Rail transit vehicle automatic servicing control device and method

Abstract

The invention provides a rail transit vehicle automatic servicing control device and method, and the device comprises a central control unit which is used for receiving a servicing starting command from a human-computer interaction interface through a rail transit vehicle communication control network, and analyzing the servicing starting command into an automatic one-key servicing instruction or a manual single servicing instruction; the central control unit is also used for sending corresponding test commands to a traction system, an auxiliary system, a control system or a storage battery system of the rail transit vehicle through the rail transit vehicle communication control network; the central control unit is also used for sending the whole vehicle servicing result, the test result of each servicing item point and the link and maintenance guidance information when the test fails to the HMI for display through the rail transit vehicle communication control network; the electrical principle and the control strategy of the rail transit vehicle are used as supports, the servicing process is optimized by introducing an intelligent means, the servicing content especially for key devices and functions of a key system is perfected, and the servicing efficiency and the servicing quality are improved.

Description

Technical Field

[0001] This invention relates to the field of rail transit control technology, and more particularly to an automatic maintenance control device and method for rail transit vehicles. Background Technology

[0002] Before leaving the depot, rail transit vehicles require systematic preparation to ensure that all functional modules are in a safe and reliable working condition. This preparation primarily includes functional testing and status verification of the electrical, electronic, and control systems, a crucial step in ensuring operational safety and improving efficiency. Traditional preparation processes rely on manual, step-by-step operations and judgments; their efficiency, accuracy, and scope directly impact the quality of rail transit vehicles leaving the depot and the stability of subsequent operations.

[0003] Currently, the maintenance of rail transit vehicles in the industry is still mainly done manually. Drivers or maintenance personnel typically perform each maintenance item according to a pre-defined process manual and record the results. This method requires operators to have high levels of professional knowledge and experience, and the maintenance process is time-consuming and covers limited items. In particular, it is difficult to thoroughly inspect critical safety components such as traction contactors and auxiliary contactors, as well as core operating functions; the overall test coverage is less than 10%. Furthermore, the recording and analysis of maintenance results rely on manual work, making it impossible to achieve systematic and digital data management and traceability.

[0004] However, the aforementioned manual vehicle preparation methods have significant drawbacks: First, the preparation process is cumbersome and time-consuming, severely impacting the efficiency of rail transit vehicle depot operations, and live-line work increases energy consumption, failing to meet energy conservation and emission reduction requirements; second, the preparation items are limited and have low coverage, making it difficult to comprehensively identify potential safety hazards; third, the preparation process relies on subjective judgment, easily leading to omissions and misjudgments, resulting in inconsistent conclusions; fourth, it requires highly skilled operators, incurring high training costs, and the varying skill levels of personnel can cause fluctuations in preparation quality; fifth, preparation results are primarily recorded manually, making it difficult to achieve automatic data storage, statistics, and intelligent analysis; sixth, for abnormal items encountered during preparation, on-site personnel typically lack the ability to locate and quickly troubleshoot faults, relying on external technical support, resulting in low efficiency. Therefore, there is an urgent need for a rail transit vehicle preparation control method and device that can achieve automation, intelligence, high coverage, and high reliability to improve preparation efficiency, ensure driving safety, reduce operating costs, and promote the digital and intelligent transformation of rail transit preparation operations. Summary of the Invention

[0005] To address the shortcomings of traditional manual vehicle maintenance methods, such as low efficiency, incomplete test coverage, significant safety hazards, outdated data management, and inability to verify the dynamic functions of key components, this invention provides an automatic maintenance control device and method for rail transit vehicles. This invention primarily utilizes an integrated hardware control device and intelligent methods to automatically execute standardized maintenance test sequences through the rail transit vehicle control network, strictly adhering to a "low voltage first, high voltage later" safety test logic. This enables dynamic functional testing of key components such as traction contactors and auxiliary contactors. Simultaneously, a protective power-off retention mechanism ensures data integrity, thereby significantly improving maintenance efficiency and test coverage, eliminating human error and subjective differences, automatically generating fault diagnosis suggestions, and achieving full data recording and traceability of the maintenance process. Ultimately, this achieves the effects of ensuring driving safety, energy conservation and emission reduction, and reduced operational burden.

