CN109835371B - Method and system for diagnosing real-time fault of train - Google Patents
Method and system for diagnosing real-time fault of train Download PDFInfo
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Abstract
The invention provides a method for diagnosing real-time faults of a train, which comprises the following steps: identifying, by a state identification module, state information for each traction flow step during a traction flow of a traction force development process performed by the train; receiving the state information through a service platform, and screening out a traction flow with a fault according to the state information and traction flow logic; and analyzing the fault tree corresponding to the traction flow step with the fault, and obtaining a fault diagnosis result according to the fault logic of the fault tree. The method and the system for diagnosing the real-time fault of the train can be used for troubleshooting the real-time fault of the train under the working condition of the traction process, cover various faults related to train traction, and are beneficial to fast positioning the fault by ground personnel and further operation of a driver. The processing time of train faults is reduced, and the influence of the faults on the train is reduced.
Description
Technical Field
The invention relates to the field of train control, in particular to a method and a system for diagnosing real-time faults of a train.
Background
At present, the driving mileage of the trains in China is continuously expanded, and the number of the required trains is also sharply increased, so that the safety of the trains is the most important in the work of railway departments. The fault diagnosis technology in the train industry of China is mainly limited to diagnosis of parts of key equipment, parts of components and the like. The comprehensive diagnosis of the whole train system under different working conditions is rarely involved, and the conventional fault diagnosis method is not high in efficiency and is not beneficial to the investigation of key fault reasons and the effective guidance of drivers.
Therefore, in order to better troubleshoot the train fault, a method and a system for diagnosing the train fault in real time are urgently needed.
Disclosure of Invention
In order to solve the above problems, the present invention provides a method for diagnosing a real-time fault of a train, the method comprising the steps of:
identifying, by a state identification module, state information for each traction flow step during a traction flow of a traction force development process performed by the train;
receiving the state information through a service platform, and screening out a traction flow with a fault according to the state information and traction flow logic;
and analyzing the fault tree corresponding to the traction flow step with the fault, and obtaining a fault diagnosis result according to the fault logic of the fault tree.
According to one embodiment of the invention, the traction flow comprises eight steps, wherein in a first step driver occupancy is formed, in a second step a direction signal is formed, in a third step emergency braking mitigation is formed, in a fourth step a circuit traction command is formed, in a fifth step a vehicle control module traction command is formed, in a sixth step a traction control unit traction force is formed, in a seventh step the pantograph is raised and in an eighth step the high speed breaker is closed.
According to one embodiment of the present invention, the step of identifying the status information of each traction procedure step by the status identification module during the traction procedure of the traction force development process performed by the train further comprises:
identifying whether only one cab of two cabs on the train is occupied, if so, the state information of the first step is as follows: only one end of the cab is occupied, and the first step is successfully executed;
identifying whether any one of the front end and the rear end of the train has a forward or backward running direction, if so, the state information of the second step is as follows: the train has a direction, and the second step is successfully executed;
identifying whether any one of two emergency brake relays on the train is electrified, if so, the state information of the third step is as follows: releasing the emergency braking of the train, and successfully executing the third step;
identifying whether any one of the front end and the rear end of the train acquires a circuit traction instruction, if so, the state information of the fourth step is as follows: forming a circuit traction instruction, and successfully executing the fourth step;
identifying whether a vehicle control module on the train sends a traction instruction, if so, the state information of the fifth step is as follows: forming a traction instruction of a vehicle control module, and successfully executing the fifth step;
and identifying whether the tractive force of the power supply compartment on the train and the two compartments in the middle of the train is larger than zero, if so, the state information of the sixth step is as follows: forming traction of a traction control unit, and successfully executing the sixth step;
identifying whether the network voltage on the train exceeds a preset value and whether the pantograph of the power supply carriage is lifted, if so, the state information of the seventh step is as follows: the pantograph is lifted, and the seventh step is successfully executed;
identifying whether the power supply compartment and the middle two compartments on the train are in a high-break state, if so, the state information of the eighth step is as follows: and closing the high-speed circuit breaker, and successfully executing the eighth step.
According to one embodiment of the present invention, the traction flow logic is:
when the state information received by the service platform is that the execution of the first step is unsuccessful, the fault step is the first step;
when the state information received by the service platform is that the first step is successfully executed and the second step is unsuccessfully executed, the fault step is the second step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed and the third step is unsuccessfully executed, the fault step is the third step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed, the third step is successfully executed and the fourth step is unsuccessfully executed, the fault step is the fourth step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed, the third step is successfully executed, the fourth step is successfully executed, and the fifth step is unsuccessfully executed, the fault step is a fifth step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed, the third step is successfully executed, the fourth step is successfully executed, the fifth step is successfully executed, and the sixth step is unsuccessfully executed, the fault step is a sixth step;
when the state information received by the service platform is that the first step is successfully executed and the seventh step is unsuccessfully executed, the fault step is a seventh step;
and when the state information received by the service platform is that the first step is successfully executed, the seventh step is successfully executed, and the eighth step is unsuccessfully executed, the failure step is an eighth step.
