CN114148313B - Fault processing method and device for electric brake system and computer equipment - Google Patents
Fault processing method and device for electric brake system and computer equipment Download PDFInfo
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- CN114148313B CN114148313B CN202111661920.4A CN202111661920A CN114148313B CN 114148313 B CN114148313 B CN 114148313B CN 202111661920 A CN202111661920 A CN 202111661920A CN 114148313 B CN114148313 B CN 114148313B
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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
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
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- Valves And Accessory Devices For Braking Systems (AREA)
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Abstract
The application relates to a fault processing method and device for an electric brake system and computer equipment. The method comprises the following steps: if an uncontrollable message sent by the vehicle control unit, the train tail device, the power controller or the locomotive control unit is received, confirming that a primary fault occurs in the electric braking system, and applying emergency braking to the railway vehicle; if the serious loss information sent by a preset number of target devices is received within the preset time, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle; wherein the target device includes the vehicle control unit and the train tail device; and if the power controller detects that the beacon of the locomotive unit is lost, confirming that the electric braking system has a three-level fault, and alarming. By adopting the method, the train operation safety can be improved.
Description
Technical Field
The application relates to the technical field of railway vehicles, in particular to a fault processing method and device of an electric brake system and computer equipment.
Background
With the development of the rail transit train brake control technology, the traditional air brake system adopts a manually operated automatic brake valve to operate the brake and the release of the whole train, and various functions and performance checks of the brake are completed by operating a handle of the automatic brake valve. Specifically, the air brake system is controlled by taking the air pressure of a train pipe as a control signal to control the braking of the train. However, the manual control mode is difficult to accurately control the magnitude of the train pipe decompression amount so as to obtain accurate braking force, thereby increasing the operation difficulty of a driver when the train runs on a ramp and influencing the running safety of the train.
With the advance of technology, the traditional mechanical pneumatic control is replaced by an electric combined braking mode. The locomotive braking system adopting the electric control air brake carries out logic control based on the microcomputer processing of the network, has high control precision and safety, rapid response and the functions of self-diagnosis and the like. However, the electrically-combined braking mode still realizes braking through a mechanical pneumatic control mode, and the control of the train is still realized through the transformation of the air pressure of a train pipe, so the problems of synchronism and accuracy in train braking are still not solved.
In order to solve the problems of synchronism and accuracy in train braking, an electric braking system is also proposed at present, namely electric energy is used as a braking energy source for braking, so that the problem of train braking caused by the self characteristic of compressed air when air is used as the braking energy source can be solved. However, the current electric brake system lacks a fault judgment and processing method, and the running safety of the train is reduced.
Disclosure of Invention
In view of the above, it is necessary to provide a fault handling method, device and computer device for an electric brake system to improve the operation safety of a train.
In a first aspect, the present application provides a method of fault handling for an electric brake system for braking a railway vehicle comprising a vehicle control unit, a train tail device, a power supply controller and a locomotive control unit. The method comprises the following steps:
if an uncontrollable message sent by the vehicle control unit, the train tail device, the power controller or the locomotive control unit is received, confirming that a primary fault occurs in the electric braking system, and applying emergency braking to the railway vehicle;
if the serious loss information sent by a preset number of target devices is received within the preset time, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle; wherein the target device includes the vehicle control unit and the train tail device;
and if the power controller detects that the beacon of the locomotive unit is lost, confirming that the electric braking system has a three-level fault, and alarming.
In one of the embodiments, the railway vehicle further comprises an available brake unit. The method further comprises the following steps:
if the proportion of the available brake units is less than 85%, determining that the electric brake system has a three-level fault, and applying punitive braking to the railway vehicle;
if the proportion of the available brake units is less than 90% and the train bus voltage is lower than the voltage threshold, determining that the electric brake system has a three-level fault, and applying punitive braking to the railway vehicle;
and if the proportion of the available braking units is less than 90%, confirming that the electric braking system has a three-level fault, and giving an alarm.
In one embodiment, the electric brake system comprises an electric brake cylinder. The method further comprises the following steps:
if the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit detects low battery power, determining that a three-level fault occurs in the electric brake system, and giving an alarm;
and if the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit does not detect low battery power, confirming that the electric brake system has a three-level fault and giving an alarm.
In one embodiment, the method further comprises:
if the train tail device detects low battery power, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle;
if the train tail device or the power controller detects that the voltage of the train bus is lower than the voltage threshold, determining that the electric braking system has a three-level fault, and alarming;
and if the power controller detects that the train bus is short-circuited or the input voltage is lower than the voltage threshold, confirming that the electric braking system has a three-level fault, and alarming.
In one embodiment, the method further comprises:
if the vehicle control unit or the train tail device detects a serious system fault, confirming that a secondary fault occurs in the electric braking system, and applying common full braking, punitive braking or emergency braking to the railway vehicle;
and if the power controller detects a plurality of locomotive control units, confirming that the electric brake system has a secondary fault, and applying common full brake, punitive brake or emergency brake to the railway vehicle.
In one embodiment, the method further comprises:
and if the vehicle control unit detects low battery power, the power controller detects a starting fault, the vehicle control unit is off-line or the power controller does not respond to a state query instruction, determining that the electric brake system has a three-level fault, and giving an alarm.
