invention, when the microcontroller MCU detects that the contact state of the safety relay is not the expected output state through the feedback contact of the safety relay, it determines that the contact of the safety relay has a sticking fault. That is, when it is detected that the safety relay is in a de-energized state, but the contact is still in a closed state, it is determined that the contact of the safety relay has a sticking fault.

[0031] In some embodiments of the present invention, the method for the microcontroller (MCU) to control the safety relay to be de-energized or energized is as follows: when the pressure value is less than a predetermined pressure threshold, the MCU outputs a control signal to energize the safety relay, and the contacts close. When the pressure value is greater than the predetermined pressure threshold, the MCU outputs a control signal to de-energize the safety relay, and the contacts open.

[0032] In some embodiments of the present invention, the specific method for the microcontroller (MCU) to send an excitation signal to the safety relay is as follows: When the MCU detects that the contact state of the safety relay is not the expected output state for more than T1ms through the feedback contact, the MCU controls the relay to be energized for T2ms and de-energized for T3ms through the logic device U2 and the relay driver device, and this is repeated N times. After N times, if the feedback contact state of the safety relay is consistent with the expected control signal, the safety relay is considered to have returned to normal. If the feedback contact state of the safety relay is still inconsistent with the expected control signal, a relay fault is reported.

[0033] In the above illustrative embodiment, by monitoring the contact status of the safety relay in real time, when a contact sticking fault occurs, the microcontroller (MCU) can automatically detect and continuously energize the relay to attempt to restore the contacts to their normal state. This self-recovery mechanism greatly improves the system's fault tolerance, reduces the risk of vehicle braking system failure due to relay failure, and enhances the stability and reliability of the vehicle braking system.

[0034] In some embodiments of the present invention, the sensor module, the AD acquisition module, the safety relay, and the microcontroller (MCU) together form a braking application relay control circuit.

[0035] The self-recovery excitation system further includes a power module.

[0036] As attached Figure 2 As shown, the power module is connected to the brake application relay control circuit, including the EBCU power supply circuit VVC and the emergency braking loop EB. The EBCU power supply circuit VVC and the emergency braking loop EB can be selectively connected via a power supply switching relay. The power supply switching relay is a single-pole double-throw relay, with two independent sets of contacts connected to the EBCU power supply circuit VVC and the emergency braking loop EB respectively. When one set of contacts is closed, the other set is open.

[0037] When the EBCU power supply circuit is working normally, it supplies power to the brake application relay control circuit; when the EBCU power supply circuit is de-energized, it switches to the emergency braking loop to supply power to the brake application relay control circuit.

[0038] By connecting the power supply switching relay to the EBCU power supply circuit VCC and the emergency braking loop EB, redundant power switching is achieved. This ensures that the braking status indication system can continuously receive power under various complex conditions, maintain normal system operation, and avoid braking status indication failure due to power interruption.

[0039] In some embodiments of the present invention, an operational amplifier and a driver device are further included.

[0040] The operational amplifier's input is connected to the sensor module, and its output is connected to the input of the driving device. The output of the driving device is connected to the safety relay.

[0041] When the emergency braking loop supplies power to the relay control circuit for braking, the current signal output by the sensor module is amplified by the operational amplifier and transmitted to the driving device, which controls the on / off state of the safety relay.

[0042] In some embodiments of the present invention, a logic gate circuit U2 is further included.

[0043] The logic gate U2 includes two inputs and one output. One input is directly connected to one of the brake cylinder pressure sensors in the sensor module, the other input is connected to the microcontroller (MCU), and the output is connected to the driver device. The output of the driver device is connected to a safety relay. Specifically, the logic gate is an OR gate.

[0044] The control signal output by the microcontroller (MCU) and the signal output by the operational amplifier are passed through logic gates and ORed in an OR gate circuit. The result of the operation is output to the driver device, which controls the on / off state of the safety relay.

[0045] The logical operation result of the OR gate is as follows: when either the microcontroller (MCU) or the operational amplifier outputs a high level, the OR gate outputs a high level; only when both output a low level, the OR gate outputs a low level.

[0046] Specifically, when the EBCU power supply circuit VCC is powered normally, the VSS power supply of the brake application relay control circuit is connected to VCC. In this state, when the brake cylinder pressure is less than 30kPa, the control signal output by the microcontroller MCU passes through the logic gate circuit U2 and can control the brake state output relay to be energized through the driver device. The normally open contact closes to indicate that the brake is released, and the normally open contact opens to indicate that the brake is applied.