According to one embodiment of the invention, the method further comprises: and after an instruction for executing the traction process is sent, judging whether the train executes the traction process within preset time, and if not, sending the information of failed starting of the traction process to the fault diagnosis result.
According to another aspect of the present invention, there is also provided a system for diagnosing a real-time fault of a train, the system including:
a state identification module for identifying state information of each traction flow step during a traction flow of a traction force forming process performed by the train;
the service platform is used for receiving the state information and screening out a traction flow step with a fault according to the state information and traction flow logic;
and the logic analysis module is used for analyzing the fault tree corresponding to the traction flow step with the fault and obtaining a fault diagnosis result according to the fault logic of the fault tree.
According to one embodiment of the invention, the state identification module comprises step logic for performing the steps of:
identifying whether only one cab of two cabs on the train is occupied, if so, the state information of the first step is as follows: only one end of the cab is occupied, and the first step is successfully executed;
identifying whether any one of the front end and the rear end of the train has a forward or backward running direction, if so, the state information of the second step is as follows: the train has a direction, and the second step is successfully executed;
identifying whether any one of two emergency brake relays on the train is electrified, if so, the state information of the third step is as follows: releasing the emergency braking of the train, and successfully executing the third step;
identifying whether any one of the front end and the rear end of the train acquires a circuit traction instruction, if so, the state information of the fourth step is as follows: forming a circuit traction instruction, and successfully executing the fourth step;
identifying whether a vehicle control module on the train sends a traction instruction, if so, the state information of the fifth step is as follows: forming a traction instruction of a vehicle control module, and successfully executing the fifth step;
and identifying whether the tractive force of the power supply compartment on the train and the two compartments in the middle of the train is larger than zero, if so, the state information of the sixth step is as follows: forming traction of a traction control unit, and successfully executing the sixth step;
identifying whether the network voltage on the train exceeds a preset value and whether the pantograph of the power supply carriage is lifted, if so, the state information of the seventh step is as follows: the pantograph is lifted, and the seventh step is successfully executed;
identifying whether the power supply compartment and the middle two compartments on the train are in a high-break state, if so, the state information of the eighth step is as follows: and closing the high-speed circuit breaker, and successfully executing the eighth step.
According to one embodiment of the invention, the service platform includes a pull flow logic unit for storing the following logic:
when the state information received by the service platform is that the execution of the first step is unsuccessful, the fault step is the first step;
when the state information received by the service platform is that the first step is successfully executed and the second step is unsuccessfully executed, the fault step is the second step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed and the third step is unsuccessfully executed, the fault step is the third step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed, the third step is successfully executed and the fourth step is unsuccessfully executed, the fault step is the fourth step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed, the third step is successfully executed, the fourth step is successfully executed, and the fifth step is unsuccessfully executed, the fault step is a fifth step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed, the third step is successfully executed, the fourth step is successfully executed, the fifth step is successfully executed, and the sixth step is unsuccessfully executed, the fault step is a sixth step;
when the state information received by the service platform is that the first step is successfully executed and the seventh step is unsuccessfully executed, the fault step is a seventh step;
and when the state information received by the service platform is that the first step is successfully executed, the seventh step is successfully executed, and the eighth step is unsuccessfully executed, the failure step is an eighth step.
According to an embodiment of the present invention, the system further includes an abnormal starting module, configured to determine whether the train executes the traction process within a preset time after an instruction for executing the traction process is issued, and if not, send a failure information of starting the traction process to the fault diagnosis result.
According to one embodiment of the invention, the state identification module is a vehicle-mounted cloud platform, and the service platform is a ground server.
The method and the system for diagnosing the real-time fault of the train can be used for troubleshooting the real-time fault of the train under the working condition of the traction process, cover various faults related to train traction, and are beneficial to fast positioning the fault by ground personnel and further operation of a driver. The processing time of train faults is reduced, and the influence of the faults on the train is reduced.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention. In the drawings:
FIG. 1 shows a flow diagram of a method for diagnosing real-time train faults according to one embodiment of the present invention;
FIG. 2 shows a detailed flow diagram further detailing a method for diagnosing real-time train faults according to one embodiment of the present invention;
FIG. 3 illustrates a logic diagram of the traction flow steps of a method for diagnosing real-time train faults in accordance with one embodiment of the present invention;
FIG. 4 illustrates a logic tree diagram of fault steps for a method of diagnosing real-time faults in a train in accordance with one embodiment of the present invention;
FIG. 5 illustrates an abnormal start fault logic diagram for a method of diagnosing a real-time fault in a train in accordance with one embodiment of the present invention; and
fig. 6 shows a block diagram of a system for diagnosing a real-time train fault according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention are described in further detail below with reference to the accompanying drawings.
