CN115416722A - Vehicle, cab, fault judgment method and device and allowable error correction method - Google Patents
Vehicle, cab, fault judgment method and device and allowable error correction method Download PDFInfo
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- 238000012544 monitoring process Methods 0.000 claims description 3
- 230000003137 locomotive effect Effects 0.000 description 3
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0081—On-board diagnosis or maintenance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The invention provides a driver controller fault judgment method and device and a potentiometer output current allowable error correction method of a driver controller. The potentiometer output current allowable error correction method comprises the following steps: and calculating the allowable error I _ cal (m) of the output current of the potentiometer when the modified driver controller control handle is positioned at the m-th position by using the following formula: i _ cal (m) = I _ EnErr + I _ ave _ err (m); wherein, I _ ave _ err (m) = [ I _ err (1,m) + I _ err (2,m) + … … + I _ err (N, m) ]/N; if I (m) -I _ EnErr is less than or equal to I (n, m) and less than or equal to I (m) + I _ EnErr, then I _ err (n, m) =0; if I (n, m) < I (m) -I _ EnErr, I _ err (n, m) = I (m) -I _ EnErr-I (n, m); if I (n, m) > I (m) + I _ EnErr, I _ err (n, m) = I (n, m) - [ I (m) + I _ EnErr ].
Description
Technical Field
The invention relates to a potentiometer output current allowable error correction method, a driver controller fault judgment method and a driver controller fault judgment device, which are suitable for the rail transit industry.
Background
The driver controller (hereinafter referred to as driver controller) is a manual electric appliance used by drivers in rail transit industry to control the running direction and speed of vehicles. The driver control typically has 3 pairs of auxiliary contacts, 1-2 sets of output potentiometers. As shown in fig. 1, when the control handle is located at the maximum braking position, the small braking zero position, the large zero position, the small traction zero position and the maximum traction position, the positions of the control handle are respectively as follows: the included angle between the vertical direction and the vertical direction is- (theta 1+ theta 2), the included angle between the vertical direction and the vertical direction is-theta 1, the included angle between the vertical direction and the vertical direction is theta 1, and the included angle between the vertical direction and the vertical direction is theta 1+ theta 2. When the control handle is located at the large zero position, the rail transit vehicle is set to have no traction and no brake (namely, the driver controller indicates that the vehicle runs by utilizing the inertia of the vehicle, namely, the vehicle can coast or stop), the position range defined by the brake maximum position and the brake small zero position represents the brake position, and the position range defined by the traction small zero position and the traction maximum position represents the traction position. In addition, the auxiliary contact of the driver controller can output a signal indicating the position of the driver controller according to the operation of a driver on the control handle, the signal of the auxiliary contact of the No. 1 indicates whether the control handle is positioned at a large zero position, the signal of the auxiliary contact of the No. 2 indicates whether the control handle is positioned in a traction area, and the signal of the auxiliary contact of the No. 3 indicates whether the control handle is positioned in a braking area. When a driver pushes a control handle, a sliding point of a potentiometer (serving as a vehicle speed input detection circuit) is driven to move, so that the resistance value of the potentiometer is changed, and corresponding current is output, a vehicle control unit (hereinafter, referred to as a CCU for short) calculates the level of a driver controller by using technical parameters (see table 1) such as output current of the control handle in a large zero position, output current in a small traction zero position, output current in a small braking zero position, output current in a maximum traction position, output current in a maximum braking position and the like according to collected actual current output by the potentiometer of the driver controller, so that the traction force or the braking force of a vehicle is controlled, and the purpose of vehicle speed control is achieved.
TABLE 1 output Current of potentiometer with Pre-calibrated control handle of driver control at different positions
The method has the advantages that faults of the driver controller can be accurately, timely and effectively diagnosed and predicted, and the method has very important significance for safe and efficient operation of the vehicle. At present, the technical specification parameters of the driver controller are generally used for judging whether the driver controller has an output overrun fault. Due to the influence of errors such as acquisition errors of an acquisition module and power errors of a driver controller, the judgment method often causes inaccurate judgment of faults of the driver controller, namely, the current exceeding the limited range can be judged as not exceeding the limited range, and the current not exceeding the limited range is judged as exceeding the limited range, so that the situation of false alarm faults exists. In addition, the problem that the output current of the potentiometer is inaccurate does not have a corresponding fault judgment scheme. And along with the ageing of driver controller, when the driver promotes driver controller to same position, the output that driver controller output potentiometer also can exist differently with just dispatching from the factory, only when the maintainer overhauld driver controller regularly, insert the universal meter at driver controller output potentiometer, can check whether the electric current that driver controller potentiometer output is standard, if the driver controller has the trouble when the locomotive operation makes output current unusual, then can't in time detect the trouble.
