An emergency treatment system for monitoring the falling of a component of a running gear of a diesel locomotive and a control method thereof

Abstract

The present application belongs to the field of internal combustion engine vehicle control technology, and provides an internal combustion engine vehicle running part component shedding monitoring emergency treatment system and a control method thereof. The system is equipped with a running part component shedding trigger circuit and an intermediate relay with three auxiliary contacts, cooperates with an alarm circuit, a PLC controller, a rotating speed sensor, a pressure transmitter and an emergency brake, realizes automatic determination of the running state of the vehicle, can alarm the driver to take braking measures after the component shedding, and can make the vehicle stop timely without human intervention, thereby reducing the possibility of human operation errors, reducing the operation burden of the driver, and improving the safety of vehicle operation.

Description

Technical Field

[0001] This invention belongs to the field of diesel locomotive control technology and relates to the problem of detachment of running gear components in diesel locomotives. Specifically, it is a monitoring and emergency handling system for detachment of running gear components in diesel locomotives and its control method. Background Technology

[0002] Due to their age and limited maintenance capabilities, many components of the running gear in existing aging diesel locomotives are in poor condition. During operation, vibrations from the locomotive can cause these components to detach. When these detached parts fall under the driving wheels, they can easily act as supports, leading to derailment. Currently, whether a detached locomotive component will cause a derailment depends to some extent on the locomotive driver's experience and familiarity with the equipment. In other words, if the driver can detect the detachment in time and take timely braking measures, the consequences can be mitigated; conversely, failure to do so can easily lead to an accident.

[0003] Existing methods for preventing the running gear components of diesel locomotives from detaching typically involve installing anti-detachment chains or anti-detachment wires. Patent number 201210338727.1, entitled "Safety Anti-detachment Detection Device for Locomotive Undercarriage Components," describes a detection device for preventing the detachment of locomotive undercarriage components. This device can alert the driver via a display screen in the driver's cab if an undercarriage component detaches; however, if the driver is not paying attention or is distracted, they cannot detect the detachment in time and stop the locomotive. Summary of the Invention

[0004] The purpose of this invention is to provide an emergency handling system and control method for monitoring the detachment of running gear components of a diesel locomotive. Starting from the interlocking of locomotive electrical control and braking control, some electrical components are added to the original locomotive, and the PLC program is optimized so that the locomotive running gear components can be automatically unloaded immediately after detachment, and an alarm is triggered to remind the driver that a component has fallen off the locomotive. If the driver does not take timely measures, the PLC controls the locomotive to perform emergency braking to avoid or mitigate the consequences of the accident.

[0005] The technical solution adopted by the present invention to achieve the above objectives is as follows:

[0006] An emergency handling system for monitoring and handling the detachment of running gear components in a diesel locomotive includes a trigger circuit, an alarm circuit, a PLC operating circuit, and an emergency brake valve. The trigger circuit includes an explosion-proof switch installed on the connection of the component at risk of detachment and a pressure finger installed on the component at risk of detachment. When the component at risk of detachment connects to the connection, the pressure finger presses the explosion-proof switch to activate the trigger circuit. An intermediate relay is installed in the driver's cab electrical cabinet. The coil of the intermediate relay is powered by the main control and connected in series with the explosion-proof switch. The three auxiliary contacts of the intermediate relay coil are respectively connected to the unit protection circuit, the alarm circuit, and the locomotive's emergency brake valve. The PLC operating circuit includes a PLC controller, a speed sensor, a pressure transmitter, and a drive amplifier. The speed sensor, pressure transmitter, and drive amplifier are respectively connected to the PLC controller. The speed sensor collects the locomotive speed signal, and the pressure transmitter is installed on the brake pipe of the emergency brake valve to collect the pressure signal of the brake pipe. The PLC controller is connected to the electronically controlled valve on the emergency brake valve through the drive amplifier to control the exhaust air from the main air cylinder to fill the cavity of the emergency brake valve and drive the push rod.