In a second aspect, the present application further provides a fault handling device for an electric brake system for braking a railway vehicle including a vehicle control unit, a train tail device, a power supply controller, and a locomotive control unit. The device comprises:
the primary fault processing module is used for confirming that a primary fault occurs in the electric braking system and applying emergency braking to the railway vehicle under the condition of receiving an uncontrollable message sent by the vehicle control unit, the train tail device, the power supply controller or the locomotive control unit;
the secondary fault processing module is used for confirming that the electric braking system has a secondary fault under the condition of receiving serious loss information sent by a preset number of target devices within a preset time, and applying common full braking, punitive braking or emergency braking to the railway vehicle; wherein the target device includes the vehicle control unit and the train tail device;
and the third-level fault processing module is used for confirming that the electric braking system has a third-level fault and giving an alarm under the condition that the power controller detects that the beacon of the locomotive unit is lost.
In a third aspect, the present application also provides a computer device. The computer device comprises a memory storing a computer program and a processor implementing the following steps when executing the computer program:
if an uncontrollable message sent by the vehicle control unit, the train tail device, the power controller or the locomotive control unit is received, confirming that a primary fault occurs in the electric braking system, and applying emergency braking to the railway vehicle;
if the serious loss information sent by a preset number of target devices is received within a preset time, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle; wherein the target device includes the vehicle control unit and the train tail device;
and if the power controller detects that the beacon of the locomotive unit is lost, confirming that the electric braking system has a three-level fault, and alarming.
In a fourth aspect, the present application further provides a computer-readable storage medium. The computer-readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of:
if an uncontrollable message sent by the vehicle control unit, the train tail device, the power controller or the locomotive control unit is received, confirming that a primary fault occurs in the electric braking system, and applying emergency braking to the railway vehicle;
if the serious loss information sent by a preset number of target devices is received within the preset time, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle; wherein the target device includes the vehicle control unit and the train tail device;
and if the power controller detects that the beacon of the locomotive unit is lost, confirming that the electric braking system has a three-level fault, and alarming.
In a fifth aspect, the present application further provides a computer program product. The computer program product comprising a computer program which when executed by a processor performs the steps of:
if an uncontrollable message sent by the vehicle control unit, the train tail device, the power controller or the locomotive control unit is received, confirming that a primary fault occurs in the electric braking system, and applying emergency braking to the railway vehicle;
if the serious loss information sent by a preset number of target devices is received within a preset time, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle; wherein the target device includes the vehicle control unit and the train tail device;
and if the power controller detects that the beacon of the locomotive unit is lost, confirming that the electric braking system has a three-level fault, and alarming.
According to the fault processing method and device of the electric brake system and the computer equipment, under the condition that an uncontrollable message sent by a vehicle control unit, a train tail device, a power supply controller or a locomotive control unit is received, a primary fault of the electric brake system is confirmed, and emergency braking is applied to a railway vehicle. If the serious loss information sent by a preset number of vehicle control units and train tail devices is received within the preset time, the electric braking system is confirmed to send a secondary fault, and common full braking, punitive braking or emergency braking is applied to the railway vehicle. And confirming that the electric brake system has three-level faults and giving an alarm under the condition that the power controller detects that the beacon of the locomotive unit is lost. Therefore, the system can detect the multiple types of abnormity of the electric brake system, and adopts a corresponding fault processing mode to process under the condition of fault, thereby improving the safety of train operation.
Drawings
FIG. 1 is a schematic illustration of failure classes in one embodiment;
FIG. 2 is a schematic flow chart of a fault handling method for an electric brake system in one embodiment;
FIG. 3 is a schematic illustration of failure levels in one embodiment;
FIG. 4 is a diagram of fault prioritization in one embodiment;
fig. 5 is a block diagram showing a configuration of a fault handling apparatus of the electric brake system in one embodiment.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
The application provides a fault processing method, a fault processing device, computer equipment, a computer readable storage medium and a computer program product of an electric brake system, which are used for identifying and detecting faults in the electric brake system and adopting a corresponding fault processing mode to process under the condition that the faults of the electric brake system are detected so as to ensure the reliability of the electric brake system and improve the running safety of railway vehicles (namely trains). The electric braking system is a braking system which controls a train through electronic control and takes electric energy as a braking energy source, and is used for braking the railway vehicle. The railway vehicle may include a vehicle control unit, a train tail unit, a power supply controller, and a locomotive control unit.
Specifically, the determination and response of the fault is based on defining the type, fault level and ranking of the fault and the corresponding processing strategy. The inventor researches and discovers that the faults related to the electric brake system can be divided into 4 types as shown in fig. 1, and the types are respectively as follows: voltage anomalies, communication anomalies, software program operations, and active braking unit anomalies. The voltage abnormality may be a bus voltage and/or a vehicle cell voltage abnormality, and further, the vehicle cell voltage may include a total power supply voltage and a voltage of each functional unit. The communication abnormality may be a braking instruction sent by the locomotive unit through the train bus, and information fed back to the locomotive unit by messages, fault information, and the like broadcast by all devices in the network through the train bus. Software operational anomalies may be the inability of all devices in the network to properly execute commands upon receiving commands from the locomotive unit and various self-diagnostic failures. An active brake unit anomaly may be a fault when the proportion of available vehicle units in the network is less than 85%.