Fig. 1 shows a flow chart of a method for diagnosing a real-time fault in a train according to one embodiment of the invention.
In order to perform real-time fault diagnosis on a train, in step S101, during a traction process in which the train performs a traction force forming process, status information of each traction process step is identified by a status identification module. First, the train will send out a traction command to execute a traction process, and then the train will start to execute each step of the traction process. When each step is executed, the state identification module on the train can identify the state information of each traction flow step and judge whether the step is executed successfully.
Next, in step S102, the service platform receives the status information, and screens out the traction flow step with a fault according to the status information and the traction flow logic. After the state identification module identifies the state information of each traction flow step, the state identification module transmits the state information to the service platform, and the service platform screens out the traction flow step with faults according to the received state information and traction flow logic.
Finally, in step S103, the fault tree corresponding to the traction process step with the fault is analyzed, and a fault diagnosis result is obtained according to the fault logic of the fault tree. And each traction flow step corresponds to a fault tree, after the traction flow step with the fault is determined, the corresponding fault tree is analyzed, the reason of the fault is found according to the fault logic of the fault tree, and a fault diagnosis result is formed.
It should be noted that, in an actual application process, the state identification module may be a vehicle-mounted cloud platform, and the service platform may be a ground server.
The flow chart shown in fig. 1 can be used for troubleshooting real-time faults of the train, covering various faults related to train traction, being beneficial to quickly positioning the faults by ground personnel and facilitating further operation of drivers. The processing time of train faults is reduced, and the influence of the faults on the train is reduced.
Fig. 2 shows a detailed flowchart of a method for diagnosing a real-time fault of a train according to an embodiment of the present invention in further detail. The flowchart shown in fig. 2 details the steps of the traction process and the process of fault diagnosis included in the traction process.
The traction flow includes eight steps, namely, forming driver occupancy in the first step, forming a direction signal in the second step, emergency brake release in the third step, forming a circuit traction command in the fourth step, forming a vehicle control module traction command in the fifth step, forming traction of a traction control unit in the sixth step, raising a pantograph in the seventh step, and closing a high-speed circuit breaker in the eighth step.
As shown in fig. 2, in step S201, it is determined whether only one end cab is occupied, and if not, step S202 is entered, and a fault tree T1 (cab occupancy fault tree) is entered. If so, the process proceeds to step S203 and step S204. Step S204 is to determine whether the double bow is lifted and whether there is a high pressure. If so, the process proceeds to step S212. If not, the process proceeds to step S206, and the process proceeds to a fault tree T7 (pantograph fault tree). The content of step S212 is to determine whether all the four high-speed breakers are closed. If so, the process proceeds to step S215. If not, the process proceeds to step S214, and the process proceeds to a fault tree T8 (high speed breaker fault tree).
The content of step S203 is to determine whether or not there is a direction signal in the train, and if not, the process proceeds to step S205 and proceeds to fault tree T2 (train direction fault tree). If yes, the process proceeds to step S207, where it is determined whether emergency braking is alleviated. If not, the process proceeds to step S208, and the process proceeds to a fault tree T3 (abnormal emergency brake fault tree). If yes, the process goes to step S209 to determine whether the IO pulling command is issued and collected. If not, the process proceeds to step S210, and the process proceeds to a fault tree T4(IO drag instruction fault tree). If yes, the process goes to step S211, and it is determined whether a VCM pull command is issued and collected. If not, the process proceeds to step S213, and the process proceeds to a fault tree T5(VCM traction instruction fault tree). If yes, go to step S215, logically AND.
If the results of steps S211 and S212 are yes, the process proceeds to step S216, where it is determined whether or not all of the DCUs are exerting tractive force. If not, the routine proceeds to step S217 and proceeds to a fault tree T6(DCU traction fault tree). If so, the process returns to step S201.
The VCM is called a Vehicle Control Module, is a core component of a train network system, and is used for functions of train network management, Control, monitoring, diagnosis, and the like. When the vehicle control module acquires a circuit traction instruction through a train network, whether traction is blocked or not is evaluated according to the current state condition, if the traction is not blocked, a VCM traction instruction is sent to a traction system through the train network, and if the traction instruction is not blocked, the traction instruction is blocked.
It should be noted that DCU is called Drive Control Unit, and chinese means a traction Control Unit, also called Drive Control Unit. The IO traction instruction is called a circuit traction instruction.
The flow chart shown in fig. 2 can cover multiple steps of the traction flow, and the traction flow step with a fault is judged according to the logic between the steps, and then the corresponding logic tree is entered to judge the cause of the fault.
