Fault solving method and device of train braking system and computer equipment

Abstract

The invention relates to a fault solving method and device for a train braking system and computer equipment. Relates to the technical field of train brake control. The method comprises the following steps: acquiring communication states among subsystems of a target train braking system and equipment operation parameters of the subsystems; the subsystem comprises a locomotive brake control unit, a locomotive brake display screen, a train tail equipment unit and a vehicle brake control unit; determining the fault state of the target train braking system based on the communication state between the subsystems and the equipment operation parameters of the subsystems; under the condition that the fault state represents that a fault exists, the influence degree type for operation of the target train braking system is determined based on the fault state; and determining an adaptive fault solution based on the influence degree type. By the adoption of the method, the fault state and the influence degree type of the train braking system can be monitored in time, then fault solutions matched with different influence degree types are determined, and the running efficiency of a train is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of train braking control, in particular to a fault solving method and device of a train braking system and a computer device. BACKGROUND

[0002] Heavy haul transportation technology is a key technology of railway freight transportation, but with the increase of train marshalling length, load and speed, the operation of heavy haul train is facing serious braking problems.

[0003] The current train braking method includes transmitting braking instructions through compressed air, which has low braking wave speed and poor synchronization of each vehicle braking, easily leading to excessive train longitudinal impulse and affecting train safety; the electro-pneumatic braking system transmits braking control electrical signals through the train bus, which improves the synchronization of each vehicle braking and realizes synchronous braking of the train; but once the train braking system fails, the above train braking methods directly adopt the same safety-oriented strategy, and there is no differentiated solution for different fault problems of the train braking system, which affects the operation efficiency of the train. Therefore, a method for monitoring the fault type of the train braking system is needed to improve the operation efficiency of the train. SUMMARY

[0004] Therefore, it is necessary to provide a fault solving method, device, computer device, computer readable storage medium and computer program product of a train braking system to solve the technical problem of low operation efficiency of the train.

[0005] In a first aspect, the present application provides a fault solving method of a train braking system, comprising:

[0006] obtaining the communication state between each subsystem of a target train braking system and the device operation parameter of each subsystem; the subsystems include a locomotive braking control unit, a locomotive braking display screen, a tail device unit and a vehicle braking control unit;

[0007] determining the fault state of the target train braking system based on the communication state between each subsystem and the device operation parameter of each subsystem;

[0008] in the case that the fault state represents the existence of a fault, determining the influence degree type of the target train braking system based on the fault state;

[0009] determining an adaptive fault solving solution based on the influence degree type.

[0010] In one of the embodiments, the determining the influence degree type for the target train braking system operation based on the fault state comprises: in a case that the fault state represents that the target train braking system is in a control network failure fault, determining the influence degree type for the target train braking system operation as a first fault type; in a case that the fault state represents that the target train braking system is in an emergency braking fault, determining the influence degree type for the target train braking system operation as a second fault type; in a case that the fault state represents that the target train braking system is in a penalty full braking fault, determining the influence degree type for the target train braking system operation as a third fault type; in a case that the fault state represents that the target train braking system is in a prompt information generation fault, determining the influence degree type for the target train braking system operation as a fourth fault type.

[0011] In one of the embodiments, the determining the adapted fault solution based on the influence degree type further comprises: in a case that the influence degree type is at least one of the first fault type and the second fault type, determining the adapted fault solution as driving the target train braking system to trigger a train emergency braking instruction; in a case that the influence degree type is the third fault type, determining the adapted fault solution as driving the target train braking system to trigger a train penalty braking instruction; in a case that the influence degree type is the fourth fault type, determining the adapted fault solution as driving the target train braking system to trigger an alarm information sending instruction.

[0012] In one of the embodiments, after the determining the adapted fault solution as driving the target train braking system to trigger a train emergency braking instruction, the method further comprises: synchronously sending the train emergency braking instruction to the vehicle braking control units and the tail device units in the subsystems through a train bus; the train emergency braking instruction is used to control the vehicle braking control units and the tail device units corresponding to each train car to perform emergency braking.

[0013] In one of the embodiments, after the determining the adapted fault solution as driving the target train braking system to trigger a train penalty braking instruction, the method further comprises: synchronously sending the train penalty braking instruction to the locomotive braking control units in the subsystems through a train bus; the train penalty braking instruction is used to instruct the locomotive braking control units to control the train pipes of each train car to perform pressure reduction operation at a preset speed, and to monitor the pressure change of the train pipes in real time, and control the corresponding each train car to perform penalty braking.

[0014] In one of the embodiments, after determining the adapted fault solution as the driving of the target train braking system to trigger the sending of the alarm information sending instruction, the method further comprises: acquiring a fault position of the fourth fault type and an associated equipment number of the fault position; generating an alarm signal based on the fault position and the associated equipment number, and sending the alarm signal to the locomotive braking display screen.

