CN111216761A - Tramcar rim lubricating system control method - Google Patents
Tramcar rim lubricating system control method Download PDFInfo
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- CN111216761A CN111216761A CN202010021674.5A CN202010021674A CN111216761A CN 111216761 A CN111216761 A CN 111216761A CN 202010021674 A CN202010021674 A CN 202010021674A CN 111216761 A CN111216761 A CN 111216761A
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- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K3/00—Wetting or lubricating rails or wheel flanges
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Abstract
The invention discloses a control method of a tramcar rim lubrication system, which adopts a train control and management system TCMS to control a rim lubrication system WFL and is provided with three control modes, comprising the following steps: an automatic mode, a manual mode, and a test mode; the train control and management system TCMS is connected with a human-computer interaction module HMI, and an operation interface of the wheel rim lubrication system WFL is arranged on the human-computer interaction module HMI and used for inputting corresponding instructions for controlling the wheel rim lubrication system WFL; the train control and management system TCMS selects a control method of executing an automatic mode, a manual mode or a test mode according to the detected train speed and the inputted corresponding command to correspondingly control the wheel lubrication system WFL. The wheel rim lubricating system is provided with three control modes, so that the wheel rim lubricating system can be reasonably controlled, excessive lubrication in a local track area is avoided, and the lubricating efficiency and reliability of the wheel rim lubricating system are improved.
Description
Technical Field
The invention relates to a control method of a tramcar rim lubricating system, and belongs to the technical field of rail transit vehicle rim lubricating systems.
Background
When a train runs to a small curve section, the distance angle between the wheel rim and the steel rail generates severe friction and abrasion, the wheel rim abrasion and the steel rail side abrasion are one of main damage types of the wheel and the steel rail on the curve, and meanwhile, the running resistance of the train is increased, and the problems of noise pollution and the like are caused.
Wheel rim lubrication technology is an important means of slowing down wheel rim rail side wear. Properly lubricating the wheel flange and the gauge angle can improve the contact state of the wheel rail, not only can prolong the service life of the wheel and the steel rail, but also can reduce the derailment coefficient, is beneficial to driving safety, reduces the noise of the wheel rail and has certain energy-saving effect. If the lubricating oil is insufficient, the lubricating oil cannot play a due role, and the excessive lubricating oil can cause accumulation phenomenon and is extruded to the rail surface, so that the wheel of the locomotive is easy to idle.
How to design a reasonable control method for a rim lubrication system to ensure that under the condition of meeting the requirement of rim lubrication, excessive lubrication in a local track area is avoided, the lubrication efficiency and reliability of the rim lubrication system are improved, and the running safety of a vehicle is improved, which is a problem to be solved urgently by technical staff in the field at present.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: in view of the existing problems, the control method for the wheel rim lubricating system of the tramcar is provided, so that the lubricating efficiency and reliability of the wheel rim lubricating system can be improved.
The technical scheme adopted by the invention is as follows:
a control method for a flange lubrication system of a tramcar adopts a train control and management system TCMS to control a flange lubrication system WFL, and is provided with three control modes, which comprise the following steps: an automatic mode, a manual mode, and a test mode; the train control and management system TCMS is connected with a human-computer interaction module HMI, and an operation interface of the wheel rim lubrication system WFL is arranged on the human-computer interaction module HMI and used for inputting corresponding instructions for controlling the wheel rim lubrication system WFL; the train control and management system TCMS selects a control method of executing an automatic mode, a manual mode or a test mode according to the detected train speed and the inputted corresponding command to correspondingly control the wheel lubrication system WFL.
Further, the control method of the automatic mode comprises the following steps:
step 1: the TCMS judges that the current train speed is higher than the wheel flange lubrication low-speed limit V and does not relate to the automatic mode closing request, the WFL manual request or the WFL test request, then step 2 is executed, otherwise, the timer 2 is reset;
step 2: after the automatic rim lubrication time interval set by the timer 1 is over, if the sanding system is activated, resetting the timer 1, otherwise executing the step 3;
and step 3: the TCMS judges whether an oil tank of the wheel rim lubricating system reaches a low level or the air pressure is normal or not, if the oil tank reaches the low level or the air pressure is abnormal and the air compressor does not work, a warning signal is generated and the timer 1 is reset, otherwise, the step 4 is executed;
and 4, step 4: the TCMS sends out a WFL starting instruction and lasts for t1, if the WFL is not started, an alarm signal is generated and the timer 1 is reset, otherwise, the step 5 is carried out;
and 5: the WFL sends a rising edge signal to activate timer 2, and resets timer 2 and timer 1 after timer 2 expires, completing the automatic mode for one cycle, and restarting.
