WO2024001026A1 - 轨道车辆及其制动器不缓解故障检测方法、装置 - Google Patents

轨道车辆及其制动器不缓解故障检测方法、装置 Download PDF

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WO2024001026A1
WO2024001026A1 PCT/CN2022/135334 CN2022135334W WO2024001026A1 WO 2024001026 A1 WO2024001026 A1 WO 2024001026A1 CN 2022135334 W CN2022135334 W CN 2022135334W WO 2024001026 A1 WO2024001026 A1 WO 2024001026A1
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wheel
value
traction motor
difference
current
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English (en)
French (fr)
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高小波
段继超
王伟波
任得鹏
曾毅
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CRRC Zhuzhou Locomotive Co Ltd
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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
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/406—Test-mode; Self-diagnosis
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to the technical field of rail transit vehicle fault detection, and in particular to a rail vehicle brake unrelieved fault detection method and device, and a rail vehicle equipped with the device.
  • the application and relief status of rail transit vehicle brakes can only be judged by the brake cylinder pressure fed back by the sensor.
  • the brake cylinder pressure fed back by the sensor cannot be true. Feedback on the status of the brake will cause the vehicle to run without brake relief, causing the temperature of the friction pair to rise, causing brake damage and endangering vehicle safety.
  • the present invention provides a rail vehicle and its brake unrelieved fault detection method and device.
  • the specific technical solutions are as follows.
  • a rail vehicle brake non-mitigating fault detection method includes the following steps:
  • Step S1 Determine whether the wheels are spinning; if so, go to step S2; otherwise, go to step S4;
  • Step S2 Control the idling protection of the traction motor corresponding to the wheel, and determine whether the idling protection time exceeds the first set time. If so, remove the traction force of the wheel and go to step S3; otherwise, jump to step S8;
  • Step S3 Obtain the rotational speed of the wheel, and determine whether the difference between the wheel rotational speed and the reference rotational speed continues to be greater than the first set value and lasts longer than the second set time; if so, jump to step S6; otherwise, jump to Step S8;
  • Step S4 Obtain the rotational speed of the wheel, and determine whether the difference between the wheel rotational speed and the reference rotational speed continues to be greater than the second set value and lasts longer than the third set time; if so, go to step S5; otherwise, jump to step S8;
  • Step S5 Obtain the traction motor current corresponding to the wheel, and determine whether the difference between the traction motor current and the reference current continues to be greater than the third set value and lasts longer than the fourth set time; if so, go to step S6; otherwise Jump to step S7;
  • Step S6 Report that the brake does not alleviate the fault
  • Step S7 Report abnormal wheel speed fault
  • Step S8 End detection.
  • step S1 the specific method of determining whether the wheels are idling is:
  • the wheel obtain the deceleration or acceleration of the wheel, and determine whether the deceleration or acceleration is greater than the corresponding fifth set value. If so, the wheel is in an idling state; otherwise, the wheel is not in an idling state.
  • the first set value is not less than the fourth set value.
  • the second set value is not greater than the fourth set value and is greater than the error value of the speed measuring device.
  • the error value of the speed measuring device is the difference between the measured value of the speed measuring device and the measured true value.
  • the reference speed is the speed value of an unpowered wheel, or the speed value of adjacent wheels, or the average or maximum value of the speed of multiple wheels that do not spin.
  • the reference current is the target current value that the traction system requires the traction motor corresponding to the wheel to play, or the current value of adjacent traction motors, or the average current value of the traction motors corresponding to multiple wheels that do not spin. or maximum value;
  • the adjacent traction motor refers to the traction motor with the largest current among the other traction motors under the bogie
  • the other traction motors refers to all the traction motors under the bogie. All traction motors except the traction motor corresponding to the above wheels;
  • the adjacent traction motor refers to the traction motor with the largest current under the adjacent bogie.
  • the third set value is greater than the current error value of the traction motor corresponding to the wheel, and the current error value is the difference between the theoretical current value and the actual current value of the traction motor.
  • none of the second set time, the third set time and the fourth set time is greater than the first set time.