Disclosure of Invention
The invention provides a potentiometer output current allowable error correction method aiming at the problem of inaccurate fault judgment of a driver controller.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: a potentiometer output current allowable error correction method comprises the following steps:
calculating the corrected allowable error I _ cal (m) of the output current of the potentiometer when the control handle of the driver controller is positioned at the m-th position by using the following formula:
I_cal(m)＝I_EnErr+I_ave_err(m)；
I_ave_err(m)＝[I_err(1,m)+I_err(2,m)+……+I_err(N,m)]/N；
wherein:
if I (m) -I _ EnErr is less than or equal to I (n, m) and less than or equal to I (m) + I _ EnErr, then I _ err (n, m) =0;
if I (n, m) < I (m) -I _ EnErr, I _ err (n, m) = I (m) -I _ EnErr-I (n, m);
if I (n, m) > I (m) + I _ EnErr, I _ err (n, m) = I (n, m) - [ I (m) + I _ EnErr ];
wherein:
i _ err (N, m) is a corrected error coefficient obtained according to the nth test when the control handle is located at the mth position, N =1,2, … …, N, N is not less than 5, m =1,2, … …,5;
i (n, m) is the output current of the potentiometer recorded in the nth test when the control handle is positioned at the mth position;
i _ ave _ err (m) is an average correction error coefficient obtained by N times of tests when the control handle is positioned at the m-th position; i (m) is output current of the potentiometer corresponding to the m-th position of the control handle calibrated in advance, and I _ EnErr is the allowable error of the output current of the potentiometer calibrated in advance;
the 1 st position, the 2 nd position, the … … and the 5 th position of the control handle respectively correspond to a maximum braking position, a small braking zero position, a large zero position, a small traction zero position and a maximum traction position.
According to the invention, through carrying out N times of tests and collecting the output current of the potentiometer when the control handle is at each position, the correction error coefficient obtained in each test and when the control handle is at the mth position can be calculated, the average correction error coefficient is further obtained by combining the correction error coefficients obtained in the N times of tests, and the corrected allowable error of the output current of the potentiometer when the control handle is at the mth position is obtained. In the invention, the allowable errors of the output currents of the control handle at different positions are respectively corrected, compared with the prior art that the fault misjudgment can be caused by overlapping/subtracting the preset calibrated allowable error by using the measured output current (the measurement precision is influenced by errors such as the acquisition error of an acquisition module), the corrected allowable error obtained by the invention ensures that the allowable error overlapped/subtracted at each current measurement point is more in line with the actual condition, thereby reducing the risk of fault misjudgment.
The invention also provides a driver controller fault judgment method, which comprises the following steps:
step A: calculating a corrected allowable error I _ cal (m) of the potentiometer output current when a control handle of a driver controller is positioned at an m-th position by using the potentiometer output current allowable error correction method as claimed in claim 1;
and B, step B: monitoring the output current Io of the potentiometer in real time;
if Io is greater than I (5) + I _ cal (5) or Io is less than I (1) -I _ cal (1), judging that the output current of the potentiometer is over-limit fault;
if any one of the following conditions is met, the fault that the output current of the potentiometer is inaccurate is judged:
condition 1: the control handle is located at the 3 rd position, io is more than I (3) + I _ cal (3) or Io is less than I (3) -I _ cal (3);
condition 2: the control handle is positioned in the traction area, and Io < I (4) -I _ cal (4);
condition 3: the control handle is positioned in the braking area, and Io is more than I (2) + I _ cal (2);
wherein the traction zone is a range of positions defined by a 4 th position and a 5 th position and the braking zone is a range of positions defined by a 1 st position and a 2 nd position.