In order to realize the detection of various faults, each unit of the system can be provided with a voltage monitoring hardware module aiming at voltage abnormity, and when the external power supply voltage of the vehicle unit is abnormal, the system can detect and take proper treatment measures. And aiming at communication abnormity, each unit software layer of the system is provided with a communication abnormity detection mark, and when the system has communication abnormity, the system can detect through the communication abnormity detection mark and take proper treatment measures. Aiming at the abnormal operation of software, each unit main control chip is provided with a watchdog circuit, and when the program has abnormal endless operation, the reset restart can be implemented through the watchdog circuit.
Each fault type may be divided into 3 levels according to its severity. Wherein, the first-level fault is the most serious level, which comprises the fault that can endanger the train operation safety, and the corresponding treatment of the first-level fault is to trigger the train emergency braking immediately. The severity of the secondary fault is lighter than that of the primary fault, and the corresponding treatment is to trigger the train to carry out common full braking, punitive braking or emergency braking. The third-level fault is a fault which does not have great influence on the normal operation of the electric brake system, and the severity is the lowest, and the corresponding treatment can be to give an alarm.
In one embodiment, as shown in fig. 2, a method for handling a fault of an electric brake system is provided, which specifically includes the following steps:
and S110, if an uncontrollable message sent by the vehicle control unit, the train tail device, the power supply controller or the locomotive control unit is received, confirming that a primary fault occurs in the electric braking system, and applying emergency braking to the railway vehicle.
Specifically, it can be determined whether the vehicle control unit, the train tail device, the power supply controller, or the locomotive control unit generates an uncontrollable transmission message, i.e., an uncontrollable message. If any one or any combination of the vehicle control unit, the train tail device, the power supply controller and the locomotive control unit generates an uncontrollable message, the network of the electric brake system may be caused to fail immediately, so that the most serious primary failure of the electric brake system can be confirmed and emergency braking can be applied to the railway vehicle. In one embodiment, the braking response due to the fault may remain for 120 seconds and a recovery (i.e., change the operation of the system) may be set, or in the event the train stops running. Therefore, the emergency brake can be continuously applied to the railway vehicle when the emergency brake is applied until the railway vehicle stops running or the braking time lasts 120 seconds, so that the running safety of the train is improved.
S120, if serious loss information sent by a preset number of target devices is received within a preset time, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle; the target device comprises a vehicle control unit and a train tail device.
The specific values of the preset time and the preset number can be determined according to actual conditions, and the preset time and the preset number are not particularly limited in the present application, for example, the preset time may be 10 seconds, 12 seconds, or 1 minute, and the preset number may be 1, 3, or 5. For convenience of description, the present application exemplifies the preset time as 5 seconds and the preset number as 2.
Specifically, it is determined whether 2 target devices report a severe loss within 5 seconds, and if so, a secondary fault is confirmed to occur in the electric brake system, and a service full brake, a punitive brake, or an emergency brake is applied to the railway vehicle. For example, if 1 vehicle control unit reports a severe loss and 1 train tail device reports a severe loss within 5 seconds, it can be confirmed that a secondary failure has occurred in the electric brake system; if 2 vehicle control units (or 2 train tail devices) report a severe loss within 5 seconds, it can also be confirmed that a secondary failure of the electric brake system has occurred.
And S130, if the power controller detects that the beacon of the locomotive unit is lost, confirming that the electric braking system has a three-level fault, and alarming.
Specifically, in the event that the power controller detects a loss of a locomotive unit beacon of the railway vehicle, it may confirm that a three-level fault has occurred in the electric brake system and may alert the operator.
In the fault processing method of the electric brake system, under the condition of receiving an uncontrollable message sent by a vehicle control unit, a train tail device, a power supply controller or a locomotive control unit, a primary fault of the electric brake system is confirmed, and emergency braking is applied to the railway vehicle. If the serious loss information sent by a preset number of vehicle control units and train tail devices is received within the preset time, the electric braking system is confirmed to send a secondary fault, and common full braking, punitive braking or emergency braking is applied to the railway vehicle. And confirming that the electric brake system has three-level faults and giving an alarm under the condition that the power controller detects that the beacon of the locomotive unit is lost. Therefore, the system can detect the multiple types of abnormity of the electric brake system, and adopts a corresponding fault processing mode to process under the condition of fault, thereby improving the safety of train operation.
In one embodiment, the railway vehicle may further comprise an available brake unit. The fault handling method of the electric brake system comprises the following steps:
if the proportion of the available brake units is less than 85%, determining that the electric brake system has three-level faults, and applying punitive braking to the railway vehicle;
if the proportion of the available brake units is less than 90% and the train bus voltage is lower than the voltage threshold, determining that the electric brake system has a three-level fault and applying punitive braking to the railway vehicle;
and if the proportion of the available braking units is less than 90%, confirming that the electric braking system has a three-level fault, and giving an alarm.
Specifically, the present application may also detect active brake unit anomalies. Specifically, whether the proportion of available brake units is less than 85% is judged, if yes, the electric brake system is confirmed to have a three-level fault, and punitive braking is applied to the railway vehicle. And if the proportion of the available brake units is greater than or equal to 85%, judging whether the proportion of the available brake units is less than 90%. If yes, whether the train bus voltage is lower than a voltage threshold value can be further judged. In the case where the proportion of available brake units is less than 90% and the train bus voltage is below the voltage threshold, a tertiary fault is confirmed for the electric brake system and a penalty brake is applied to the railway vehicle. And confirming that the electric brake system has a three-level fault and giving an alarm under the condition that the proportion of the available brake units is less than 90% and the train bus voltage is greater than or equal to the voltage threshold.
