Locomotive braking safety-oriented control method and system, and rail transit vehicle

Abstract

The present application relates to a locomotive braking safety-oriented control method and system, and a rail transit vehicle. The control method comprises: a signal collection step: when it is determined that a digital input DI2 of a braking instruction controller in a full brake position is valid, collecting an analog input AI1 of a current brake zone, and acquiring a corresponding equalized pressure reduction X1; a guidance determination step: setting an equalized pressure reduction preset value Xset; if the equalized pressure reduction X1 is less than the equalized pressure reduction preset value Xset, a brake being automatically guided to a full brake pressure reduction, and recording a full brake pressure reduction Xmax and a fault code; and if the equalized pressure reduction X1 is greater than or equal to the equalized pressure reduction preset value Xset, performing no guidance, recording the equalized pressure reduction X1, and setting the fault code to 0; and a relief step: determining a fault state of the brake zone under different relief states, and setting a pressure reduction on the basis of a determination result.

Description

Locomotive braking safety guidance control methods, systems and rail transit vehicles

[0001] This application claims priority to Chinese Patent Application No. 202410962909.9, filed on July 18, 2024, entitled "A Method for Fault Diagnosis and Safety Guidance Control of Locomotive Braking Command Controller", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of locomotive braking technology, and in particular to a locomotive braking safety guidance control method, system, and rail transit vehicle. Background Technology

[0003] The brake system uses a microcomputer control system to collect position switch signals and analog signals from the brake command controller. After logic operations, it controls the pressure of the equalizing cylinder, and then, through the amplification effect of the relay valve, controls the pressure in the train pipe, thus achieving braking and release control of the locomotive and rolling stock. The brake command controller's braking commands are divided into initial braking position, braking zone, and full braking position. Currently, the initial braking position is determined by collecting switch signals, while the braking zone and full braking positions are determined by the magnitude of the collected analog signals.

[0004] In existing technology, the microcomputer control system detects the validity of the switch signal at the initial braking position, determines that the brake command controller is in the braking position, and applies an initial braking equalization pressure reduction. When the brake command controller moves from the braking zone to the full braking position, it applies a corresponding equalization pressure reduction according to the magnitude of the acquired AI (Analog Input) analog signal. If an analog signal fault occurs when the brake command controller moves within the braking zone, it can cause abnormal pressure reduction in the equalization cylinder, and abnormal pressure application in the locomotive and vehicle brake cylinders, posing a safety hazard.

[0005] Currently, no effective solution has been proposed to address the technical problem that when the brake command controller experiences an analog fault during braking zone movement, it cannot automatically diagnose the analog fault, thus failing to achieve post-fault guidance control and post-fault mitigation control. Summary of the Invention

[0006] This application provides a locomotive braking safety guidance control method, system, and rail transit vehicle.

[0007] In a first aspect, embodiments of this application provide a locomotive braking safety guidance control method, including:

[0008] Signal acquisition steps: When the switch signal DI2 of the braking command controller is valid in the full braking position, acquire the analog quantity AI1 of the current braking zone and obtain the corresponding equalization pressure reduction quantity X1;

[0009] Guiding judgment steps: Set the preset value X for equalization pressure reduction. set If the equilibrium pressure reduction X1 is less than the preset value of the equilibrium pressure reduction X set Then the brake will automatically guide to the full braking pressure reduction and record the full braking pressure reduction X. max and fault codes; if the equalization pressure reduction amount X1 is greater than or equal to the preset value of the equalization pressure reduction amount X set If not, record the equalization pressure reduction amount X1 and set the fault code to 0;

[0010] Mitigation steps: Determine the fault status of the braking zone under different mitigation states, and set the decompression amount based on the determination results.

[0011] In some embodiments, the mitigation steps specifically include:

[0012] Guided relief steps: Based on the automatic guidance of the brake to reduce the full braking pressure, the fault status of the braking zone is judged under different relief states, and the pressure reduction amount is set according to the judgment result;

[0013] Non-guided mitigation steps: Based on the non-guided mitigation, the fault status of the braking zone is judged under different mitigation states, and the pressure reduction amount is set according to the judgment result.