  • the present invention also provides a rail vehicle brake non-mitigating fault detection device, which includes:
  • the first judgment unit is configured to judge whether the wheels are spinning
  • the control and judgment unit is configured to control the idling protection of the traction motor corresponding to the wheel when the wheel is idling, and determine whether the idling protection time exceeds the first set time;
  • a cutting unit configured to cut off the traction force of the wheel when the idling protection time exceeds the first set time
  • the second judgment unit is configured to obtain the rotational speed of the wheel after the traction force of the wheel is removed, and determine whether the difference between the wheel rotational speed and the reference rotational speed continues to be greater than the first set value and lasts longer than the second set time. ;
  • a third judgment unit configured to obtain the rotational speed of the wheel when the wheel is not idling, and determine whether the difference between the wheel rotational speed and the reference rotational speed continues to be greater than the second set value and lasts longer than the third set time;
  • the fourth judgment unit is configured to obtain the traction motor current corresponding to the wheel when the difference between the wheel speed and the reference speed continues to be greater than the second set value and the duration exceeds the third set time, and determines the difference between the traction motor current and the reference speed. Whether the difference in reference current continues to be greater than the third set value and lasts longer than the fourth set time;
  • the first fault reporting unit is configured to report that the brake does not alleviate the fault when the difference between the wheel speed and the reference speed continues to be greater than the first set value and lasts longer than the second set time; and when the difference between the traction motor current and the reference current When the difference continues to be greater than the third set value and the duration exceeds the fourth set time, the alarm brake will not alleviate the fault;
  • the second fault reporting unit is configured to operate when the difference between the traction motor current and the reference current is less than the third set value, or the difference between the traction motor current and the reference current continues to be greater than the third set value and the duration does not exceed the fourth set value. When the time is up, an abnormal wheel speed fault is reported.
  • the present invention also provides a rail vehicle, which is characterized in that the rail vehicle is provided with the rail vehicle brake non-relieving fault detection device as described above.
  • the present invention can avoid the situation where the sensor cannot truly feedback the brake status due to sensor failure or other failures, and provide a more stable and reliable rail vehicle brake without mitigating faults. detection methods and devices to improve vehicle safety.
  • Figure 1 is a schematic flowchart of the detection method for rail vehicle brake failure failure according to the present invention.
  • a rail vehicle brake non-mitigating fault detection method includes the following steps:
  • Step S2 Control the idling protection of the traction motor corresponding to the wheel, and determine whether the idling protection time exceeds the first set time. If so, remove the traction force of the wheel and go to step S3; otherwise, jump to step S8;
  • Step S3 Obtain the rotational speed of the wheel, and determine whether the difference between the wheel rotational speed and the reference rotational speed continues to be greater than the first set value and lasts longer than the second set time; if so, jump to step S6; otherwise, jump to Step S8;
  • Step S4 Obtain the rotational speed of the wheel, and determine whether the difference between the wheel rotational speed and the reference rotational speed continues to be greater than the second set value and lasts longer than the third set time; if so, go to step S5; otherwise, jump to step S8;
  • Step S7 Report abnormal wheel speed fault
  • Step S8 End detection.
  • the first set value is not less than the fourth set value.
  • the second set value is not greater than the fourth set value and is greater than the error value of the speed measuring device.
  • the error value of the speed measuring device is the difference between the measured value of the speed measuring device and the measured true value.
  • the third set value is greater than the current error value of the traction motor corresponding to the wheel, and the current error value is the difference between the theoretical current value and the actual current value of the traction motor.
  • Different systems have different setting values for wheel spin determination, which are generally set to 5% or 10%, that is, the fourth setting value is generally set to 5% or 10%.
  • the current error value of the traction motor in different systems is different, generally 5% or 10%.
  • the first setting value, the second setting value and the third setting value are all set to 5%.
  • the reference current value is the target current value that the traction system requires the traction motor corresponding to the wheel to play, or the current value of adjacent traction motors, or the average current value of the traction motors corresponding to multiple wheels that do not spin. or maximum value.
  • the adjacent traction motor refers to the traction motor with the largest current among the other traction motors under the bogie, and the other traction motors refers to the traction motor under the bogie except for the wheel. All traction motors except the corresponding traction motor; when the bogie corresponding to the wheel has only one traction motor, the adjacent traction motor refers to the traction motor with the largest current under the adjacent bogie.
  • the adjacent traction motor refers to the traction motor with the largest current under the adjacent bogie
  • the adjacent bogie refers to the bogie adjacent to the wheel.
  • the timeout setting time of the idling protection time of different systems is different, that is, the first setting time is different.
  • the idling protection timeout setting time is 3S, that is, the first setting time is 3S, the second setting time, and the first setting time are 3S.
  • the third setting time nor the fourth setting time is greater than the first setting time, so they are also set to 3S.