Fig. 3 shows a logic diagram of the traction flow steps of a method for diagnosing a real-time fault in a train according to one embodiment of the present invention. Fig. 3 includes seven diagrams, which are the logic diagram of fig. 3a with only one cab occupying, the logic diagram of fig. 3b with train direction, the logic diagram of fig. 3c for train emergency brake release, the logic diagram of fig. 3d for IO traction command, the logic diagram of fig. 3e for DCU all exerting traction, the logic diagram of fig. 3f for double bow lifting with high voltage, and the logic diagram of fig. 3g for four high-speed breakers all closed.
As shown in fig. 3a, XOR represents logical XOR, that is, when the two results are not the same, the output result is yes, and if the two results are the same, the output result is no. When Tc1 cab is occupied and Tc2 cab is not occupied or Tc1 cab is not occupied and Tc2 cab is occupied, the result of the output is that only one end cab is occupied. Wherein Tc1 and Tc2 represent two cars at two ends of the train. At the moment, the vehicle-mounted cloud platform recognizes that the state information forming the wire occupying step is occupied by only one end of a cab, and the first step is successfully executed.
As shown in fig. 3b, OR represents logical OR, i.e. when one of the decision conditions is true, the output result is true. When any one of the operation direction of collecting the backward Tc1, the operation direction of collecting the forward Tc1, the operation direction of collecting the backward Tc2 and the operation direction of collecting the forward Tc2 is true, the output result is that the train has a direction. At the moment, the vehicle-mounted cloud platform recognizes that the state information of the step of forming the direction signal is that the train has a direction, and the second step is successfully executed.
As shown in fig. 3c, when any one of the Tc1 emergency brake relay power-up or the Tc1 emergency brake relay power-up is true, the output result is that the train emergency brake is released. At the moment, the vehicle-mounted cloud platform recognizes the state information of the emergency braking relieving step as the emergency braking relieving of the train, and the third step is successfully executed.
As shown in fig. 3d, when the result of any one of the Tc1 car IO acquisition traction command and the Tc2 car IO acquisition traction command is true, the output result is an IO traction command. At the moment, the vehicle-mounted cloud platform identifies that the state information of the step of inputting and outputting the traction instruction is an IO traction instruction, and the fourth step is successfully executed.
As shown in fig. 3e, when Mp1 vehicle tractive effort is greater than zero, when M1 vehicle tractive effort is greater than zero, when M2 vehicle tractive effort is greater than zero, and when Mp2 vehicle tractive effort is greater than zero, then the output is that the DCU is exerting tractive effort. At the moment, the vehicle-mounted cloud platform identifies the state information of the traction control unit traction force forming step, the DCU exerts traction force, and the sixth step is successfully executed. The Mp1 and the Mp2 are two power supply cars on the train, and the M1 and the M2 are two cars in the middle of the train.
As shown in fig. 3f, when Mp1 pantograph lift, Mp2 pantograph lift, and grid voltage are all met, the result is a double-pantograph lift with high voltage. At the moment, the vehicle-mounted cloud platform recognizes that the state information of the pantograph lifting step is that the double pantograph is lifted and has high voltage, and the seventh step is successfully executed.
As shown in fig. 3g, when the Mp1 vehicle high-break state, the M1 vehicle high-break state, the M2 vehicle high-break state and the Mp2 vehicle high-break state are all satisfied, after the delay timer is started, the output result is that all four high-speed breakers are closed. At this moment, the vehicle-mounted cloud platform identifies that the state information of the closing steps of the high-speed circuit breakers is that the four high-speed circuit breakers are closed, and the eighth step is successfully executed.
FIG. 4 illustrates a logic tree diagram of fault steps for a method of diagnosing real-time faults in a train, in accordance with one embodiment of the present invention. Fig. 4 includes eight sub-diagrams, which are cab occupancy fault tree T1 of fig. 4a, train directional fault tree T2 of fig. 4b, emergency brake fault tree T3 of fig. 4c, IO traction command fault tree T4 of fig. 4d, VCM traction command fault tree T5 of fig. 4e, traction fault tree T6 of fig. 4fDCU, pantograph fault tree T7 of fig. 4g, and high-speed breaker fault tree T8 of fig. 4 h.
Fault Tree Analysis (FTA), also known as Fault Tree Analysis, is the most important Analysis method in safety system engineering. The accident tree analysis starts from a possible accident, and searches direct cause events and indirect cause events of top events layer by layer from top to bottom until basic cause events, and expresses the logical relationship between the events by using a logical diagram. The fault tree is a special inverted tree-like logical causal graph that describes causal relationships between various events in the system using event symbols, logic gate symbols, and transition symbols. The input event of a logic gate is the "cause" of the output event and the output event of the logic gate is the "effect" of the input event.