[0014] In some embodiments, the control method further includes:

[0015] In the above mitigation steps, when it is determined that the analog quantity of the braking zone has recovered, the actual analog quantity AI2 after recovery is collected and the corresponding actual decompression quantity X2 is obtained.

[0016] In some embodiments, the guidance mitigation step specifically includes:

[0017] During a single relief state, regardless of whether the analog quantity of the braking zone recovers, the equalizing air cylinder maintains the full braking pressure reduction amount X. max It does not alleviate the symptoms;

[0018] In the phased relief state, if the analog quantity of the braking zone recovers, the phased relief is performed according to the actual pressure reduction amount X2 corresponding to the actual analog quantity AI2 after recovery; if the analog quantity of the braking zone does not recover, the phased relief is performed according to the equal pressure reduction amount X1 before the fault.

[0019] In some embodiments, the non-directive mitigation step specifically includes:

[0020] In a single relief state, if the simulated quantity in the braking zone recovers, and if the actual pressure reduction amount X2 corresponding to the recovered actual simulated quantity AI2 is greater than X1, then the equalizing cylinder maintains the actual pressure reduction amount X2 and does not relieve the pressure; if the actual pressure reduction amount X2 corresponding to the recovered actual simulated quantity AI2 is less than X1, then the equalizing cylinder maintains the equalizing pressure reduction amount X1 and does not relieve the pressure; if the simulated quantity in the braking zone does not recover, then the equalizing cylinder maintains the equalizing pressure reduction amount X1 and does not relieve the pressure.

[0021] In the phased relief state, if the analog quantity of the braking zone recovers, the phased relief is performed according to the actual pressure reduction amount X2 corresponding to the recovered analog quantity AI2; if the analog quantity of the braking zone does not recover, the phased relief is performed according to the equal pressure reduction amount X1 before the fault.

[0022] In some embodiments, the total braking pressure reduction X mentioned in the guidance determination step max The equalized decompression amount X1 is the maximum decompression amount corresponding to the full braking position, and is the maximum decompression amount during a fault.

[0023] In some embodiments, the preset value X for the equalization pressure reduction set The value range is the total braking pressure reduction X max 60%-80%.

[0024] In some embodiments, the control method further includes: when a larger equalization pressure reduction is required, setting the brake command controller to the coupling position or emergency position to brake and stop the train without affecting train safety.

[0025] Secondly, embodiments of this application provide a locomotive braking safety guidance control system, comprising:

[0026] The signal acquisition module is configured to: when the switch signal DI2 of the braking command controller is valid in the full braking position, acquire the analog quantity AI1 of the current braking zone and obtain the corresponding equalization pressure reduction quantity X1;

[0027] The guidance judgment module is configured to: set the preset value X for the equalization pressure reduction. set If the equilibrium pressure reduction X1 is less than the preset value of the equilibrium pressure reduction X set Then the control brake will automatically guide to the full braking pressure reduction amount, and record the full braking pressure reduction amount X. max and fault codes; if the equalization pressure reduction amount X1 is greater than or equal to the preset value of the equalization pressure reduction amount X set If not, record the equalization pressure reduction amount X1 and set the fault code to 0;

[0028] Relief module: Determines the fault status of the braking zone under different relief states, and sets the pressure reduction amount based on the determination result.

[0029] Thirdly, embodiments of this application provide a rail transit vehicle that employs the locomotive braking safety guidance control system described in the second aspect above.

[0030] Fourthly, embodiments of this application also provide an electronic device, including:

[0031] At least one processor;

[0032] Memory, and

[0033] The program instructions stored in the memory, when executed by the processor, implement the locomotive braking safety guidance control method as described in any of the first aspects.

[0034] Fourthly, embodiments of this application also provide a non-transitory computer-readable storage medium having program instructions stored thereon, which, when executed by at least one processor, implement the locomotive braking safety guidance control method as described in any of the first aspects.