According to the invention, the allowable errors of the potentiometer at each position are respectively corrected, and when the fault is judged, the corresponding corrected allowable errors are superposed/subtracted from the measured output current, so that the fault judgment is more accurate, and the misjudgment risk is reduced as much as possible.
In the technical scheme, whether the control handle is located at the 3 rd position, the traction area or the braking area is determined according to the acquired signals of the auxiliary contact of the driver controller.
When the control handle reaches a large zero position (namely reaches a 3 rd position), reaches the traction area from other position areas or leaves the traction area (namely passes through a 4 th position which is a boundary point of the traction area and the other position areas), reaches the braking area from other position areas or leaves the braking area (namely passes through a 2 nd position which is a boundary point of the braking area and the other position areas), the signal state of the auxiliary contact is changed, so that the time when the control handle reaches the 2 nd position, the time when the control handle reaches the 3 rd position and the time when the control handle reaches the 4 th position can be determined according to the signals of the auxiliary contact, and the output current of the potentiometer can be acquired correspondingly at the times.
In the above technical solution, the driver controller fault determination method further includes:
when the control handle is positioned at the 2 nd position, the output current of the potentiometer is collected, and the average value I of the output current of the potentiometer when the collected control handle is positioned at the 2 nd position is calculated ave (2)；
When the control handle is positioned at the 3 rd position, the output current of the potentiometer is collected, and the average value I of the output current of the potentiometer when the collected control handle is positioned at the 3 rd position is calculated ave (3)；
When the control handle is positioned at the 4 th position, the output current of the potentiometer is collected, and the average value I of the output current of the potentiometer when the collected control handle is positioned at the 4 th position is calculated ave (4)；
If I ave (2)-I(2)|＞I tha 、|I ave (3)-I(3)|＞I thb 、|I ave (4)-I(4)|＞I thc If any one of the conditions is satisfied, judging that the driver controller has a fault;
wherein: i is tha 、I thb 、I thc Respectively a first set threshold, a second set threshold and a third set threshold.
In the invention, the output currents of the potentiometers of the control handle at different positions are recorded, the average value of the current at each position is obtained, and the average value is compared with the technical parameters calibrated in advance by the driver controller, so that the fault of the driver controller can be pre-warned.
In the technical scheme, the time when the control handle reaches the 2 nd position, the time when the control handle reaches the 3 rd position and the time when the control handle reaches the 4 th position are determined according to the acquired signals of the auxiliary contact of the driver controller.
When the control handle reaches a large zero position (namely reaches a 3 rd position), reaches the traction area from other position areas or leaves the traction area (namely passes through a 4 th position which is a boundary point of the traction area and the other position areas), reaches the braking area from other position areas or leaves the braking area (namely passes through a 2 nd position which is a boundary point of the braking area and the other position areas), the signal state of the auxiliary contact is changed, so that the time when the control handle reaches the 2 nd position, the time when the control handle reaches the 3 rd position and the time when the control handle reaches the 4 th position can be determined according to the signals of the auxiliary contact, and the output current of the potentiometer can be acquired correspondingly at the times.
The invention also provides a driver controller fault judgment device which is characterized by comprising a vehicle control unit; the vehicle control unit is configured or programmed to perform the steps of the driver controller malfunction determination method described above.
The invention has the advantages and positive effects that:
1) According to the invention, the output current allowable error of the potentiometer is corrected to judge the faults of over-limit output and inaccurate output of the driver controller, so that the risk of easily misreporting the faults in the fault judgment of the conventional driver controller is effectively reduced;
2) The fault that the output of the driver controller is inaccurate is judged by combining the auxiliary contact of the driver controller and the output current of the potentiometer of the driver controller, so that the fault that the output of the driver controller is inaccurate is judged;
3) According to the driver controller position reflected by the driver controller auxiliary contact, the output currents of potentiometers of the driver controller at different positions are recorded, the average value of the currents at each position is obtained, the average value is compared with the technical parameters calibrated by the driver controller, the driver controller fault early warning is realized, and meanwhile, data reference is provided for daily maintenance of the driver controller.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive labor.