[0006] The technical means employed in this invention are as follows: An automatic maintenance control device for rail transit vehicles includes: The central control unit is used to receive preparation start commands from the human-machine interface through the rail transit vehicle communication control network and parse them into automatic one-click preparation or manual single-item preparation instructions. The central control unit is also used to send corresponding test commands to the traction system, auxiliary system, control system or battery system of the rail transit vehicle through the rail transit vehicle communication control network, according to the preparation instructions and the preset preparation test table. The central control unit is also used to receive status feedback signals from various subsystems through the rail transit vehicle communication control network, and combine them with the hard-wired status signals sent by the digital acquisition board to make judgments according to preset logic in order to generate test results for each maintenance item and vehicle maintenance results. The central control unit is also used to send the overall vehicle preparation results, test results of each preparation item, and the procedures and maintenance guidance information when tests fail to the HMI for display through the rail transit vehicle communication control network, and to write all preparation process data and result data into the storage device for saving. The digital acquisition board, connected to the central control unit, is used to acquire the hard-wire status signals of traction contactors, auxiliary contactors, high-speed circuit breakers / main circuit breakers, and driver control handles in rail transit vehicles, and send the hard-wire status signals to the central control unit. The digital output board, connected to the central control unit, is used to output digital control commands to the electrical system of the rail transit vehicle according to the instructions of the central control unit.

[0007] Furthermore, the central control unit integrates an MVB interface, an RS-485 interface, an RS-422 interface, and an Ethernet interface for accessing the rail transit vehicle communication control network.

[0008] Furthermore, the automatic maintenance control device for rail transit vehicles adopts an integrated chassis structure. The central control unit, digital acquisition board, and digital output board are plugged into the back panel of the chassis in the form of boards, and are powered and communicated internally through the back panel.

[0009] The present invention also provides an automatic maintenance control method for rail transit vehicles, implemented based on any of the above-mentioned automatic maintenance control devices for rail transit vehicles, comprising the following steps: S1. Preparation begins; S2. Determine if a valid preparation command has been received: If not received, repeat this step; if received, proceed to S3. S3. Determine whether the comprehensive preparation conditions for rail transit vehicles are met: if not, proceed to S2; if met, proceed to S41. S41. Determine whether automatic one-click maintenance is required: If yes, execute S51; otherwise, execute S42. S42. Determine whether to perform manual item-by-item preparation: If yes, execute S52; otherwise, execute S2. S51. Determine if the low-voltage preparation item conditions are met: If yes, proceed to S61. S52. Determine if the conditions for the items to be prepared are met: If yes, proceed to S62. S61. Low-pressure items are prepared according to the predetermined order, and then S7 is executed. S62, execute the set item preparation task, then execute S9; S7. Determine whether the low-voltage item preparation was successful. If successful, execute S8; if unsuccessful, execute S9. S8. High-voltage items are prepared according to the predetermined order, and then S9 is executed. S9. Preparation complete, output the preparation result; if further preparation is needed, return to S2, otherwise end.

[0010] Furthermore, the S51 low-voltage preparation conditions must be met simultaneously: the rail transit vehicle is stationary; the vehicle is occupied but there is no conflict; the air brake is applied; the vehicle is not receiving current; and the high-speed circuit breaker / main circuit breaker of the vehicle is disconnected. The following conditions must be met simultaneously for high-voltage preparation: the rail transit vehicle is stationary; the vehicle is occupied; there is no conflict at the activation end of the vehicle; and the air brake is applied.

[0011] Furthermore, the low-voltage preparation test includes the following items performed sequentially or in order of priority: control system input / output test, traction system bypass test, traction contactor test, auxiliary contactor test, battery contactor test, driver controller test, and unattended alert test.

[0012] Furthermore, the high-voltage preparation test includes the following items performed sequentially or in order of priority: high-speed circuit breaker / main circuit breaker test, air compressor test, battery output test, traction test, and central control unit master-slave switching test.