[0035] The technical effects or advantages of this application are:

[0036] Compared to related technologies, the locomotive braking safety guidance control method provided in this application adopts a switching signal at the full braking position, combined with the AI ​​value of the braking zone analog quantity, to determine whether the braking zone analog quantity is faulty. It provides guidance control after a fault and a relief control method for returning from the full braking position to the initial braking position. This improves the brake fault detection system, preventing the brake command controller from failing to stop safely when the braking zone analog quantity malfunctions. It enhances the comprehensiveness and accuracy of fault judgment, facilitates fault data analysis, and improves the reliability and safety of the braking system. Furthermore, for long trains, this control method can reduce the air charging time of the brake command controller in the running position for the train pipe, improving the availability of the brake after a fault.

[0037] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. Attached Figure Description

[0038] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0039] Figure 1 is a block diagram of the braking action of a braking command controller provided in an embodiment of this application;

[0040] Figure 2 is a flowchart illustrating a locomotive braking safety guidance control method provided in an embodiment of this application;

[0041] Figure 3 is a framework diagram of a locomotive braking safety guidance control system provided in an embodiment of this application;

[0042] Figure 4 is a frame diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0044] Obviously, the accompanying drawings described below are merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar scenarios based on these drawings without any inventive effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, any changes to design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as insufficient disclosure of the content of this application.

[0045] In related technologies, when an analog fault occurs in the braking command controller during braking zone movement, it cannot automatically diagnose the analog fault. When an abnormal decompression occurs in the braking zone, decompression is generally increased to the full braking position. However, this method has the technical problem of not being able to automatically diagnose analog faults, thus failing to achieve post-fault guidance control and post-fault mitigation control.

[0046] To address the technical problem that the brake command controller cannot automatically diagnose analog signal faults when they occur during braking zone movement, thus hindering post-fault guidance and mitigation control, this application provides a locomotive brake safety guidance control method. This method uses a full-braking position switch signal combined with the AI ​​value of the braking zone analog signal to determine if there is a fault in the braking zone analog signal, and provides post-fault guidance control and mitigation control for returning from the full braking position to the initial braking position. This improves the brake fault detection system, preventing the brake controller from failing to stop safely when analog signal faults occur in the braking zone. The fault diagnosis is more comprehensive and accurate, facilitating fault data analysis and improving the reliability and safety of the braking system. Furthermore, for long trains, this control method can reduce the air charging time of the train pipe by the brake command controller in the running position, improving the availability of the brake after a fault.

[0047] The technical solution of this application will be described in detail below with reference to specific embodiments and the accompanying drawings.

[0048] Referring to Figures 1-2, this application provides a locomotive braking safety guidance control method, including: S1 signal acquisition step, S2 guidance judgment step, and S3 mitigation step. The solutions of various embodiments of this application will be described below in conjunction with each step.

[0049] S1. Signal acquisition steps: When the braking command controller is valid in the full braking position, acquire the current braking zone analog input AI1 and obtain the corresponding equalization pressure reduction amount X1.

[0050] It should be noted that the switch signal DI2 for the full braking position is valid, meaning that the braking command controller is currently in the full braking position.

[0051] The braking command controller can be a brake handle. Specifically, the brake handle has braking positions, including the operating position, initial braking position, braking zone, and full braking position. When the brake handle is moved to the corresponding braking position, a switching signal is triggered through mechanical contacts and other components, allowing the system to determine the position of the brake handle. During the braking zone movement, the brake handle outputs a continuously changing electrical signal through potentiometers and other components. This signal value is an analog quantity that reflects the magnitude of the braking intensity.

[0052] The equalization pressure reduction specifically refers to the pressure reduction of the equalization cylinder. The equalization pressure reduction corresponds to the analog signal output by the brake lever. Under normal conditions, during braking, the brake lever outputs corresponding analog signals at different positions within the braking zone. By collecting the analog signal at each brake lever position, the corresponding equalization pressure reduction is obtained, which in turn reduces the pressure in the equalization cylinder, thus achieving the appropriate braking force. For example, when the brake lever is pushed to the full braking position, the analog signal reaches its maximum value, corresponding to the maximum pressure reduction in the equalization cylinder, resulting in the strongest braking force. If the brake lever is in the initial braking position, the analog signal is smaller, the pressure reduction in the equalization cylinder is smaller, and the braking force weakens accordingly. As the brake lever moves through the braking zone, the analog signal gradually increases from the initial braking position to the full braking position. However, in the event of a fault, the collected analog signal may be inconsistent with the analog signal corresponding to the current brake lever position, leading to abnormal brake pressure reduction and failure to output the required braking force.