[0007] Furthermore, the intermediate relay coil has three auxiliary contacts, including one normally open contact and two normally closed contacts. The normally open contact K2 is connected to the unit protection circuit, the normally closed contact K1 is connected to the alarm circuit, and the normally closed contact K3 is connected in series after the electric control valve of the emergency brake valve. When the intermediate relay is energized, the normally open contact K2 is closed and the normally closed contacts K1 and K3 are open. When the intermediate relay is de-energized, the normally closed contacts K1 and K3 are closed and the normally open contact K2 is open.

[0008] Furthermore, the unit's protection circuit controls whether the locomotive can be loaded. When the unit's protection circuit is powered on, the locomotive can be loaded normally. When the unit's protection circuit is powered off, the PLC loading input signal disappears, and the locomotive cannot be loaded.

[0009] Furthermore, the alarm circuit includes a parallel alarm bell and an alarm light. When the trigger circuit is disconnected, the normally closed contact K1 changes from open to closed, energizing the alarm bell and the alarm light.

[0010] Furthermore, the speed sensor is mounted on the drive wheel axle cover of the running gear.

[0011] Furthermore, the pressure transmitter is installed on the brake pipe of the relay valve, and a sealing mechanism is installed during installation to prevent pressure leakage from the pressure brake pipe.

[0012] Furthermore, the emergency brake valve uses the exhaust air from the main air cylinder to drive the brake pipe for pressure reduction and braking.

[0013] A control method for an emergency response system for monitoring the detachment of running gear components in a diesel locomotive includes:

[0014] S1. When the explosion-proof switch is pressed by the pressure finger, the intermediate relay is energized, the normally open contact K2 is closed, the mechanism protection circuit is energized, and the locomotive can be loaded normally; when the normally closed contacts K1 and K3 are open, the alarm bell, warning light and emergency brake valve do not respond.

[0015] S2. When the explosion-proof switch and the pressure finger are disconnected, the intermediate relay is de-energized, the normally open contact K2 changes from closed to open, the mechanism protection circuit is de-energized, and the locomotive cannot be loaded; the normally closed contacts K1 and K3 change from open to closed, the normally closed contact K1 closes, the alarm bell sounds and the warning light illuminates, reminding the driver to perform braking operation on the locomotive.

[0016] S3. The speed sensor collects the locomotive speed signal, and the pressure transmitter collects the pressure signal of the pressure brake pipe. When the locomotive speed is greater than the upper limit speed, the speed current signal is recognized by the PLC. The PLC inputs the X1 signal and outputs the Y1 signal. When the pressure of the pressure brake pipe is greater than the upper limit pressure, the pressure current signal is recognized by the PLC. The PLC inputs the X2 signal. When the X2 signal and the Y1 signal are present at the same time, after a set delay, the Y2 signal is output. The Y2 signal is amplified by the drive amplifier and then supplies power to the electric control valve of the emergency brake valve.

[0017] S4. When the electric control valve of the emergency brake valve is energized, the exhaust passage of the main air cylinder of the emergency brake valve is opened, the cavity below the emergency brake valve is filled with air, the cavity pressure increases, the pressure pushes the diaphragm to lift the push rod, compresses the spring, opens the pressure brake pipe passage, and the air in the pressure brake pipe is directly discharged to the atmosphere from the upper side of the diaphragm. After the air pressure in the pressure brake pipe is connected to the atmosphere, the pressure is quickly reduced, and the locomotive brakes in an emergency.

[0018] Furthermore, the electric control valve of the emergency braking valve can only be energized and activated when the normally closed contact K3 in S3 changes from the open state to the closed state.

