Railway pressure gauge with sound and light alarm function

Abstract

This invention provides a pressure gauge for railways with audible and visual alarm functions. Based on the train's first motion information, it determines whether the train needs to enter braking mode. Upon entering braking mode, it adjusts the air compression state of the train's ventilation duct to prepare the train for immediate braking, improving braking response speed. Based on the train's second motion information, it determines the braking force required to complete braking, thereby judging whether the real-time compressed air pressure inside the train's ventilation duct meets the braking requirements. This provides a benchmark for subsequent air compression and release adjustments in the train's ventilation duct, improving air braking efficiency. When the braking requirements are not met, it adjusts the operating state and air release state of the air compressor to fully utilize the air compression limit capacity of the train's ventilation duct, ensuring rapid and smooth braking and improving braking efficiency and reliability.

Description

Technical Field

[0001] This invention relates to the technical field of pressure gauge simulation design, and particularly to a pressure gauge for railway use with audible and visual alarm functions. Background Technology

[0002] Air braking is one of the main braking modes for trains, suitable for situations such as power outages or emergency braking. The working principle of air braking is to use an air compressor to compress outside air into the train's air ducts, and then control the release of the compressed air from the ducts. This release of compressed air generates braking force, thereby slowing the train down. Existing train air braking systems typically instruct the air ducts to perform periodic air compression and release operations. Each compression and release operation is identical, reducing the complexity of air braking control and eliminating the need for real-time adjustments. However, this air braking method cannot adaptively adjust to the compressed air pressure inside the air ducts, failing to fully utilize the air compression limit of the air ducts, thus reducing the train's braking efficiency and reliability. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides a pressure gauge for railways with audible and visual alarm functions. Based on the train's first motion information, it determines whether the train needs to enter braking mode. Upon entering braking mode, it adjusts the air compression state of the train's ventilation duct to prepare the train for immediate braking, improving braking response speed. Based on the train's second motion information, it determines the braking force required to complete braking, thereby judging whether the real-time compressed air pressure inside the train's ventilation duct meets the braking requirements. This provides a benchmark for subsequent air compression and release adjustments in the ventilation duct, improving air braking efficiency. When the braking requirements are not met, it adjusts the operating state and air release state of the air compressor to fully utilize the air compression limit capacity of the train's ventilation duct, ensuring rapid and smooth braking and improving braking efficiency and reliability.

[0004] This invention provides a pressure gauge for railways with audible and visual alarm functions, comprising:

[0005] The train braking recognition module is used to determine whether the train needs to enter braking mode based on the train's current first motion information.

[0006] The train air duct air compression adjustment module is used to adjust the air compression state of the train air duct when the train needs to enter the braking working mode.

[0007] The compressed air detection module is used to obtain the real-time compressed air pressure inside the train's air duct;

[0008] The braking force determination module is used to determine the braking force required for the train to complete braking based on the train's current second motion information.

[0009] The compressed air status recognition module is used to determine whether the real-time compressed air pressure meets the braking requirements of the train based on the required braking force.

[0010] The train air duct air compression adjustment module is also used to adjust the working state of the train's air compressor when the braking requirements of the train are not met.

[0011] The train duct air release adjustment module is used to adjust the compressed air release state of the train duct according to the updated second motion information of the train.

[0012] The alarm module is used to issue an audible and visual alarm when the braking requirements of the train are not met.

[0013] Furthermore, the train braking recognition module is used to determine whether the train needs to enter braking mode based on the train's current first motion information, including:

[0014] The current position information of the train is obtained, and the current position information is compared with the expected stopping position information of the train to obtain the track length between the current position and the expected stopping position; based on the track length, it is determined whether the train needs to enter the braking mode.

[0015] The train duct air compression adjustment module is used to adjust the air compression state of the train duct when the train needs to enter braking mode, including:

[0016] When the train needs to enter braking mode, the air compressor is instructed to increase the air compression power to the train's air duct and to obtain the real-time compressed air pressure inside the train's air duct.

[0017] Furthermore, the braking force determination module is used to determine the braking force required for the train to complete braking based on the train's current second motion information, including:

[0018] Based on the train's current speed information, determine the braking force required for the train to complete the braking operation;

[0019] The compressed air status recognition module is used to determine whether the real-time compressed air pressure meets the braking requirements of the train based on the required braking force, including:

[0020] A pressure release simulation analysis is performed on the real-time compressed air pressure to obtain the braking traction force generated by the real-time compressed air pressure release operation; the braking traction force is compared with the required braking force to determine whether the real-time compressed air pressure meets the braking requirements of the train.

[0021] When the braking requirements of the train are met, the train's air duct is instructed to directly enter the compressed air release working mode.

