CN111267821B - Method and device for judging locking fault of rail vehicle - Google Patents
Method and device for judging locking fault of rail vehicle Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
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- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
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Abstract
The invention discloses a method and a device for judging a rail vehicle locking fault, wherein the method comprises the steps that when the maximum axle speed of a rail vehicle is detected to be larger than or equal to a first standard speed and the speed of any other axle is detected to be smaller than a second standard speed, and the duration time is detected to be larger than or equal to a first preset value, a brake control device detects whether an axle speed signal is interrupted instantaneously or not, and if not, a network control system of the rail vehicle reports the locking fault; if so, the network control system reports the speed generator disconnection fault, so that the rail vehicle enters the idle working condition; the coasting working condition is a working condition that the power of the railway vehicle is turned off and the railway vehicle enters a coasting state; after the rail vehicle enters the idle running working condition, the network control system judges whether the communication between the network control system and the traction converter is normal or not, and if not, the network control system reports a locking fault. By adopting the judging method, the occurrence frequency of the false locking fault is reduced.
Description
Technical Field
The invention relates to the technical field of fault diagnosis, in particular to a method and a device for judging a locking fault of a rail vehicle.
Background
With the rapid development of rail transit, the increasing passenger transport demand is greatly met from four longitudinal sides and four transverse sides to eight longitudinal sides and eight transverse sides, and convenience significance is provided for the life of people. However, due to the fact that signals of the shaft speed sensor in the rail vehicle are interrupted instantaneously, then the rail vehicle is subjected to locking fault prompting, the rail vehicle needs to be stopped immediately, and a maintainer needs to get off to check. But often the inspection personnel can not find abnormal conditions after getting off the vehicle for inspection. The locking fault prompt becomes a fault locking fault prompt, and the operation of the railway vehicle is greatly influenced.
Currently, two methods are generally adopted in order to reduce the number of false locking faults caused by instantaneous interruption of a shaft speed sensor signal. The first method is to enhance the maintenance of the axle speed sensor, and when a maintenance worker finds that the state of the axle speed sensor is abnormal, the axle speed sensor is replaced in time to reduce the times of the rail vehicle that is locked by mistake, but the method consumes a large amount of manpower and material resources. The second method is to adopt a dual-channel axle speed sensor, namely when two axle speed sensors simultaneously generate signal instantaneous interruption, the real locking fault of the railway vehicle can be judged instead of the false alarm of the locking fault, but the method needs to replace a large number of axle speed sensors, and the cost is higher.
Disclosure of Invention
In order to solve the problems, the application provides a method and a device for judging a rail vehicle locking fault, which are used for reducing the number of times of the rail vehicle false locking fault caused by an axle speed sensor signal and are low in cost.
In a first aspect of the present application, a method for determining a rail vehicle locking fault is provided, where the method includes:
when the maximum axle speed of the railway vehicle is detected to be greater than or equal to a first standard speed and the speed of any other axle is detected to be less than a second standard speed, and the duration time is detected to be greater than or equal to a first preset value, a brake control device detects whether an axle speed signal is instantaneously disconnected, and if not, a network control system of the railway vehicle reports a locking fault; if so, the network control system reports the speed generator disconnection fault, so that the rail vehicle enters the idle working condition; the coasting working condition is a working condition that the power of the railway vehicle is turned off and the railway vehicle enters a coasting state;
after the rail vehicle enters the idle running working condition, the network control system judges whether the communication between the network control system and the traction converter is normal or not, and if not, the network control system reports a locking fault.
Optionally, the method further includes:
when the communication between the network control system and the traction converter is normal, the network control system judges whether a shaft speed signal of the traction converter is abnormal within a preset time, and if so, the network control system reports a locking fault.
Optionally, the network control system determines whether the shaft speed signal of the traction converter is abnormal within a preset time, including:
within a preset time, when the difference between the maximum shaft speed and the speed of any other shaft meets a second preset value and the duration time is more than or equal to a third preset value, the network control system judges that the shaft speed signal of the traction converter is abnormal; or,
and in a preset time, when the maximum shaft speed is greater than or equal to a first standard speed, the speed of any other shaft is less than a second standard speed, and the duration time is greater than or equal to a first preset value, the network control system judges that the shaft speed signal of the traction converter is abnormal.