FIG. 1 is a schematic illustration of a prior art driver control with the control handle in various positions;
FIG. 2 is a schematic structural diagram of a failure determination device of a driver controller according to an embodiment of the present invention;
FIG. 3 is a flow chart of a calculation of the error in the potentiometer output current allowed when the modified driver controller control handle is in the high zero position in accordance with an embodiment of the present invention;
FIG. 4 is a schematic diagram of an embodiment of the present invention illustrating driver controller output inaccuracy judgments;
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, 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 application.
As shown in fig. 2 to 4, the present invention provides a method for correcting an allowable error of a potentiometer output current of a driver controller, comprising: calculating the corrected allowable error I _ cal (m) of the output current of the potentiometer when the control handle of the driver controller is positioned at the m-th position by using the following formula:
I_cal(m)＝I_EnErr+I_ave_err(m)；
I_ave_err(m)＝[I_err(1,m)+I_err(2,m)+……+I_err(N,m)]/N；
wherein:
if I (m) -I _ EnErr is less than or equal to I (n, m) and less than or equal to I (m) + I _ EnErr, then I _ err (n, m) =0;
if I (n, m) < I (m) -I _ EnErr, I _ err (n, m) = I (m) -I _ EnErr-I (n, m);
if I (n, m) > I (m) + I _ EnErr, I _ err (n, m) = I (n, m) - [ I (m) + I _ EnErr ];
wherein:
i _ err (N, m) is a correction error coefficient obtained in the nth test and when the control handle is located at the mth position, N =1,2, … …, N, N is not less than 5, m =1,2, … …,5;
i (n, m) is the output current of the potentiometer recorded in the nth test when the control handle is positioned at the mth position;
i _ ave _ err (m) is an average correction error coefficient which is obtained by N times of tests and is used when the control handle is positioned at the mth position;
i (m) is output current of the potentiometer corresponding to the m-th position of the control handle calibrated in advance, and I _ EnErr is the allowable error of the output current of the potentiometer calibrated in advance (namely the allowable error in a specification parameter table of a driver controller product);
the 1 st position, the 2 nd position, the … … and the 5 th position of the control handle respectively correspond to a maximum braking position, a small braking zero position, a large zero position, a small traction zero position and a maximum traction position.
In the application, N times of tests can be executed, and the control handle is respectively positioned at the 1 st position, the 2 nd position, the … … and the 5 th position in each test; it is also possible to perform N tests for each position, for example having the control handle reach the large zero position N times, the traction small zero position N times, the traction maximum position N times, the brake small zero position N times, the brake maximum position N times.
The invention also provides a driver controller fault judgment method, which comprises the following steps:
step A: calculating a corrected allowable error I _ cal (m) of the output current of the potentiometer when a control handle of a driver controller is positioned at an m-th position by using the correction method of the allowable error of the output current of the potentiometer of claim 1;
and B: monitoring the output current Io of the potentiometer in real time;
if Io > I (5) + I _ cal (5) or Io < I (1) -I _ cal (1), judging that the output current of the potentiometer exceeds the specified limit;
if any one of the following conditions is met, the fault that the output current of the potentiometer is inaccurate is judged:
condition 1: the control handle is located at the 3 rd position, and Io is more than I (3) + I _ cal (3) or Io is less than I (3) -I _ cal (3);
condition 2: the control handle is positioned in the traction area, and Io < I (4) -I _ cal (4);
condition 3: the control handle is positioned in the braking area, and Io is more than I (2) + I _ cal (2);
wherein the traction zone is a range of positions defined by the 4 th position and the 5 th position (i.e., a range of positions defined by the 4 th position, the 5 th position, and positions between the 4 th position and the 5 th position), and the braking zone is a range of positions defined by the 1 st position and the 2 nd position (i.e., a range of positions defined by the 1 st position, the 2 nd position, and positions between the 1 st position and the 2 nd position).
If the control handle is positioned in the traction area and Io is more than I (5) + I _ cal (5), the output current of the potentiometer is judged to be over-limit, and the output current is judged to be inaccurate.
If the control handle is located in the braking area and Io is less than I (1) -I _ cal (1), the output current of the potentiometer is judged to be over-limit, and the output current is judged to be inaccurate.
And determining whether the control handle is positioned at the 3 rd position, the traction area and the braking area according to the acquired signals of the auxiliary contact of the driver controller.