[0013] Furthermore, a protective power-off retention method is adopted, which specifically includes the following steps: The data update record step, executed cyclically at a preset period, is used to write the prepared record data to a storage device. This step includes: In response to a storage command, the contents of the target record file are read into the cache array and the data is updated. Write the updated cache array data to a temporary file; Verify that the content written to the temporary file is consistent with the data in the cache array; If the verification is successful, the cache array data is written to the target record file. After confirming that the writing is correct, the temporary file is deleted and the contents of the target record file are copied to a backup file. If the verification fails, the write operation will be re-executed, and the number of retries will not exceed the preset threshold. The power-on recovery procedure, executed after the system is powered on again, is used to restore the stored preparation record data. This procedure includes: Check if the temporary file exists; If a temporary file exists, verify its content validity; if the verification is valid, recover the data based on the temporary file; if the verification is invalid, recover the data based on the target log file or backup file. If the temporary file does not exist, the validity of the target record file is verified; if the verification is valid, the data is restored based on the target record file; if the verification is invalid, the data is restored based on the backup file.

[0014] Compared with the prior art, the present invention has the following advantages: This invention designs an automatic maintenance control device and method for rail transit vehicles. Based on the electrical principles and control strategies of rail transit vehicles, it optimizes the maintenance process by introducing intelligent methods, improving maintenance content, especially for key components and functions of critical systems. This enhances maintenance efficiency and quality. Upon completion of maintenance, a report is automatically generated and displayed on the human-machine interface. For maintenance items that fail, abnormal steps are automatically identified, and maintenance suggestions are provided. The overall vehicle maintenance testing time is reduced, the testing content is expanded, and the testing coverage of key system components and functions is increased, thus reducing operational failure rates.

[0015] This invention can protect the preparation results from power failure, making the stored results less susceptible to damage and significantly improving the success rate of file protection. It also supports the retrieval of results within a stage, thereby improving the efficiency of the operator in the mathematical statistics and analysis of preparation data.

[0016] This invention innovatively solves multiple industry problems, ultimately enabling intelligent, automated, in-depth, highly efficient, and highly reliable rail transit vehicle preparation operations. It achieves the comprehensive goals of energy conservation and emission reduction, quality improvement and efficiency enhancement, and enterprise burden reduction, effectively reducing the failure rate of rail transit vehicles after they leave the depot, and driving a new breakthrough in the automatic preparation of rail transit vehicles in the rail transit industry.

[0017] This invention is applicable to subways, trams, engineering locomotives, new energy locomotives, diesel locomotives, electric locomotives, EMUs, etc. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. 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 the device of the present invention.

[0020] Figure 2 This is a flowchart of the method of the present invention.

[0021] Figure 3 This is a topology design diagram of the present invention.

[0022] Figure 4a The block diagram of the data protection processing logic for the power-down retention area of ​​this invention is shown below. Figure 4b The following is a block diagram of the data protection processing logic for the power-off retention area in this invention.

[0023] Figure 5 This is an external view of the device chassis of the present invention.

[0024] Figure 6 This is a schematic diagram of the power supply board of the present invention.

[0025] Figure 7 This is a CPU design diagram for the present invention.

[0026] Figure 8 This is a schematic diagram of the digital signal acquisition principle of the present invention.

[0027] Figure 9 This is a schematic diagram of the digital output principle of the present invention. Detailed Implementation

[0028] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0029] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0030] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0031] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0032] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0033] For ease of description, spatial relative terms such as "above," "over," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation besides the orientation of the device as described in the figures. For example, if the device in the figures is inverted, a device described as "above" or "above" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0034] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0035] like Figure 1 As shown, the present invention provides an automatic preparation control device for rail transit vehicles, comprising: The central control unit (CPU) is used to receive preparation start commands from the human-machine interface through the rail transit vehicle communication control network and parse them into automatic one-click preparation or manual single-item preparation instructions. The central control unit is also used to send corresponding test commands to the traction system, auxiliary system, control system or battery system of the rail transit vehicle through the rail transit vehicle communication control network, according to the preparation instructions and the preset preparation test table. The central control unit is also used to receive status feedback signals from various subsystems through the rail transit vehicle communication control network, and combine them with the hard-wired status signals sent by the digital acquisition board to make judgments according to preset logic in order to generate test results for each maintenance item and vehicle maintenance results. The central control unit is also used to send the overall vehicle preparation results, test results of each preparation item, and the procedures and maintenance guidance information when tests fail to the HMI (Human Machine Interface) for display through the rail transit vehicle communication control network, and to write all preparation process data and result data into the storage device for storage. The digital acquisition board (DI) is connected to the central control unit and is used to acquire the hard-wire status signals of traction contactors, auxiliary contactors, high-speed circuit breakers / main circuit breakers, and driver control handles in rail transit vehicles, and send the hard-wire status signals to the central control unit. The digital output board (DO) is connected to the central control unit and is used to output digital control commands to the electrical system of the rail transit vehicle according to the instructions of the central control unit.