[0019] The beneficial effects of this invention are: by adding simple electrical components, the original circuit design of the locomotive is modified to realize the automatic determination of the locomotive's operating status. After the components fall off, it can not only alarm and remind the driver, but also stop the locomotive in time without the driver's intervention, thereby reducing the possibility of human error, reducing the driver's operating burden and improving the safety of locomotive operation. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the interlocking of the trigger circuit, alarm circuit, and unit protection circuit in the system of this invention;

[0021] Figure 2 This is a schematic diagram of the PLC controller circuit in the system of this invention;

[0022] Figure 3 This is a schematic diagram of the emergency braking valve structure in the system of the present invention;

[0023] In the diagram: 1. Unit protection circuit; 2. Speed ​​sensor; 3. Pressure transmitter; 4. Drive amplifier; 5. Main air cylinder; 6. Push rod; 7. Brake pipe; 8. Cavity; 9. Diaphragm; 10. Spring. Detailed Implementation

[0024] The technical solution of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. It should be understood that the preferred examples described herein are only for illustration and explanation of the present invention and are not intended to limit the present invention. Example

[0025] Taking the monitoring of the battery box door of the running gear of a diesel locomotive as an example

[0026] like Figure 1 and Figure 2 As shown, the internal combustion locomotive running gear component detachment monitoring and emergency handling system includes a trigger circuit, an alarm circuit, a PLC action circuit, and an emergency brake valve. The trigger circuit includes an explosion-proof switch S installed inside the battery box door. Considering that the hydrogen gas generated during battery charging may cause an explosion, a non-locking normally open push-button explosion-proof switch S is used here. The explosion-proof switch S is installed facing the box door. A pressure finger is welded on the battery box door. When the battery box door is closed, the pressure finger presses the non-locking normally open push-button explosion-proof switch S to conduct the trigger circuit.

[0027] An intermediate relay coil K is installed in the electrical cabinet of the driver's cab. The intermediate relay coil K is powered by the main control and is connected in series with the explosion-proof switch S. The three auxiliary contacts of the intermediate relay coil K are respectively connected to the unit protection circuit 1, the alarm circuit, and the locomotive's emergency brake valve. The three auxiliary contacts of the intermediate relay coil K include one normally open contact K2 and two normally closed contacts K1 and K3. The normally open contact K2 is connected to the unit protection circuit 1. The unit protection circuit 1 controls whether the locomotive can be loaded. When the unit protection circuit 1 is powered on, the locomotive can be loaded normally. When the unit protection circuit 1 is de-powered, the load input signal of the PLC controller disappears, and the locomotive cannot be loaded.

[0028] Normally closed contact K1 is connected to the alarm circuit, which includes a parallel alarm bell BB and an alarm light HL. When the trigger circuit is disconnected, normally closed contact K1 changes from open to closed, and the alarm bell BB and alarm light HL are energized in response.

[0029] The emergency braking valve uses an electronically controlled valve D to control the exhaust of the main air cylinder to drive the brake pipe in a decompression mode braking. The normally closed contact K3 is connected in series after the electronically controlled valve D of the emergency braking valve. When the intermediate relay is energized, the normally open contact K2 is closed and the normally closed contacts K1 and K3 are open. When the intermediate relay is de-energized, the normally closed contacts K1 and K3 are closed and the normally open contact K2 is open.

[0030] The PLC operating circuit includes a PLC controller, a speed sensor 2, a pressure transmitter 3, and a drive amplifier 4. The speed sensor 2, pressure transmitter 3, and drive amplifier 4 are connected to the PLC controller. The speed sensor 2 is installed on the drive wheel axle cover of the running gear to collect the locomotive speed signal. The pressure transmitter 3 is installed on the brake pipe of the relay valve under the driver's cab walkway to collect the pressure signal of the brake pipe. A sealing mechanism is set when the pressure transmitter 3 is installed to prevent brake pipe pressure leakage. The PLC controller is connected to the electric control valve D on the emergency brake valve through the drive amplifier 4. The electric control valve D is used to control the exhaust of the main air cylinder 5 to fill the cavity of the emergency brake valve and drive the push rod 6.

[0031] The control method for the monitoring and emergency response system for the detachment of running gear components in diesel locomotives includes:

[0032] S1. When the explosion-proof switch S inside the battery box door is pressed by the pressure finger, the intermediate relay is energized, the normally open contact K2 is closed, the mechanism protection circuit 1 is energized, and the locomotive can normally load kinetic energy; the normally closed contacts K1 and K3 are open, and the alarm bell BB, the warning light HL, and the emergency brake valve do not respond.