[0015] In a second aspect, the present application further provides a fault solution device of a train braking system, comprising:

[0016] a parameter acquisition module, configured to acquire a communication state between each subsystem of a target train braking system and a device operation parameter of each of the subsystems; the subsystems include a locomotive braking control unit, a locomotive braking display screen, a tail device unit and a vehicle braking control unit;

[0017] a fault determination module, configured to determine a fault state of the target train braking system based on the communication state between each of the subsystems and the device operation parameter of each of the subsystems;

[0018] a type determination module, configured to determine, in a case where the fault state represents the existence of a fault, an influence degree type for the operation of the target train braking system based on the fault state;

[0019] a solution determination module, configured to determine an adapted fault solution based on the influence degree type.

[0020] In a third aspect, the present application further provides a computer device, comprising a memory and a processor, the memory stores a computer program, and the processor implements the following steps when executing the computer program:

[0021] acquiring a communication state between each subsystem of a target train braking system and a device operation parameter of each of the subsystems; the subsystems include a locomotive braking control unit, a locomotive braking display screen, a tail device unit and a vehicle braking control unit;

[0022] determining a fault state of the target train braking system based on the communication state between each of the subsystems and the device operation parameter of each of the subsystems;

[0023] determining, in a case where the fault state represents the existence of a fault, an influence degree type for the operation of the target train braking system based on the fault state;

[0024] determining an adapted fault solution based on the influence degree type.

[0025] In a fourth aspect, the present application provides a computer readable storage medium, having stored thereon a computer program, the computer program being executed by a processor to implement the following steps:

[0026] obtaining a communication state between each subsystem of a target train braking system and a device operation parameter of each of the subsystems, the subsystems including a locomotive braking control unit, a locomotive braking display screen, a tail device unit and a vehicle braking control unit;

[0027] determining a fault state of the target train braking system based on the communication state between each of the subsystems and the device operation parameter of each of the subsystems;

[0028] in a case where the fault state represents an existing fault, determining an influence degree type for operation of the target train braking system based on the fault state;

[0029] determining an adapted fault solution based on the influence degree type.

[0030] In a fifth aspect, the present application provides a computer program product, comprising a computer program, the computer program being executed by a processor to implement the following steps:

[0031] obtaining a communication state between each subsystem of a target train braking system and a device operation parameter of each of the subsystems, the subsystems including a locomotive braking control unit, a locomotive braking display screen, a tail device unit and a vehicle braking control unit;

[0032] determining a fault state of the target train braking system based on the communication state between each of the subsystems and the device operation parameter of each of the subsystems;

[0033] in a case where the fault state represents an existing fault, determining an influence degree type for operation of the target train braking system based on the fault state;

[0034] determining an adapted fault solution based on the influence degree type.

[0035] The fault solving method, device, computer equipment, storage medium and computer program product of the train braking system can acquire the communication state among each subsystem of the target train braking system and the device operation parameter of each subsystem in the process of solving the fault of the train braking system. The subsystems include the locomotive braking control unit, the locomotive braking display screen, the tail device unit and the vehicle braking control unit. Then, the fault state of the target train braking system is determined based on the communication state among each subsystem and the device operation parameter of each subsystem. Next, the influence degree type for the operation of the target train braking system is determined based on the fault state in the case that the fault state represents that there is a fault. Finally, the adaptive fault solving scheme is determined based on the influence degree type. Therefore, the above process can acquire the communication interruption of the locomotive braking control unit and the vehicle braking control unit, the abnormal pressure parameter of the tail device unit and other problems in time by collecting the communication state and the operation parameter of each subsystem in real time, determine the fault state of the target train braking system, further determine the influence degree type based on the fault state, determine the corresponding solving scheme according to the influence degree type, and propose a differentiated solving scheme for different fault problems of the train braking system, thereby reducing the cost, shortening the train downtime cycle, reducing the transportation delay, and improving the operation efficiency of the train by monitoring the influence degree type corresponding to the fault state of the train braking system. BRIEF DESCRIPTION OF DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related art, the drawings needed to be used in the embodiments or the related art description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0037] Figure 1 A flowchart of a fault solving method of a train braking system in an embodiment;

[0038] Figure 2 A flowchart of an influence degree type confirmation method in an embodiment;

[0039] Figure 3 A detailed flowchart of a fault solving method of a train braking system in an embodiment;

[0040] Figure 4 A fault monitoring flowchart of a heavy haul train electric air brake system in an embodiment;

[0041] Figure 5 A safety-oriented control flowchart of a heavy haul train electric air brake system in an embodiment;

[0042] Figure 6A structural block diagram of a fault resolution device of a train braking system in an embodiment;

[0043] Figure 7 An internal structural diagram of a computer device in an embodiment. DETAILED DESCRIPTION

[0044] In order to make the purpose, technical scheme and advantages of the present application clearer, the present application will be further described in detail below in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application.