[0036] This invention can be directly connected to the rail transit vehicle control network. The CPU front panel features an M12-Dcode Ethernet interface, a D-SUB9 MVB interface, a D-SUB9 RS-485 interface, and a D-SUB9 RS-422 interface, thus supporting communication with most industry control networks. It has an interface for acquiring hard-wired control command signals and digital outputs for relay control. The deployment design of the automatic maintenance device in rail transit vehicles is as follows... Figure 3 .

[0037] The automatic maintenance process requires the rail transit vehicle's HMI to trigger the maintenance process. The triggering process can be selected as automatic one-click maintenance or manual single-item maintenance. The HMI sends the command to the automatic maintenance control device through the communication control network. The automatic maintenance control device controls the maintenance test process, the test logic of each point, and judges the test results according to the command requirements, and sends them to the HMI for display in real time through the communication control network.

[0038] During the execution of each preparation item, the automatic preparation device uses the communication control bus and DI to collect the status data of the target components for logical judgment (if the purpose of the corresponding test item in the preparation test table is achieved), and calculates the preparation result of each item. If all test items pass, the overall vehicle preparation result is passed; otherwise, the preparation fails.

[0039] During the preparation and testing period, the automatic preparation device provides real-time feedback on preparation information through the rail transit vehicle communication and control network, including the test start status (start / end), test in progress, items being tested, execution process and progress of test items, test results (correct / incorrect) for each progress node of each process of test items, test results for each point (pass / fail / failed steps, reasons and maintenance guidance), and preparation and testing results for the whole vehicle (pass / fail / failed steps, reasons and maintenance guidance).

[0040] The test results are written by the CPU to a specified file on the hard drive for real-time storage. The automatic maintenance control device reads the results from the hard drive in real time and sends them to the HMI for display via the communication control network. The displayed content is presented in the form of a list, including: test start time, test end time, test items, test results, test failure points, and maintenance guidance information.

[0041] This invention also provides an automatic preparation control method for rail transit vehicles, such as... Figure 2 As shown, it includes the following steps: S1. Preparation begins; S2. Determine if a valid preparation command has been received: If not received, repeat this step; if received, proceed to S3. S3. Determine whether the comprehensive preparation conditions for rail transit vehicles are met: if not, proceed to S2; if met, proceed to S41. S41. Determine whether automatic one-click maintenance is required: If yes, execute S51; otherwise, execute S42. S42. Determine whether to perform manual item-by-item preparation: If yes, execute S52; otherwise, execute S2. S51. Determine if the low-voltage preparation item conditions are met: If yes, proceed to S61. S52. Determine if the conditions for the items to be prepared are met: If yes, proceed to S62. S61. Low-pressure items are prepared according to the predetermined order, and then S7 is executed. S62, execute the set item preparation task, then execute S9; S7. Determine whether the low-voltage item preparation was successful. If successful, execute S8; if unsuccessful, execute S9. S8. High-voltage items are prepared according to the predetermined order, and then S9 is executed. S9. Preparation complete, output the preparation result; if further preparation is needed, return to S2, otherwise end.

[0042] Drivers can select maintenance items as needed and choose between automatic one-click maintenance or manual item-by-item maintenance through the HMI. Either option is valid as a prerequisite for the maintenance command to be valid.

[0043] Automatic one-click maintenance enables all items to be automatically completed sequentially for maintenance testing, while manual item-by-item maintenance supports single-item activation testing. See the maintenance test table for each maintenance item and its execution logic. If conditions are not met or the driver terminates the test, the system will automatically exit and return to the pre-preparation state, ensuring that the rail transit vehicle quickly returns to the ready-to-operate state.

[0044] The automatic one-click maintenance process first performs a low-voltage test, followed by a high-voltage test. If the low-voltage test fails, the maintenance process is terminated, and the high-voltage test is not performed again, ensuring the safety of the high-voltage system. The execution priority of each item in the automatic maintenance is shown in the maintenance test table.