The fault tree diagram is a logical causal graph that displays the state of the system (top events) in terms of the meta-component states (base events).
A fault tree diagram is built from top to bottom and related according to events, and it uses a method of graphical "model" paths to enable a system to cause a predictable and unpredictable fault event (failure), event and state at the intersection of the paths, represented by standard logic symbols (AND, OR, etc.). The most fundamental building elements in the fault tree diagram are gates and events, which have the same meaning as in the reliability block diagram and the gates are conditions.
As shown in fig. 4a, there are three causes that the occupancy of only one end cab is not established, which are S11 train no cab occupancy, E11 directional occupancy loss, and E12ATB driving mode occupancy loss. The ATB driving mode exists when a driver is present at both the head and tail of the vehicle.
The possibility that the train has no driver cab occupation fault reason at S11 includes E11Tc1 acquisition occupation IO module communication fault, E112Tc2 acquisition occupation IO module communication fault and other reasons. The other reasons include that the two ends do not have keys, the driver controller has faults, the driver controller has plug faults, the driver controller has a relay card, the corresponding IO module plug has faults, the corresponding IO module has faults and the like.
The failure reason of E11 direction occupation loss is multiple reasons such as driver occupation relay card branch, corresponding IO module plug failure and corresponding IO module failure. The possibility that the E12ATB driving mode occupies the lost fault reason is various reasons such as an ATB relay card score, a driver occupying relay card score, a corresponding IO module plug fault, a corresponding IO module fault and the like.
As shown in fig. 4b, there are three failure causes that the train has no direction, i.e., S21 train is stationary and has no direction, E21 direction is lost while running, and E222ATB mode direction is lost.
The reasons for the S21 train standstill and no directional fault include three, which are IO module communication fault occupied by E211Tc1 acquisition, IO module communication fault occupied by E212Tc2 acquisition, and other reasons. The other reasons include that the train direction handle is at a zero position, the driver controller has a fault, the driver controller has a plug fault, the driver controller has a relay card, the corresponding IO module has a plug fault, the corresponding IO module has a fault, and the like.
The reason for the direction loss fault in the operation of E21 includes various reasons such as the zero position of the train direction handle, the fault of the driver controller, the fault of the plug of the corresponding IO module, the fault of the corresponding IO module and the like. The reasons for the failure of the E22ATB mode direction loss include various reasons such as ATB relay card separation, corresponding IO module plug failure and corresponding IO module failure.
As shown in fig. 4c, there are two failure causes for the failure of emergency brake release of the train, i.e., the failure of directional train at S2 and the abnormal emergency brake at E3. The failure causes of the E3 abnormal emergency braking include eight, E31ATP (full monitoring mode) triggered emergency braking, E32 low total wind pressure triggered emergency braking, E33Tc1 emergency braking mushroom button triggered emergency braking, E34Tc2 emergency braking mushroom button triggered emergency braking, E35 alert button off triggered emergency braking, E36VCM triggered emergency braking, E37 emergency traction overspeed triggered emergency braking, and other causes.
The associated variables of E32 low total wind pressure triggering emergency braking include and train main wind pipe pressure. The associated variables for the E36VCM triggered emergency braking include train speed limit, train speed, main draft tube pressure, all brake release, single brake release status, and all train doors closed and locked. The associated variables for E37 emergency traction overspeed trigger emergency braking include train speed limit and train speed.
As shown in fig. 4d, there are seven failure causes causing the IO traction command to be not satisfied, which are S3 emergency brake release failure, S41 train all parking brake release failure, S42 service brake release failure, S43 fast brake release failure, S44 safety loop closing failure, S45 traction permission failure, and S46 traction intention being 0.
The related variables of the S41 failure of the automatic mode IO traction instruction comprise Tc1 vehicle IO acquisition parking brake release, Mp1 vehicle IO acquisition parking brake release, M1 vehicle IO acquisition parking brake release, M2 vehicle IO acquisition parking brake release, Mp2 vehicle IO acquisition parking brake release, Tc2 vehicle IO acquisition parking brake release, Tc1 vehicle BUG feedback brake parking release, Mp1 vehicle BUG feedback brake parking release, M1 vehicle BUG feedback brake parking release, M2 vehicle BUG feedback brake parking release, mp2 car cog feedback brake park relief, Tc2 car cog feedback brake park relief, Tc1 car cog feedback parking brake pressure, Mp1 car cog feedback parking brake pressure, M1 car cog feedback parking brake pressure, M2 car cog feedback parking brake pressure, Mp2 car cog feedback parking brake pressure, Tc2 car cog feedback parking brake pressure, Tc1 car park brake relief bypass, and Tc2 car park brake relief bypass.