  • the vehicle control system monitors the difference between the speed of each power wheel and the speed of the trailer wheel in real time. If the vehicle control system does not receive a signal of power wheel spin (no wheel spin), but detects that the speed of the power wheel is greater than the speed of the trailer wheel, If the difference between the two is greater than 5% of the trailer wheel speed, and this state continues for more than 3 seconds, the current of the power wheel traction motor will be further collected.
  • the vehicle control system reports that the power wheel brake The fault cannot be alleviated by moving, otherwise an abnormal wheel speed fault will be reported.
  • the vehicle control system If the vehicle control system detects that it receives a power wheel spin signal (there is wheel spin), it will perform wheel spin protection control. After 3 seconds, if the wheel is still idling, the control system will report a wheel spin protection timeout message and turn off the wheel spinner. The traction motor cuts off the traction force of the power wheels. At the same time, the speed of the power wheel is monitored. If it is detected that the speed of the power wheel is greater than the speed of the trailer wheel and the difference between the two is greater than 5% of the speed of the trailer wheel, and this state continues for more than 3 seconds, the vehicle control system reports the power The wheel brake does not relieve the fault.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Braking Arrangements (AREA)

Abstract

一种轨道车辆及其制动器不缓解故障检测方法、装置，轨道车辆制动器不缓解故障检测方法在车轮不空转时，根据车轮转速与参考转速之差是否持续大于第二设定值以及车轮牵引电机电流与参考电机电流之差是否持续大于第三设定值，来判断制动不缓解故障或车辆转速异常问题；在车轮空转时，切除牵引力后根据车轮转速与参考转速之差是否持续大于第一设定值，来判断是否存在制动不缓解故障。

Description

轨道车辆及其制动器不缓解故障检测方法、装置 技术领域
本发明涉及轨道交通车辆故障检测技术领域，具体涉及一种轨道车辆制动器不缓解故障检测方法、装置，以及设有该装置的轨道车辆。
背景技术
目前，轨道交通车辆制动器的施加和缓解状态，只能通过传感器反馈的制动缸压力来进行判断，但当制动器出现机械故障，或管路出现堵塞时，传感器反馈的制动缸压力并不能真实反馈制动器的状态，将导致车辆在制动器不缓解的情况下运行，使摩擦副的温度升高，造成制动器损坏，并危及车辆安全。
发明内容
为解决背景技术中存在的问题，本发明提供了一种轨道车辆及其制动器不缓解故障检测方法、装置，具体技术方案如下。
一种轨道车辆制动器不缓解故障检测方法，该方法包括如下步骤：
步骤S1：判断车轮是否空转；若是，则转至步骤S2；否则跳转至步骤S4；
步骤S2：控制所述车轮对应的牵引电机空转保护，并判断空转保护时间是否超过第一设定时间，若是，则切除该车轮的牵引力，并转至步骤S3；否则跳转至步骤S8；
步骤S3、获取所述车轮的转速，并判断车轮转速与参考转速之差是否持续大于第一设定值且持续时间超过第二设定时间；若是，则跳转至步骤S6；否则跳转至步骤S8；