Optionally, when the speed of the rail vehicle is greater than or equal to 50 kilometers per hour, the preset time is 8 seconds; or,
when the speed of the rail vehicle is less than 50 kilometers per hour, the preset time is 10 seconds.
Optionally, the method further includes:
when the network control system judges that the shaft speed signal of the traction converter is normal within the preset time, the braking control device detects whether the shaft speed signal of the instantaneous interruption is recovered to be normal within the preset time, and if not, the network control system reports a locking fault.
Optionally, the method further includes:
and when the braking control device detects that the shaft speed signal of the instantaneous interruption is recovered to be normal in the preset time, the network control system resets the disconnection fault of the speed generator.
Optionally, the resetting the locking fault by the network control system includes:
when a first condition, a second condition or a third condition is met, resetting the locking fault by the network control system;
the first condition is that the communication between the network control system and the brake control device is normal and the brake control device sends a reset signal; the second condition is that the communication between the network control system and the brake control device is abnormal, the railway vehicle is in a brake working condition, and the maximum shaft speed is less than a fourth preset value; the third condition is that the locking fault is removed.
In a second aspect of the present application, there is provided a rail vehicle locking fault determining apparatus, comprising:
the axle speed signal detection unit is used for detecting whether the axle speed signal is broken instantly or not by the brake control device when the maximum axle speed of the railway vehicle is detected to be larger than or equal to a first standard speed and the speed of any other axle is detected to be smaller than a second standard speed, and the duration time is larger than or equal to a first preset value, and if not, the network control system of the railway vehicle reports a locking fault; if so, the network control system reports the speed generator disconnection fault, so that the rail vehicle enters the idle working condition; the coasting working condition is a working condition that the power of the railway vehicle is turned off and the railway vehicle enters a coasting state;
and the communication judging unit is used for judging whether the communication between the network control system and the traction converter is normal or not by the network control system after the railway vehicle enters the idle running working condition, and if not, the network control system reports a locking fault.
Compared with the prior art, the technical scheme of the application has the advantages that:
by adopting the technical scheme, when the maximum axle speed of the railway vehicle is greater than or equal to the first standard speed and any other axle speed is less than the second standard speed and the duration time is greater than or equal to the first preset value, the locking fault of the railway vehicle is not directly judged according to the locking fault judgment logic in the prior art, but the brake control device is enabled to detect whether the axle speed signal is instantaneously broken. If the shaft speed signal is not interrupted instantaneously, the rail vehicle is in a locking fault and needs to be stopped for inspection; and if the shaft speed signal is interrupted momentarily, the rail vehicle enters the coasting working condition. After the rail vehicle enters the coasting working condition, the network control system judges whether the communication between the network control system and the traction converter is normal or not, if the communication is abnormal, the rail vehicle is regarded as a locking fault, and the rail vehicle needs to be stopped for inspection. By adopting the judging method, the rail vehicle false alarm locking fault caused by the instantaneous interruption of the shaft speed sensor signal is logically overcome, and the occurrence frequency of the false locking fault is reduced. Meanwhile, the judging method only needs to upgrade software, does not need to replace hardware, is low in cost, reduces the workload of maintenance, and reduces the labor cost and the financial cost.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments described in the present application, and other drawings can be obtained by those skilled in the art without creative efforts.
Fig. 1 is a flowchart of a method for determining a rail vehicle locking fault according to the present application;
FIG. 2 is a block diagram of a rail vehicle locking fault system provided herein;
fig. 3 is a flowchart of another rail vehicle locking fault determining method provided in the present application;
FIG. 4 is a schematic diagram of the anomaly detection logic of a network control system for a traction converter shaft speed signal provided herein;
fig. 5 is a schematic diagram of a logic for reporting a locking fault by a network control system according to the present application;
fig. 6 is a schematic diagram of a device for determining a rail vehicle locking fault according to the present application.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Method embodiment one
Referring to fig. 1, fig. 1 is a flowchart of a method for determining a rail vehicle locking fault according to the present application, where the method may include the following steps 101-105.
Step 101: when the maximum axle speed of the railway vehicle is detected to be greater than or equal to a first standard speed and any other axle speed is detected to be less than a second standard speed, and the duration time is greater than or equal to a first preset value, the brake control device detects whether the axle speed signal is instantaneously disconnected.