The driver controller fault judgment method further comprises the following steps:
when the control handle is positioned at the 2 nd position, the output current of the potentiometer is collected, and the average value I of the output current of the potentiometer when the collected control handle is positioned at the 2 nd position is calculated ave (2) Averaging the output current corresponding to the 2 nd position acquired this time and all the output currents corresponding to the 2 nd position acquired before;
when the control handle is positioned at the 3 rd position, the output current of the potentiometer is collected, and the average value I of the output current of the potentiometer when the collected control handle is positioned at the 3 rd position is calculated ave (3)；
When the control handle is positioned at the 4 th position, the output current of the potentiometer is collected, and the average value I of the output current of the potentiometer when the collected control handle is positioned at the 4 th position is calculated ave (4)；
If I ave (2)-I(2)|＞I tha 、|I ave (3)-I(3)|＞I thb 、|I ave (4)-I(4)|＞I thc If any one of the conditions is satisfied, judging that the driver controller has a fault;
wherein: i is tha 、I thb 、I thc Respectively a first set threshold, a second set threshold and a third set threshold.
And determining the time when the control handle reaches the 2 nd position, the 3 rd position and the 4 th position according to the acquired signals of the auxiliary contact of the driver controller.
As shown in fig. 2, the present invention also provides a driver controller failure determination device, including a vehicle control unit; the vehicle control unit is configured or programmed to perform the steps of the driver controller malfunction determination method described above. The driver controller malfunction determination apparatus of the present invention shown in fig. 2 is similar in structure to the conventional apparatus, except that the driver controller performs the steps of the driver controller malfunction determination method.
When the driver controller is in a large zero position by the aid of the driver controller auxiliary contact output, the CCU records the actual current value of the potentiometer acquired by the acquisition module and calibrates the technical parameters with the driver controller: and comparing the current values of the large zero position, correcting the error by combining the allowable error of the driver controller to obtain a corrected error, and judging the output overrun fault of the driver controller by using the corrected error. Meanwhile, the driver controller output inaccurate fault is judged by combining the driver controller auxiliary contact and the potentiometer output current. The vehicle control unit records the current value of a potentiometer of the driver controller according to the position change of the driver controller represented by the auxiliary contact, obtains the output change trend of the driver controller and can predict the fault of the driver controller.
The scheme of the system is illustrated in figure 3:
the control flow of the scheme is as follows:
(1) the driver display screen can set the number of correction error calculations N.
(2) And manually pushing the driver controller to the maximum traction position or the maximum braking position, and clicking and determining the driver controller on the display screen after pushing to the maximum traction position for N times. And the CCU respectively records the potentiometer output current value corresponding to the maximum traction position and the potentiometer output current value corresponding to the maximum braking position each time.
(3) The CCU automatically acquires the position of a control handle of the driver controller according to the auxiliary contact, and automatically records the output current value corresponding to the large zero position, the output current value corresponding to the small traction zero position and the output current value corresponding to the small braking zero position which are output by a potentiometer of the driver controller when the time that the control handle of the driver controller reaches the large zero position, the time that the control handle of the driver controller reaches the traction area and the time that the control handle reaches the braking area is monitored.
(4) Comparing the actual current value of the large Zero position recorded each time with the technical parameters I _ Zero (i.e. I (3)) and I _ EnErr of the driver controller to obtain the correction error of the large Zero position, wherein the comparison logic is as follows (see a logic flow chart in FIG. 3):
a. and if the I _ Zero-I _ EnErr is less than or equal to the recorded large Zero current value less than or equal to I _ Zero + I _ EnErr, not executing b and c, otherwise executing b.
b. If I (n, zero) < I _ Zero-I _ EnErr
Then, the present correction error coefficient = I _ Zero-I _ EnErr-I (n, zero)
If I (n, zero) > I _ Zero + I _ EnErr
Then, the present correction error coefficient = I (n, zero) - (I _ Zero + I _ EnErr)
c. Accumulating the correction error coefficients obtained by each calculation and obtaining the average large zero correction error coefficient
d. Null correction error = I _ enrer + mean null correction error coefficient
(5) And (4) respectively comparing the correction errors of the traction small zero position, the brake small zero position, the traction maximum position and the brake maximum position with I _ TracZ (namely I (4)), I _ BrkZ (namely I (2)), I _ TraMax (namely I (5)), I _ BrkMax (namely I (1)) and I _ EnErr calibrated by the driver controller according to the logic of the step (4), and calculating.