[0033] S2. When the explosion-proof switch S and the pressure finger inside the battery box door are disengaged, the intermediate relay is de-energized, the normally open contact K2 changes from closed to open, the mechanism protection circuit 1 is de-energized, the corresponding input signal of the locomotive PLC disappears, and the locomotive cannot load kinetic energy; the normally closed contacts K1 and K3 change from open to closed, the normally closed contact K1 closes, the alarm bell BB sounds and the warning light flashes, reminding the driver to perform braking operation on the locomotive;

[0034] S3, speed sensor 2 collects the locomotive speed signal, and pressure transmitter 3 collects the pressure signal of brake pipe 7. When the locomotive speed is greater than the upper limit speed of 3 km / h, the speed current signal can be recognized by the PLC. The PLC inputs signal X1 and outputs signal Y1. When the pressure of brake pipe 7 is greater than the upper limit pressure of 550 kPa, the pressure current signal can be recognized by the PLC. The PLC inputs signal X2. When signals X2 and Y1 are present simultaneously, after a 3-second delay, signal Y2 is output. The Y2 signal is amplified by drive amplifier 4 to power the operation of the electric control valve D of the emergency brake valve.

[0035] Here, the emergency brake valve D can only be energized and activated when the normally closed contact K3 changes from the open state to the closed state. This is because the speed signal from the speed sensor 2 and the pressure signal from the pressure transmitter 3 can be collected, identified, and output by the PLC at all times during normal locomotive operation. Without the protection of the normally closed contact K3, the locomotive will continuously trigger the emergency brake while in motion, affecting operation.

[0036] S4. After the electric control valve D of the emergency brake valve is energized, as follows: Figure 3As shown, the exhaust passage of the main air cylinder 5 of the emergency brake valve is opened, the cavity 8 below the emergency brake valve is filled with air, the pressure in the cavity 8 increases, the pressure pushes the diaphragm 9 to lift the push rod 6, the push rod 6 compresses the spring 10, opens the passage of the brake pipe 7, and the air in the brake pipe 7 is directly discharged to the atmosphere from the upper side of the diaphragm 9. After the air pressure in the brake pipe 7 is connected to the atmosphere, the pressure is quickly reduced, and the locomotive achieves emergency braking.

[0037] This invention controls the brake pipe air pressure by adding electrical components and programming the existing PLC on the locomotive. This enables the locomotive to brake automatically without driver intervention. A trigger circuit is installed in the locomotive's running gear. The trigger circuit's activation controls the locomotive's unloading and triggers an alarm. Simultaneously, locomotive speed and brake pipe air pressure signals are collected and input into the PLC. The PLC determines the locomotive's running status and further controls whether the electrically controlled emergency brake valve is energized, thus braking the locomotive. This invention improves locomotive safety, especially for older locomotives with severely aged running gear components. It can alert the driver to take action after components detach, and can also stop the locomotive promptly without driver intervention, reducing the possibility of human error. This alleviates the driver's workload and improves locomotive safety.

[0038] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A monitoring and emergency response system for the detachment of running gear components in a diesel locomotive, characterized in that: The system includes a trigger circuit, an alarm circuit, a PLC operating circuit, and an emergency brake valve. The trigger circuit includes an explosion-proof switch installed on the connection part of a component with a risk of detachment, and a pressure finger installed on the component with a risk of detachment. When the component with a risk of detachment connects to the connection part, the pressure finger presses the explosion-proof switch to activate the trigger circuit. An intermediate relay is installed in the driver's cab electrical cabinet. The coil of the intermediate relay is powered by the main control and connected in series with the explosion-proof switch. The three auxiliary contacts of the intermediate relay coil are respectively connected to the unit protection circuit, the alarm circuit, and the locomotive's emergency brake valve. The PLC operating circuit includes a PLC controller, a speed sensor, a pressure transmitter, and a drive amplifier. The speed sensor, pressure transmitter, and drive amplifier are respectively connected to the PLC controller. The speed sensor collects the locomotive speed signal, and the pressure transmitter is installed on the brake pipe of the relay valve to collect the brake pipe pressure signal. The PLC controller is connected to the electric control valve on the emergency brake valve through the drive amplifier to control the exhaust air from the main air cylinder to fill the cavity of the emergency brake valve and drive the push rod. The intermediate relay coil has three auxiliary contacts, including one normally open contact and two normally closed contacts. The normally open contact K2 is connected to the unit protection circuit, the normally closed contact K1 is connected to the alarm circuit, and the normally closed contact K3 is connected in series after the electric control valve of the emergency brake valve. When the intermediate relay is energized, the normally open contact K2 is closed and the normally closed contacts K1 and K3 are open. When the intermediate relay is de-energized, the normally closed contacts K1 and K3 are closed and the normally open contact K2 is open. The unit protection circuit controls whether the locomotive can be loaded. When the unit protection circuit is powered on, the locomotive can be loaded normally. When the unit protection circuit is powered off, the PLC loading input signal disappears, and the locomotive cannot be loaded.