Under the condition of traction or coasting, when the maximum axle speed in the 4 axles of the vehicle is detected to be greater than or equal to a first standard speed, such as 10km/h, and the axle speed in any one of the other 3 axles is detected to be less than a second standard speed, such as 3km/h, and continues for a first preset value, such as more than 2 seconds, a problem axle locking fault can be reported on a display screen of a cab. When the technical scheme of the application is adopted, a maintainer does not need to stop immediately and get off the vehicle for inspection, but the brake control device detects whether the shaft speed signal is instantaneously disconnected or not.
Step 102: and if not, the network control system of the rail vehicle reports a locking fault.
If the brake control device detects that the shaft speed signal is not instantaneously disconnected, the cab display screen displays the disconnection fault and the locking fault of the speed generator. At the moment, the vehicle needs to be stopped immediately, and the maintainers can get off for inspection.
Step 103: if so, the network control system reports the speed generator disconnection fault, so that the rail vehicle enters the idle working condition; and the coasting working condition is a working condition that the rail vehicle is in a coasting state after the power is turned off.
If the brake control device detects that the shaft speed signal is instantaneously disconnected. At the moment, the driver cab does not need to stop immediately, and the display screen of the driver cab reports the disconnection fault of the speed generator and prompts the driver to enable the rail vehicle to enter the idle running working condition. Therefore, the fault of false locking caused by instantaneous interruption of the shaft speed signal is eliminated. And the coasting working condition is a working condition that the rail vehicle is in a coasting state after the power is turned off.
It will be appreciated that if the rail vehicle is already in the coasting condition before the brake control means detects the momentary interruption in the axle speed signal, the rail vehicle is allowed to continue to remain in the coasting condition. The coasting working condition is a working condition that the rail vehicle is in a sliding state after power is turned off.
Step 104: and after the rail vehicle enters the coasting working condition, the network control system judges whether the communication between the network control system and the traction converter is normal.
As shown in fig. 2, fig. 2 is a block diagram of a system for a rail vehicle locking fault provided by the present application, and it can be seen from the diagram that the system includes a cab display screen, a network control system, a traction converter and a brake control device. In this system, since optical fiber communication is used, the brake control device and the traction converter cannot directly communicate with each other, and therefore, a network control system is required to determine whether or not communication between the network control system and the traction converter is normal.
It should be noted that the system can be a CRH2/380A platform motor train unit or a CRH6A motor train unit.
Step 105: if not, the network control system reports the locking fault.
If the communication between the network control system and the traction converter is abnormal, the rail vehicle has a locking fault. Should stop immediately to let the maintainer get off for inspection.
By adopting the technical scheme, when the rail vehicle is detected to meet the locking condition in the prior art, for example, the maximum axle speed of the rail vehicle is more than or equal to 10km/h and the speed of any other axle is less than or equal to 3km/h, and the duration time is more than or equal to 2 seconds, the locking fault of the rail vehicle is not directly judged, but the brake control device is enabled to detect whether the axle speed signal is instantaneously disconnected. If the shaft speed signal is not interrupted instantaneously, the rail vehicle is in a locking fault and needs to be stopped for inspection; and if the shaft speed signal is interrupted momentarily, the rail vehicle enters the coasting working condition. After the rail vehicle enters the coasting working condition, the network control system judges whether the communication between the network control system and the traction converter is normal or not, if the communication is abnormal, the rail vehicle is regarded as a locking fault, and the rail vehicle needs to be stopped for inspection. By adopting the judging method, the rail vehicle false alarm locking fault caused by the instantaneous interruption of the shaft speed sensor signal is logically overcome, and the occurrence frequency of the false locking fault is reduced. Meanwhile, the judging method only needs to upgrade software, does not need to replace hardware, is low in cost, reduces the workload of maintenance, and reduces the labor cost and the financial cost.
Method embodiment two
Referring to fig. 3, fig. 3 is a flowchart of a method for determining a rail vehicle locking fault according to the present application, where the method may include the following steps 301-310.
Steps 301-305 are the same as steps 101-105 in the first embodiment, and are not described herein again.
Step 306: when the network control system judges that the communication between the network control system and the traction converter is normal, the network control system judges whether a shaft speed signal of the traction converter is normal within a preset time.