[0022] Furthermore, the train air duct air compression adjustment module is used to adjust the operating state of the train's air compressor when the braking requirements of the train are not met, including:

[0023] If the braking requirements of the train are not met, the working power of the train's air compressor is increased, thereby reducing the time required for the air duct inside the train to reach the air compression limit.

[0024] The train duct air release adjustment module is used to adjust the compressed air release state of the train duct according to the updated second motion information of the train, including:

[0025] Based on the reacquired speed information, determine whether the train has decelerated to the predetermined speed range; if not, increase the release speed of compressed air inside the train's ventilation duct.

[0026] This invention also provides a control method for a railway pressure gauge with audible and visual alarm function, comprising the following steps:

[0027] Step S1: Based on the current first motion information of the train, determine whether the train needs to enter the braking working mode; when the train needs to enter the braking working mode, adjust the air compression state of the train air duct and obtain the real-time compressed air pressure inside the train air duct.

[0028] Step S2: Based on the current second motion information of the train, determine the braking force required for the train to complete the braking operation; based on the required braking force, determine whether the real-time compressed air pressure meets the braking requirements of the train.

[0029] Step S3: If the braking requirements of the train are not met, adjust the working state of the air compressor of the train; and adjust the compressed air release state of the air duct of the train according to the updated second motion information of the train.

[0030] Further, in step S1, based on the train's current first motion information, it is determined whether the train needs to enter the braking mode; when the train needs to enter the braking mode, the air compression state of the train's air duct is adjusted, and the real-time compressed air pressure inside the train's air duct is obtained, including:

[0031] The current position information of the train is obtained, and the current position information is compared with the expected stopping position information of the train to obtain the track length between the current position and the expected stopping position; based on the track length, it is determined whether the train needs to enter the braking mode.

[0032] When the train needs to enter braking mode, the air compressor is instructed to increase the air compression power to the train's air duct and to obtain the real-time compressed air pressure inside the train's air duct.

[0033] Further, in step S2, based on the current second motion information of the train, the braking force required for the train to complete braking is determined; based on the required braking force, it is determined whether the real-time compressed air pressure meets the braking requirements of the train, including:

[0034] Based on the train's current speed information, determine the braking force required for the train to complete the braking operation;

[0035] A pressure release simulation analysis is performed on the real-time compressed air pressure to obtain the braking traction force generated by the real-time compressed air pressure release operation; the braking traction force is compared with the required braking force to determine whether the real-time compressed air pressure meets the braking requirements of the train.

[0036] When the braking requirements of the train are met, the train's air duct is instructed to directly enter the compressed air release working mode.

[0037] Furthermore, in step S3, when the braking requirements of the train are not met, the operating state of the train's air compressor is adjusted; and based on the updated second motion information of the train, the compressed air release state of the train's air duct is adjusted, including:

[0038] If the braking requirements of the train are not met, the working power of the train's air compressor is increased, thereby reducing the time required for the air duct inside the train to reach the air compression limit.

[0039] Based on the reacquired speed information, determine whether the train has decelerated to the predetermined speed range; if not, increase the release speed of compressed air inside the train's ventilation duct.

[0040] Further, in step S3, based on the reacquired speed information, it is determined whether the train has decelerated to the predetermined speed range; if not, the release speed of compressed air inside the train's ventilation duct is increased, including:

[0041] The reacquired motion speed information includes multiple motion speeds acquired within multiple preset time ranges. Based on the multiple motion speeds, the deceleration acceleration of the train is determined. The multiple motion speeds are analyzed to discard some erroneous motion speeds and comprehensively calculate the deceleration acceleration. Furthermore, based on the values ​​of the multiple motion speeds, it is determined whether the train has decelerated to the predetermined speed range.

[0042] Step S301: Based on the values ​​of multiple motion speeds, determine whether the motion speed closest to the current time has been discarded, and based on the discard status, determine whether the train has decelerated to the predetermined speed range.

[0043] Step S302: Based on multiple motion speeds and their corresponding discard conditions, the deceleration acceleration of the train is obtained;

[0044] Step S303: Based on the train's deceleration acceleration and the judgment state of whether the train has decelerated to a predetermined speed range, control the release speed of compressed air inside the train's air duct. If the deceleration acceleration is less than or equal to a preset acceleration threshold, increase the release speed of compressed air inside the train's air duct at a first speed. If the deceleration acceleration is greater than the preset acceleration threshold, increase the release speed of compressed air inside the train's air duct at a second speed. Wherein, the first speed is greater than the second speed.