Further, the control method of the manual mode comprises the following steps:
step 1: after the TCMS judges that the interlocking time of the two rim lubrication is over, the current train speed is judged to be higher than the rim lubrication low-speed limit V, if a WFL manual request exists and no WFL test request exists, the step 2 is executed, otherwise, the timer 2 is reset;
step 2: if the sanding system is activated, resetting the timer 1, otherwise, entering the step 3;
and step 3: the TCMS judges whether an oil tank lubricated by a wheel rim reaches a low level or the air pressure is normal, if the oil tank reaches the low level or the air pressure is abnormal and the air compressor does not work, a warning signal is generated and the timer 1 is reset, otherwise, the step 4 is executed;
and 4, step 4: the TCMS sends out a WFL starting instruction and lasts for t1, if the WFL is not started, an alarm signal is generated and the timer 1 is reset, otherwise, the step 5 is carried out;
and 5: the WFL issues a rising edge signal to activate timer 2, and after timer 2 expires, timer 2 and timer 1 are reset, completing a cycle of the manual mode and restarting.
Further, the control method of the test mode comprises the following steps:
step 1: if the TCMS judges that the duration time of the rim lubrication test request is more than t2, judging whether the current train speed is at zero speed, if so, executing the step 3, otherwise, resetting the timer 2;
step 2: the TCMS judges whether an oil tank lubricated by a wheel rim reaches a low level or the air pressure is normal, if the oil tank reaches the low level or the air pressure is abnormal and the air compressor does not work, a warning signal is generated and the timer 2 is reset, otherwise, the step 3 is executed;
and step 3: the TCMS sends out a WFL starting instruction and lasts for t1, if the WFL is not started, an alarm signal is generated and the timer 2 is reset, otherwise, the step 4 is executed;
and 4, step 4: the WFL sends out a rising edge signal to activate the timer 2, the counter is accumulated according to times after the timing of the timer 2 is finished, if the counting times of the counter is less than a preset value, the step 1 is returned to judge whether the current train speed is at zero speed after the timing of the timer 3 is finished, otherwise, the counter, the timer 2 and the timer 3 are reset, a cycle of the test mode is completed, and the test mode is restarted.
Further, the priority of the three control modes is a test mode, a manual mode and an automatic mode in sequence.
Further, the WFL automatic mode request, the WFL manual mode request and the WFL test mode request are all realized by designing corresponding input buttons on the human-computer interaction module HMI.
Further, the input button for the WFL manual mode request is designed as a pulse button.
Further, the input button for the WFL test mode request is designed as a self-reset button.
Further, the timer 1 counts 120 s.
Further, the timer 2 counts 6s, and the timer 3 counts 3 s.
In summary, due to the adoption of the technical scheme, the invention has the beneficial effects that:
1. the invention sets three control modes for a wheel rim lubrication system, comprising: the wheel rim lubricating system has the advantages that reasonable control over the wheel rim lubricating system can be achieved through the three control modes, excessive lubrication in a local track area is avoided, and the lubricating efficiency and reliability of the wheel rim lubricating system are improved.
2. The invention sets priorities for the three control modes of the wheel rim lubricating system, ensures the three control modes to be smoothly switched by reasonably setting the priorities, and does not influence the normal use of the wheel rim lubricating system. A
3. According to the invention, the input buttons corresponding to the WFL automatic mode request, the WFL manual mode request and the WFL test mode request are designed on the human-computer interaction module HMI, so that manual control of a driver on the rim lubrication system is realized, and the operability of the driver and the safety of a train are improved.