As a possible implementation manner, a person skilled in the art may set the preset time according to actual needs, and is not specifically limited in this embodiment. For example, when the speed of the rail vehicle is greater than or equal to 50km/h, the preset time is 8 seconds; or, when the speed of the rail vehicle is less than 50km/h, the preset time is 10 seconds.
At a preset time when the maximum shaft speed VmaxSpeed V of any other shaftnThe difference satisfies the second preset value and the duration is greater than or equal to the third preset value, for example, when the maximum shaft speed V among the 4 shaftsmaxSpeed V of any one of the other 3 axesnWhen the formula (1) is met and the duration time is more than or equal to 2 seconds, the network control system judges that the shaft speed signal of the traction converter is abnormal;
Vmax-Vn≥50km/h+0.3×Vmax (1)
or,
within a preset time, when VmaxGreater than or equal to the first standard speed and VmaxIs less than the second standard speed and has a duration greater than or equal to the first preset value, i.e. when VmaxAnd VnAnd when the formula (2) is met and the duration is more than or equal to 2 seconds, the network control system judges that the shaft speed signal of the traction converter is abnormal.
Vmax≥10km/h，Vn<3km/h (2)
The logic for anomaly detection of the traction converter shaft speed signal by the network control system can be seen in fig. 4.
The logic of the network control system for detecting the abnormal shaft speed signal of the traction converter can be realized through an RS trigger. For example, when the formula (1) or the formula (2) is satisfied and the duration is more than 2 seconds, the RS trigger SETs the SET, and the network control system determines that the shaft speed of the traction converter is abnormal. When V ismaxAnd VnWhen the formula (3) is met and the duration is more than or equal to 1 second, the RS trigger sets the CLR, the output is cleared, and the reset operation is completed;
Vmax-Vn<4km/h (3)
or if the communication between the traction converter and the network control system is abnormal, the RS trigger sets the CLR, the output is cleared, and the reset operation is completed.
Note that when both the SET and the SET CLR are satisfied, the reset logic takes precedence.
Step 307: and if the speed signal of the traction converter shaft is abnormal, the rail vehicle has a locking fault.
When the network control system judges that the shaft speed signal of the traction converter is abnormal within the preset time, namely after the display screen of the cab reports the disconnection fault of the speed generator, the display screen of the traction converter reports the corresponding shaft locking fault, and the traction converter is stopped immediately to allow a maintainer to get off for inspection.
Step 308: if the shaft speed signal of the traction converter is normal, the brake control device detects whether the shaft speed signal of the instantaneous interruption is normal within the preset time.
When the network control system determines that the speed signal of the traction converter is not abnormal within the preset time, it needs to detect whether the shaft speed signal that is instantaneously disconnected in step 103 is recovered to normal within the preset time.
Step 309: if not, the network control system reports the locking fault.
If the shaft speed signal with the instantaneous interruption in the step 303 does not return to normal within the preset time, the rail vehicle has a locking fault and should be immediately stopped, so that a maintainer can get off to check.
Step 310: if so, the network control system resets the disconnection fault of the speed generator.
If the shaft speed signal with the momentary interruption is restored to normal within the preset time in step 303, the network control system resets the disconnection fault of the shaft speed generator of the corresponding shaft.
As a possible implementation manner, when the first condition, the second condition or the third condition is met, the network control system resets the locking fault;
the first condition is that the communication between the network control system and the brake control device is normal and the brake control device sends a reset signal; the second condition is that the communication between the network control system and the brake control device is abnormal, the railway vehicle is in a brake working condition, and the maximum axle speed is less than a fourth preset value, such as 3 km/h; the third condition is that the locking fault is removed.
The logic for reporting the locking fault by the network control system in the second embodiment can be seen in fig. 5.
The network control system locking fault reporting logic can be realized through an RS trigger. Specifically, when the conditions of 'a certain shaft speed is abnormal' or 'a traction converter is abnormal in communication with a network control system', the 'certain shaft speed generator disconnection fault' and 'a cab display screen does not perform locking removal on the shaft', the RS trigger SETs the SET, and the cab display screen reports the corresponding locking fault.
When the communication between the network control system and the brake control device is normal and the brake control device sends a reset signal, or the communication between the network control system and the brake control device is abnormal and the speed of the maximum axle is less than a fourth preset value when the railway vehicle is in a brake working condition, or the cab display screen carries out locking removal on the axle. The RS trigger sets the CLR, the output is cleared, and the reset operation is completed.