[0045] Compared to existing technologies, this railway pressure gauge with audible and visual alarm functions determines whether the train needs to enter braking mode based on the train's first motion information. Once braking mode is entered, it adjusts the air compression state of the train's ventilation duct to prepare the train for immediate braking, improving braking response speed. Based on the train's second motion information, it determines the braking force required to complete braking, thus judging whether the real-time compressed air pressure inside the train's ventilation duct meets the braking requirements. This provides a benchmark for subsequent air compression and release adjustments in the ventilation duct, improving air braking efficiency. When the braking requirements are not met, it adjusts the operating state and air release state of the air compressor, fully utilizing the air compression limit capacity of the train's ventilation duct to ensure rapid and smooth braking, improving braking efficiency and reliability.

[0046] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings.

[0047] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This is a schematic diagram of the structure of a railway pressure gauge with audible and visual alarm function provided by the present invention.

[0050] Figure 2 A flowchart illustrating the control method for a railway pressure gauge with audible and visual alarm function provided by the present invention. Detailed Implementation

[0051] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0052] See Figure 1 This is a schematic diagram of the structure of a railway pressure gauge with audible and visual alarm function provided in an embodiment of the present invention. The railway pressure gauge with audible and visual alarm function includes:

[0053] The train braking recognition module is used to determine whether the train needs to enter braking mode based on the train's current first motion information.

[0054] The train air duct air compression adjustment module is used to adjust the air compression state of the train air duct when the train needs to enter the braking working mode.

[0055] The compressed air detection module is used to obtain the real-time compressed air pressure inside the air duct of the train;

[0056] The braking force determination module is used to determine the braking force required for the train to complete braking based on the train's current second motion information.

[0057] The compressed air status recognition module is used to determine whether the real-time compressed air pressure meets the braking requirements of the train based on the required braking force.

[0058] The train air duct air compression adjustment module is also used to adjust the working status of the train's air compressor when the braking requirements of the train are not met.

[0059] The train duct air release adjustment module is used to adjust the compressed air release status of the train's ducts based on the updated second motion information of the train.

[0060] The alarm module is used to issue an audible and visual alarm when the braking requirements of the train are not met. When the real-time compressed air pressure is less than the preset pressure threshold, it indicates that the current compressed air is insufficient to effectively and timely brake the train. At this time, the buzzer and flashing light built into the alarm module will issue the corresponding audible and visual alarm.

[0061] The beneficial effects of the above technical solution are as follows: The railway pressure gauge with audible and visual alarm function determines whether the train needs to enter braking mode based on the train's first motion information. After entering braking mode, it adjusts the air compression state of the train's ventilation duct to prepare the train for immediate braking, improving the train's braking response speed. Based on the train's second motion information, it determines the braking force required for the train to complete braking, thereby judging whether the real-time compressed air pressure inside the train's ventilation duct meets the train's braking requirements. This provides a benchmark for subsequent air compression and release adjustments in the train's ventilation duct, improving air braking efficiency. When the train's braking requirements are not met, the working state and air release state of the air compressor are adjusted to fully utilize the air compression limit capacity of the train's ventilation duct, ensuring the train can brake quickly and smoothly, improving train braking efficiency and reliability.

[0062] Preferably, the train braking recognition module is used to determine whether the train needs to enter braking mode based on the train's current first motion information, including:

[0063] The train's current position information is obtained and compared with its expected stopping position information to obtain the track length between the current position and the expected stopping position. Based on the track length, it is determined whether the train needs to enter braking mode.

[0064] The air compression adjustment module for the train's ventilation ducts is used to adjust the air compression state of the train's ventilation ducts when the train needs to enter braking mode, including:

[0065] When the train needs to enter braking mode, the air compressor is instructed to increase the air compression power of the train's air duct and to obtain the real-time compressed air pressure inside the train's air duct.

[0066] The beneficial effects of the above technical solution are as follows: Trains need to brake and stop at appropriate locations, requiring a corresponding braking distance to ensure sufficient deceleration after entering braking mode. The size of the braking distance directly determines the smoothness of the train's braking. If the braking distance is too small, the train decelerates too quickly, easily leading to a sudden braking and rollover accident. If the braking distance is too large, the train requires complex braking control to accurately stop at the appropriate location. During train operation, the train is positioned to obtain its current motion position information. This motion position information is then compared with the train's desired stopping position information to obtain the track length between the current position and the desired stopping position. Once the track length equals a preset length threshold, it is determined that the train needs to enter braking mode, preventing the train from continuing to travel and resulting in an insufficient braking distance for smooth braking. Furthermore, when the train needs to enter braking mode, the air compressor is instructed to increase the air compression power to the train's air ducts, allowing the air ducts to quickly accumulate compressed air for timely subsequent air braking. At the same time, the pressure gauge built into the train's air duct is used to detect the real-time compressed air pressure inside the air duct, thereby determining whether the train's air duct has reached the pressure conditions for air braking.