[0045] Railways have developed rapidly under the theme of "heavy freight load and high-speed passenger transport", and heavy-load transport technology has been recognized as the direction of the development of railway freight transport. However, with the increase of freight train length, load and speed, the operation of long and heavy-load trains is facing severe braking problems. Although the use of train electric air brake system effectively solves the problem of traditional freight car brake system relying on compressed air to transmit brake command, the low brake wave speed and poor synchronization of each vehicle braking easily lead to excessive longitudinal impulse of the train, and once the train brake system fails, the above train braking method directly adopts the same safety-oriented strategy, and there is no differentiated solution for different fault problems of the train brake system, which affects the operation efficiency of the train.

[0046] Therefore, in order to solve the problem that the above train brake system cannot provide differentiated solutions when different fault problems occur, affecting the operation efficiency of the train, a train brake system fault resolution method is provided, as shown in Figure 1 The method is applied to a terminal as an example for illustration, including the following steps S102 to S108. Among them:

[0047] Step S102, obtaining the communication state between each subsystem of the target train brake system, and the device operation parameters of each subsystem; the subsystems include the locomotive brake control unit, the locomotive brake display screen, the tail device unit and the vehicle brake control unit.

[0048] Among them, the subsystem is a core component unit with independent function in the target train brake system, and is the basic object of data acquisition and fault diagnosis, which can include the locomotive brake control unit, the locomotive brake display screen, the tail device unit and the vehicle brake control unit.

[0049] Exemplarily, the locomotive brake control unit can be used to receive brake operation instructions, calculate brake demand, and send brake control signals to other subsystems; the locomotive brake display screen can display real-time operation data, communication status, and fault alarm information of each subsystem; the tail device unit can be installed at the tail of the train to collect data such as train tail brake pipe pressure and air pressure leakage; the vehicle brake control unit can be used to receive instructions from the locomotive brake control unit to control the inflation or exhaust of the brake cylinder in the vehicle compartment, thereby realizing the braking action of the vehicle.

[0050] In step S104, the fault state of the target train braking system is determined based on the communication status between each subsystem and the device operation parameters of each subsystem.

[0051] Among them, the communication status is the real-time situation of data transmission between each subsystem, which is used to judge whether the target train braking system has information interaction abnormality; the device operation parameter is the real-time working data of each subsystem, and the key parameters of different subsystems are different; the fault state is the abnormal type of the target train braking system obtained by analyzing the communication status and the device operation parameter, which can include the fault-free state and the fault state.

[0052] Exemplarily, the communication status can include communication connectivity: whether a stable data link can be established between each subsystem, such as whether the locomotive brake control unit and the vehicle brake control unit are disconnected or offline; data transmission integrity: whether the transmitted data is complete without loss, for example, whether the pressure data returned by the tail device unit has byte missing; communication delay: the time difference of data transmission between each subsystem, such as whether the delay of sending operation instructions from the display screen to the control unit exceeds the preset threshold.

[0053] Further, the device operation parameter can include the instruction output voltage corresponding to the locomotive brake control unit, the internal processor temperature, and the brake calculation period; the screen display response speed corresponding to the locomotive brake display screen, and the data refresh frequency; the real-time pressure of the brake pipe corresponding to the tail device unit, the pressure change rate, and the battery remaining capacity; the brake cylinder pressure corresponding to the vehicle brake control unit.

[0054] In step S106, in the case that the fault state indicates that there is a fault, the influence degree type of the target train braking system is determined based on the fault state.

[0055] Among them, the existence of fault means that the target train braking system has at least one abnormality, such as communication disconnection or continuous decrease of tail device pressure; the influence degree type is the fault severity level divided according to the fault state in the case that the target train braking system has a fault.

[0056] Exemplarily, the influence degree type can be divided into a low influence type, only affecting data monitoring, without affecting brake execution; a medium influence type, locally affecting brake function, without endangering driving safety; and a high influence type, directly threatening brake safety, requiring emergency disposal.

[0057] Step S108, determining an adapted fault solution based on the influence degree type.

[0058] The fault solution is a specific disposal measure formulated for different influence degree types, and needs to ensure adaptability.

[0059] Exemplarily, the low influence type can not interrupt driving, only record fault information, and repair the fault after the train arrives at the terminal station; the medium influence type can be locally repaired without interrupting parking, such as adjusting the parameters of the deviated vehicle brake control unit through the remote operation and maintenance system; and the high influence type needs to be urgently parked and on-site repaired.

[0060] In the above train brake system fault solution method, first, the communication state between each subsystem of the target train brake system and the device operation parameter of each subsystem are acquired; the subsystems include the locomotive brake control unit, the locomotive brake display screen, the tail device unit and the vehicle brake control unit; then, based on the communication state between each subsystem and the device operation parameter of each subsystem, the fault state of the target train brake system is determined; then, in the case that the fault state represents that there is a fault, the influence degree type for the operation of the target train brake system is determined based on the fault state; finally, the adapted fault solution is determined based on the influence degree type. Therefore, through real-time acquisition of the communication state and operation parameter of each subsystem, the above process can timely acquire the communication interruption of the locomotive brake control unit and the vehicle brake control unit, the abnormal pressure parameter of the tail device unit and other problems, determine the fault state of the target train brake system, and then determine the influence degree type based on the fault state, determine the corresponding solution according to the influence degree type, and propose a differentiated solution for different fault problems of the train brake system, reduce the cost, shorten the train downtime cycle, and reduce the transportation delay, that is, by monitoring the influence degree type corresponding to the fault state of the train brake system, the running efficiency of the train is improved.