2. The monitoring and emergency response system for the detachment of running gear components of a diesel locomotive according to claim 1, characterized in that: The alarm circuit includes a siren and a warning light connected in parallel. When the trigger circuit is disconnected, the normally closed contact K1 changes from open to closed, and the siren and warning light are energized in response.

3. The monitoring and emergency response system for the detachment of running gear components of a diesel locomotive according to claim 1, characterized in that: The speed sensor is mounted on the drive wheel axle cover of the running gear.

4. The monitoring and emergency response system for the detachment of running gear components of a diesel locomotive according to claim 1, characterized in that: The pressure transmitter is equipped with a sealing mechanism during installation to prevent pressure leakage from the brake pipe.

5. The monitoring and emergency response system for the detachment of running gear components of a diesel locomotive according to claim 1, characterized in that: The emergency brake valve uses a decompression braking mode driven by exhausting air from the main air cylinder.

6. The control method of the emergency handling system for monitoring the detachment of running gear components of a diesel locomotive according to claim 1, characterized in that: include: S1. When the explosion-proof switch is pressed by the pressure finger, the intermediate relay is energized, the normally open contact K2 is closed, the mechanism protection circuit is energized, and the locomotive can be loaded normally; when the normally closed contacts K1 and K3 are open, the alarm bell, warning light and emergency brake valve do not respond. S2. When the explosion-proof switch and the pressure finger are disconnected, the intermediate relay is de-energized, the normally open contact K2 changes from closed to open, the mechanism protection circuit is de-energized, and the locomotive cannot be loaded; the normally closed contacts K1 and K3 change from open to closed, the normally closed contact K1 closes, the alarm bell sounds and the warning light illuminates, reminding the driver to perform braking operation on the locomotive. S3. The speed sensor collects the locomotive speed signal, and the pressure transmitter collects the brake pipe pressure signal. When the locomotive speed is greater than the upper limit speed, the speed current signal is recognized by the PLC. The PLC inputs the X1 signal and outputs the Y1 signal. When the brake pipe pressure is greater than the upper limit pressure, the pressure current signal is recognized by the PLC. The PLC inputs the X2 signal. When the X2 signal and the Y1 signal are present at the same time, after a set delay, the Y2 signal is output. The Y2 signal is amplified by the drive amplifier and then supplies power to the electric control valve of the emergency brake valve. S4. When the electric control valve of the emergency brake valve is energized, the exhaust passage of the main air cylinder of the emergency brake valve is opened, the cavity below the emergency brake valve is filled with air, the cavity pressure increases, the pressure pushes the diaphragm to lift the push rod, compresses the spring, opens the brake pipe passage, and the air in the brake pipe is directly discharged to the atmosphere from the upper side of the diaphragm. After the air pressure in the brake pipe is connected to the atmosphere, the pressure is quickly reduced, and the locomotive brakes in an emergency.

7. The control method of the emergency handling system for monitoring the detachment of running gear components of a diesel locomotive according to claim 6, characterized in that: The emergency brake valve's electronic control valve can only be energized and activated when the normally closed contact K3 in S3 changes from an open state to a closed state.

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