The embodiment can detect the abnormity of the effective braking unit, and process the abnormity according to the proportion of the effective braking unit under the condition that the abnormity of the effective braking unit occurs, so that the abnormity of various types of the electric braking system can be detected, and the abnormity is processed in a corresponding fault processing mode under the condition that the abnormity occurs, thereby further improving the safety of train operation.
In one embodiment, the electric brake system comprises an electric brake cylinder. The fault handling method of the electric brake system further comprises the following steps:
if the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit detects low battery power, determining that a three-level fault occurs in the electric brake system, and giving an alarm;
and if the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit does not detect low battery power, confirming that the electric brake system has a three-level fault and giving an alarm.
Specifically, the fault detection and processing can be performed according to the input torque of the electric brake cylinder detected by the vehicle control unit and the battery power detected by the vehicle control unit. Specifically, if the vehicle control unit detects both an input torque abnormality of the electric brake cylinder and a low battery level, it indicates that a failure may occur that causes a malfunction of a single vehicle control unit, and thus it is possible to confirm that a three-stage failure of the electric brake system occurs and to make an alarm. If the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit does not detect low battery power, the individual equipment fault can be considered to occur at the moment, the severity of the fault is lower than the condition that the input torque of the electric brake cylinder is abnormal and the low battery power is detected at the same time, the electric brake system can be confirmed to have a three-level fault, and an alarm is given.
In the embodiment, fault detection and processing are performed according to the input torque of the electric brake cylinder detected by the vehicle control unit and the battery power detected by the vehicle control unit, and a corresponding fault processing mode is adopted for processing when a fault occurs, so that the safety of train operation is further improved.
In one embodiment, the method for fault handling of an electric brake system further comprises:
if the train tail device detects low battery power, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle;
if the train tail device or the power supply controller detects that the bus voltage of the train is lower than the voltage threshold, the electric braking system is confirmed to have a three-level fault, and an alarm is given;
and if the power controller detects that the train bus is short-circuited or the input voltage is lower than the voltage threshold, confirming that the electric braking system has a three-level fault, and giving an alarm.
Specifically, the voltage abnormity detection method and device can comprehensively detect voltage abnormity, and carry out fault judgment and processing according to the battery power and the train bus voltage respectively detected by the train tail device and the power controller. Therefore, the safety of train operation can be further improved. Specifically, if the train tail unit detects a low battery level, it may be confirmed that a secondary fault has occurred with the electric brake system and apply service full brakes, penalty brakes, or emergency brakes for the railway vehicle. If the train tail device detects that the train bus voltage is lower than the voltage threshold or the power supply controller detects that the train bus voltage is lower than the voltage threshold, the fault which can cause the performance reduction of the system possibly occurs in the electric braking system, and therefore the fact that the electric braking system has a three-level fault can be confirmed and an alarm is given. If the power supply controller detects that a train bus is short-circuited or the power supply controller detects that the input voltage is lower than a corresponding voltage threshold, it is indicated that a fault which can cause system performance reduction possibly occurs in the electric braking system, so that the fact that a three-level fault occurs in the electric braking system can be confirmed and an alarm is given.
In one embodiment, the method for fault handling of an electric brake system further comprises:
if the vehicle control unit or the train tail device detects a serious system fault, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle;
and if the power supply controller detects a plurality of locomotive control units, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle.
Specifically, it may be determined whether the electric brake system is malfunctioning by determining whether a serious system malfunction is detected by the vehicle control unit or the train tail device, and whether a plurality of locomotive control units are detected by the power supply controller. And when any one of the above conditions occurs, confirming that the electric brake system has a secondary fault, and applying common full brake, punitive brake or emergency brake to the railway vehicle. Therefore, the safety of train operation can be further improved.
Specifically, if the vehicle control unit detects a serious system fault or the train tail device detects a serious system fault, the secondary fault of the electric brake system is confirmed, and common full brake, punitive brake or emergency brake is applied to the railway vehicle. If the power controller detects a plurality of locomotive control units, namely the power controller detects two or more locomotive control units, the secondary fault of the electric brake system is also confirmed, and common full brake, punitive brake or emergency brake is applied to the railway vehicle.
In one embodiment, the method for fault handling of an electric brake system further comprises:
and if the vehicle control unit detects low battery power, the power supply controller detects a starting fault, the vehicle control unit is off-line or the power supply controller does not respond to the state query instruction, determining that the electric brake system has a three-level fault, and giving an alarm.
Specifically, the vehicle control unit detects low battery power, the power supply controller detects a start fault, the vehicle control unit is offline and the power supply controller does not respond to a state query command, if any one of the conditions is detected, the vehicle control unit indicates that the electric brake system has a fault of individual equipment, can confirm that the electric brake system has a three-level fault, and gives an alarm. Therefore, the safety of train operation can be further improved.
In one embodiment, the failure levels of the various types of failures may be as shown in fig. 3, wherein the failure levels in this embodiment may be divided into vehicle unit failures, such as the a-series numbering in fig. 3, and locomotive unit failures, such as the B-series numbering in fig. 3. The various faults may be ranked as shown in fig. 4, with the first-level fault having the highest priority and the second-level fault having the second priority, and the third-level fault may determine the priority according to the fault type. When the system detects multiple faults, the most severe fault is reported and handled first, and only after the fault is cleared, lower priority faults can be handled. When the locomotive unit receives an abnormal message of equipment in the network or sends an abnormality by itself, the locomotive unit is queued according to the fault priority in fig. 3-4, the fault with the highest priority is processed first, and the fault with the low priority can be processed only after the fault with the high priority is cleared.