[0067] Preferably, the braking force determination module is used to determine the braking force required for the train to complete braking based on the train's current second motion information, including:

[0068] Based on the train's current speed information, determine the braking force required for the train to complete the braking operation;

[0069] The compressed air status recognition module is used to determine whether the real-time compressed air pressure meets the braking requirements of the train based on the required braking force, including:

[0070] A pressure release simulation analysis is performed on the real-time compressed air pressure to obtain the braking traction force generated by the pressure release operation of the real-time compressed air; the braking traction force is compared with the required braking force to determine whether the real-time compressed air pressure meets the braking requirements of the train.

[0071] When the braking requirements of the train are met, the train's air duct is instructed to directly enter the compressed air release working mode.

[0072] The beneficial effects of the above technical solution are as follows: the greater the train's speed, the greater the braking force required to complete the braking operation; conversely, the smaller the train's speed, the smaller the braking force required to complete the braking operation. The system detects the train's current speed and, combined with the train's inertia information, estimates the braking force required to complete the braking operation. When the train's air duct releases compressed air, a corresponding braking traction force is generated, thereby braking and decelerating the train. Using the real-time compressed air pressure in the train's air duct as a benchmark, the system performs a braking inversion to obtain the braking traction force generated by the real-time compressed air pressure release operation. If this braking traction force is greater than or equal to the braking force required by the train, it is determined that the real-time compressed air pressure meets the train's braking requirements. In this case, the train's air duct is instructed to directly enter the compressed air release mode, enabling the train to enter a braking and deceleration mode. Otherwise, it is determined that the real-time compressed air pressure does not meet the train's braking requirements.

[0073] Preferably, the train's air compressor adjustment module is used to adjust the operating state of the train's air compressor when the train's braking requirements are not met, including:

[0074] If the braking requirements of the train are not met, the working power of the train's air compressor is increased, thereby reducing the time required for the air duct inside the train to reach the air compression limit.

[0075] The air release adjustment module for the train's ventilation duct is used to adjust the compressed air release state of the train's ventilation duct according to the updated second motion information of the train, including:

[0076] Based on the reacquired speed information, determine whether the train has decelerated to the predetermined speed range; if not, increase the release speed of compressed air inside the train's ventilation duct.

[0077] The beneficial effects of the above technical solution are as follows: When the real-time compressed air pressure in the train's air duct does not meet the train's braking requirements, the operating power of the train's air compressor is increased, allowing the air duct to reach its air compression limit in the shortest possible time. This accumulates sufficient energy within the air duct, providing a sufficiently large braking force when the compressed air is subsequently released. Once the air duct reaches its air compression limit, the compressed air is released, causing the train to decelerate accordingly. The train's speed is then reassessed. If the train has decelerated to a predetermined speed range, indicating an acceptable deceleration, the air compressor is instructed to compress air in the air duct at its current operating power. If the train has not decelerated to the predetermined speed range, indicating no significant deceleration, the release rate of the compressed air in the air duct is increased. This allows for a rapid release of compressed air within a short time, resulting in a greater braking force and achieving immediate and rapid deceleration of the train.

[0078] See Figure 2 This is a flowchart illustrating a control method for a railway pressure gauge with audible and visual alarm function provided in an embodiment of the present invention. The control method for this railway pressure gauge with audible and visual alarm function includes the following steps:

[0079] Step S1: Based on the current first motion information of the train, determine whether the train needs to enter the braking working mode; when the train needs to enter the braking working mode, adjust the air compression state of the train air duct and obtain the real-time compressed air pressure inside the train air duct.

[0080] Step S2: Based on the current second motion information of the train, determine the braking force required for the train to complete the braking operation; based on the required braking force, determine whether the real-time compressed air pressure meets the braking requirements of the train.

[0081] Step S3: If the braking requirements of the train are not met, adjust the working status of the air compressor of the train; and adjust the compressed air release status of the air duct of the train according to the updated second motion information of the train.

[0082] The beneficial effects of the above technical solution are as follows: The control method of the pressure gauge with audible and visual alarm function for railway use determines whether the train needs to enter the braking working mode based on the first motion information of the train. After entering the braking working mode, the air compression state of the train's air duct is adjusted to make the train ready to brake at any time, thereby improving the braking response speed of the train. Based on the second motion information of the train, the braking force required for the train to complete the braking work is determined, thereby judging whether the real-time compressed air pressure inside the train's air duct meets the braking requirements of the train. This provides a benchmark for subsequent air compression and release adjustments in the train's air duct, improving air braking efficiency. When the braking requirements of the train are not met, the working state and air release state of the air compressor are adjusted to fully utilize the air compression limit capacity of the train's air duct, ensuring that the train can brake quickly and smoothly, thereby improving the braking efficiency and reliability of the train.

[0083] Preferably, in step S1, based on the train's current first motion information, it is determined whether the train needs to enter the braking mode; when the train needs to enter the braking mode, the air compression state of the train's air duct is adjusted, and the real-time compressed air pressure inside the train's air duct is obtained, including:

[0084] The train's current position information is obtained and compared with its expected stopping position information to obtain the track length between the current position and the expected stopping position. Based on the track length, it is determined whether the train needs to enter braking mode.