[0061] In one exemplary embodiment, as shown in Figure 2 Step S106, determining the influence degree type for the operation of the target train brake system based on the fault state, includes:

[0062] Step S202, in the case that the fault state represents that the target train brake system is in a control network failure fault, determining that the influence degree type for the operation of the target train brake system is a first fault type.

[0063] Step S204, in the case that the fault state indicates that the target train braking system is in an emergency braking failure, it is determined that the influence degree type for the operation of the target train braking system is a second fault type;

[0064] Step S206, in the case that the fault state indicates that the target train braking system is in a penalty full braking failure, it is determined that the influence degree type for the operation of the target train braking system is a third fault type;

[0065] Step S208, in the case that the fault state indicates that the target train braking system is in a prompt information generation failure, it is determined that the influence degree type for the operation of the target train braking system is a fourth fault type.

[0066] Among them, the control network failure fault is that the core data transmission network between each subsystem in the target train braking system is interrupted or paralyzed, resulting in that the control command cannot be normally interacted, for example, the communication link is completely invalid, including that the bus link between the locomotive and the vehicle is disconnected, the network interface hardware of the control unit is damaged, the data transmission is completely blocked due to network protocol conflict, so that the braking command cannot be transmitted, and the braking system loses unified control; the emergency braking failure is that the emergency braking function triggered by the target train braking system when encountering a sudden danger cannot be normally started; the penalty full braking failure is that the target train braking system automatically triggers a punitive full train braking due to violation of the preset operation rules; the prompt information generation failure is that the target train braking system cannot normally generate and display prompt alarm information when an abnormality is monitored.

[0067] In the embodiment, by classifying the influence degree type of the operation of the target train braking system, the serious fault (such as the first fault type) and the slight fault (such as the fourth fault type) can be quickly distinguished, the resource waste caused by disposing all fault types according to the same standard is avoided, the serious fault is ensured to be preferentially handled in an emergency, the fault handling efficiency is improved, and the resource loss is reduced.

[0068] In one embodiment, step S108 determines the adapted fault solution based on the influence degree type, and further includes:

[0069] In the case that the influence degree type is at least one of the first fault type and the second fault type, it is determined that the adapted fault solution is to drive the target train braking system to trigger a train emergency braking instruction;

[0070] In the case that the influence degree type is the third fault type, it is determined that the adapted fault solution is to drive the target train braking system to trigger a train penalty braking instruction;

[0071] In the case that the influence degree type is the fourth fault type, it is determined that the adapted fault solution is to drive the target train braking system to trigger an alarm information sending instruction.

[0072] The first fault type is a control network failure fault of the target train braking system: the data transmission between each subsystem is completely interrupted, the control command cannot be issued, the state data cannot be returned, and the braking system loses the control ability. The corresponding fault solution is to trigger a train emergency braking command to force the train to stop, thereby avoiding serious accidents such as rear-end collision and derailment caused by the inability to control braking. The second fault type is an emergency braking fault of the target train braking system: the emergency braking function cannot be triggered, or cannot generate effective braking force after being triggered, so that the train cannot be stopped in an emergency. The corresponding fault solution is to forcibly start the braking function through a backup control path.

[0073] Further, the third fault type is a penalty full braking fault of the target train braking system: the train is forced to stop without reason. The corresponding fault solution is to trigger a train penalty braking command to restore normal operation of the target train braking system. The fourth fault type is a prompt information generation fault of the target train braking system: when a slight abnormality is monitored, the system cannot generate prompt information through a display screen, alarm sound, or the like, so that the operation and maintenance personnel cannot timely detect potential small faults. The corresponding fault solution is to trigger an alarm information sending command.

[0074] In this embodiment, the fault type corresponds to the solution, which provides a scientific and efficient response logic for fault handling of the target train braking system. For the first and second fault types, an emergency braking command is directly triggered to avoid major safety accidents such as rear-end collision and derailment. For the third fault type, a penalty braking command is adapted to constrain the braking to correct the violation risk and avoid operation delay caused by excessive braking. For the fourth fault type, only an alarm information sending command is triggered without interrupting the normal operation of the train, which ensures that fault information is timely delivered to the operation and maintenance personnel and avoids unnecessary parking and maintenance, thereby reducing the impact on transportation efficiency.

[0075] Further, in one embodiment, after determining that the adapted fault solution is to drive the target train braking system to trigger a train emergency braking command, the method further includes:

[0076] The train emergency braking command is synchronously sent to the vehicle braking control unit and the tail equipment unit in the subsystem through a train bus. The train emergency braking command is used to control the vehicle braking control unit and the tail equipment unit to execute emergency braking on each train car correspondingly.