4. The input button of the WFL manual mode request designed by the invention is designed as a pulse button, and a driver sends out a pulse request signal after pressing the pulse button, so that the rim lubrication system can be manually activated once. Generally, when the train runs to a small curve section, a driver can adopt the pulse button to enable the rim lubrication system to enter a manual mode, so that manual control is performed, and the problems of train running resistance, noise pollution and the like are reduced.
5. The input button of the WFL test mode request designed by the invention is designed as a self-reset button, and by setting the duration time t2 of the rim lubrication test request, a driver continuously presses the self-reset button to reach more than t2, and the TCMS judges and activates the test mode of the rim lubrication system, thereby preventing misoperation.
6. The invention sets the interlocking time of two-time wheel rim lubrication, can prevent the waste of lubricating oil caused by frequently activating a wheel rim lubricating system, and can not achieve the wheel rim lubricating effect.
7. According to the invention, through whether the oil tank of the wheel rim lubricating system reaches the low level or the air pressure is normal or not, if the oil tank reaches the low level or the air pressure is abnormal and the air compressor does not work, the warning signal is generated, the normal work of the wheel rim lubricating system can be ensured, and the invalid instruction is prevented from being sent out, so that the abnormal fault is prevented.
8. The invention sets that the automatic mode and the manual mode can be entered when the current train speed reaches the wheel rim lubrication low-speed limit V, thereby preventing unnecessary waste and ensuring that all track sections are lubricated uniformly; on the other hand, the train can enter the test mode at zero speed, so that the test mode is prevented from entering the test mode in the running process, oil is repeatedly sprayed, resource waste is caused, and the traction and braking performance is influenced.
9. The invention ensures that the EFL of the wheel rim lubricating system is not started when the sanding system is started, ensures the traction and braking performance of the train and further ensures the safety of the train.
10. The control method of the test mode of the invention enables the automatic spraying of the rim lubrication system to be suspended for 3s for 6s, is beneficial to observing the working condition of the rim system, and optimizes related parameters and system structure through the test result, so that the rim lubrication system is kept in a better working state.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
Fig. 1 is a schematic block diagram of a method for controlling a tram wheel flange lubrication system according to the invention.
Fig. 2 is a flow chart of the control method of the automatic mode of the present invention.
Fig. 3 is a flow chart of a control method of the manual mode of the present invention.
FIG. 4 is a flow chart of a control method of the test mode of the present invention.
FIG. 5 is a functional block diagram of the automatic mode and the manual mode of the present invention.
FIG. 6 is a functional block diagram of a test mode of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.
As shown in fig. 1, the method for controlling a rim lubrication system of a tram according to the present invention adopts a train control and management system TCMS to control a rim lubrication system WFL, and has three control modes, including: an automatic mode, a manual mode, and a test mode; the train control and management system TCMS is connected with a human-computer interaction module HMI, and an operation interface of the wheel rim lubrication system WFL is arranged on the human-computer interaction module HMI and used for inputting corresponding instructions for controlling the wheel rim lubrication system WFL; the train control and management system TCMS selects a control method of executing an automatic mode, a manual mode or a test mode according to the detected train speed and the inputted corresponding command to correspondingly control the wheel lubrication system WFL.
The technical solution in the embodiment of the present invention is clearly and completely described below with reference to the accompanying drawings, the described embodiment is an example of a 5-group 100% low-floor tram, the length of the tram is 32 meters, the tram includes a cab 10 and a cab 50, and a passenger room 20, a passenger room 30 and a passenger room 40, the whole tram is provided with a set of wheel flange lubrication system WFL, and the programming is realized by using CAP1131 software. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.
Example 1
In this embodiment, the priorities of the three control modes are a test mode, a manual mode and an automatic mode in sequence, and the three control modes are ensured to be smoothly switched by reasonably setting the priorities without influencing the normal use of the rim lubrication system.