[0085] When the train needs to enter braking mode, the air compressor is instructed to increase the air compression power of the train's air duct and to obtain the real-time compressed air pressure inside the train's air duct.

[0086] The beneficial effects of the above technical solution are as follows: the greater the train's speed, the greater the braking force required to complete the braking operation; conversely, the smaller the train's speed, the smaller the braking force required to complete the braking operation. The system detects the train's current speed and, combined with the train's inertia information, estimates the braking force required to complete the braking operation. When the train's air duct releases compressed air, a corresponding braking traction force is generated, thereby braking and decelerating the train. Using the real-time compressed air pressure in the train's air duct as a benchmark, the system performs a braking inversion to obtain the braking traction force generated by the real-time compressed air pressure release operation. If this braking traction force is greater than or equal to the braking force required by the train, it is determined that the real-time compressed air pressure meets the train's braking requirements. In this case, the train's air duct is instructed to directly enter the compressed air release mode, enabling the train to enter a braking and deceleration mode. Otherwise, it is determined that the real-time compressed air pressure does not meet the train's braking requirements.

[0087] Preferably, in step S2, based on the current second motion information of the train, the braking force required for the train to complete the braking operation is determined; based on the required braking force, it is determined whether the real-time compressed air pressure meets the braking requirements of the train, including:

[0088] Based on the train's current speed information, determine the braking force required for the train to complete the braking operation;

[0089] A pressure release simulation analysis is performed on the real-time compressed air pressure to obtain the braking traction force generated by the pressure release operation of the real-time compressed air; the braking traction force is compared with the required braking force to determine whether the real-time compressed air pressure meets the braking requirements of the train.

[0090] When the braking requirements of the train are met, the train's air duct is instructed to directly enter the compressed air release working mode.

[0091] The beneficial effects of the above technical solution are as follows: When the real-time compressed air pressure in the train's air duct does not meet the train's braking requirements, the operating power of the train's air compressor is increased, allowing the air duct to reach its air compression limit in the shortest possible time. This accumulates sufficient energy within the air duct, providing a sufficiently large braking force when the compressed air is subsequently released. Once the air duct reaches its air compression limit, the compressed air is released, causing the train to decelerate accordingly. The train's speed is then reassessed. If the train has decelerated to a predetermined speed range, indicating an acceptable deceleration, the air compressor is instructed to compress air in the air duct at its current operating power. If the train has not decelerated to the predetermined speed range, indicating no significant deceleration, the release rate of the compressed air in the air duct is increased. This allows for a rapid release of compressed air within a short time, resulting in a greater braking force and achieving immediate and rapid deceleration of the train.

[0092] Preferably, in step S3, when the braking requirements of the train are not met, the operating state of the train's air compressor is adjusted; and based on the updated second motion information of the train, the compressed air release state of the train's air duct is adjusted, including:

[0093] If the braking requirements of the train are not met, the working power of the train's air compressor is increased, thereby reducing the time required for the air duct inside the train to reach the air compression limit.

[0094] Based on the reacquired speed information, determine whether the train has decelerated to the predetermined speed range; if not, increase the release speed of compressed air inside the train's ventilation duct.

[0095] The beneficial effects of the above technical solution are as follows: The air pressure monitoring system for train braking determines whether the train needs to enter the braking working mode based on the train's first motion information. After entering the braking working mode, it adjusts the air compression state of the train's air duct to prepare the train for braking at any time, thereby improving the train's braking response speed. Based on the train's second motion information, it determines the braking force required for the train to complete the braking work, thereby judging whether the real-time compressed air pressure inside the train's air duct meets the train's braking requirements. This provides a benchmark for subsequent air compression and release adjustments in the train's air duct, improving air braking efficiency. When the train's braking requirements are not met, it adjusts the working state and air release state of the air compressor to fully utilize the air compression limit capacity of the train's air duct, ensuring that the train can brake quickly and smoothly, thereby improving the train's braking efficiency and reliability.

[0096] Preferably, in step S3, based on the reacquired speed information, it is determined whether the train has decelerated to the predetermined speed range; if not, the release speed of compressed air inside the train's ventilation duct is increased, including:

[0097] The reacquired motion speed information includes multiple motion speeds acquired within multiple preset time ranges. Based on the multiple motion speeds, the deceleration acceleration of the train is determined. The multiple motion speeds are analyzed to discard some erroneous motion speeds and then comprehensively calculate the deceleration acceleration. Based on the values ​​of the multiple motion speeds, it is also determined whether the train has decelerated to the predetermined speed range.