The associated variables for the S44 door safety loop closure failure include the x car y door lock good status, the x car y door close status, and the associated variables identifying S44. The S45 associated variables for traction admission failures include related variables identifying S45. The associated variable of S46 traction intent 0 contains a dependent variable identifying S46.
As shown in FIG. 4e, the reasons for failure of the VCM pull command include three aspects, the logical relationship between the three aspects being a logical OR, the first aspect including four reasons, the second aspect including eight reasons, and the third aspect including four aspects.
The first aspect includes the causes of E50 cab interlock fault VCMe traction lockout, E51 traction system direction fault VCMe traction lockout, E52 no doors closed and no doors closed bypass VCMe traction lockout at zero speed, and E53 train park brake not relieved and no park brake relieve way VCMe traction lockout, respectively.
The second aspect includes the reasons that the E54 train safety loop is disconnected VCMe traction lockout, all brakes of the train within 7s after the E55 traction command is sent do not relieve VCMe traction lockout, the E56 total wind pressure is lower than 5bar (higher than 6bar release) VCMe traction lockout, the E573 or more DCU fault VCMe traction lockout, the E587 or more bogie brake fault VCMe traction lockout, the E59 train reaches speed limit value VCMe traction lockout, the direction signal changes VCMe traction lockout during the E5A train operation process and the E5B battery traction mode operates 1200 meter VCMe traction lockout, respectively.
The third aspect comprises the reasons that all brake non-release VCMe traction blockade is detected when the speed is higher than 4km/h under the traction condition of E5C and no brake release bypass exists, the VCMe traction blockade is simultaneously activated by cab keys at two ends under the zero speed of E5D, the VCMe traction blockade is simultaneously activated by a non-pantograph position of an E5E train under a non-battery traction mode, and the VCMe traction blockade does not exist under an E5F non-battery traction mode.
As shown in fig. 4f, there are four failure causes causing failure of both DCUs to exert tractive effort, which are failure of DCU traction of E61Mp1 vehicle, failure of DCU traction of E62M1 vehicle, failure of DCU traction of E63M2 vehicle, and failure of DCU traction of E64Mp2 vehicle.
As shown in fig. 4g, eight failure causes that cause double-bow lifting and high-voltage failure, namely E71 only Mp1 pantograph lifting, E72Tc1 main console emergency brake button being 0, E73Tc1 sub console emergency brake button being 0, E74 with bow lifting but no network voltage, E75Tc2 main console emergency brake button being 0, E76Tc2 sub console emergency brake button being 0, E77 only Mp2 pantograph lifting and E78 double-bow falling, respectively.
As shown in fig. 4h, there are five fault causes causing failure in closing all four high-speed breakers, which are S81 with all four high-speed breakers open, E81Mp1 with high-break not closed, E82M1 with high-break not closed, E83M2 with high-break not closed, and E84Mp2 with high-break not closed.
As shown in fig. 4, the fault tree according to each traction flow step can be used to find out the cause of the fault so as to form a fault diagnosis result.
Fig. 5 shows an abnormal start fault logic diagram of a method for diagnosing a real-time fault in a train according to another embodiment of the present invention. Before the vehicle-mounted cloud platform identifies the state information of the traction flow steps, whether the train starts to execute the traction flow needs to be judged.
Firstly, a driver controller sends a traction instruction and an ATO (non-failure safety system) sends a traction instruction, when any one of the two is satisfied, whether the speed of a train is less than 2kph or NOT is identified after any traction instruction is sent, if the speed of the train is less than 2kph, a delay timer is connected, then the output end of the delay timer is connected with a SET1 end of a SET priority trigger, and the speed of the train is less than 2kph, connected with a NOT end and then connected with a RESET end of the SET priority trigger. The logic for setting the priority flip-flops is shown in the table below.
Table 1 truth table of set priority flip-flop
| |
0 | 1 | 0 | 1 |
| |
0 | 0 | 1 | 1 |
| OUT(Q1) | |
1 | 0 | 1 |
In the static state, when a traction demand is sent out, the train is still in the static state after a specified time, and the starting failure is judged.
Fig. 6 shows a block diagram of a system for diagnosing a real-time train fault according to another embodiment of the present invention. As shown in fig. 6, the system includes an on-vehicle cloud platform 601, a ground server 602, a logic analysis module 603, and an abnormal starting module 604. The vehicle-mounted cloud platform 601 includes a step logic unit 6011, and the ground server 602 includes a traction flow logic unit 6021.
The on-board cloud platform 601, i.e., the state identification module, is used to identify state information of each traction flow step during the traction flow of the traction force forming process performed by the train. The step logic unit is configured to identify status information for each of the traction process steps and send the status information to the ground server 602.
The ground server 602, i.e., the service platform, is configured to receive the state information and screen out a traction process step having a fault according to the state information and the traction process logic. The traction flow logic unit 6021 is configured to store the fault tree logic information corresponding to each traction flow step, and is configured to obtain a fault diagnosis result.