Wherein the primary fault comprises that the vehicle control unit, the train tail device, the power supply controller transceiver and/or the transceiver of the locomotive control unit generate an uncontrollable message. In the event of a primary failure, emergency braking may continue to be applied to the railway vehicle until the sustained braking time remains 120s or until the train stops operating.
The secondary failure comprises that the vehicle control unit or the train tail device detects serious system failure, and further comprises that the power supply controller detects a plurality of locomotive control units, the train tail device detects low battery power, and 2 vehicle control units/train tail devices report serious loss and train tail device beacons are lost in 5 s. In the event of a secondary fault, a service full brake, a penalty brake, or an emergency brake may be applied to the railway vehicle until the holding time remains 120 seconds or until the train stops operating.
The three-level faults may be classified into 3 rd priority, 4 th priority and 5 th priority faults according to fault types. The 3 rd priority fault comprises a fault which may cause system performance reduction, and specifically comprises that a vehicle control unit detects that the battery power is low, a power controller detects that a beacon of a locomotive unit is lost, a train tail device or the power controller detects that the bus voltage is abnormal, the power controller detects that the bus is short-circuited, the power controller detects that the input voltage is low, and the power controller detects that a starting fault exists. In the event of the aforementioned 3 rd priority fault, an alarm may be raised.
The 3 rd priority fault may also include a fault requiring full service braking to be performed, including specifically detecting that less than 85% of the available brake units, the train bus voltage is low, and less than 90% of the available brake units, and the end of train device reporting a low battery. In the event of the aforementioned 3 rd priority fault, a penalty brake may be applied to the railway vehicle. The 3 rd priority fault may also include faults such as the train speed exceeding 20Km/h in the switching mode, a severe loss reported by the trail devices, and the power controller detecting multiple lead locomotive units.
The 4 th priority fault may include faults where multiple brake units may fail, including, in particular, detecting <95% available brake units, detecting <90% available brake units, the vehicle control unit reporting a low battery, the vehicle control unit going offline (or cutting off), the train tail unit or power controller reporting a train bus voltage anomaly, and the power controller reporting remaining failure faults. In the event of the aforementioned 4 th priority fault, an alarm may be raised.
The 4 th priority fault may also include the vehicle control unit detecting that the electric brake cylinder input torque is not normal, detecting that the battery is low, and the vehicle control unit, power supply controller, or train tail unit detecting other self-defined self-diagnostic faults of the system. In the event of the aforementioned 4 th priority fault, an alarm may be raised.
The 5 th priority fault may include a fault of an individual equipment fault, including in particular a vehicle control unit detecting that the brake cylinder input torque is abnormal, a power controller has not responded to a status query, and the vehicle control unit, the power controller or the train tail device has discovered other self-diagnostic faults. In the event of the aforementioned 5 th priority fault, an alarm may be raised.
According to the scheme, the state and fault feedback of the brake system can be intelligently monitored, and automatic fault detection and response can be realized, so that the reliability of the system is improved, and the running safety of a train is guaranteed.
It should be understood that, although the steps in the flowcharts related to the embodiments as described above are sequentially displayed as indicated by arrows, the steps are not necessarily performed sequentially as indicated by the arrows. The steps are not limited to being performed in the exact order illustrated and, unless explicitly stated herein, may be performed in other orders. Moreover, at least a part of the steps in the flowcharts related to the embodiments described above may include multiple steps or multiple stages, which are not necessarily performed at the same time, but may be performed at different times, and the execution order of the steps or stages is not necessarily sequential, but may be rotated or alternated with other steps or at least a part of the steps or stages in other steps.
Based on the same inventive concept, the embodiment of the present application further provides a fault handling device of an electric brake system for implementing the fault handling method of the electric brake system. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the method, so that specific limitations in the following embodiments of one or more fault handling devices of an electric brake system can be referred to the limitations on the fault handling method of the electric brake system in the foregoing, and are not described again here.
In one embodiment, as shown in fig. 5, a fault processing device of an electric brake system is provided for performing fault judgment and processing on the electric brake system. The electric brake system is used for braking a railway vehicle, and the railway vehicle comprises a vehicle control unit, a train tail device, a power supply controller and a locomotive control unit. The device comprises: one-level fault handling module, second grade fault handling module and tertiary fault handling module, wherein:
the primary fault processing module is used for confirming that a primary fault occurs in the electric braking system and applying emergency braking to the railway vehicle under the condition of receiving an uncontrollable message sent by the vehicle control unit, the train tail device, the power controller or the locomotive control unit;
the secondary fault processing module is used for confirming that the electric braking system has a secondary fault under the condition of receiving serious loss information sent by a preset number of target devices within a preset time, and applying common full braking, punitive braking or emergency braking to the railway vehicle; wherein the target device comprises the vehicle control unit and the train tail device;
and the third-level fault processing module is used for confirming that the electric braking system has a third-level fault and giving an alarm under the condition that the power controller detects that the beacon of the locomotive unit is lost.
In one embodiment, the railway vehicle further comprises an available brake unit. The tertiary fault processing module is further used for confirming that a tertiary fault occurs in the electric brake system and applying punitive braking to the railway vehicle under the condition that the proportion of the available brake units is less than 85%; confirming that a three-level fault occurs in the electric brake system and applying punitive braking to the railway vehicle when the proportion of the available brake units is less than 90% and the train bus voltage is lower than the voltage threshold; and confirming that the electric braking system has a three-level fault and giving an alarm when the proportion of the available braking units is less than 90%.