As shown in fig. 2, the control method of the automatic mode includes:
s11: the TCMS determines that the current train speed is higher than the rim lubrication low speed limit V (generally, V is 5km/h), and does not have to close the automatic mode request, the WFL manual request, or the WFL test request, then step S12 is executed, otherwise, the timer 2 is reset;
s12: after the timer 1 counts time, if the sanding system is activated, resetting the timer 1, otherwise executing the step S13; the sanding system is used for sanding between the wheels and the track of the tramcar, so that the adhesive force between the wheels and the track is increased, and the rim lubricating system reduces the adhesive force between the wheels and the track, so that the rim lubricating system EFL is not started when the sanding system is started, the traction and braking performance of a train is ensured, and the safety of the train is further ensured.
S13: the TCMS judges whether an oil tank of the wheel rim lubricating system reaches a low level or the air pressure is normal or not, if the oil tank reaches the low level or the air pressure is abnormal and the air compressor does not work, a warning signal is generated and the timer 1 is reset, otherwise, the step S14 is executed, the wheel rim lubricating system can be ensured to work normally, an invalid instruction is prevented from being sent, and abnormal faults are prevented.
S14: the TCMS issues a WFL start command and lasts for time t1 (generally, t1 is 6S), if the WFL is not started, a warning signal is generated and the timer 1 is reset, otherwise, the process proceeds to step S15;
s15: the WFL sends a rising edge signal to activate timer 2, and resets timer 2 and timer 1 after timer 2 expires, completing the automatic mode for one cycle, and restarting.
As shown in fig. 3, the control method of the manual mode includes:
s21: after the TCMS judges that the two times of rim lubrication interlocking time is finished, the current train speed is judged to be higher than a rim lubrication low-speed limit V (generally, V is equal to 5km/h), if a WFL manual request exists and no WFL test request exists, the step S22 is executed, and if not, the timer 2 is reset; the wheel rim lubricating system can be prevented from being frequently activated by setting the wheel rim lubricating interlocking time twice, so that the waste of lubricating oil is avoided, and the wheel rim lubricating effect cannot be achieved.
S22: if the sanding system is activated, resetting the timer 1, otherwise, entering the step S23; the sanding system is used for sanding between the wheels and the track of the tramcar, so that the adhesive force between the wheels and the track is increased, and the rim lubricating system reduces the adhesive force between the wheels and the track, so that the rim lubricating system EFL is not started when the sanding system is started, the traction and braking performance of a train is ensured, and the safety of the train is further ensured.
S23: the TCMS judges whether the oil tank lubricated by the wheel rim reaches a low level or the air pressure is normal or not, if the oil tank reaches the low level or the air pressure is abnormal and the air compressor does not work, a warning signal is generated and the timer 1 is reset, otherwise, the step S24 is executed, the normal work of the wheel rim lubrication system can be ensured, and the phenomenon that an invalid instruction is sent out and an abnormal fault occurs is prevented.
S24: the TCMS issues a WFL start command and lasts for time t1 (generally, t1 is 6S), if the WFL is not started, a warning signal is generated and the timer 1 is reset, otherwise, the process proceeds to step S25;
s25: the WFL issues a rising edge signal to activate timer 2, and after timer 2 expires, timer 2 and timer 1 are reset, completing a cycle of the manual mode and restarting.
As shown in fig. 4, the control method of the test mode includes:
s31: if the TCMS determines that the rim lubrication test request duration is above t2 (generally, t2 is 10s), determining whether the current train speed is at zero speed, if so, executing step 3, otherwise, resetting the timer 2;
s32: the TCMS judges whether an oil tank lubricated by the wheel rim reaches a low level or the air pressure is normal or not, if the oil tank reaches the low level or the air pressure is abnormal and the air compressor does not work, a warning signal is generated and the timer 2 is reset, otherwise, the step 3 is executed, the normal work of the wheel rim lubrication system can be ensured, and the phenomenon that an invalid instruction is sent out and abnormal faults occur is prevented.
And step 3: the TCMS issues a WFL start command and lasts for time t1 (generally, t1 is 6s), if the WFL is not started, a warning signal is generated and the timer 2 is reset, otherwise, step 4 is performed;
s34: the WFL sends out a rising edge signal to activate the timer 2, the counter is accumulated according to times after the timing of the timer 2 is finished, if the counting times of the counter is less than a preset value, the step S31 is returned to after the timing of the timer 3 is finished to judge whether the current train speed is at zero speed, otherwise, the counter, the timer 2 and the timer 3 are reset, a cycle of the test mode is completed, and the test mode is restarted.