[0045] During automatic maintenance, the automatic maintenance control device executes items one by one according to priority. During manual maintenance, the automatic maintenance control device executes maintenance commands and maintenance items from the human-machine interface. When executing test items or nodes of the corresponding system, the automatic maintenance control device issues control commands to the subsystem through the rail transit vehicle communication bus and issues digital control instructions to the rail transit vehicle electrical system through DO. The execution purpose of each item is shown in the maintenance test table.

[0046] For safety reasons, the present invention sets safety preconditions for low-voltage preparation and high-voltage preparation tests, as follows: 1) The low-voltage preparation test must meet the following conditions simultaneously: the rail transit vehicle is stationary; the vehicle is occupied but there is no occupation conflict; the air brake is applied; the vehicle is not receiving current; the high-speed circuit breaker / main circuit breaker of the vehicle is disconnected. 2) The high-voltage preparation test must meet the following conditions simultaneously: the rail transit vehicle is stationary; there is no conflict between the active end of the vehicle and the vehicle is occupied; the air brake is applied.

[0047] The preparation work mainly includes two categories: high-voltage preparation and low-voltage preparation. The preparation test items and priorities are shown in Table 1.

[0048] Table 1 Preparation and Testing Table

[0049] This invention provides a setup record that supports power-off retention; even if the device is powered on and restarted, the record remains stored on the device's hard drive. Because the setup record is stored in a system file, the file is frequently opened during reading. If the device loses power during this time, the file may not close in time, potentially causing file corruption and resulting in data loss or corruption.

[0050] In light of the actual characteristics of this invention, the following three aspects are used to upgrade and solve this problem: (1) design a mechanism for storing data that is retained even when power is lost in the operating system; (2) add handling for storage exceptions in the operating system; (3) design a data reading mechanism in the operating system.

[0051] This invention designs a protective power-down retention method, such as... Figure 4a and Figure 4b As shown, it includes the following steps: The data update record step, executed cyclically at a preset period, is used to write the prepared record data to a storage device. This step includes: In response to a storage command, the contents of the target record file are read into the cache array and the data is updated. Write the updated cache array data to a temporary file; Verify that the content written to the temporary file is consistent with the data in the cache array; If the verification is successful, the cache array data is written to the target record file. After confirming that the writing is correct, the temporary file is deleted and the contents of the target record file are copied to a backup file. If the verification fails, the write operation will be re-executed, and the number of retries will not exceed the preset threshold. The power-on recovery procedure, executed after the system is powered on again, is used to restore the stored preparation record data. This procedure includes: Check if the temporary file exists; If a temporary file exists, verify its content validity; if the verification is valid, recover the data based on the temporary file; if the verification is invalid, recover the data based on the target log file or backup file. If the temporary file does not exist, the validity of the target record file is verified; if the verification is valid, the data is restored based on the target record file; if the verification is invalid, the data is restored based on the backup file.

[0052] The protective power-off retention method is as follows: (1) Data Update Recording Stage. Protection is first implemented from the data source during power-off data retention, namely the data update recording stage. The data update recording stage is executed cyclically every 500ms during the power-off retention area recording task. The data is ultimately recorded in a file named para.bin and stored on the device's hard drive. This invention incorporates a mechanism for verifying the correctness and integrity of the recorded file write. When the task detects a storage instruction, it reads the contents of the original para.bin file and stores them in a cache array. According to the storage instruction, it modifies the corresponding data in the cache array and writes it to a newly designed temporary file named paratemp.bin to prevent damage to the original para.bin file due to unknown circumstances during file writing, thus preserving data backup. After the data is written to the paratemp.bin file, the file is closed and reopened. The read content is compared with the contents of the cache array. If they match, the write is considered successful; otherwise, the write operation is repeated. The maximum number of rewrite operations is three; exceeding three will result in an error. If the write operation is successful, close and protect the paratemp.bin file, then open the para.bin file, write the cached array contents, and verify the write operation's correctness. After confirming that the para.bin file has been written correctly, delete the paratemp.bin file and copy the contents of the stored para.bin file to a new intermediate file named paratemp1.bin for backup. This method maximizes the reliability of the data write log file in the power-off retention area.