In one embodiment, the electric brake system comprises an electric brake cylinder. The three-level fault processing module is further used for confirming that a three-level fault occurs in the electric brake system and giving an alarm when the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit detects low battery power; and when the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit does not detect low battery power, confirming that a three-level fault occurs in the electric brake system and giving an alarm.
In one embodiment, the secondary fault handling module is further configured to confirm that a secondary fault occurs in the electric brake system and apply a service full brake, a penalty brake, or an emergency brake to the railway vehicle when the train tail device detects a low battery level. The third-level fault processing module is also used for confirming that the electric braking system has a third-level fault and giving an alarm when the train tail device or the power controller detects that the train bus voltage is lower than the voltage threshold; and under the condition that the power controller detects that the train bus is short-circuited or the input voltage is lower than the voltage threshold, confirming that the electric braking system has a three-level fault, and giving an alarm.
In one embodiment, the secondary fault handling module is further configured to confirm that a secondary fault occurs in the electric brake system and apply a service full brake, a punitive brake, or an emergency brake to the railway vehicle in the event that the vehicle control unit or the train tail device detects a severe system fault; in the event that the power controller detects a plurality of the locomotive control units, a secondary fault with the electric brake system is confirmed and a service full brake, a punitive brake, or an emergency brake is applied to the railway vehicle.
In one embodiment, the tertiary fault handling module is further configured to confirm that a tertiary fault occurs in the electric brake system and alarm when the vehicle control unit detects a low battery level, the power controller detects a start fault, the vehicle control unit is offline, or the power controller does not respond to a status query command.
The respective modules in the fault handling apparatus of the electric brake system described above may be implemented in whole or in part by software, hardware, and a combination thereof. The modules can be embedded in a hardware form or independent from a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules.
In one embodiment, a computer device is provided, comprising a memory and a processor, the memory having a computer program stored therein, the processor implementing the following steps when executing the computer program:
if an uncontrollable message sent by the vehicle control unit, the train tail device, the power controller or the locomotive control unit is received, confirming that a primary fault occurs in the electric braking system, and applying emergency braking to the railway vehicle;
if the serious loss information sent by a preset number of target devices is received within the preset time, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle; wherein the target device includes the vehicle control unit and the train tail device;
and if the power controller detects that the beacon of the locomotive unit is lost, confirming that the electric braking system has a three-level fault, and alarming.
In one embodiment, the processor, when executing the computer program, further performs the steps of: if the proportion of the available brake units is less than 85%, determining that the electric brake system has a three-level fault, and applying punitive braking to the railway vehicle; if the proportion of the available brake units is less than 90% and the train bus voltage is lower than the voltage threshold, determining that the electric brake system has a three-level fault, and applying punitive braking to the railway vehicle; and if the proportion of the available braking units is less than 90%, confirming that the electric braking system has a three-level fault, and giving an alarm.
In one embodiment, the processor, when executing the computer program, further performs the steps of: if the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit detects low battery power, determining that a three-level fault occurs in the electric brake system, and giving an alarm; and if the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit does not detect low battery power, confirming that the electric brake system has a three-level fault and giving an alarm.
In one embodiment, the processor, when executing the computer program, further performs the steps of: if the train tail device detects low battery power, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle; if the train tail device or the power controller detects that the voltage of the train bus is lower than the voltage threshold, determining that the electric braking system has a three-level fault, and alarming; and if the power controller detects that the train bus is short-circuited or the input voltage is lower than the voltage threshold, confirming that the electric braking system has a three-level fault, and alarming.
In one embodiment, the processor, when executing the computer program, further performs the steps of: if the vehicle control unit or the train tail device detects a serious system fault, confirming that a secondary fault occurs in the electric braking system, and applying common full braking, punitive braking or emergency braking to the railway vehicle; and if the power controller detects a plurality of locomotive control units, confirming that the electric brake system has a secondary fault, and applying common full brake, punitive brake or emergency brake to the railway vehicle.
In one embodiment, the processor when executing the computer program further performs the steps of: and if the vehicle control unit detects low battery power, the power controller detects a starting fault, the vehicle control unit is off-line or the power controller does not respond to a state query instruction, determining that the electric brake system has a three-level fault, and giving an alarm.
In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored which, when executed by a processor, performs the steps of:
if an uncontrollable message sent by the vehicle control unit, the train tail device, the power controller or the locomotive control unit is received, confirming that a primary fault occurs in the electric braking system, and applying emergency braking to the railway vehicle;
if the serious loss information sent by a preset number of target devices is received within the preset time, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle; wherein the target device includes the vehicle control unit and the train tail device;
and if the power controller detects that the beacon of the locomotive unit is lost, confirming that the electric braking system has a three-level fault, and alarming.
In one embodiment, the computer program when executed by the processor further performs the steps of: if the proportion of the available brake units is less than 85%, determining that the electric brake system has a three-level fault, and applying punitive braking to the railway vehicle; if the proportion of the available brake units is less than 90% and the train bus voltage is lower than the voltage threshold, determining that the electric brake system has a three-level fault, and applying punitive braking to the railway vehicle; and if the proportion of the available braking units is less than 90%, confirming that the electric braking system has a three-level fault, and giving an alarm.