In the control method of the automatic mode, the manual mode or the test mode, parameters such as the duration t1 of the start command of the rim lubrication low speed limit V, WFL and the duration t2 of the rim lubrication test request can be adaptively set according to actual requirements.
The automatic mode and the manual mode can be entered only when the current train speed reaches the wheel rim lubrication low-speed limit V, so that unnecessary waste can be prevented, and all track sections are lubricated uniformly; on the other hand, the train can enter the test mode at zero speed, so that the test mode is prevented from entering the test mode in the running process, oil is repeatedly sprayed, resource waste is caused, and the traction and braking performance is influenced.
Further, the WFL automatic mode closing request, the WFL manual mode closing request and the WFL test mode closing request are all realized by designing corresponding input buttons on the human-computer interaction module HMI.
The input button of the WFL manual mode request is designed as a pulse button, and after a driver presses the pulse button, a pulse request signal is sent out, so that the rim lubrication system can be manually activated once. Generally, when the train runs to a small curve section, a driver can adopt the pulse button to enable the rim lubrication system to enter a manual mode, so that manual control is performed, and the problems of train running resistance, noise pollution and the like are reduced.
The input button of the WFL test mode request is designed as a self-reset button, the driver continuously presses the self-reset button for more than t2(10s) by setting the duration time t2 of the rim lubrication test request, and the TCMS judges that the test mode of the rim lubrication system is activated, so that misoperation can be prevented.
Further, the time counted by the timer 1 is the interval between the rim lubrication by the rim lubrication system WFL, which is typically set to 120s, and can be set by the driver through the maintenance menu on the human interaction module HMI.
Further, the timer 2 counts a single lubrication time for rim lubrication by the rim lubrication system WFL, which is generally set to 6s, and repeatedly adjusts the setting to ensure that this time is an optimal length of time for ensuring the function.
Further, the timing of the timer 3 is the time interval between two test mode cycles of the rim lubrication system WFL, and is generally set to 3s, and by repeating the test setting, it is ensured that this time is the optimum length of time for ensuring the function.
Through the timer 2 and the timer 3, the control method of the test mode in the embodiment enables the rim lubrication system to automatically spray 6s and pause 3s, and the default delivery of the test mode is performed for 20 times (the test mode can be adjusted according to actual requirements), so that the working condition of the rim system can be observed, and through the test result, relevant parameters and the system structure are optimized, and the rim lubrication system can be kept in a better working state.
In this embodiment, CAP1131 software is adopted to implement programming of a control method of a tramcar wheel rim lubrication system, and programming languages of the CAP1131 programming software include: the system comprises a function block diagram, a structured text language, a C language, a ladder diagram, an instruction statement table and a sequential function diagram. The programming is primarily implemented in this example using functional block diagrams. As shown in fig. 5, a functional block diagram for realizing an automatic mode and a manual mode of the tram wheel flange lubrication system; as shown in fig. 6, the functional block diagram for realizing the test mode of the tram wheel flange lubrication system is shown.
The functional blocks in the functional block diagram and their pin definitions are shown in tables 1 and 2.
Table 1: pin definition
TABLE 2 function Block
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (10)
1. A control method for a flange lubrication system of a tramcar is characterized in that a train control and management system TCMS is adopted to control a flange lubrication system WFL, and three control modes are set, including: an automatic mode, a manual mode, and a test mode; the train control and management system TCMS is connected with a human-computer interaction module HMI, and an operation interface of the wheel rim lubrication system WFL is arranged on the human-computer interaction module HMI and used for inputting corresponding instructions for controlling the wheel rim lubrication system WFL; the train control and management system TCMS selects a control method of executing an automatic mode, a manual mode or a test mode according to the detected train speed and the inputted corresponding command to correspondingly control the wheel lubrication system WFL.