[0053] S2. Guiding Judgment Step: Set the preset value X for equalization pressure reduction. set If the equilibrium pressure reduction X1 is less than the preset value of the equilibrium pressure reduction X set Then the brake will automatically guide to the full braking pressure reduction and record the full braking pressure reduction X. maxand fault codes; if the equalization pressure reduction amount X1 is greater than or equal to the preset value of the equalization pressure reduction amount X set If not, then do not guide, record the equalization pressure reduction amount X1 and set the fault code to 0.

[0054] Wherein, the full braking pressure reduction amount refers to the maximum equal pressure reduction amount X corresponding to the full braking position. max The preset value X for the balanced pressure reduction. set The value range is the total braking pressure reduction X max 60%-80%.

[0055] In practical applications, the initial braking pressure reduction is 45–55 kPa, the full braking pressure reduction is 140 kPa (freight trucks) / 170 kPa (buses), and the preset value for equal pressure reduction is X. set The size can be determined based on the coupled vehicles, ensuring a safe decompression amount when braking is required, without causing excessive decompression and reducing brake availability due to automatic guidance when the braking zone is not completely faulty. If a larger balanced decompression amount is needed, the brake command controller can be set to the coupled or emergency position for braking and stopping without affecting train safety.

[0056] It should be noted that if the equalization pressure reduction X1 is less than the preset value of the equalization pressure reduction X... set If the brake command controller is found to have an analog signal fault in the braking zone, the brake will automatically switch to full braking pressure reduction X. max That is, reduce pressure X according to the maximum pressure reduction amount corresponding to the full braking position. max And record the total braking decompression amount X. max and fault codes; if the equalization pressure reduction amount X1 is greater than or equal to the preset value of the equalization pressure reduction amount X set And less than the full braking decompression amount X max This indicates that the acquired analog quantity AI1 did not reach the analog quantity corresponding to the full braking position, but the equalization pressure reduction amount X1 corresponding to the acquired analog quantity AI1 exceeded the preset value X of the equalization pressure reduction amount. set If it is determined that the braking command controller is not completely faulty in the braking zone analog quantity at this time, and no guidance is performed, then the equalization pressure reduction amount X1 corresponding to the current braking zone analog quantity AI1 is the maximum pressure reduction amount AI when the fault occurs. This is used as the target value of the equalization pressure reduction amount, and the equalization pressure reduction amount X1 is recorded and the fault code is set to 0.

[0057] S3. Relief Steps: Determine the fault status of the braking zone under different relief states, and set the pressure reduction amount based on the determination results.

[0058] Furthermore, the mitigation steps specifically include:

[0059] Guiding relief steps: Based on the automatic guidance of the brake to reduce the full braking pressure, the fault status of the braking zone is judged under different relief states, and the pressure reduction amount is set according to the judgment result.

[0060] Non-guided mitigation steps: Based on the non-guided mitigation, the fault status of the braking zone is judged under different mitigation states, and the pressure reduction amount is set according to the judgment result.

[0061] Furthermore, in the above mitigation steps, when it is determined that the analog quantity of the braking zone has recovered, the actual analog quantity AI2 after recovery is collected and the corresponding actual decompression quantity X2 is obtained.

[0062] During the release process, assuming no fault occurs, the analog signal acquired as the brake lever moves from the full braking position back to the initial braking position will change accordingly. However, when a fault occurs in the braking zone, the acquired analog signal value will not change accordingly when the brake lever moves within the fault area, remaining at the value acquired before the fault. If there is a change in the analog signal output when the brake lever moves during the release process, it is considered that the analog signal in the braking zone has recovered, and the actual recovered analog signal is acquired. At this time, it may be that the brake lever has moved out of the fault area and into the normal area, or the fault in the fault area has been eliminated.

[0063] Relief types include single-stage relief and phased relief.