Note that when both the SET and the SET CLR are satisfied, the reset logic takes precedence.
By adopting the technical scheme, the fault of mistakenly reporting the locking of the railway vehicle caused by the instantaneous interruption of the signals of the shaft speed sensor is logically overcome from the judgment, and the occurrence frequency of the fault of mistakenly locking is reduced. And the reset logic is added, so that the judgment of the next locking fault is facilitated. Meanwhile, the judging method only needs to upgrade software, does not need to replace hardware, is low in cost, reduces the workload of maintenance, and reduces the labor cost and the financial cost.
The embodiment of the device is as follows:
in addition to the method for determining a rail vehicle locking fault, an embodiment of the present invention also provides a device for determining a rail vehicle locking fault, as shown in fig. 6, including:
the axle speed signal detection unit 601 is used for detecting whether the axle speed signal is broken instantly or not by the brake control device when the maximum axle speed of the railway vehicle is detected to be greater than or equal to a first standard speed and any other axle speed is detected to be less than a second standard speed, and the duration time is greater than or equal to a first preset value, and if not, the network control system of the railway vehicle reports a locking fault; if so, the network control system reports the speed generator disconnection fault, so that the rail vehicle enters the idle working condition; the coasting working condition is a working condition that the power of the railway vehicle is turned off and the railway vehicle enters a coasting state;
the communication judging unit 602 is configured to, after the rail vehicle enters the coasting condition, judge, by the network control system, whether communication between the network control system and the traction converter is normal, and if not, report a locking fault by the network control system.
By adopting the technical scheme, when the rail vehicle is detected to meet the locking condition in the prior art, for example, the maximum axle speed of the rail vehicle is more than or equal to 10km/h and the speed of any other axle is less than or equal to 3km/h, and the duration time is more than or equal to 2 seconds, the locking fault of the rail vehicle is not directly judged, but the brake control device is enabled to detect whether the axle speed signal is instantaneously disconnected. If the shaft speed signal is not interrupted instantaneously, the rail vehicle is in a locking fault and needs to be stopped for inspection; and if the shaft speed signal is interrupted momentarily, the rail vehicle enters the coasting working condition. After the rail vehicle enters the coasting working condition, the network control system judges whether the communication between the network control system and the traction converter is normal or not, if the communication is abnormal, the rail vehicle is regarded as a locking fault, and the rail vehicle needs to be stopped for inspection. By adopting the judging device, the rail vehicle false alarm locking fault caused by the instantaneous interruption of the shaft speed sensor signal is logically overcome from the judgment, and the occurrence frequency of the false locking fault is reduced. Meanwhile, the judging device only needs to upgrade software, hardware does not need to be replaced, the cost is low, the workload of maintenance is reduced, and the labor cost and the financial cost are reduced.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the apparatus embodiment, since it is substantially similar to the method embodiment, it is relatively simple to describe, and reference may be made to some descriptions of the method embodiment for relevant points. The above-described apparatus embodiments are merely illustrative, and the units and modules described as separate components may or may not be physically separate. In addition, some or all of the units and modules may be selected according to actual needs to achieve the purpose of the solution of the embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
The foregoing is directed to embodiments of the present invention, and it is understood that various modifications and improvements can be made by those skilled in the art without departing from the spirit of the invention.
Claims (8)
1. A rail vehicle locking fault judgment method is characterized by comprising the following steps:
when the maximum axle speed of the railway vehicle is detected to be greater than or equal to a first standard speed and any other axle speed is detected to be less than a second standard speed, acquiring a first duration;
if the first duration time is greater than or equal to a first preset value, a brake control device detects whether a shaft speed signal is interrupted instantaneously, and if not, a network control system of the railway vehicle reports a locking fault; if so, the network control system reports the speed generator disconnection fault, so that the rail vehicle enters the idle working condition; the coasting working condition is a working condition that the power of the railway vehicle is turned off and the railway vehicle enters a coasting state;
after the rail vehicle enters the idle running working condition, the network control system judges whether the communication between the network control system and the traction converter is normal or not, and if not, the network control system reports a locking fault.
2. The method of claim 1, further comprising:
when the communication between the network control system and the traction converter is normal, the network control system judges whether a shaft speed signal of the traction converter is abnormal within a preset time, and if so, the network control system reports a locking fault.