In one embodiment, the computer program when executed by the processor further performs the steps of: if the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit detects low battery power, determining that a three-level fault occurs in the electric brake system, and giving an alarm; and if the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit does not detect low battery power, confirming that the electric brake system has a three-level fault and giving an alarm.
In one embodiment, the computer program when executed by the processor further performs the steps of: if the train tail device detects low battery power, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle; if the train tail device or the power controller detects that the voltage of the train bus is lower than the voltage threshold, determining that the electric braking system has a three-level fault, and alarming; and if the power controller detects that the train bus is short-circuited or the input voltage is lower than the voltage threshold, confirming that the electric braking system has a three-level fault, and alarming.
In one embodiment, the computer program when executed by the processor further performs the steps of: if the vehicle control unit or the train tail device detects a serious system fault, confirming that a secondary fault occurs in the electric braking system, and applying common full braking, punitive braking or emergency braking to the railway vehicle; and if the power controller detects a plurality of locomotive control units, confirming that the electric brake system has a secondary fault, and applying common full brake, punitive brake or emergency brake to the railway vehicle.
In one embodiment, the computer program when executed by the processor further performs the steps of: and if the vehicle control unit detects low battery power, the power controller detects a starting fault, the vehicle control unit is off-line or the power controller does not respond to a state query instruction, determining that the electric brake system has a three-level fault, and giving an alarm.
In one embodiment, a computer program product is provided, comprising a computer program which, when executed by a processor, performs the steps of:
if an uncontrollable message sent by the vehicle control unit, the train tail device, the power controller or the locomotive control unit is received, confirming that a primary fault occurs in the electric braking system, and applying emergency braking to the railway vehicle;
if the serious loss information sent by a preset number of target devices is received within the preset time, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle; wherein the target device includes the vehicle control unit and the train tail device;
and if the power controller detects that the beacon of the locomotive unit is lost, confirming that the electric braking system has a three-level fault, and alarming.
In one embodiment, the computer program when executed by the processor further performs the steps of: if the proportion of the available brake units is less than 85%, determining that the electric brake system has a three-level fault, and applying punitive braking to the railway vehicle; if the proportion of the available brake units is less than 90% and the train bus voltage is lower than the voltage threshold, determining that the electric brake system has a three-level fault, and applying punitive braking to the railway vehicle; and if the proportion of the available braking units is less than 90%, confirming that the electric braking system has a three-level fault, and giving an alarm.
In one embodiment, the computer program when executed by the processor further performs the steps of: if the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit detects low battery power, determining that a three-level fault occurs in the electric brake system, and giving an alarm; and if the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit does not detect low battery power, confirming that the electric brake system has a three-level fault and giving an alarm.
In one embodiment, the computer program when executed by the processor further performs the steps of: if the train tail device detects low battery power, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle; if the train tail device or the power controller detects that the voltage of the train bus is lower than the voltage threshold, determining that the electric braking system has a three-level fault, and alarming; and if the power controller detects that the train bus is short-circuited or the input voltage is lower than the voltage threshold, confirming that the electric braking system has a three-level fault, and alarming.
In one embodiment, the computer program when executed by the processor further performs the steps of: if the vehicle control unit or the train tail device detects a serious system fault, confirming that a secondary fault occurs in the electric braking system, and applying common full braking, punitive braking or emergency braking to the railway vehicle; and if the power controller detects a plurality of locomotive control units, confirming that the electric brake system has a secondary fault, and applying common full brake, punitive brake or emergency brake to the railway vehicle.
In one embodiment, the computer program when executed by the processor further performs the steps of: and if the vehicle control unit detects low battery power, the power controller detects a starting fault, the vehicle control unit is off-line or the power controller does not respond to a state query instruction, determining that the electric brake system has a three-level fault, and giving an alarm.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, database, or other medium used in the embodiments provided herein may include at least one of non-volatile and volatile memory. The nonvolatile Memory may include Read-Only Memory (ROM), magnetic tape, floppy disk, flash Memory, optical Memory, high-density embedded nonvolatile Memory, resistive Random Access Memory (ReRAM), magnetic Random Access Memory (MRAM), ferroelectric Random Access Memory (FRAM), phase Change Memory (PCM), graphene Memory, and the like. Volatile Memory can include Random Access Memory (RAM), external cache Memory, and the like. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM), for example. The databases referred to in various embodiments provided herein may include at least one of relational and non-relational databases. The non-relational database may include, but is not limited to, a block chain based distributed database, and the like. The processors referred to in the embodiments provided herein may be general purpose processors, central processing units, graphics processors, digital signal processors, programmable logic devices, quantum computing based data processing logic devices, etc., without limitation.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present application. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.
Claims (10)
1. The method is characterized in that the electric brake system is a brake system which controls a train by electronic control and takes electric energy as a brake energy source, the electric brake system is used for braking a railway vehicle, and the railway vehicle comprises a vehicle control unit, a train tail device, a power supply controller and a locomotive control unit; the method comprises the following steps:
if an uncontrollable message sent by the vehicle control unit, the train tail device, the power controller or the locomotive control unit is received, confirming that a primary fault occurs in the electric braking system, and applying emergency braking to the railway vehicle;
if the serious loss information sent by a preset number of target devices is received within the preset time, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle; wherein the target device includes the vehicle control unit and the train tail device;
if the power controller detects that the beacon of the locomotive unit is lost, the power controller confirms that the electric braking system has a three-level fault and gives an alarm;
wherein the electric brake system comprises an electric brake cylinder; the method further comprises the following steps:
if the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit detects low battery power, determining that a three-level fault occurs in the electric brake system, and giving an alarm;
and if the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit does not detect low battery power, confirming that the electric brake system has a three-level fault and giving an alarm.