[0064] One-time release means that during the release process, the brake handle is moved directly from the current braking position to the operating position, so that the brake cylinder pressure is restored to the initial state in one go, and the braking force is completely eliminated.

[0065] Phased release refers to the process in which the brake lever is gradually moved from the current braking position to the operating position or a braking position with a lower braking level during the release process, releasing a small amount of brake cylinder pressure each time, thereby gradually reducing the braking force.

[0066] The following examples control the mitigation process according to different mitigation types and fault states.

[0067] Furthermore, the guided mitigation steps specifically include:

[0068] During a single relief state, regardless of whether the analog quantity of the braking zone recovers, the equalizing air cylinder maintains the full braking pressure reduction amount X. max It does not alleviate the problem.

[0069] In the phased relief state, if the analog quantity in the braking zone recovers, the phased relief is performed according to the actual pressure reduction amount X2 corresponding to the recovered actual analog quantity AI2; if the analog quantity in the braking zone does not recover, the phased relief is performed according to the equal pressure reduction amount X1 before the fault. Here, the equal pressure reduction amount before the fault refers to the equal pressure reduction amount corresponding to the maximum analog quantity collected before the brake handle moves to the fault area during braking, specifically the equal pressure reduction amount X1 corresponding to the analog quantity collected in step S1.

[0070] Furthermore, the non-guided mitigation steps specifically include:

[0071] In a single relief state, if the simulated quantity in the braking zone recovers, and if the actual pressure reduction amount X2 corresponding to the recovered actual simulated quantity AI2 is greater than X1, then the equalizing air cylinder maintains the actual pressure reduction amount X2 and does not relieve the pressure; if the actual pressure reduction amount X2 corresponding to the recovered simulated quantity AI2 is less than X1, then the equalizing air cylinder maintains the equalizing pressure reduction amount X1 and does not relieve the pressure; if the simulated quantity in the braking zone does not recover, then the equalizing air cylinder maintains the equalizing pressure reduction amount X1 and does not relieve the pressure.

[0072] In the phased relief state, if the analog quantity in the braking zone recovers, phased relief is performed according to the actual pressure reduction amount X2 corresponding to the recovered actual analog quantity AI2; if the analog quantity in the braking zone does not recover, phased relief is performed according to the equal pressure reduction amount X1 before the fault. Here, the equal pressure reduction amount before the fault refers to the equal pressure reduction amount corresponding to the maximum analog quantity collected before the brake handle moves to the fault area during braking, specifically the equal pressure reduction amount X1 corresponding to the analog quantity collected in step S1.

[0073] Understandably, during the release process, as the brake lever moves towards the initial braking position, if the analog quantity in the braking zone recovers, the actual analog quantity AI2 after recovery gradually decreases with the movement of the brake lever, and the actual pressure reduction amount X2 of the equalizing air cylinder corresponding to the actual analog quantity AI2 also decreases accordingly. In the phased release state, regardless of whether it is guided, if the analog quantity in the braking zone recovers, as the brake lever moves towards the lower-level braking position, phased release is performed according to the actual pressure reduction amount X2 corresponding to the actual analog quantity AI2 after recovery, resulting in a phased reduction in braking force.

[0074] In practical applications, not mitigating can prevent the problem of varying equalization pressure during the transition between normal and abnormal analog signal states.

[0075] Furthermore, when a larger equalization pressure reduction is required, the brake command controller can be set to the multiple-connection position or the emergency position to brake and stop the train without affecting train safety.

[0076] In some illustrative embodiments, fault diagnosis and safety guidance are specifically performed according to the following methods:

[0077] Acquire and determine if the switch signal DI2 of the braking command controller is valid in the full braking position. At this time, acquire the analog signal AI1 of the current braking zone and obtain the corresponding equalization pressure reduction amount X1. Set the preset value of the equalization pressure reduction amount to X. set Determine whether X1 is less than X. set This allows for the determination of abnormal conditions in the braking zone of the braking command controller.

[0078] Braking zone analog fail-safe guidance function:

[0079] 1) If the equilibrium pressure reduction is X1 <X set If the brake automatically depressurizes to full braking pressure, the fault code will be stored for data analysis.