[0098] Step S301: Using the formula (1) below, determine whether the closest speed to the current moment has been discarded based on the values ​​of multiple speeds, and determine whether the train has decelerated to the predetermined speed range based on the discard status.

[0099]

[0100] In the above formula (1), H represents the determination value for whether the train has decelerated to the predetermined speed range; This represents the comparison value between the speed of the kth velocity and the speed of the ath velocity. This represents the comparison value between the speed of the k1th speed and the speed of the ath speed. V(a) represents the speed comparison value of the k2th speed of the a-th movement speed; k, k1, and k2 are all integer variables; || represents the absolute value; V(a) represents the a-th movement speed; V(a+k) represents the (a+k)-th movement speed; V0 represents the maximum speed within the predetermined speed range; ΔV(a) represents the comprehensive speed comparison value of the a-th movement speed; v0 represents the maximum threshold of the preset speed comparison value; n represents the total number of movement speeds acquired; A a＝n,a--[ΔV(a)≤v0] means substituting the value of a starting from n into ΔV(a) and checking if ΔV(a)≤v0 is true. If not, the current value of a is decremented by one and substituted into ΔV(a) until ΔV(a)≤v0 is true. If true, the value at this point is recorded and output. a＝n,a-- [ΔV(a)≤v0]) represents the Ath... a＝n,a-- [ΔV(a)≤v0] velocity;

[0101] If H = 1, it means that the train has decelerated to the predetermined speed range;

[0102] If H = 0, it means that the train has not decelerated to the predetermined speed range;

[0103] Step S302: Using the formula (2) below, based on multiple motion velocities and their corresponding discard conditions, the deceleration acceleration of the train is obtained.

[0104]

[0105] In the above formula (2), r represents the deceleration acceleration of the train; A' a＝1,a++ [ΔV(a)≤v0] means substituting the value of a starting from 1 into ΔV(a) and checking if ΔV(a)≤v0 is true. If not, increment the current value of a and continue substituting into ΔV(a) until ΔV(a)≤v0 is true. If true, record and output the current value; V(A' a＝1,a++ [ΔV(a)≤v0]) represents the A'th... a＝1,a++ [ΔV(a)≤v0] velocity; T represents a preset short time interval;

[0106] Step S303: Using the formula (1) below, based on the train's deceleration acceleration and whether the train has decelerated to a predetermined speed range, control the release speed of compressed air inside the train's air duct. If the deceleration acceleration is less than or equal to a preset acceleration threshold, increase the release speed of compressed air inside the train's air duct at a first speed; if the deceleration acceleration is greater than the preset acceleration threshold, increase the release speed of compressed air inside the train's air duct at a second speed; wherein, the first speed is greater than the second speed.

[0107]

[0108] In the above formula (3), e represents the control speed acceleration of the release speed of compressed air inside the train air duct; E represents the maximum control speed acceleration of the release speed of compressed air inside the train air duct; S() means that only the numerical value of the data in parentheses is retained and the unit is discarded. This indicates rounding up to the nearest integer.

[0109] The beneficial effects of the above technical solution are as follows: Using the above formula (1), based on the values ​​of multiple motion speeds, it is determined whether the motion speed closest to the current moment has been discarded, and based on the discard situation, it is determined whether the train has decelerated to the predetermined speed range, thereby discarding the obtained erroneous motion speeds and ensuring the overall accuracy of the system and the reliability of subsequent control; then using the above formula (2), based on multiple motion speeds and their corresponding discard situations, the deceleration acceleration of the train is obtained, thereby knowing the current deceleration acceleration of the train, and at the same time, the deceleration acceleration obtained based on the overall road segment can better reflect the overall deceleration state of the train, while discarding some erroneous motion speeds can ensure the accuracy of the obtained deceleration acceleration; finally, using the above formula (2), the train's deceleration acceleration is obtained based on multiple motion speeds and their corresponding discard situations, thereby knowing the current deceleration acceleration situation of the train, and at the same time, the deceleration acceleration obtained based on the overall road segment can better reflect the overall deceleration state of the train, and discarding some erroneous motion speeds can ensure the accuracy of the obtained deceleration acceleration; finally, using the above formula (2), the train's deceleration acceleration is obtained based on multiple motion speeds and their corresponding discard situations, thereby knowing the current deceleration acceleration situation of the train, and at the same time, the train's deceleration acceleration obtained based on multiple motion speeds ... Formula (3) is used to control the release speed of compressed air inside the air duct of the train based on the train's deceleration acceleration and whether the train has decelerated to the predetermined speed range. If the deceleration acceleration is less than or equal to the preset acceleration threshold, the release speed of compressed air inside the air duct of the train is increased at the first speed. If the deceleration acceleration is greater than the preset acceleration threshold, the release speed of compressed air inside the air duct of the train is increased at the second speed. In this way, the release speed of compressed air inside the air duct of the train is increased rapidly when the train decelerates slowly to ensure that the train can decelerate quickly, and the release speed of compressed air inside the air duct of the train is increased slowly when the train decelerates faster to ensure the comfort of passengers inside the train when the train decelerates. This reflects the humanized design of the system.