(6) The driver controller outputs an overrun fault judgment logic:
the CCU monitors the output current of the potentiometer in real time, and when the output current of the potentiometer is larger than I _ TraMax + traction maximum position correction error or the output current of the potentiometer is smaller than I _ BrkMax-braking maximum position correction error, the output of the driver controller is considered to be overrun. The maximum traction bit correction error is I _ cal (5), and the maximum braking bit correction error is I _ cal (1).
(7) The driver controller outputs inaccurate fault determination logic (see fig. 4):
and considering that the output of the driver controller is inaccurate under any one of the following working conditions:
when the auxiliary contact of the driver controller is in a large Zero position, if the output current of the potentiometer is larger than the I _ Zero + large Zero position correction error or the output current of the potentiometer is smaller than the I _ Zero-large Zero position correction error. Wherein, the large zero correction error is I _ cal (3);
when the auxiliary contact of the driver controller is at the traction position, if the output current of the potentiometer is less than I _ TracZ-traction small zero position correction error. Wherein, the traction small zero correction error is I _ cal (4);
when the auxiliary contact of the driver controller is at the braking position, if the output current of the potentiometer is larger than I _ BrkZ + braking small zero position, the error is corrected. The brake small zero correction error is I _ cal (2).
(8) Driver controller failure prediction: when the driver controller auxiliary contact reaches the large zero position, the traction area and the braking area, the CCU records the output current values of the potentiometer when the driver controller control handle is respectively positioned at the large zero position, the traction small zero position and the braking small zero position at the moment, respectively accumulates the current values and records the accumulated times, and calculates the average output current of the driver controller at the large zero position, the traction small zero position and the braking small zero position. The large zero-position output current and the large zero-position average output current, the traction small zero-position current and the traction small zero-position average output current, and the brake small zero-position average current recorded by the CCU each time can be displayed on a display screen of the cab, and reference is provided for daily maintenance of the locomotive. A fault threshold value can be set on a cab display screen, the difference value between the large Zero-position average output current and I _ Zero, the difference value between the traction small Zero-position average output current and I _ TracZ and the difference value between the brake small Zero-position average output current and I _ BrkZ are calculated, and when any one of the three difference values exceeds the fault threshold value, fault early warning can be carried out.
The display screen of the cab can be provided with the number N of times of error correction calculation, and because the driver controller generally has no auxiliary contact points for towing the maximum position and braking the maximum position, the driver controller needs to be manually pushed after the driver falls off, and the driver controller is pushed to the towing maximum position for N times and the braking maximum position for N times. The CCU can automatically calculate the correction errors of the driver controller in a large zero position, a traction small zero position, a brake small zero position, a traction maximum position and a brake maximum position, and can judge the fault of the driver controller according to the feedback of an auxiliary contact of the driver controller. Meanwhile, the large zero position output current and the large zero position average output current, the traction small zero position current and the traction small zero position average output current, and the brake small zero position average current can be displayed on the cab display screen, and reference is provided for daily maintenance of the locomotive.
It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other.
The embodiments of the present invention have been described in detail, but the description is only for the preferred embodiments of the present invention and should not be construed as limiting the scope of the present invention. All equivalent changes and modifications made within the scope of the present invention should be covered by the present patent. After reading this disclosure, modifications of various equivalent forms of the present invention by those skilled in the art will fall within the scope of the present application, as defined in the appended claims. The embodiments and features of the embodiments of the present invention may be combined with each other without conflict.