步骤S4、获取所述车轮的转速，并判断车轮转速与参考转速之差是否持续大于第二设定值且持续时间超过第三设定时间；若是，则转至步骤S5；否则跳转至步骤S8；
步骤S5：获取所述车轮对应的牵引电机电流，并判断牵引电机电流与参考电流之差是否持续大于第三设定值且持续时间超过第四设定时间；若是，则转至步骤S6；否则跳转至步骤S7；
步骤S6：报制动器不缓解故障；
步骤S7：报车轮转速异常故障；
步骤S8：结束检测。
具体地，所述步骤S1中，车轮是否空转的具体判断方式为：
判断所述车轮转速与参考转速之差是否大于第四设定值，若是，则车轮处于空转状态；否则车轮不处于空转状态；
或者，获取所述车轮的减速度或加速度，判断所述减速度或所述加速度是否大于对应的第五设定值，若是，则车轮处于空转状态；否则车轮不处于空转状态。
具体地，所述第一设定值不小于所述第四设定值。
具体地，所述第二设定值不大于所述第四设定值且大于测速设备的误差值，所述测速设备的误差值为测速设备的测量值与被测量的真值之差。
具体地，所述参考转速为无动力车轮的转速值，或相邻车轮的转速值，或多个未出现空转的车轮的转速平均值或最大值。
具体地，所述参考电流为牵引系统要求所述车轮对应的牵引电机发挥的目标电流值，或相邻牵引电机的电流值，或多个未出现空转的车轮所对应的牵引电机的电流平均值或最大值；
其中，当所述车轮对应的转向架设有多个牵引电机时，所述相邻牵引电机是指该转向架下其他牵引电机中电流最大的牵引电机，其他牵引电机是指该转向架下除所述车轮对应的牵引电机以外的所有牵引电机；
当所述车轮对应的转向架仅设一个牵引电机时，所述相邻牵引电机是指相邻转向架下电流最大的牵引电机。
具体地，所述第三设定值大于所述车轮对应的牵引电机的电流误差值，所述电流误差值为所述牵引电机的理论电流值与实际电流值之差。
具体地，所述第二设定时间、第三设定时间以及第四设定时间均不大于所述第一设定时间。
基于相同的发明构思，本发明还提供一种轨道车辆制动器不缓解故障检测装置，该装置包括：
第一判断单元，被配置为判断车轮是否空转；
控制与判断单元，被配置为在车轮处于空转时，控制所述车轮对应的牵引电机空转保护，并判断空转保护时间是否超过第一设定时间；
切除单元，被配置为在空转保护时间超过第一设定时间时，切除所述车轮的牵引力；
第二判断单元，被配置为在所述车轮的牵引力切除后，获取所述车轮的转速，并判断车轮转速与参考转速之差是否持续大于第一设定值且持续时间超过第二设定时间；
第三判断单元，被配置为在车轮处于非空转时，获取所述车轮的转速，并判断车轮转速与参考转速之差是否持续大于第二设定值且持续时间超过第三设定时间；
第四判断单元，被配置为当车轮转速与参考转速之差持续大于第二设定值且持续时间超过第三设定时间时，获取所述车轮对应的牵引电机电流，并判断牵引电机电流与参考电流之差是否持续大于第三设定值且持续时间超过第四设定时间；
第一报故单元，被配置为当车轮转速与参考转速之差持续大于第一设定值且持续时间超过第二设定时间时，报制动器不缓解故障；以及当牵引电机电流与参考电流之差持续大于第 三设定值且持续时间超过第四设定时间时，报制动器不缓解故障；
第二报故单元，被配置为当牵引电机电流与参考电流之差小于第三设定值，或牵引电机电流与参考电流之差持续大于第三设定值且持续时间不超过第四设定时间时，报车轮转速异常故障。
基于相同的发明构思，本发明还提供一种轨道车辆，其特征是：所述轨道车辆设有如上所述的轨道车辆制动器不缓解故障检测装置。
由于采用了以上技术方案，与现有技术相比较，本发明可避免因传感器故障，或因其它故障导致的传感器无法真实反馈制动器状态的情况，提供一种更加稳定可靠的轨道车辆制动器不缓解故障的检测方法及装置，从而提高车辆的安全性。
附图说明
图1为本发明轨道车辆制动器不缓解故障的检测方法的流程示意图。
具体实施方式
下面结合附图对本发明作进一步详细描述。
参见图1，一种轨道车辆制动器不缓解故障检测方法，该方法包括如下步骤：
步骤S1：判断车轮是否空转；若是，则转至步骤S2；否则跳转至步骤S4；
步骤S2：控制所述车轮对应的牵引电机空转保护，并判断空转保护时间是否超过第一设定时间，若是，则切除该车轮的牵引力，并转至步骤S3；否则跳转至步骤S8；
步骤S3、获取所述车轮的转速，并判断车轮转速与参考转速之差是否持续大于第一设定值且持续时间超过第二设定时间；若是，则跳转至步骤S6；否则跳转至步骤S8；
步骤S4、获取所述车轮的转速，并判断车轮转速与参考转速之差是否持续大于第二设定值且持续时间超过第三设定时间；若是，则转至步骤S5；否则跳转至步骤S8；
步骤S5：获取所述车轮对应的牵引电机电流，并判断牵引电机电流与参考电流之差是否持续大于第三设定值且持续时间超过第四设定时间；若是，则转至步骤S6；否则跳转至步骤S7；
步骤S6：报制动器不缓解故障；
步骤S7：报车轮转速异常故障；
步骤S8：结束检测。
具体地，所述步骤S1中，车轮是否空转的具体判断方式有两种：
第一种：判断所述车轮转速与参考转速之差是否大于第四设定值，若是，则车轮处于空转状态；否则车轮不处于空转状态。
第二种：获取所述车轮的减速度或加速度，判断所述减速度或所述加速度是否大于对应 的第五设定值，若是，则车轮处于空转状态；否则车轮不处于空转状态。当车辆处于牵引状态时，获取车轮的加速度；当车辆处于制动状态时，获取车轮的减速度。
车轮空转状态的判断为现有技术，可参考秦孝峰等提出的“基于速度变化率检测的地铁车辆防空转/滑行控制策略”(电力机车与城轨车辆)2018.7.20.