[0080] 2) If the equilibrium pressure reduction X1 ≥ X set If the fault occurs, no guidance will be provided. The maximum pressure reduction amount X1 at the time of the fault will be used as the target value for balanced pressure reduction, and the fault code will be set to 0.

[0081] One-time relief / stage relief function:

[0082] 1) When X1 <X set If a fault is detected in the analog quantity of the braking command controller in the braking zone, the brake will automatically switch to full braking pressure reduction X. max Record the total braking decompression amount X max And fault codes.

[0083] ① During a single relief state, when the brake command controller shifts from the full braking position to the initial braking position, regardless of whether the fault in the braking zone has been resolved, the equalizing air cylinder maintains the full braking pressure reduction amount X. max It does not alleviate the problem.

[0084] ② In the phased relief state, when the brake command controller moves from the full braking position to the initial braking position, if the analog quantity of the braking zone returns to normal, the phased relief is performed according to the actual pressure reduction amount X2 corresponding to the actual analog quantity AI2 after the recovery; if the analog quantity of the braking zone does not return to normal, when the brake command controller leaves the full braking position, the phased relief is performed according to the equal pressure reduction amount X1 before the fault.

[0085] 2) When X1≥X set If the brake command controller is determined to have a complete fault in the analog quantity of the braking zone, then safety guidance will not be performed, the brake zone fault code will be reset to 0, and the current equalization pressure reduction amount X1 will be recorded.

[0086] ① In a first release state, when the brake command controller moves from the full brake position to the initial brake position, if the analog quantity in the brake area is restored, and if the actual equalizing decompression quantity X2 corresponding to the restored actual analog quantity AI2 > X1, the equalizing reservoir maintains the actual decompression quantity X2 and does not release; if the actual equalizing decompression quantity X2 corresponding to the restored actual analog quantity AI2 < X1, the equalizing reservoir maintains the equalizing decompression quantity X1 and does not release.

[0087] If the analog quantity in the brake area is not restored, the equalizing reservoir maintains the equalizing decompression quantity X1 and does not release.

[0088] ② In a stage release state, when the brake command controller moves from the full brake position to the initial brake position, if the analog quantity in the brake area is restored, stage release is performed according to the actual decompression quantity X2 corresponding to the restored actual analog quantity AI2.

[0089] If the analog quantity in the brake area is not restored, when the brake command controller leaves the full brake position, stage release is performed according to the equalizing decompression quantity X1 before the fault.

[0090] Referring to Figure 3, an embodiment of the present application further provides a locomotive brake safety guidance control system, including:

[0091] A signal acquisition module 3, configured to: when determining that the switch quantity signal DI2 of the brake command controller 1 in the full brake position is valid, acquire the current analog quantity AI1 in the brake area and obtain the corresponding equalizing decompression quantity X1.

[0092] A guidance judgment module 4, configured to: set a preset value X of the equalizing decompression quantity set [ , if the equalizing decompression quantity X1 is less than the preset value X of the equalizing decompression quantity set [ , then control the brake 2 to automatically guide to the full brake decompression quantity, and record the full brake decompression quantity X max [ and the fault code; if the equalizing decompression quantity X1 is greater than or equal to the preset value X of the equalizing decompression quantity set [ , then there is no guidance, record the equalizing decompression quantity X1 and set the fault code to 0.

[0093] A release module 5: judge the fault state in the brake area in different release states, and set the decompression quantity according to the judgment result.

[0094] Optionally, each module in the locomotive brake safety guidance control system provided by the embodiment of the present application can also be configured according to any one of the above control methods, which will not be elaborated here.

[0095] An embodiment of the present application further provides a rail transit vehicle, which adopts the above locomotive brake safety guidance control system.

[0096] Furthermore, the locomotive braking safety guidance control method of the present application embodiment described in conjunction with Figures 1-2 can be implemented by an electronic device. Figure 4 is a schematic diagram of the hardware structure of the electronic device according to an embodiment of the present application. Optionally, the electronic device can be a microcomputer control system.

[0097] An electronic device may include at least one processor 81 and a memory 82 storing computer program instructions.