3. The method of claim 2, wherein the network control system determining whether the traction converter shaft speed signal is abnormal within a predetermined time comprises:
within a preset time, when the difference between the maximum shaft speed and any other shaft speed meets a second preset value, acquiring a second duration time;
if the second duration time is greater than or equal to a third preset value, the network control system judges that the shaft speed signal of the traction converter is abnormal; or,
and within a preset time, when the maximum shaft speed is greater than or equal to a first standard speed and the speed of any other shaft is less than a second standard speed, acquiring a first duration, and if the first duration is greater than or equal to a first preset value, judging that the shaft speed signal of the traction converter is abnormal by the network control system.
4. The method according to claim 2, characterized in that when the speed of the rail vehicle is greater than or equal to 50km/h, the preset time is 8 seconds; or,
when the speed of the rail vehicle is less than 50km/h, the preset time is 10 seconds.
5. The method of claim 2, further comprising:
when the network control system judges that the shaft speed signal of the traction converter is normal within the preset time, the braking control device detects whether the shaft speed signal of the instantaneous interruption is recovered to be normal within the preset time, and if not, the network control system reports a locking fault.
6. The method of claim 5, further comprising:
and when the braking control device detects that the shaft speed signal of the instantaneous interruption is recovered to be normal in the preset time, the network control system resets the disconnection fault of the speed generator.
7. The method according to claim 1, comprising the network control system resetting the locking fault, specifically comprising:
when a first condition, a second condition or a third condition is met, resetting the locking fault by the network control system;
the first condition is that the communication between the network control system and the brake control device is normal and the brake control device sends a reset signal; the second condition is that the communication between the network control system and the brake control device is abnormal, the railway vehicle is in a brake working condition, and the maximum shaft speed is less than a fourth preset value; the third condition is that the locking fault is removed.
8. A rail vehicle locking fault determination device, the device comprising:
the axle speed signal detection unit is used for acquiring a first duration when the maximum axle speed of the railway vehicle is detected to be greater than or equal to a first standard speed and any other axle speed is detected to be less than a second standard speed, if the first duration is greater than or equal to a first preset value, the brake control device detects whether an axle speed signal is interrupted instantaneously, and if not, the network control system of the railway vehicle reports a locking fault; if so, the network control system reports the speed generator disconnection fault, so that the rail vehicle enters the idle working condition; the coasting working condition is a working condition that the power of the railway vehicle is turned off and the railway vehicle enters a coasting state;
and the communication judging unit is used for judging whether the communication between the network control system and the traction converter is normal or not by the network control system after the railway vehicle enters the idle running working condition, and if not, the network control system reports a locking fault.
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| CN111776015A (en) * | 2020-07-28 | 2020-10-16 | 株洲中车时代电气股份有限公司 | Diagnosis method, control device and system for wheel locking fault of high-speed train |
| CN114426034B (en) * | 2022-01-14 | 2023-06-23 | 中车青岛四方机车车辆股份有限公司 | Rail vehicle sliding state detection method and rail vehicle |
| CN115042763B (en) * | 2022-06-28 | 2023-04-07 | 中车株洲电力机车有限公司 | Method and device for detecting unreleasable fault of railway vehicle brake |
| US12012040B1 (en) | 2023-12-04 | 2024-06-18 | Mark R. Reynolds | Vehicle locked wheel detector |
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| US5290095A (en) * | 1991-06-13 | 1994-03-01 | Westinghouse Air Brake Company | Wheel lock detection arrangement for multiple-axle railway vehicles |
| CA2464305C (en) * | 2001-10-31 | 2008-12-23 | New York Air Brake Corporation | Chain of custody |
| CN103808964B (en) * | 2012-11-13 | 2018-05-25 | 博世汽车部件(苏州)有限公司 | The method for diagnosing faults of the wheel speed sensors of vehicle, corresponding controller and vehicle |
| CN109001492A (en) * | 2018-06-19 | 2018-12-14 | 南京中车浦镇海泰制动设备有限公司 | A kind of train shaft speed sensor method for diagnosing faults |
| CN109520755A (en) * | 2018-10-12 | 2019-03-26 | 中车青岛四方机车车辆股份有限公司 | A kind of rail vehicle locking method for diagnosing faults |
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