具体地，所述第一设定值不小于第四设定值。所述第二设定值不大于第四设定值且大于测速设备的误差值，所述测速设备的误差值为测速设备的测量值与被测量的真值之差。所述第三设定值大于所述车轮对应的牵引电机的电流误差值，电流误差值为牵引电机的理论电流值与实际电流值之差。
不同系统车轮空转判定时的设定值不同，一般设定为5％或10％，即第四设定值一般设为5％或10％。不同系统牵引电机的电流误差值不同，一般为5％或10％。本实施例中，第一设定值、第二设定值和第三设定值均设定为5％。
具体地，所述参考转速为无动力车轮的转速值，或相邻车轮的转速值，或多个未出现空转的车轮的转速平均值或最大值。
具体地，所述参考电流值为牵引系统要求所述车轮对应的牵引电机发挥的目标电流值，或相邻牵引电机的电流值，或多个未出现空转的车轮所对应牵引电机的电流平均值或最大值。
当所述车轮对应的转向架设有多个牵引电机时，所述相邻牵引电机是指该转向架下其他牵引电机中电流最大的牵引电机，其他牵引电机是指该转向架下除所述车轮对应的牵引电机以外的所有牵引电机；当所述车轮对应的转向架仅设一个牵引电机时，所述相邻牵引电机是指相邻转向架下电流最大的牵引电机。
示例性的，当所述车轮对应的转向架设有4个牵引电机时，设所述车轮对应的牵引电机为第一牵引电机，其他3个牵引电机分别为第二牵引电机、第三牵引电机以及第四牵引电机，则相邻牵引电机是指第二牵引电机、第三牵引电机以及第四牵引电机中电流最大的牵引电机。
当所述车轮对应的转向架设有1个牵引电机时，相邻牵引电机是指相邻转向架下电流最大的牵引电机，相邻转向架是指与所述车轮对应的转向架相邻。
具体地，所述第二设定时间、第三设定时间以及第四设定时间均不大于第一设定时间。不同系统空转保护时间的超时设定时间不同，即第一设定时间不同，本实施例中，空转保护超时设定时间为3S，即第一设定时间为3S，第二设定时间、第三设定时间以及第四设定时间均不大于第一设定时间，因此同样设定为3S。
示例性的，车辆控制系统实时监控各动力车轮转速与拖车车轮转速的差值，如果车辆控制系统未收到动力车轮空转的信号(无车轮空转)，但检测到动力车轮的转速大于拖车车轮转速且两者的差值大于拖车车轮转速的5％，且该状态持续超过3s，则进一步采集动力车轮 牵引电机的电流。如果动力车轮对应的牵引电机电流大于所有牵引电机电流的平均值且两者的差值大于所有牵引电机电流平均值的5％，且该状态持续超过3s，则车辆控制系统报出该动力车轮制动不缓解的故障，否则报车轮转速异常故障。
如果车辆控制系统检测收到动力车轮空转的信号(有车轮空转)，将对车轮进行空转保护控制，经过3s后，车轮仍处于空转状态，控制系统将报车轮空转保护超时信息，并关闭空转车轮的牵引电机，即切除动力车轮的牵引力。同时，对该动力车轮的转速进行监控，如果检测到动力车轮的转速大于拖车车轮转速且两者之差大于拖车车轮转速的5％，且该状态持续超过3s，则车辆控制系统报出该动力车轮制动不缓解的故障。
最后应说明的是：以上实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的精神和范围。

Claims (10)

  1. 一种轨道车辆制动器不缓解故障检测方法，其特征在于，该方法包括如下步骤：
    步骤S1：判断车轮是否空转；若是，则转至步骤S2；否则跳转至步骤S4；
    步骤S2：控制所述车轮对应的牵引电机空转保护，并判断空转保护时间是否超过第一设定时间，若是，则切除该车轮的牵引力，并转至步骤S3；否则跳转至步骤S8；
    步骤S3、获取所述车轮的转速，并判断车轮转速与参考转速之差是否持续大于第一设定值且持续时间超过第二设定时间；若是，则跳转至步骤S6；否则跳转至步骤S8；
    步骤S4、获取所述车轮的转速，并判断车轮转速与参考转速之差是否持续大于第二设定值且持续时间超过第三设定时间；若是，则转至步骤S5；否则跳转至步骤S8；
    步骤S5：获取所述车轮对应的牵引电机电流，并判断牵引电机电流与参考电流之差是否持续大于第三设定值且持续时间超过第四设定时间；若是，则转至步骤S6；否则跳转至步骤S7；