[0047] When the VCC power supply in the EBCU power supply circuit is abnormal, the VSS power supply of the brake application relay control circuit is connected to the emergency braking loop EB. In this state, when the brake cylinder pressure is less than 30kPa, the operational amplifier circuit U1 outputs a high level. Through the driving device, the braking state output relay can be energized, and the normally open contact closes, indicating that the brake has been released.

[0048] In some embodiments of the present invention, when both the EBCU power supply circuit and the emergency braking loop are de-energized, the contacts of the safety relay remain normally open, outputting a braking application status signal. That is, when the emergency braking loop is de-energized, the braking status output relay outputs the braking application status.

[0049] When a train encounters an emergency, such as a circuit failure causing a power outage in the emergency loop, the brake valve will immediately activate, causing the vehicle to quickly enter an emergency braking state. This safety-oriented design can prevent serious accidents such as collisions caused by the train's inability to brake in time, greatly improving safety during operation, reducing the possibility of accidents, and protecting the lives of passengers and the integrity of vehicle equipment.

[0050] In some embodiments of the present invention, the AD acquisition module includes a sampling resistor and an AD acquisition circuit.

[0051] The sampling resistor is placed between the sensor module and the AD acquisition circuit. The current signal generated by the sensor module is converted into a voltage signal across the two ends of the sampling resistor, which is then acquired by the AD acquisition circuit and transmitted to the microcontroller MCU.

[0052] Specifically, the sampling resistors include sampling resistor R1 and sampling resistor R2. One end of sampling resistor R1 and sampling resistor R2 are respectively connected to brake cylinder pressure sensor 1 and brake cylinder pressure sensor 2, and the other end is connected to the AD acquisition circuit.

[0053] In some embodiments of the present invention, when the EBCU power supply circuit VCC is normal, brake cylinder pressure sensor 1 and brake cylinder pressure sensor 2 are acquired by the microprocessor MCU. The brake application relay is activated based on the pressure signals from brake cylinder pressure sensor 1 and brake cylinder pressure sensor 2. When both brake cylinder pressure sensors are below 30 kPa, the braking system is considered to be in a released state. When the pressure value of one sensor is greater than 50 kPa, the braking system is considered to be in a brake application state. To avoid a single sensor drifting during brake release, causing one brake cylinder pressure data to consistently exceed 50 kPa and erroneously outputting a brake application state, the microprocessor is also used to acquire the pressure values ​​detected by the two pressure sensors during the braking phase, compare them with a predetermined pressure target value, and accept the output signal of the other pressure sensor only when the difference between the pressure value detected by one pressure sensor and the pressure target value exceeds a predetermined threshold. Specifically, the pressure target value is set to 0 kPa, and the predetermined threshold is set to 10 kPa.

[0054] By detecting the drift of the pressure sensor, erroneous data can be avoided, effectively solving the problem of incorrect brake application status indication caused by pressure sensor drift.

[0055] Some embodiments of the present invention further provide a braking status indication method for an electro-pneumatic braking system of a rail transit vehicle, which employs the above-mentioned self-recovery excitation system for braking output status faults of rail transit vehicles, and includes the following steps.

[0056] Brake cylinder pressure data is collected using sensors.

[0057] Connect the two sets of contacts of the safety relay so that both sets of contacts maintain the same open and closed state.

[0058] The pressure data controls one set of contacts of the safety relay to open or close, causing it to output a braking application status signal or a braking release status signal.

[0059] During the control process, the open or closed state of another set of contacts is monitored in real time. When a sticking fault is diagnosed in the other set of contacts, an excitation signal is sent to the safety relay to continuously excite the safety relay. If the safety relay is still in a sticking state after excitation, a safety relay fault signal is fed back.

[0060] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0061] The above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A self-recovery excitation system for faulty braking output state of a rail vehicle, characterized in that, include: Sensor module, AD acquisition module, safety relay and microcontroller; The sensor module is installed in the pneumatic brake control device and is used to detect the brake cylinder pressure; The AD acquisition module is connected to the sensor module and is used to convert the current signal output by the sensor module into a voltage signal; The safety relay includes two sets of contacts. One set of contacts outputs the vehicle's braking status, and the other set of contacts is used for real-time detection of the contact status. The two sets of contacts are connected by a connecting bracket and maintain the same open and closed state. When the safety relay is energized, the contacts close and output a brake release status signal. When the safety relay is de-energized, the contacts open and output a brake application status signal. The two sets of contacts are connected by a connecting bracket and maintain the same open and closed state. The microcontroller is connected to the AD acquisition module and is used to read the voltage signal output by the AD acquisition module and convert it into the pressure value of the brake cylinder. The microcontroller is connected to the safety relay and is used to output a control signal to the safety relay based on the pressure value, controlling the safety relay to be de-energized or energized, thereby controlling the contacts to open or close, so that one set of contacts outputs the braking status of the vehicle. At the same time, it monitors the status of the other set of contacts in real time. When a contact adhesion fault is diagnosed, an excitation signal is sent to the safety relay to continuously excite the safety relay. If the safety relay is still in the adhesion state after a predetermined excitation time or a predetermined number of times, a safety relay fault signal is fed back.