[0077] The train bus is a channel connecting each subsystem of the train and realizing synchronous transmission of commands and data. The train emergency braking command is to make the train car stop in the shortest distance through the strongest braking force, and the train car in the target train braking system is forcibly braked in a short time after the command is triggered.

[0078] In this embodiment, by synchronously sending the train emergency braking instruction to the vehicle brake control unit and the tail equipment unit, the delay difference of decentralized transmission is avoided, the braking response time is shortened, and the problems of train jolt and derailment caused by over-braking or under-braking of some carriages are avoided.

[0079] In one exemplary embodiment, after determining that the adapted fault resolution is to drive the target train braking system to trigger a train penalty braking instruction, further comprising:

[0080] Synchronously sending the train penalty braking instruction to the locomotive brake control unit in the subsystem through the train bus; the train penalty braking instruction is used to instruct the locomotive brake control unit to control the train pipe of each train carriage to perform pressure reduction operation at a preset rate, and to monitor the pressure change of the train pipe in real time to control the corresponding each train carriage to perform penalty braking.

[0081] Wherein, the braking strength of the train penalty braking instruction is lower than that of the train emergency braking instruction, which can make the train carriages in the target train braking system decelerate smoothly to stop; the train pipe pressure reduction operation triggers the carriage brake cylinder to inflate and push the brake shoe to contact the wheel by reducing the compressed air pressure in the train pipe; pressure reduction at a preset rate can avoid excessive pressure reduction that causes excessive train impact, or slow pressure reduction that affects braking efficiency; pressure change monitoring is a process of real-time collection and analysis of the pressure in the train pipe by the locomotive brake control unit, which can be used to verify whether the train pipe pressure reduction meets the preset requirements, and if there is an abnormal pressure reduction, the control strategy can be adjusted in time to avoid brake failure or excessive braking due to pressure problems.

[0082] In this embodiment, by controlling the train pipe pressure reduction at a preset rate, the braking demand can be accurately matched, avoiding excessive pressure reduction that causes train impact, and preventing slow pressure reduction that causes braking lag; real-time monitoring of the train pipe pressure change can dynamically verify whether the pressure reduction operation meets the expectation, and once there is a problem such as pressure leakage or abnormal pressure reduction, it can be found and adjusted in time, effectively avoiding brake failure or insufficient braking force caused by brake system failure, and reducing the risk of derailment and rear-end collision caused by brake out of control.

[0083] Further, in one embodiment, after determining that the adapted fault resolution is to drive the target train braking system to trigger an alarm information sending instruction, further comprising:

[0084] Obtaining the fault location and the associated equipment number of the fourth fault type; generating an alarm signal based on the fault location and the associated equipment number, and sending the alarm signal to the locomotive brake display screen.

[0085] Wherein, the alarm information sending instruction is an information notification instruction for low-risk faults, which is used to deliver fault information without triggering any braking action, and only sends fault details to the designated recipient through the data transmission channel.

[0086] In this embodiment, by acquiring the fault position and the associated equipment number of the fourth fault type, the problem of knowing only the fault type but being unable to locate is avoided, which can be used to quickly lock the fault occurrence point and the related equipment, reduce the troubleshooting time; based on the key information, an alarm signal is generated and sent to the locomotive brake display screen, which can enable the monitoring personnel to intuitively obtain the fault related information through the display screen, improve the fault response efficiency, and ensure the stable operation of the target locomotive brake system.

[0087] The present application provides a fault solving method of a train brake system. In order to better understand the process of the above-mentioned fault solving method of the train brake system, the specific process of a fault solving method of a train brake system of the present application is described in detail below, including the following steps: Figure 3 The specific process of a fault solving method of a train brake system of the present application is described in detail below, including the following steps:

[0088] Step S302, monitoring whether the target train brake system has a fault.

[0089] Step S304, in the case that the target train brake system has a fault, classifying the fault according to the fault severity to obtain a plurality of fault types.

[0090] Among them, the train electric air brake system fault can be divided into four categories; the first fault type: the fault causing the entire train electric air brake system (target train brake system) control network to fail; the second fault type: the fault causing the entire train to apply emergency braking; the third fault type: the fault causing the entire train to produce a penalty full brake; the fourth fault type: the fault of multiple vehicle brake control units failing (only fault prompt, no penalty brake).

