Analysis of the Causes of the Yellow Point of the Air Compressor of Guangzhou Metro Line 2 Li Xiaorong (Guangzhou Metro Railway Corporation Vehicle Center Guangzhou 510000) The cause of the failure and the corresponding solutions were proposed. The yellow dot refers to the yellow icon displayed on the driver's screen after the failure of the air compressor pressure switch of the subway vehicle. The new model of the No. 2 line of the Guangzhou Metro Line 2 adopts the 4 moving 2 dragging 6-segmented A produced by CSR Zhuzhou Electric Locomotive Co., Ltd. Since the launch of the subway vehicle in January 2010, it has repeatedly reported a slight failure of the air compressor (yellow point failure) on the main line, causing the train to withdraw from the service in advance, affecting the operation of Line 2. 1 Air compressor control principle and fault diagnosis 1.1 Air compressor hardware control principle Guangzhou Metro 28-type new car 2 units have one air compressor, one high-voltage switch and one near each air compressor Low voltage switch as shown. The two pressure switches of each unit car detect the pressure value of the main air duct of the train, and convey the state of the main air duct pressure value to the train control unit through the digital input module. When the pressure is lower than the fixed value, the pressure switch operates, and the digital output module Give high level (110V), air compressor contactor (three-phase AC) pull-in, air compressor motor energized, start running air pumping, so as to achieve three-phase AC 380V switching by low voltage 110V (ie air compressor start , stop) function. Air compressor control circuit 2 Air compressor control software logic The air compressor of the A type vehicle is started and stopped by the main air duct pressure switch. (1) Air compressor start: When any one of the four pressure switches of the whole train is operated, at least one air compressor is started; when any one of the two low pressure switches of the whole train is operated, two air compressors At the same time start (see);-), male, bachelor degree, assistant engineer, engaged in technical management. Air compressor start control logic (2) Air compressor stop: 2 high pressure switch points to "main air duct pressure reaches 900kPa" or main air duct pressure detected by intelligent valve Li Xiaorong Guangzhou Metro Line 2 train air compressor yellow point Reason analysis Air compressor shutdown control logic 13 Air compressor fault diagnosis logic High pressure pressure switch does not point to "pressure below 750kPa"; the meaning of this diagnosis is to detect the fault diagnosis of high pressure pressure open high pressure switch under the condition of low main air pressure Logic 1 (2) When there is one and only one high pressure switch in the four pressure switches points to the low pressure position and exceeds a certain time: T (15 min). The significance of this diagnosis is that when the main duct pressure is high, the high pressure switch always points to the low pressure position (see). High-pressure pressure switch fault diagnosis logic 2 2 Fault handling After the train returns to the warehouse, the fault has disappeared. The reading of vehicle fault data and event recorder data are shown in Tables 1 and 2. The production period is as follows: 43:01 (at this time, the air compressor has started 15mill); Table 1 when the fault occurs, each signal status signal name signal value remarks odd end high pressure switch state even end high pressure switch state only 1 high pressure Switch action odd end low pressure switch state even end low pressure switch state odd end air compressor start command even end air compressor start command odd end air compressor start (feedback) even end air compressor start (feedback) 1 air pressure The machine starts two air compressors and starts the command at the same time. Note: 1 means the pressure switch points to the high pressure; 0 means the pressure switch points to the low pressure position. Table 2: When the fault occurs, each brake storage cylinder pressure / kPa duct pressure B (3) 1 duct pressure B (3) 2 Duct pressure B (3) 3 Duct pressure B (3) 4 Duct pressure B (3) 5 Duct pressure B (3) 6 Duct pressure B (3) 7 Duct pressure B (3) 8 Duct pressure B (3) 9 Duct pressure BCU10 Duct pressure BCU11 Duct pressure BCU12 Through the control function of the exhaust air compressor The test was carried out and the results were as follows: When ~740 kPa (theoretical value is 750 kPa), one air compressor was started, and the pressure was lower than 690 kPa to 700 kPa (theoretical value was 680 kPa), 2 sets. During the test, the hollow press was normally pumped, and it can be seen from the test results that the action value of the pressure switch has a certain deviation from the theoretical value. Through sampling and investigation of multiple vehicles, it is found that the current A-type main duct pressure switch action value has a certain deviation from the setting value, but the number of "high-pressure pressure switch failure" occurs is not specific, but random. 