[0110] As can be seen from the above embodiments, the railway pressure gauge and control method with audible and visual alarm functions determine whether the train needs to enter the braking working mode based on the first motion information of the train. After entering the braking working mode, the air compression state of the train's air duct is adjusted to prepare the train for braking at any time, thereby improving the braking response speed of the train. Based on the second motion information of the train, the braking force required for the train to complete the braking work is determined, thereby judging whether the real-time compressed air pressure inside the train's air duct meets the braking requirements of the train. This provides a benchmark for subsequent air compression and release adjustments in the train's air duct, improving air braking efficiency. When the braking requirements of the train are not met, the working state and air release state of the air compressor are adjusted to fully utilize the air compression limit capacity of the train's air duct, ensuring that the train can brake quickly and smoothly, thereby improving the braking efficiency and reliability of the train.

[0111] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A pressure gauge for railway use with audible and visual alarm function, characterized in that, include: The train braking recognition module is used to determine whether the train needs to enter braking mode based on the train's current first motion information. The train air duct air compression adjustment module is used to adjust the air compression state of the train air duct when the train needs to enter the braking working mode. The compressed air detection module is used to obtain the real-time compressed air pressure inside the train's air duct; The braking force determination module is used to determine the braking force required for the train to complete braking based on the train's current second motion information. The compressed air status recognition module is used to determine whether the real-time compressed air pressure meets the braking requirements of the train based on the required braking force. The train air duct air compression adjustment module is also used to adjust the working state of the train's air compressor when the braking requirements of the train are not met. The train duct air release adjustment module is used to adjust the compressed air release state of the train duct according to the updated second motion information of the train. An alarm module is used to issue an audible and visual alarm when the braking requirements of the train are not met. The train braking recognition module is used to determine whether the train needs to enter braking mode based on the train's current first motion information, including: The current position information of the train is obtained, and the current position information is compared with the expected stopping position information of the train to obtain the track length between the current position and the expected stopping position; based on the track length, it is determined whether the train needs to enter the braking mode. The train duct air compression adjustment module is used to adjust the air compression state of the train duct when the train needs to enter braking mode, including: When the train needs to enter braking mode, the air compressor is instructed to increase the air compression power to the train's air duct and to obtain the real-time compressed air pressure inside the train's air duct.

2. The railway pressure gauge with audible and visual alarm function as described in claim 1, characterized in that: The braking force determination module is used to determine the braking force required for the train to complete braking based on the train's current second motion information, including: Based on the train's current speed information, determine the braking force required for the train to complete the braking operation; The compressed air status recognition module is used to determine whether the real-time compressed air pressure meets the braking requirements of the train based on the required braking force, including: A pressure release simulation analysis is performed on the real-time compressed air pressure to obtain the braking traction force generated by the real-time compressed air pressure release operation; the braking traction force is compared with the required braking force to determine whether the real-time compressed air pressure meets the braking requirements of the train. When the braking requirements of the train are met, the train's air duct is instructed to directly enter the compressed air release working mode.

3. The railway pressure gauge with audible and visual alarm function as described in claim 1, characterized in that: The train air duct air compression adjustment module is used to adjust the operating state of the train's air compressor when the braking requirements of the train are not met, including: If the braking requirements of the train are not met, the working power of the train's air compressor is increased, thereby reducing the time required for the air duct inside the train to reach the air compression limit. The train duct air release adjustment module is used to adjust the compressed air release state of the train duct according to the updated second motion information of the train, including: Based on the reacquired speed information, determine whether the train has decelerated to the predetermined speed range; if not, increase the release speed of compressed air inside the train's ventilation duct.

4. The control method for a railway pressure gauge with audible and visual alarm function as described in any one of claims 1-3, characterized in that, Includes the following steps: Step S1: Based on the current first motion information of the train, determine whether the train needs to enter the braking working mode; when the train needs to enter the braking working mode, adjust the air compression state of the train air duct and obtain the real-time compressed air pressure inside the train air duct. Step S2: Based on the current second motion information of the train, determine the braking force required for the train to complete the braking operation; based on the required braking force, determine whether the real-time compressed air pressure meets the braking requirements of the train. Step S3: If the braking requirements of the train are not met, adjust the working state of the air compressor of the train; and adjust the compressed air release state of the train air duct according to the updated second motion information of the train.