[0098] Specifically, the processor 81 may include a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0099] The memory 82 may include a mass storage device for data or instructions. For example, and not limitingly, the memory 82 may include a hard disk drive (HDD), a floppy disk drive, a solid-state drive (SSD), flash memory, an optical disk drive, a magneto-optical disk drive, magnetic tape, or a Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, the memory 82 may include removable or non-removable (or fixed) media. Where appropriate, the memory 82 may be internal or external to a data processing device. In a particular embodiment, the memory 82 is non-volatile memory. In a particular embodiment, the memory 82 includes read-only memory (ROM) and random access memory (RAM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), an electrically alterable read-only memory (EAROM), or flash memory, or a combination of two or more of these. Where appropriate, the RAM can be Static Random-Access Memory (SRAM) or Dynamic Random-Access Memory (DRAM). DRAM can be Fast Page Mode Dynamic Random-Access Memory (FPMDRAM), Extended Data Out Dynamic Random-Access Memory (EDODRAM), Synchronous Dynamic Random-Access Memory (SDRAM), etc.

[0100] The memory 82 can be used to store or cache various data files that need to be processed and / or communicated, as well as possible computer program instructions executed by the processor 81.

[0101] The processor 81 reads and executes computer program instructions stored in the memory 82 to implement any of the locomotive braking safety guidance control methods in the above embodiments.

[0102] In some embodiments, the electronic device may further include a communication interface 83 and a bus 80. As shown in FIG4, the processor 81, memory 82, and communication interface 83 are connected through the bus 80 and communicate with each other.

[0103] The communication interface 83 is used to enable communication between the various modules, devices, units, and / or equipment in the embodiments of this application. The communication port 83 can also enable data communication with other components such as external devices, image / data acquisition devices, databases, external storage, and image / data processing workstations.

[0104] Bus 80 includes hardware, software, or both, that couples components of an electronic device together. Bus 80 includes, but is not limited to, at least one of the following: data bus, address bus, control bus, expansion bus, and local bus. For example, and not as a limitation, bus 80 may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, bus 80 may include one or more buses. Although specific buses are described and illustrated in the embodiments of this application, this application considers any suitable bus or interconnection.

[0105] The electronic device can execute the locomotive braking safety guidance control method in any embodiment of this application based on program instructions.

[0106] Furthermore, in conjunction with the locomotive braking safety guidance control method in the above embodiments, this application embodiment can provide a computer-readable storage medium for implementation. This computer-readable storage medium is a non-transitory computer-readable storage medium that stores computer program instructions thereon; when these computer program instructions are executed by a processor, they implement the locomotive braking safety guidance control method in any of the above embodiments.

[0107] In summary, the beneficial effects of this application are that it discloses a locomotive braking safety guidance control method, provides a new method for fault diagnosis and post-fault mitigation control of the locomotive brake command controller, and solves the technical problem that current methods cannot automatically diagnose analog faults when the brake command controller experiences analog faults during braking zone movement, thus hindering post-fault guidance and mitigation control. This improves the brake fault detection system, prevents the brake controller from failing to stop safely when analog faults occur in the braking zone, provides more comprehensive and accurate fault judgment, facilitates fault data analysis, and enhances the reliability and safety of the braking system. Furthermore, for long trains, this control method can reduce the air charging time of the brake command controller in the running position for the train pipe, improving the availability of the brake after a fault.

[0108] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0109] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A locomotive brake safety pilot control method, characterized by, Comprising: Signal acquisition step: when the switch signal DI2 of the brake command controller in the full brake position is valid, the current brake area analog quantity AI1 is collected and the corresponding equalizing pressure reduction X1 is obtained; Guiding judgment step: set the equalizing pressure reduction amount preset value X set If the equalizing pressure reduction amount X1 is less than the equalizing pressure reduction amount preset value X set , the brake automatically guides the full brake pressure reduction amount, and records the full brake pressure reduction amount X max and the fault code; if the equalizing pressure reduction amount X1 is greater than or equal to the equalizing pressure reduction amount preset value X set , it is not guided, the equalizing pressure reduction amount X1 is recorded and the fault code is set to 0; Relief step: judging the brake area fault state under different relief states, and setting the pressure reduction according to the judgment result.