The logic analysis module 603 is configured to analyze a fault tree corresponding to the traction process step with the fault, and obtain a fault diagnosis result according to the fault logic of the fault tree.
The abnormal starting module 604 is configured to determine whether the train executes the traction process within a preset time after an instruction for executing the traction process is issued, and if not, send information of failed starting of the traction process to a fault diagnosis result.
The method and the system for diagnosing the real-time fault of the train can be used for troubleshooting the real-time fault of the train under the working condition of the traction process, cover various faults related to train traction, and are beneficial to fast positioning the fault by ground personnel and further operation of a driver. The processing time of train faults is reduced, and the influence of the faults on the train is reduced.
It is to be understood that the disclosed embodiments of the invention are not limited to the particular structures, process steps, or materials disclosed herein but are extended to equivalents thereof as would be understood by those ordinarily skilled in the relevant arts. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to be limiting.
Reference in the specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the invention. Thus, the appearances of the phrase "one embodiment" or "an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment.
Although the embodiments of the present invention have been described above, the above description is only for the convenience of understanding the present invention, and is not intended to limit the present invention. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (7)
1. A method for diagnosing real-time train faults, the method comprising the steps of:
identifying state information of each traction flow step by a state identification module during a traction flow of a traction force forming process executed by a train, wherein the traction flow comprises eight steps, wherein, a driver occupancy is formed in a first step, a direction signal is formed in a second step, emergency brake release is performed in a third step, a circuit traction instruction is formed in a fourth step, a vehicle control module traction instruction is formed in a fifth step, traction control unit traction is formed in a sixth step, a pantograph is raised in a seventh step, and a high-speed circuit breaker is closed in an eighth step;
receiving the state information through a service platform, and screening out a traction flow with a fault according to the state information and traction flow logic;
analyzing the fault tree corresponding to the traction flow step with the fault, and obtaining a fault diagnosis result according to the fault logic of the fault tree;
and after an instruction for executing the traction process is sent, judging whether the train executes the traction process within preset time, and if not, sending the information of failed starting of the traction process to the fault diagnosis result.
2. The method for diagnosing real-time train faults as claimed in claim 1, wherein the step of identifying the status information of each traction procedure step by the status identification module during the train performing the traction procedure of the traction force development process further comprises:
identifying whether only one cab of two cabs on the train is occupied, if so, the state information of the first step is as follows: only one end of the cab is occupied, and the first step is successfully executed;
identifying whether any one of the front end and the rear end of the train has a forward or backward running direction, if so, the state information of the second step is as follows: the train has a direction, and the second step is successfully executed;
identifying whether any one of two emergency brake relays on the train is electrified, if so, the state information of the third step is as follows: releasing the emergency braking of the train, and successfully executing the third step;
identifying whether any one of the front end and the rear end of the train acquires a circuit traction instruction, if so, the state information of the fourth step is as follows: forming a circuit traction instruction, and successfully executing the fourth step;
identifying whether a vehicle control module on the train sends a traction instruction, if so, the state information of the fifth step is as follows: forming a traction instruction of a vehicle control module, and successfully executing the fifth step;
and identifying whether the tractive force of the power supply compartment on the train and the two compartments in the middle of the train is larger than zero, if so, the state information of the sixth step is as follows: forming traction of a traction control unit, and successfully executing the sixth step;
identifying whether the network voltage on the train exceeds a preset value and whether the pantograph of the power supply carriage is lifted, if so, the state information of the seventh step is as follows: the pantograph is lifted, and the seventh step is successfully executed;
identifying whether the power supply compartment and the middle two compartments on the train are in a high-break state, if so, the state information of the eighth step is as follows: and closing the high-speed circuit breaker, and successfully executing the eighth step.
3. The method for diagnosing real-time train faults as claimed in claim 2, wherein said traction flow logic is:
when the state information received by the service platform is that the execution of the first step is unsuccessful, the fault step is the first step;
when the state information received by the service platform is that the first step is successfully executed and the second step is unsuccessfully executed, the fault step is the second step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed and the third step is unsuccessfully executed, the fault step is the third step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed, the third step is successfully executed and the fourth step is unsuccessfully executed, the fault step is the fourth step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed, the third step is successfully executed, the fourth step is successfully executed, and the fifth step is unsuccessfully executed, the fault step is a fifth step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed, the third step is successfully executed, the fourth step is successfully executed, the fifth step is successfully executed, and the sixth step is unsuccessfully executed, the fault step is a sixth step;
when the state information received by the service platform is that the first step is successfully executed and the seventh step is unsuccessfully executed, the fault step is a seventh step;
and when the state information received by the service platform is that the first step is successfully executed, the seventh step is successfully executed, and the eighth step is unsuccessfully executed, the failure step is an eighth step.