Claims (8)
1. A potentiometer output current allowable error correction method of a driver controller is characterized in that: the method comprises the following steps:
calculating the corrected allowable error I _ cal (m) of the output current of the potentiometer when the control handle of the driver controller is positioned at the m-th position by using the following formula:
I_cal(m)=I_EnErr+I_ave_err(m)；
I_ave_err(m)=[I_err(1,m)+I_err(2,m)+……+I_err(N,m)]/N；
wherein:
if I (m) -I _ EnErr is less than or equal to I (n, m) and less than or equal to I (m) + I _ EnErr, I _ err (n, m) =0;
if I (n, m) < I (m) -I _ EnErr, I _ err (n, m) = I (m) -I _ EnErr-I (n, m);
if I (n, m) > I (m) + I _ enrer, then I _ err (n, m) = I (n, m) - [ I (m) + I _ enrer ];
wherein:
i _ err (N, m) is a corrected error coefficient obtained according to the nth test when the control handle is located at the mth position, N =1,2, … …, N, N is not less than 5, m =1,2, … …,5;
the 1 st position, the 2 nd position, the … … and the 5 th position of the control handle are respectively corresponding to a maximum braking position, a small braking zero position, a large zero position, a small traction zero position and a maximum traction position;
i (n, m) is the output current of the potentiometer recorded in the nth test when the control handle is positioned at the mth position;
i _ ave _ err (m) is an average correction error coefficient obtained by N times of tests when the control handle is positioned at the m-th position;
i (m) is the output current of the potentiometer corresponding to the m-th position of the control handle calibrated in advance, and I _ EnErr is the allowable error of the output current of the potentiometer calibrated in advance.
2. A driver controller failure judgment method is characterized in that: the method comprises the following steps:
step A: calculating a corrected allowable error I _ cal (m) of the output current of the potentiometer when a control handle of a driver controller is positioned at an m-th position by using the correction method of the allowable error of the output current of the potentiometer of claim 1;
and B, step B: monitoring the output current Io of the potentiometer in real time;
if Io is greater than I (5) + I _ cal (5) or Io is less than I (1) -I _ cal (1), judging that the output current of the potentiometer is over-limit fault;
if any one of the following conditions is met, the fault that the output current of the potentiometer is inaccurate is judged:
condition 1: the control handle is located at the 3 rd position, io is more than I (3) + I _ cal (3) or Io is less than I (3) -I _ cal (3);
condition 2: the control handle is positioned in the traction area, and Io < I (4) -I _ cal (4);
condition 3: the control handle is positioned in the braking area, and Io is more than I (2) + I _ cal (2);
wherein the traction zone is a range of positions defined by a 4 th position and a 5 th position and the braking zone is a range of positions defined by a 1 st position and a 2 nd position.
3. The driver controller malfunction determination method according to claim 2, characterized in that: and determining whether the control handle is positioned at the 3 rd position, the traction area and the braking area according to the acquired signals of the auxiliary contact of the driver controller.
4. The driver controller malfunction determination method according to claim 2, characterized in that: the driver controller fault judgment method further comprises the following steps:
when the control handle is positioned at the 2 nd position, the output current of the potentiometer is collected, and the average value I of the output current of the potentiometer when the collected control handle is positioned at the 2 nd position is calculated ave (2)；
When the control handle is positioned at the 3 rd position, the output current of the potentiometer is collected, and the average value I of the output current of the potentiometer when the collected control handle is positioned at the 3 rd position is calculated ave (3)；
When the control handle is positioned at the 4 th position, the output current of the potentiometer is collected, and the average value I of the output current of the potentiometer when the collected control handle is positioned at the 4 th position is calculated ave (4)；
If I ave (2)-I(2)|＞I tha 、|I ave (3)-I(3)|＞I thb 、|I ave (4)-I(4)|＞I thc If any one of the conditions is satisfied, judging that the driver controller has a fault;
wherein: i is tha 、I thb 、I thc Respectively a first set threshold, a second set threshold and a third set threshold.
5. The driver controller malfunction determination method according to claim 4, characterized in that:
and determining the time when the control handle reaches the 2 nd position, the 3 rd position and the 4 th position according to the acquired signals of the auxiliary contact of the driver controller.
6. A driver controller failure judgment device is characterized by comprising a vehicle control unit;
the vehicle control unit is configured or programmed to perform the steps of the driver controller malfunction determination method according to any one of claims 2 to 5.
7. A rail transit vehicle cab, characterized by comprising the driver controller malfunction determination device according to claim 6.
8. A rail transit vehicle comprising the rail transit vehicle cab of claim 7.
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