[0091] Exemplarily, the first fault type can be that a train electric pneumatic braking system network device sends an uncontrollable signal; the second fault type can be that two vehicle braking control units or a tail device (a tail device unit) report a serious loss fault (loss of a train electric pneumatic braking system locomotive control unit beacon or detection of train pipe pressure lower than 0.56 times a constant pressure) within 5s, and loss of a tail device beacon in a running mode; the third fault type can be that a proportion of available vehicle braking control units to total vehicle braking control units of the train is less than a first threshold value, train bus voltage is low (less than DC 100v, Direct Current), and the proportion of available vehicle braking control units to total vehicle braking control units of the train is less than 90%, the tail reports low battery power, the train speed exceeds 30km / h in a shunting mode, and the tail reports a serious loss (loss of a train electric pneumatic braking system locomotive control unit beacon for 3s or train pipe pressure lower than 0.56 times a train pipe constant pressure); and the fourth fault type can be that the proportion of available vehicle braking control units to total vehicle braking control units of the train is less than a second threshold value, the proportion of available vehicle braking control units to total vehicle braking control units of the train is less than a third threshold value, a vehicle braking control unit is offline or is cut off, battery power of the vehicle braking control unit is lower than a fourth threshold value, the tail device detects that train bus voltage is lower than a fifth threshold value, the tail reports that train pipe pressure is lower than a sixth threshold value, and a train electric pneumatic braking system bus power supply detects other failure faults.

[0092] In step S306, different fault resolution solutions are taken for different fault types.

[0093] The first fault type is that, due to uncontrollable signals sent by a train electric pneumatic braking system network device, communication between system network devices fails, triggering emergency braking of the whole train; the second fault type is that the train electric pneumatic braking system network device reports a system serious loss, triggering emergency braking of the whole train; the third fault type causes the train to apply a punitive full brake; and the fourth fault type does not cause the train to apply emergency braking or punitive braking, but only sends a warning information to prompt the driver.

[0094] In the above embodiment, the fault monitoring logic can monitor key subsystems, components, communication, etc. of a train electric pneumatic braking control system in real time, enabling the driver and crew to master the state of the heavy-haul train electric pneumatic braking control system in real time; according to the fault severity, the real-time monitored faults are classified through a fault classification strategy, which is conducive to the implementation of a safety-oriented classification; different safety-oriented strategies are implemented for different types of faults, which can guarantee the safety and reliability of the train electric pneumatic braking system used on heavy-haul trains.

[0095] More specifically, in one embodiment, in combination with Figure 4 and Figure 5As shown, a heavy train electric air brake system failure monitoring and safety-oriented control flowchart is provided, first, it is judged whether the communication between the locomotive brake control unit is normal, if the communication is abnormal, the train electric air brake system will apply the punishment full brake; it is judged whether the communication between the locomotive brake display screen is normal, if the communication is abnormal, the train electric air brake system will apply the punishment full brake; it is judged whether the locomotive brake display screen is normal, if it is abnormal, the train electric air brake system will apply the punishment full brake; it is judged whether the locomotive brake control unit sends non-train electric air brake system failure, if the related failure is sent, the train electric air brake system will apply the punishment full brake.

[0096] Then, it is judged whether the train electric air brake system working mode is shunting mode, if it is shunting mode, it enters the shunting mode diagnosis program, in shunting mode, the vehicle state query is not entered, in shunting mode, the tail beacon is not queried, in shunting mode, the train speed exceeds 30km / h, the punishment full brake will be applied; it is judged whether the train electric air brake system working mode is running mode, if it is running mode, it enters the running mode diagnosis program; it is judged whether the train electric air brake system has a failure that causes the train electric air brake system network to fail, if so, the locomotive control unit of the train electric air brake system sends an uncontrollable signal, when the locomotive brake control unit receives the signal, the control brake exits the current train electric air brake mode and performs train pipe pressure reduction for punishment brake; it is judged whether the train electric air brake system has a failure that causes the train electric air brake system emergency brake, if so, the train electric air brake system full train emergency brake is triggered; it is judged whether the train electric air brake system has a failure that causes the train electric air brake system punishment full brake, if so, the train electric air brake system full train punishment full brake is triggered; it is judged whether the train electric air brake system has a failure that causes the driver to be warned, if so, the display screen sends a warning to the driver.

[0097] Exemplarily, the system failure that causes the train electric air brake system network to fail can be that the electric air brake system locomotive control unit sends an uncontrollable signal, the air brake exits the electric air brake system network mode, and multiple tail devices or vehicle brake control units report system serious damage, triggering the train electric air brake system network emergency brake.

[0098] The system failure that causes the emergency brake can include that the electric air brake system locomotive control unit receives the vehicle brake control unit or the tail device reporting system serious damage within five seconds, the electric air brake system locomotive control unit loses the tail device beacon in running mode, and the train electric air brake system network emergency brake is triggered.

[0099] The system-caused faults that result in a penalty full brake can include less than 85 percent of available brake units, less than 90 percent of available brake units and low train bus voltage, low battery level reported by the tail device, use of air brakes in an electric-pneumatic brake system network mode, speed in excess of 30 kilometers per hour in a shunting mode, a system severe loss reported by the tail device, and multiple lead electric-pneumatic brake system locomotive control units on the network.

[0100] The system-caused faults that result in a warning to the driver can include low train pipe pressure detected by the tail device, loss of electric-pneumatic brake system locomotive control unit beacon detected by the bus power supply, low or high train bus voltage detected by the tail device or the bus power supply, train bus short detected by the bus power supply, and low input voltage detected by the bus power supply.