4. A system for diagnosing real-time train faults, the system comprising:
a state identification module for identifying state information of each traction flow step during a traction flow of a traction force forming process performed by the train;
the service platform is used for receiving the state information and screening out a traction flow step with a fault according to the state information and traction flow logic;
the logic analysis module is used for analyzing the fault tree corresponding to the traction flow step with the fault and obtaining a fault diagnosis result according to the fault logic of the fault tree;
and the abnormal starting module is used for judging whether the train executes the traction process within preset time after an instruction for executing the traction process is sent out, and if not, sending the information of the failed starting of the traction process to the fault diagnosis result.
5. The system for diagnosing real-time train faults according to claim 4, wherein the status recognition module comprises a step logic unit for performing the steps of:
identifying whether only one cab of two cabs on the train is occupied, if so, the state information of the first step is as follows: only one end of the cab is occupied, and the first step is successfully executed;
identifying whether any one of the front end and the rear end of the train has a forward or backward running direction, if so, the state information of the second step is as follows: the train has a direction, and the second step is successfully executed;
identifying whether any one of two emergency brake relays on the train is electrified, if so, the state information of the third step is as follows: releasing the emergency braking of the train, and successfully executing the third step;
identifying whether any one of the front end and the rear end of the train acquires a circuit traction instruction, if so, the state information of the fourth step is as follows: forming a circuit traction instruction, and successfully executing the fourth step;
identifying whether a vehicle control module on the train sends a traction instruction, if so, the state information of the fifth step is as follows: forming a traction instruction of a vehicle control module, and successfully executing the fifth step;
and identifying whether the tractive force of the power supply compartment on the train and the two compartments in the middle of the train is larger than zero, if so, the state information of the sixth step is as follows: forming traction of a traction control unit, and successfully executing the sixth step;
identifying whether the network voltage on the train exceeds a preset value and whether the pantograph of the power supply carriage is lifted, if so, the state information of the seventh step is as follows: the pantograph is lifted, and the seventh step is successfully executed;
identifying whether the power supply compartment and the middle two compartments on the train are in a high-break state, if so, the state information of the eighth step is as follows: and closing the high-speed circuit breaker, and successfully executing the eighth step.
6. The system for diagnosing real-time train faults according to claim 5, wherein the service platform includes a traction flow logic unit for storing logic for:
when the state information received by the service platform is that the execution of the first step is unsuccessful, the fault step is the first step;
when the state information received by the service platform is that the first step is successfully executed and the second step is unsuccessfully executed, the fault step is the second step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed and the third step is unsuccessfully executed, the fault step is the third step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed, the third step is successfully executed and the fourth step is unsuccessfully executed, the fault step is the fourth step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed, the third step is successfully executed, the fourth step is successfully executed, and the fifth step is unsuccessfully executed, the fault step is a fifth step;
when the state information received by the service platform is that the first step is successfully executed, the second step is successfully executed, the third step is successfully executed, the fourth step is successfully executed, the fifth step is successfully executed, and the sixth step is unsuccessfully executed, the fault step is a sixth step;
when the state information received by the service platform is that the first step is successfully executed and the seventh step is unsuccessfully executed, the fault step is a seventh step;
and when the state information received by the service platform is that the first step is successfully executed, the seventh step is successfully executed, and the eighth step is unsuccessfully executed, the failure step is an eighth step.
7. The system for diagnosing real-time train failure according to claim 4, wherein the state recognition module is an on-board cloud platform and the service platform is a ground server.
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| CN112278014A (en) * | 2019-07-23 | 2021-01-29 | 南昌轨道交通集团有限公司 | Train fault processing method and device |
| CN110456774B (en) * | 2019-08-15 | 2022-06-10 | 中车大连机车研究所有限公司 | Fault diagnosis and early warning device and method for fast freight locomotive |
| CN112629893B (en) * | 2019-10-08 | 2022-06-03 | 株洲中车时代电气股份有限公司 | Method and device for diagnosing broken shaft fault of railway vehicle |
| CN112977538B (en) * | 2019-12-02 | 2023-02-03 | 中车唐山机车车辆有限公司 | Urban rail vehicle traction safety control system and method |
| CN113320565A (en) * | 2020-02-28 | 2021-08-31 | 株洲中车时代电气股份有限公司 | Vehicle-mounted real-time fault diagnosis method and device |
| CN113002589B (en) * | 2021-03-23 | 2022-11-18 | 中车青岛四方机车车辆股份有限公司 | Train traction control method and device, train, electronic device and storage medium |
| CN115140131A (en) * | 2022-06-14 | 2022-10-04 | 通号城市轨道交通技术有限公司 | Dynamic division-based all-state monitoring method and device |
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