2. The self-recovery excitation system for braking output state faults in rail transit vehicles according to claim 1, characterized in that, Further includes logic gates and driving devices; The input terminal of the logic gate circuit is connected to the microcontroller, and the output terminal is connected to the driving device; the output terminal of the driving device is connected to the safety relay. The control signal output by the microcontroller passes through the logic gate circuit and controls the on / off state of the safety relay through the driving device.

3. The self-recovery excitation system for braking output state faults in rail transit vehicles according to claim 1, characterized in that, The sensor module, the AD acquisition module, the safety relay, and the microcontroller together form a braking application relay control circuit; The self-recovery excitation system further includes a power module; The power module is connected to the brake application relay control circuit, including the EBCU power supply circuit and the emergency braking loop. When the EBCU power supply circuit is working normally, the EBCU power supply circuit supplies power to the brake application relay control circuit; when the EBCU power supply circuit is de-energized, the power supply is switched to the emergency braking loop to supply power to the brake application relay control circuit.

4. The self-recovery excitation system for braking output state faults in rail transit vehicles according to claim 3, characterized in that, Further includes operational amplifiers and driver devices; The input terminal of the operational amplifier is connected to the sensor module, and the output terminal is connected to the input terminal of the driving device; the output terminal of the driving device is connected to the safety relay. When the emergency braking loop supplies power to the braking application relay control circuit, the current signal output by the sensor module is amplified by the operational amplifier and transmitted to the driving device, which controls the on / off state of the safety relay.

5. The self-recovery excitation system for braking output state faults in rail transit vehicles according to claim 3 or 4, characterized in that, When both the EBCU power supply circuit and the emergency braking circuit lose power, the contacts of the safety relay remain open and output a braking application status signal.

6. The self-recovery excitation system for braking output state faults in rail transit vehicles according to claim 1, characterized in that, The AD acquisition module includes a sampling resistor and an AD acquisition circuit; The sampling resistor is positioned between the sensor module and the AD acquisition circuit. The current signal generated by the sensor module is converted into a voltage signal across the two ends of the sampling resistor, which is then acquired by the AD acquisition circuit and transmitted to the microcontroller.

7. The self-recovery excitation system for braking output state faults in rail transit vehicles according to claim 1, characterized in that, The sensor module includes two pressure sensors; The microprocessor is also used to acquire pressure values ​​detected by two pressure sensors when the brake is released, compare them with a predetermined pressure target value, and when the difference between the pressure value detected by one pressure sensor and the pressure target value is greater than a predetermined threshold, accept the output signal of the other pressure sensor.

8. The self-recovery excitation system for braking output state faults in rail transit vehicles according to claim 1, characterized in that, When it is detected that the safety relay is in a de-energized state, but the contacts are still in a closed state, it is determined that the contacts of the safety relay have a sticking fault.

9. The self-recovery excitation system for braking output state faults in rail transit vehicles according to claim 1, characterized in that, When the pressure value is less than a predetermined pressure threshold, the microcontroller outputs a control signal to energize the safety relay and close its contacts; when the pressure value is greater than the predetermined pressure threshold, the microcontroller outputs a control signal to de-energize the safety relay and open its contacts.

10. The braking status indication method for an electro-pneumatic braking system of a rail transit vehicle according to claim 1, employing the self-recovery excitation system for braking output status faults of a rail transit vehicle according to any one of claims 1-9, characterized in that, Includes the following steps: Brake cylinder pressure data is collected via sensors; Connect the two sets of contacts of the safety relay so that the two sets of contacts maintain the same open and closed state; Based on the pressure data, the contacts of the safety relay are controlled to open or close, so that it outputs a braking application status signal or a braking release status signal; During the control process, the open or closed state of another set of contacts is detected in real time. When a sticking fault is diagnosed in the other set of contacts, an excitation signal is sent to the safety relay to continuously excite the safety relay. If the safety relay is still in a sticking state after excitation, a safety relay fault signal is fed back.

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