    步骤S6：报制动器不缓解故障；
    步骤S7：报车轮转速异常故障；
    步骤S8：结束检测。
  2. 根据权利要求1所述的轨道车辆制动器不缓解故障检测方法，其特征在于：所述步骤S1中，车轮是否空转的具体判断方式为：
    判断所述车轮转速与参考转速之差是否大于第四设定值，若是，则车轮处于空转状态；否则车轮不处于空转状态；
    或者，获取所述车轮的减速度或加速度，判断所述减速度或所述加速度是否大于对应的第五设定值，若是，则车轮处于空转状态；否则车轮不处于空转状态。
  3. 根据权利要求2所述的轨道车辆制动器不缓解故障检测方法，其特征在于：所述第一设定值不小于所述第四设定值。
  4. 根据权利要求2所述的轨道车辆制动器不缓解故障检测方法，其特征在于：所述第二设定值不大于所述第四设定值且大于测速设备的误差值，所述测速设备的误差值为测速设备的测量值与被测量的真值之差。
  5. 根据权利要求1所述的轨道车辆制动器不缓解故障检测方法，其特征在于：所述参考转速为无动力车轮的转速值，或相邻车轮的转速值，或多个未出现空转的车轮的转速平均值或最大值。
  6. 根据权利要求1所述的轨道车辆制动器不缓解故障检测方法，其特征在于：
    所述参考电流为牵引系统要求所述车轮对应的牵引电机发挥的目标电流值，或相邻牵引 电机的电流值，或多个未出现空转的车轮所对应的牵引电机的电流平均值或最大值；
    其中，当所述车轮对应的转向架设有多个牵引电机时，所述相邻牵引电机是指该转向架下其他牵引电机中电流最大的牵引电机，其他牵引电机是指该转向架下除所述车轮对应的牵引电机以外的所有牵引电机；
    当所述车轮对应的转向架仅设一个牵引电机时，所述相邻牵引电机是指相邻转向架下电流最大的牵引电机。
  7. 根据权利要求1所述的轨道车辆制动器不缓解故障检测方法，其特征在于：所述第三设定值大于所述车轮对应的牵引电机的电流误差值，所述电流误差值为所述牵引电机的理论电流值与实际电流值之差。
  8. 根据权利要求1～7中任一项所述的轨道车辆制动器不缓解故障检测方法，其特征在于：所述第二设定时间、第三设定时间以及第四设定时间均不大于所述第一设定时间。
  9. 一种轨道车辆制动器不缓解故障检测装置，其特征在于：该装置包括：
    第一判断单元，被配置为判断车轮是否空转；
    控制与判断单元，被配置为在车轮处于空转时，控制所述车轮对应的牵引电机空转保护，并判断空转保护时间是否超过第一设定时间；
    切除单元，被配置为在空转保护时间超过第一设定时间时，切除所述车轮的牵引力；
    第二判断单元，被配置为在所述车轮的牵引力切除后，获取所述车轮的转速，并判断车轮转速与参考转速之差是否持续大于第一设定值且持续时间超过第二设定时间；
    第三判断单元，被配置为在车轮处于非空转时，获取所述车轮的转速，并判断车轮转速与参考转速之差是否持续大于第二设定值且持续时间超过第三设定时间；
    第四判断单元，被配置为当车轮转速与参考转速之差持续大于第二设定值且持续时间超过第三设定时间时，获取所述车轮对应的牵引电机电流，并判断牵引电机电流与参考电流之差是否持续大于第三设定值且持续时间超过第四设定时间；
    第一报故单元，被配置为当车轮转速与参考转速之差持续大于第一设定值且持续时间超过第二设定时间时，报制动器不缓解故障；以及当牵引电机电流与参考电流之差持续大于第三设定值且持续时间超过第四设定时间时，报制动器不缓解故障；
    第二报故单元，被配置为当牵引电机电流与参考电流之差小于第三设定值，或牵引电机电流与参考电流之差持续大于第三设定值且持续时间不超过第四设定时间时，报车轮转速异常故障。
  10. 一种轨道车辆，其特征在于：所述轨道车辆设有如权利要求9所述的轨道车辆制动器不缓解故障检测装置。
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