2. The tram rim lubrication system control method according to claim 1, characterized in that the automatic mode control method is:
step 1: the TCMS judges that the current train speed is higher than the wheel flange lubrication low-speed limit V and does not relate to the automatic mode closing request, the WFL manual request or the WFL test request, then step 2 is executed, otherwise, the timer 2 is reset;
step 2: after the automatic rim lubrication time interval set by the timer 1 is over, if the sanding system is activated, resetting the timer 1, otherwise executing the step 3;
and step 3: the TCMS judges whether an oil tank of the wheel rim lubricating system reaches a low level or the air pressure is normal or not, if the oil tank reaches the low level or the air pressure is abnormal and the air compressor does not work, a warning signal is generated and the timer 1 is reset, otherwise, the step 4 is executed;
and 4, step 4: the TCMS sends out a WFL starting instruction and lasts for t1, if the WFL is not started, an alarm signal is generated and the timer 1 is reset, otherwise, the step 5 is carried out;
and 5: the WFL sends a rising edge signal to activate timer 2, and resets timer 2 and timer 1 after timer 2 expires, completing the automatic mode for one cycle, and restarting.
3. The tram rim lubrication system control method according to claim 1, characterized in that the manual mode control method is:
step 1: after the TCMS judges that the interlocking time of the two rim lubrication is over, the current train speed is judged to be higher than the rim lubrication low-speed limit V, if a WFL manual request exists and no WFL test request exists, the step 2 is executed, otherwise, the timer 2 is reset;
step 2: if the sanding system is activated, resetting the timer 1, otherwise, entering the step 3;
and step 3: the TCMS judges whether an oil tank lubricated by a wheel rim reaches a low level or the air pressure is normal, if the oil tank reaches the low level or the air pressure is abnormal and the air compressor does not work, a warning signal is generated and the timer 1 is reset, otherwise, the step 4 is executed;
and 4, step 4: the TCMS sends out a WFL starting instruction and lasts for t1, if the WFL is not started, an alarm signal is generated and the timer 1 is reset, otherwise, the step 5 is carried out;
and 5: the WFL issues a rising edge signal to activate timer 2, and after timer 2 expires, timer 2 and timer 1 are reset, completing a cycle of the manual mode and restarting.
4. The tram rim lubrication system control method of claim 1, wherein the test mode control method is:
step 1: if the TCMS judges that the duration time of the rim lubrication test request is more than t2, judging whether the current train speed is at zero speed, if so, executing the step 3, otherwise, resetting the timer 2;
step 2: the TCMS judges whether an oil tank lubricated by a wheel rim reaches a low level or the air pressure is normal, if the oil tank reaches the low level or the air pressure is abnormal and the air compressor does not work, a warning signal is generated and the timer 2 is reset, otherwise, the step 3 is executed;
and step 3: the TCMS sends out a WFL starting instruction and lasts for t1, if the WFL is not started, an alarm signal is generated and the timer 2 is reset, otherwise, the step 4 is executed;
and 4, step 4: the WFL sends out a rising edge signal to activate the timer 2, the counter is accumulated according to times after the timing of the timer 2 is finished, if the counting times of the counter is less than a preset value, the step 1 is returned to judge whether the current train speed is at zero speed after the timing of the timer 3 is finished, otherwise, the counter, the timer 2 and the timer 3 are reset, a cycle of the test mode is completed, and the test mode is restarted.
5. A tram rim lubrication system control method according to any one of claims 1-4, characterised in that the priority of the three control modes is test mode, manual mode and automatic mode in turn.
6. The tram rim lubrication system control method according to any one of claims 1-4, characterized in that the WFL automatic mode request, the WFL manual mode request and the WFL test mode request are all fulfilled by designing respective input buttons on the human machine interaction module HMI.
7. The tram rim lubrication system control method according to claim 6, wherein the input button for the WFL manual mode request is designed as a pulse button.
8. The tram rim lubrication system control method of claim 6, wherein the input button for the WFL test mode request is designed as a self-reset button.
9. A tram rim lubrication system control method according to claim 2 or 3, characterised in that the timed time of timer 1 is 120 s.
10. A tram rim lubrication system control method according to claim 3 or 4, characterised in that the timed time of timer 2 is 6s and the timed time of timer 3 is 3 s.
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