[0101] The system-caused faults that can result in an invalid single vehicle brake control unit, power bus power supply controller, or tail device can include an incorrect brake cylinder pressure detected by the vehicle brake control unit, low battery level detected by the vehicle brake control unit, and other custom faults of the vehicle brake control unit, power bus power supply controller, or tail device.

[0102] It should be understood that although the steps in the flowcharts involved in the embodiments described above are shown in sequence according to the arrows, the steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, the steps are not necessarily limited in sequence, and the steps can be executed in other sequences. Moreover, at least some of the steps in the flowcharts involved in the embodiments described above can include multiple steps or multiple stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution sequence of the steps or stages is not necessarily sequential, but can be executed in rotation or alternation with at least some of the other steps or the steps or stages in the other steps.

[0103] Based on the same inventive concept, the embodiments of the present application also provide a fault solving device of a train braking system for implementing the fault solving method of the train braking system involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme described in the above method, and therefore the specific limitations in one or more of the fault solving device embodiments of the train braking system provided below can refer to the limitations of the fault solving method of the train braking system described above, which will not be repeated here.

[0104] In an exemplary embodiment, as Figure 6As shown, a fault resolution device of a train braking system is provided, comprising: a parameter acquisition module 601, a fault determination module 602, a type determination module 603, and a scheme determination module 604, wherein:

[0105] The parameter acquisition module 601 is configured to acquire the communication state between each subsystem of the target train braking system and the device operation parameter of each subsystem; the subsystems include a locomotive braking control unit, a locomotive braking display screen, a tail device unit, and a vehicle braking control unit.

[0106] The fault determination module 602 is configured to determine the fault state of the target train braking system based on the communication state between each subsystem and the device operation parameter of each subsystem.

[0107] The type determination module 603 is configured to determine the influence degree type for the operation of the target train braking system based on the fault state in the case where the fault state represents the existence of a fault.

[0108] The scheme determination module 604 is configured to determine the adapted fault resolution scheme based on the influence degree type.

[0109] Further, in one embodiment, the type determination module 603 is further configured to determine the influence degree type for the operation of the target train braking system as a first fault type in the case where the fault state represents that the target train braking system is in a control network failure fault; determine the influence degree type for the operation of the target train braking system as a second fault type in the case where the fault state represents that the target train braking system is in an emergency braking fault; determine the influence degree type for the operation of the target train braking system as a third fault type in the case where the fault state represents that the target train braking system is in a penalty full braking fault; and determine the influence degree type for the operation of the target train braking system as a fourth fault type in the case where the fault state represents that the target train braking system is in a prompt information generation fault.

[0110] Further, in one embodiment, the scheme determination module 604 is further configured to determine the adapted fault resolution scheme as driving the target train braking system to trigger a train emergency braking instruction in the case where the influence degree type is at least one of the first fault type and the second fault type;

[0111] determine the adapted fault resolution scheme as driving the target train braking system to trigger a train penalty braking instruction in the case where the influence degree type is the third fault type;

[0112] determine the adapted fault resolution scheme as driving the target train braking system to trigger an alarm information sending instruction in the case where the influence degree type is the fourth fault type.

[0113] Further, in an embodiment, the scheme determining module 604 is further configured to send a train emergency braking instruction to the vehicle brake control units and the tail device units in the subsystem through the train bus; the train emergency braking instruction is used to control the vehicle brake control units and the tail device units to perform emergency braking on the corresponding train cars.

[0114] Further, in an embodiment, the scheme determining module 604 is further configured to send a train penalty braking instruction to the locomotive brake control units in the subsystem through the train bus; the train penalty braking instruction is used to instruct the locomotive brake control units to control the train pipes of the train cars to perform pressure reduction operation at a preset rate, and to monitor the pressure change of the train pipes in real time, and control the corresponding train cars to perform penalty braking.

[0115] Further, in an embodiment, the scheme determining module 604 is further configured to obtain the fault position and the associated equipment number of the fault position of the fourth fault type; generate an alarm signal based on the fault position and the associated equipment number, and send the alarm signal to the locomotive brake display screen.

[0116] The above-mentioned various modules in the train braking system fault solving device can be realized by software, hardware, and combinations thereof, in whole or in part. The above-mentioned various modules can be embedded in or independent of the processor in the computer device in hardware form, or can be stored in the memory in the computer device in software form, so as to be called and executed by the processor to perform the operations corresponding to the above-mentioned various modules.

[0117] In an exemplary embodiment, a computer device is provided, which can be a server, and an internal structure diagram thereof can be as shown in Figure 7 The computer device includes a processor, a memory, an input / output interface (I / O), and a communication interface. The processor, the memory, and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium to run. The database of the computer device is configured to store train braking system fault solving data. The input / output interface of the computer device is configured to exchange information between the processor and external devices. The communication interface of the computer device is configured to communicate with external terminals through network connection. The computer program is executed by the processor to implement a train braking system fault solving method.