3 Air compressor yellow point failure analysis From the above logic, it can be known that "high pressure pressure switch failure (code 105, hereinafter referred to as 105 fault)" may occur for two reasons: the high pressure switch does not point to the low pressure position. Combined with the fault data, Li Xiaorong analyzes the cause of the yellow point of the air compressor of Guangzhou Metro Line 2. Whenever the fault occurs, the main air duct pressure is above 800 kPa, so this cannot be the actual cause of the fault; (2) When 4 One of the pressure switches has only one high pressure switch pointing to the low pressure position, and the time exceeds the fixed time T. Because the pressure switch action value has a certain deviation from the theoretical setting value, the action of the two high pressure pressure switches on the same train There is also a certain deviation in the value, so it can be inferred that when the main duct pressure drops to about 750 kPa, that is, between the two high pressure switch operating values, one of the high pressure switches operates, and then one air compressor starts to pump. So that the main air duct pressure no longer decreases and starts to rise, the other high pressure switch does not move because the air pressure value does not fall below its set value, or points to the "high pressure position" At this point, the "one of the four pressure switches and only one of the high pressure switches pointing to the low pressure position" in the 105 fault condition is satisfied. Combined with the data, it is found that only one high pressure switch points to the low pressure position (1 represents the low pressure position) each time a fault occurs. From the event recorder data, it can be seen that the time difference between the start of the air compressor and the occurrence of the 105 fault is exactly 15 minutes each time the fault occurs (see Table 1). According to the logic analysis, when the air pressure drops and only one high pressure switch operates, the pressure switch with the higher operating value will act, and the 105 fault will occur at all the end of the pressure switch (such as the pressure switch at the odd end, The VCU reports the pressure switch failure at the odd end, which is inferred to match the fault data for each time. In summary, it can be judged that the operating values ​​of the high pressure switch of the two C cars are deviated. When the pressure of the main air duct drops, there is only one pressure switch action, and the air compressor takes a long time to pump, three accidental factors. The combination caused the occurrence of 105 faults. 4 Rectification plan According to the above analysis, the factors of the three series connection of 105 faults are: the deviation of the action value of the high pressure switch of 12 C cars; 2 when the pressure of the main duct drops, it just makes a pressure switch act, the air compressor Start immediately, the main air duct pressure rises, so that the other pressure switch can not move; 3 the upper and lower passengers increase, the train consumes a large amount of air, the air compressor is extended, more than 15min. Only when the above three conditions are satisfied at the same time, 105 fault will occur. Therefore, as long as one of the conditions is avoided, 105 failures can be avoided. The rectification plan is as follows: (1) For condition 1, the pressure switch is a mechanical component, and the error is inevitable. It is impossible to adjust the two pressure switches so that the action value looks like. The smaller the error, the smaller the probability of failure. Therefore, the two pressure switch action values ​​of the same train can be adjusted as close as possible to reduce the occurrence of the fault, but the fault cannot be completely eliminated, and the adjustment value of the pressure switch action value can be adjusted. Hard to meet. (2) For Condition 2, the occurrence of this condition depends on the situation of gas and air at that time, so it is unavoidable. (3) For Condition 3, it can be seen from the analysis of several fault data that the air compressor is pumping for between 17 and 18 minutes, which exceeds the time T (15 min) set by the fault diagnosis. For the time parameter T, it is too small to easily report a 105 fault, and too large will reduce the sensitivity to the pressure switch detection. Therefore, the time parameter T can be appropriately increased to 20 minutes. According to past experience, the air pumping time of the 105 air compressor has never exceeded 20 minutes. In summary, by increasing the diagnostic time parameter T of the high pressure pressure switch, 105 can be effectively avoided. The failure occurred. 5 Conclusion In May 2012, after updating the software of the train control unit on the 10th train on Line 2, it was followed for half a year. The 10 trains after updating the software did not have the yellow point failure of the air compressor. It can be seen that the above rectification plan is effective. feasible. Mouth (Editor: Lin Suzhen) cover character introduction Xie Yuanli, senior welder technician, has consistently adhered to the welding position for more than 20 years, and has gradually become an expert in the field of robot welding through efforts. In production, he dared to innovate and overcome difficulties. He has compiled nearly 100 sets of welding procedures for dozens of models including Changchun Light Rail, Beijing Olympic Car, Shanghai Metro, Harmony EMU, Australia, etc. The first step of the program is to expand the application field of robotic welding of complex small workpieces. He wrote "Practical Robot Intelligent Programming Method" and "Machine Welding Parameters Comprehensive Manual" and other practical articles, and used the site as a classroom to train employees. “Xie Yuanli Innovation Team†in the process of large-scale development, rapid development and steep climb of Changchun Railway Vehicle Co., Ltd., constantly focusing on new products such as high-speed cars, urban rail cars and subway cars, and popularizing automatic welding and lifting capabilities for the company. And made outstanding contributions to improve quality, brought out a high-quality workforce and played a leading role in the industry. His team has won the honorary title of "Jilin Province Youth Civilization", "All Road Innovation Demonstration Post", "National Worker Pioneer" and other honorable titles. Xie Yuanli himself has won the honorary title of Jilin Province chief technician, national technical expert, national labor model and so on. 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