2. The method of claim 1, wherein the railway vehicle further comprises an available brake unit; the method further comprises the following steps:
if the proportion of the available brake units is less than 85%, determining that the electric brake system has a three-level fault, and applying punitive braking to the railway vehicle;
if the proportion of the available brake units is less than 90% and the train bus voltage is lower than the voltage threshold, determining that the electric brake system has a three-level fault, and applying punitive braking to the railway vehicle;
and if the proportion of the available braking units is less than 90%, confirming that the electric braking system has a three-level fault, and giving an alarm.
3. The method according to any one of claims 1 to 2, further comprising:
if the train tail device detects low battery power, confirming that the electric braking system has a secondary fault, and applying common full braking, punitive braking or emergency braking to the railway vehicle;
if the train tail device or the power controller detects that the bus voltage of the train is lower than the voltage threshold, determining that the electric braking system has a three-level fault, and alarming;
and if the power controller detects that the train bus is short-circuited or the input voltage is lower than the voltage threshold, confirming that the electric braking system has a three-level fault, and alarming.
4. The method according to any one of claims 1 to 2, further comprising:
if the vehicle control unit or the train tail device detects a serious system fault, confirming that a secondary fault occurs in the electric braking system, and applying common full braking, punitive braking or emergency braking to the railway vehicle;
and if the power controller detects a plurality of locomotive control units, confirming that the electric brake system has a secondary fault, and applying common full brake, punitive brake or emergency brake to the railway vehicle.
5. The method according to any one of claims 1 to 2, further comprising:
and if the vehicle control unit detects low battery power, the power controller detects a starting fault, the vehicle control unit is off-line or the power controller does not respond to a state query instruction, determining that the electric brake system has a three-level fault, and giving an alarm.
6. The fault processing device of the electric brake system is characterized in that the electric brake system is a brake system which controls a train by electronic control and takes electric energy as a brake energy source, the electric brake system is used for braking a railway vehicle, and the railway vehicle comprises a vehicle control unit, a train tail device, a power supply controller and a locomotive control unit; the device comprises:
the primary fault processing module is used for confirming that a primary fault occurs in the electric braking system and applying emergency braking to the railway vehicle under the condition of receiving an uncontrollable message sent by the vehicle control unit, the train tail device, the power controller or the locomotive control unit;
the secondary fault processing module is used for confirming that the electric braking system has a secondary fault under the condition of receiving serious loss information sent by a preset number of target devices within a preset time, and applying common full braking, punitive braking or emergency braking to the railway vehicle; wherein the target device includes the vehicle control unit and the train tail device;
the three-level fault processing module is used for confirming that the electric braking system has three-level faults and giving an alarm under the condition that the power controller detects that the beacon of the locomotive unit is lost;
the electric brake system comprises an electric brake cylinder; the three-level fault processing module is further used for confirming that a three-level fault occurs in the electric brake system and giving an alarm if the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit detects low battery power; and if the vehicle control unit detects that the input torque of the electric brake cylinder is abnormal and the vehicle control unit does not detect low battery power, confirming that the electric brake system has a three-level fault and giving an alarm.
7. The apparatus of claim 6 wherein said railway vehicle further comprises an available brake unit;
the third-level fault processing module is further used for confirming that a third-level fault occurs in the electric braking system and applying punitive braking to the railway vehicle if the proportion of the available braking units is less than 85%; if the proportion of the available brake units is less than 90% and the train bus voltage is lower than the voltage threshold, determining that the electric brake system has a three-level fault, and applying punitive braking to the railway vehicle; and if the proportion of the available braking units is less than 90%, confirming that the electric braking system has a three-level fault, and giving an alarm.
8. A computer device comprising a memory and a processor, the memory storing a computer program, characterized in that the processor, when executing the computer program, implements the steps of the method of any of claims 1 to 5.
9. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps of the method of any one of claims 1 to 5.
10. A computer program product comprising a computer program, characterized in that the computer program realizes the steps of the method of any one of claims 1 to 5 when executed by a processor.
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| CN202111661920.4A CN114148313B (en) | 2021-12-30 | 2021-12-30 | Fault processing method and device for electric brake system and computer equipment |
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| CN106427975B (en) * | 2016-12-13 | 2019-02-26 | 中车株洲电力机车有限公司 | A kind of fault handling method of the wired Electronically Controlled Pneumatic Brake Systems of track train |
| EP3339119A1 (en) * | 2016-12-22 | 2018-06-27 | Haldex Brake Products Aktiebolag | Electric brake system for a vehicle |
| US10083588B1 (en) * | 2017-07-05 | 2018-09-25 | Continental Automotive Systems, Inc. | Vehicle safety notification system |
| CN108944880A (en) * | 2018-06-29 | 2018-12-07 | 中车长江车辆有限公司 | A kind of electrical brake system, railway freight-car and its braking method |
| CN111376880B (en) * | 2018-12-29 | 2023-06-13 | 比亚迪股份有限公司 | Electromechanical braking system for railway vehicle, control method of electromechanical braking system and railway vehicle |
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