[0053] (2) Power-on recovery of MARK area values. After the system powers on, it first checks whether the paratemp.bin file exists. If the paratemp.bin file exists, it can be considered that an unknown error has occurred in the power-off data retention recording stage. This status is reported, and an attempt is made to open the paratemp.bin file. If it cannot be opened, the para.bin file is read; otherwise, the validity of the paratemp.bin file content is judged. The validity judgment logic in this part is to compare the contents of two files. If the comparison is consistent, the paratemp.bin file content is considered valid. If the comparison is inconsistent, the paratemp.bin file content is judged by CRC (Cyclic Redundancy Check) verification. CRC-16 checksum is used. If the calculated CRC is consistent with the CRC value recorded in the file, the paratemp.bin file content is considered valid. If the paratemp.bin file content is invalid, the para.bin file is read; otherwise, the paratemp.bin file is read to recover the MARK area data. If the paratemp.bin file does not exist, it is assumed that the power failure data recording process is normal. The validity of the data in the para.bin file is determined by verifying the file password. If it is correct, the para.bin file is read to recover the data in the MARK area. If it is incorrect, the paratemp1.bin file is read to recover the data in the MARK area.

[0054] (3) In order to ensure the correctness of the data recovery process and to prevent the data in the power-off retention area from being affected by the unknown base address of the system memory after data recovery, the MARK area is directly assigned three times every 5 seconds to ensure the correctness of the MARK area reading.

[0055] The device of this invention is designed as an integrated chassis structure with dimensions of 3U42TE, and its appearance is as follows. Figure 5 As shown. The internal design principle of the chassis is as follows: Chassis configuration: includes PWR*1, HUB*1, CPU*1, DI*2, DO*1, BASE*1. PWR: Power supply board, provides power to the entire chassis. It has one power connector on the front panel, connecting to an external DC 110V power supply, and outputs DC 5V through the back panel to power the various boards in the chassis. The principle is as follows. Figure 6 .

[0056] HUB: Ethernet hub, designed as an external Ethernet expansion interface for the chassis, with two M12 D-code Ethernet ports on the front panel and two Ethernet ports on the back panel.

[0057] CPU: Central Processing Unit, is the core component of the chassis for logic processing and communication network control. It adopts a multi-link integrated design, including: two MVB (Multifunction Vehicle Bus) interfaces (D-SUB9 interface) on the front panel, two RS-485 interfaces (D-SUB9 interface), two RS-422 interfaces (D-SUB9 interface), and two Ethernet interfaces (dual-homed, M12 D-code interface type); and two Ethernet interfaces and two CAN (Controller Area Network) interfaces on the back panel, adapting to various rail transit vehicle control network communications. It serves as the CAN master device control unit for the chassis's back panel CAN communication. The CPU design components are as follows... Figure 7 .

[0058] DI: Digital Input, with a total of 24 digital input channels on the board; two CAN interfaces on the backplane interact with the CPU. The digital input principle design is as follows: Figure 8 .

[0059] DO: Digital Output, with a total of 16 digital output channels on the board; two CAN interfaces on the backplane interact with the CPU. The digital output principle design is as follows: Figure 9 .

[0060] Extension: Used for extended use of digital signal acquisition and digital signal output, universal board slot, backplane integrates 2 CAN interfaces for interaction with CPU.

[0061] BASE: Backplane (Base), used for power supply circuits and internal communication circuits of the chassis.

[0062] Finally, it should be noted that 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 the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An automatic maintenance control device for rail transit vehicles, characterized in that, include: The central control unit is used to receive preparation start commands from the human-machine interface through the rail transit vehicle communication control network and parse them into automatic one-click preparation or manual single-item preparation instructions. The central control unit is also used to send corresponding test commands to the traction system, auxiliary system, control system or battery system of the rail transit vehicle through the rail transit vehicle communication control network, according to the preparation instructions and the preset preparation test table. The central control unit is also used to receive status feedback signals from various subsystems through the rail transit vehicle communication control network, and combine them with the hard-wired status signals sent by the digital acquisition board to make judgments according to preset logic in order to generate test results for each maintenance item and vehicle maintenance results. The central control unit is also used to send the overall vehicle preparation results, test results of each preparation item, and the procedures and maintenance guidance information when tests fail to the HMI for display through the rail transit vehicle communication control network, and to write all preparation process data and result data into the storage device for saving. The digital acquisition board, connected to the central control unit, is used to acquire the hard-wire status signals of traction contactors, auxiliary contactors, high-speed circuit breakers / main circuit breakers, and driver control handles in rail transit vehicles, and send the hard-wire status signals to the central control unit. The digital output board, connected to the central control unit, is used to output digital control commands to the electrical system of the rail transit vehicle according to the instructions of the central control unit.