5. The control method for a railway pressure gauge with audible and visual alarm function as described in claim 4, characterized in that: In step S1, based on the train's current first motion information, it is determined whether the train needs to enter braking mode; when the train needs to enter braking mode, the air compression state of the train's air duct is adjusted, and the real-time compressed air pressure inside the train's air duct is obtained, including: The current position information of the train is obtained, and the current position information is compared with the expected stopping position information of the train to obtain the track length between the current position and the expected stopping position; based on the track length, it is determined whether the train needs to enter the braking mode. When the train needs to enter braking mode, the air compressor is instructed to increase the air compression power to the train's air duct and to obtain the real-time compressed air pressure inside the train's air duct.

6. The control method for a railway pressure gauge with audible and visual alarm function as described in claim 4, characterized in that: In step S2, the braking force required for the train to complete braking is determined based on the train's current second motion information. Based on the required braking force, determining whether the real-time compressed air pressure meets the braking requirements of the train includes: Based on the train's current speed information, determine the braking force required for the train to complete the braking operation; A pressure release simulation analysis is performed on the real-time compressed air pressure to obtain the braking traction force generated by the real-time compressed air pressure release operation; the braking traction force is compared with the required braking force to determine whether the real-time compressed air pressure meets the braking requirements of the train. When the braking requirements of the train are met, the train's air duct is instructed to directly enter the compressed air release working mode.

7. The control method for a railway pressure gauge with audible and visual alarm function as described in claim 4, characterized in that: In step S3, if the braking requirements of the train are not met, the operating status of the train's air compressor is adjusted. And based on the updated second motion information of the train, adjust the compressed air release state of the train's ventilation duct, including: If the braking requirements of the train are not met, the working power of the train's air compressor is increased, thereby reducing the time required for the air duct inside the train to reach the air compression limit. Based on the reacquired speed information, determine whether the train has decelerated to the predetermined speed range; if not, increase the release speed of compressed air inside the train's ventilation duct.

8. The control method for a railway pressure gauge with audible and visual alarm function as described in claim 7, characterized in that: In step S3, based on the reacquired speed information, it is determined whether the train has decelerated to the predetermined speed range; if not, the release speed of compressed air inside the train's ventilation duct is increased, including: The reacquired motion speed information includes multiple motion speeds acquired within multiple preset time ranges. Based on the multiple motion speeds, the deceleration acceleration of the train is determined. The multiple motion speeds are analyzed to discard some erroneous motion speeds and then comprehensively calculate the deceleration acceleration. Based on the values ​​of the multiple motion speeds, it is also determined whether the train has decelerated to the predetermined speed range. Step S301: Using the formula (1) below, based on the values ​​of multiple speeds, determine whether the speed closest to the current moment has been discarded, and based on the discard status, determine whether the train has decelerated to the predetermined speed range. （1） In the above formula (1), A value indicating whether the train has decelerated to the predetermined speed range; Indicates the first The speed of the first movement A comparison of speeds; Indicates the first The speed of the first movement A comparison of speeds; Indicates the first The speed of the first movement A comparison of speeds; Both represent integer variables; This indicates taking the absolute value; Indicates the first One speed of movement; Indicates the first One speed of movement; This indicates the maximum speed within the predetermined speed range; Indicates the first A comprehensive comparison value of the speeds of each movement; This represents the maximum threshold value for the preset speed comparison. This indicates the total number of motion velocities acquired. Indicates will The value from Start to substitute and judgment Whether it is true or false; if not, then for the current... Subtract one from the value and continue substituting it into the input. In the middle, until If the condition is met, record and output the value at that point. Indicates the first One speed of movement; like This indicates that the train has decelerated to the predetermined speed range; like This indicates that the train has not slowed down to the predetermined speed range; Step S302: Using the formula (2) below, based on multiple velocities and their corresponding rejection conditions, the deceleration acceleration of the train is obtained. （2） In the above formula (2), This indicates the deceleration acceleration of the train; Indicates will The value from Start to substitute and judgment Whether it is true or false; if not, then for the current... Increment the value by one and continue substituting it into the input. In the middle, until If the condition is met, record and output the value at that point. Indicates the first One speed of movement; Indicates a preset short time interval; Step S303: Using the following formula (1), based on the train's deceleration acceleration and whether the train has decelerated to a predetermined speed range, control the release speed of compressed air inside the train's air duct. If the deceleration acceleration is less than or equal to a preset acceleration threshold, increase the release speed of compressed air inside the train's air duct at a first speed; if the deceleration acceleration is greater than the preset acceleration threshold, increase the release speed of compressed air inside the train's air duct at a second speed; wherein, the first speed is greater than the second speed. （3） In the above formula (3), The control speed of the release rate of compressed air inside the train's ventilation duct is indicated by acceleration. The maximum controllable acceleration for the release speed of compressed air inside the train's air duct; This indicates that the data within the parentheses should retain only its numerical value and discard its units. This indicates rounding up to the nearest integer.

Images