2. The locomotive brake safety pilot control method of claim 1 wherein, The relief step specifically includes: Guided relief step: after the brake engine automatically guides the full brake pressure reduction, judging the brake area fault state under different relief states, and setting the pressure reduction according to the judgment result; Non-guided relief step: after not guiding, judging the brake area fault state under different relief states, and setting the pressure reduction according to the judgment result.

3. The locomotive brake safety pilot control method of claim 2 wherein, Further comprising: In the above relief step, when the brake area analog quantity is restored, the actual analog quantity AI2 after restoration is collected and the corresponding actual pressure reduction X2 is obtained.

4. The locomotive brake safety pilot control method of claim 3 wherein, The guided relief step specifically includes: In a relief state, the equalizing air cylinder maintains the full brake pressure reduction X regardless of whether the brake zone analog is restored max , not relieved In the stage relief state, if the brake area analog quantity is restored, the actual pressure reduction X2 corresponding to the actual analog quantity AI2 after restoration is performed for stage relief; if the brake area analog quantity is not restored, the equalizing pressure reduction X1 before the fault is performed for stage relief.

5. The locomotive brake safety pilot control method of claim 3 wherein, The non-guided relief step specifically includes: In the first relief state, if the brake area analog quantity is restored, if the actual pressure reduction X2 corresponding to the actual analog quantity AI2 after restoration is greater than X1, the equalizing air cylinder maintains the actual pressure reduction X2 and does not relieve; if the actual pressure reduction X2 corresponding to the actual analog quantity AI2 after restoration is less than X1, the equalizing air cylinder maintains the equalizing pressure reduction X1 and does not relieve; if the brake area analog quantity is not restored, the equalizing air cylinder maintains the equalizing pressure reduction X1 and does not relieve; In the stage relief state, if the brake area analog quantity is restored, the actual pressure reduction X2 corresponding to the actual analog quantity AI2 after restoration is performed for stage relief; if the brake area analog quantity is not restored, the equalizing pressure reduction X1 before the fault is performed for stage relief.

6. The locomotive brake safety pilot control method of claim 1 wherein, The full brake pressure reduction amount X in the guidance determination step max The maximum pressure reduction amount corresponding to the full brake position, and the equalization pressure reduction amount X1 is the maximum pressure reduction amount at the time of failure.

7. The locomotive brake safety pilot control method of claim 1 wherein, The equalizing pressure reduction amount preset value X set The full brake pressure reduction amount X max 60% - 80% of the full brake pressure reduction amount X.

8. The locomotive brake safety pilot control method as described in claim 1 wherein, Further comprising: When a larger equalizing pressure reduction is needed, the brake command controller is placed in the reconnection position or the emergency position for brake parking, without affecting the safety of the train.

9. A locomotive brake safety pilot control system characterized by, Comprising: Signal acquisition module configured to: when the switch signal DI2 of the brake command controller in the full brake position is valid, collect the current brake area analog quantity AI1 and obtain the corresponding equalizing pressure reduction X1; The guiding judgment module is configured to set an equalizing pressure reduction preset value X set If the equalizing pressure reduction X1 is less than the equalizing pressure reduction preset value X set , the brake is automatically guided to full brake pressure reduction, and the full brake pressure reduction X max and a fault code are recorded; if the equalizing pressure reduction X1 is greater than or equal to the equalizing pressure reduction preset value X set , no guidance is performed, the equalizing pressure reduction X1 is recorded, and the fault code is set to 0. Relief module: judging the brake area fault state under different relief states, and setting the pressure reduction according to the judgment result.

10. A rail vehicle, characterized by It adopts the locomotive brake safety guiding control system of claim 9.

11. An electronic device, comprising: Comprising: At least one processor; Memory, and Program instructions stored on the memory, which are executed by the processor to implement the locomotive brake safety guiding control method of any one of claims 1 to 8. 12.A non-transitory computer-readable storage medium having stored thereon program instructions, wherein, The program instructions are executed by at least one processor to implement the locomotive brake safety guiding control method of any one of claims 1 to 8.

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