[0118] Those skilled in the art can understand that, Figure 7The structure shown in the figure is only a block diagram of part of the structure related to the scheme of the present application, and does not constitute a limitation on the computer device to which the scheme of the present application is applied. The specific computer device can include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0119] In an exemplary embodiment, a computer device is provided, including a memory and a processor, the memory storing a computer program, and the processor implementing the steps in the above method embodiments when executing the computer program.

[0120] In an embodiment, a computer readable storage medium is provided, storing a computer program, and the computer program implementing the steps in the above method embodiments when executed by a processor.

[0121] In an embodiment, a computer program product is provided, including a computer program, and the computer program implementing the steps in the above method embodiments when executed by a processor.

[0122] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or authorized by all parties, and the collection, use and processing of related data need to comply with relevant regulations.

[0123] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when the computer program is executed, the processes of the above-mentioned embodiments of the methods can be included. Any reference to memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical storage, high-density embedded non-volatile memory, resistive memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration but not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The database involved in the embodiments provided in the present application can include at least one of a relational database and a non-relational database. The non-relational database can include a distributed database based on a block chain, etc., without being limited thereto. The processor involved in the embodiments provided in the present application can be a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., without being limited thereto.

[0124] Any combination of the technical features of the above embodiments can be made. In order to make the description simple, all possible combinations of the technical features in the above embodiments are not described, however, as long as the combination of the technical features does not exist, it should be considered as the scope of the present application.

[0125] The above embodiments only express several implementation manners of the present application, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the patent of the present application. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are all within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. A method for troubleshooting a train braking system, characterized in that, The method includes: The communication status between the various subsystems of the target train's braking system and the equipment operating parameters of each subsystem are obtained; the subsystems include a locomotive braking control unit, a locomotive braking display screen, a train tail equipment unit, and a vehicle braking control unit. Based on the communication status between the subsystems and the equipment operating parameters of the subsystems, the fault status of the target train braking system is determined. When the fault state characterizes the existence of a fault, the type of impact on the operation of the target train's braking system is determined based on the fault state. The appropriate fault solution is determined based on the type of impact.

2. The method according to claim 1, characterized in that, The determination of the impact level type on the operation of the target train's braking system based on the fault state includes: When the fault state characterizes the target train braking system as being in a control network failure fault, the impact type on the operation of the target train braking system is determined as the first fault type. When the fault state indicates that the target train braking system is in an emergency braking fault, the impact level type on the operation of the target train braking system is determined as the second fault type. When the fault state characterizes the target train braking system as being in a penalized full braking fault, the impact level type on the operation of the target train braking system is determined to be the third fault type. When the fault state indicates that the target train braking system is in a fault state that generates a warning message, the impact level on the operation of the target train braking system is determined to be the fourth fault type.

3. The method according to claim 2, characterized in that, The method of determining the appropriate fault solution based on the type of impact also includes: If the impact level type is at least one of the first fault type and the second fault type, the appropriate fault solution is determined to be to drive the target train braking system to trigger the train emergency braking command. In the case where the impact level type is the third fault type, the appropriate fault solution is determined to be to drive the target train braking system to trigger a train penalty braking command; When the impact level type is the fourth fault type, the appropriate fault solution is determined to be to drive the target train braking system to trigger an alarm information sending command.

4. The method according to claim 3, characterized in that, After determining that the suitable fault solution is to drive the target train's braking system to trigger an emergency braking command, the method further includes: The train emergency braking command is synchronously sent to the vehicle braking control unit and the tail-end equipment unit in the subsystem via the train bus; the train emergency braking command is used to control each train car corresponding to the vehicle braking control unit and the tail-end equipment unit to perform emergency braking.

5. The method according to claim 3, characterized in that, After determining that the suitable fault solution is to drive the target train braking system to trigger a train penalty braking command, the method further includes: The train penalty braking command is synchronously sent to the locomotive braking control unit in the subsystem via the train bus; the train penalty braking command is used to instruct the locomotive braking control unit to control the train pipe of each train car to perform pressure reduction operation at a preset rate, and to monitor the pressure change of the train pipe in real time, and control the corresponding train car to perform penalty braking.

6. The method according to claim 3, characterized in that, After determining that the suitable fault solution is to trigger an alarm information sending command for the target train's braking system, the method further includes: Obtain the fault location of the fourth fault type and the associated device number of the fault location; An alarm signal is generated based on the fault location and the associated equipment number, and the alarm signal is sent to the locomotive brake display screen.

7. A fault-solving device for a train braking system, characterized in that, The device includes: The parameter acquisition module is used to acquire the communication status between the various subsystems of the target train's braking system and the equipment operating parameters of each subsystem; the subsystems include the locomotive braking control unit, the locomotive braking display screen, the train tail equipment unit, and the vehicle braking control unit. The fault determination module is used to determine the fault status of the target train braking system based on the communication status between the subsystems and the equipment operating parameters of the subsystems. A type determination module is used to determine the type of impact on the operation of the target train's braking system based on the fault state when the fault state characterizes the presence of a fault. The solution determination module is used to determine the appropriate fault solution based on the type of impact.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

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