2. The automatic maintenance control device for rail transit vehicles according to claim 1, characterized in that, The central control unit integrates an MVB interface, an RS-485 interface, an RS-422 interface, and an Ethernet interface for accessing the rail transit vehicle communication control network.

3. The automatic maintenance control device for rail transit vehicles according to claim 1, characterized in that, The automatic maintenance control device for rail transit vehicles adopts an integrated chassis structure. The central control unit, digital acquisition board and digital output board are plugged into the back panel of the chassis in the form of boards, and are powered and communicated internally through the back panel.

4. An automatic maintenance control method for rail transit vehicles, implemented based on the automatic maintenance control device for rail transit vehicles as described in any one of claims 1-3, characterized in that, Includes the following steps: S1. Preparation begins; S2. Determine if a valid preparation command has been received: If not received, repeat this step; if received, proceed to S3. S3. Determine whether the comprehensive preparation conditions for rail transit vehicles are met: if not, proceed to S2; if met, proceed to S41. S41. Determine whether automatic one-click maintenance is required: If yes, execute S51; otherwise, execute S42. S42. Determine whether to perform manual item-by-item preparation: If yes, execute S52; otherwise, execute S2. S51. Determine if the low-voltage preparation item conditions are met: If yes, proceed to S61. S52. Determine if the conditions for the items to be prepared are met: If yes, proceed to S62. S61. Low-pressure items are prepared according to the predetermined order, and then S7 is executed. S62, execute the set item preparation task, then execute S9; S7. Determine whether the low-voltage item preparation was successful. If successful, execute S8; if unsuccessful, execute S9. S8. High-voltage items are prepared according to the predetermined order, and then S9 is executed. S9. Preparation complete, output the preparation result; if further preparation is needed, return to S2, otherwise end.

5. The automatic maintenance control method for rail transit vehicles according to claim 4, characterized in that, The following conditions must be met simultaneously for S51 low-voltage maintenance: the rail transit vehicle is stationary; the vehicle is occupied but there is no conflict; the air brake is applied; the vehicle is not receiving current; and the high-speed circuit breaker / main circuit breaker of the vehicle is disconnected. The following conditions must be met simultaneously for high-voltage preparation: the rail transit vehicle is stationary; the vehicle is occupied; there is no conflict at the activation end of the vehicle; and the air brake is applied.

6. The automatic maintenance control method for rail transit vehicles according to claim 4, characterized in that, The low-voltage preparation test includes the following items performed sequentially or in order of priority: control system input / output test, traction system bypass test, traction contactor test, auxiliary contactor test, battery contactor test, driver controller test, and unattended alert test.

7. The automatic maintenance control method for rail transit vehicles according to claim 4, characterized in that, The high-voltage preparation test includes the following items performed sequentially or in order of priority: high-speed circuit breaker / main circuit breaker test, air compressor test, battery output test, traction test, and central control unit master-slave switching test.

8. The automatic maintenance control method for rail transit vehicles according to claim 4, characterized in that, The protective power-down retention method includes the following steps: The data update record step, executed cyclically at a preset period, is used to write the prepared record data to a storage device. This step includes: In response to a storage command, the contents of the target record file are read into the cache array and the data is updated. Write the updated cache array data to a temporary file; Verify that the content written to the temporary file is consistent with the data in the cache array; If the verification is successful, the cache array data is written to the target record file. After confirming that the writing is correct, the temporary file is deleted and the contents of the target record file are copied to a backup file. If the verification fails, the write operation will be re-executed, and the number of retries will not exceed the preset threshold. The power-on recovery procedure, executed after the system is powered on again, is used to restore the stored preparation record data. This procedure includes: Check if the temporary file exists; If a temporary file exists, verify its content validity; if the verification is valid, recover the data based on the temporary file; if the verification is invalid, recover the data based on the target log file or backup file. If the temporary file does not exist, the validity of the target record file is verified; if the verification is valid, the data is restored based on the target record file; if the verification is invalid, the data is restored based on the backup file.

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