Locomotive frequency converter, locomotive braking system and control method of locomotive braking system

Abstract

The invention provides a frequency converter for a locomotive, a locomotive braking system and a control method thereof, and relates to the technical field of rail transit. The locomotive comprises a main air reservoir and a motor, the frequency converter for the locomotive comprises a pressure sensor, a control board card and a motor controller, and the pressure sensor at least partially extends into the main air reservoir and detects the pressure value in the main air reservoir; the control board card is connected with the pressure sensor, and the control board card can receive the pressure value and compare the pressure value with a pressure target value to form a comparison result; the control board card can send a control instruction according to the comparison result; the input end of the motor controller is connected with the control board card, the output end of the motor controller is connected with the motor, and the motor controller can receive the control instruction and adjust the output voltage and frequency of the motor controller according to the control instruction so as to control the rotating speed of the motor. The frequency converter for the locomotive can accurately control the pressure of the main air cylinder and improve the response speed and the stability of a brake system.

Description

Technical Field

[0001] The present disclosure relates to the field of rail transit technology, and in particular to a locomotive inverter, a locomotive braking system and a control method thereof. Background Art

[0002] In the rail transit industry, the braking system, as a key subsystem for driving safety, undertakes the important function of ensuring the safe and reliable parking of trains. The braking system usually includes a main air cylinder and a compressor installed in the main air cylinder. The pressure value in the main air cylinder is controlled by the displacement of the compressor. Compressed air with stable and reliable pressure value is the prerequisite for the reliable application of the braking system. However, the running state of the locomotive is complex and changeable, and the displacement of the existing compressor cannot meet the pressure value requirements of the changing state of the braking system.

[0003] It should be noted that the information disclosed in the above background technology section is only used to enhance the understanding of the background of the present disclosure, and therefore may include information that does not constitute the prior art known to ordinary technicians in the field. Summary of the invention

[0004] The present invention provides a locomotive frequency converter, a locomotive braking system and a control method thereof, which can accurately control the pressure of a main air cylinder and improve the response speed and stability of the braking system.

[0005] According to one aspect of the present disclosure, a frequency converter for a locomotive is provided, wherein the locomotive comprises a compressor, the compressor is used to provide required compressed air to a main air cylinder of a locomotive braking system, the compressor comprises a motor, and the frequency converter comprises:

[0006] A pressure sensor, at least partially extending into the main air cylinder, and detecting a pressure value in the main air cylinder;

[0007] A control board connected to the pressure sensor, the control board can receive the pressure value and compare the pressure value with the pressure target value to form a comparison result; the control board can issue a control instruction according to the comparison result;

[0008] A motor controller, wherein the input end of the motor controller is connected to the control board, and the output end is connected to the motor. The motor controller can receive the control instruction and adjust the output voltage and frequency of the motor controller according to the control instruction to control the speed of the motor.

[0009] In an exemplary embodiment of the present disclosure, the locomotive inverter further includes:

[0010] A signal monitor, at least partially extending into the main air cylinder, the signal monitor is used to monitor the pressure in the main air cylinder to form a monitoring signal, and transmit the monitoring signal to the control board;

[0011] The control board compares the pressure value with the monitoring signal; when the difference between the pressure value and the monitoring signal is within a preset error range, the pressure value is determined to be a reliable signal; and when the difference between the pressure value and the monitoring signal exceeds the preset error range, an alarm is triggered.

[0012] In an exemplary embodiment of the present disclosure, the comparison result includes the pressure value being less than the pressure target value and the pressure value being greater than the pressure target value; when the comparison result is that the pressure value is less than the pressure target value, the control instruction is to increase the output voltage and frequency of the motor controller; when the comparison result is that the pressure value is greater than the pressure target value, the control instruction is to reduce the output voltage and frequency of the motor controller.

[0013] According to one aspect of the present disclosure, a locomotive braking system is provided, comprising a locomotive frequency converter, a main air cylinder and a compressor as described in any one of the above, wherein the compressor is used to provide the required compressed air to the main air cylinder, and the locomotive frequency converter is used to adjust the speed of the motor of the compressor to control the filling rate of the main air cylinder.

[0014] In an exemplary embodiment of the present disclosure, the locomotive braking system further includes:

[0015] A manual stop switch is arranged on the control board, and the manual stop switch is connected to the power supply of the motor; pressing the manual stop switch can cut off the power supply of the motor.

[0016] In an exemplary embodiment of the present disclosure, the locomotive braking system further includes:

[0017] A manual cut-off switch is connected to the control board; when the manual cut-off switch is pressed, the control board sends a stop signal to the motor controller, and after receiving the stop signal, the motor controller stops providing power and control signals to the motor to cut off the motor.

[0018] According to one aspect of the present disclosure, a control method for a locomotive brake system is provided, wherein the locomotive includes a compressor, the compressor is used to provide required compressed air to a main air cylinder of the locomotive brake system, the compressor includes a motor, and the control method includes:

[0019] Detecting the pressure value in the main air cylinder;

[0020] Comparing the pressure value with a pressure target value to form a comparison result, and issuing a control instruction according to the comparison result;

[0021] The output voltage and frequency of the motor controller of the motor are adjusted according to the control instruction.

[0022] In an exemplary embodiment of the present disclosure, the control method further includes:

[0023] Monitoring the pressure in the main air cylinder to form a monitoring signal;

[0024] The pressure value is compared with the monitoring signal; when the difference between the pressure value and the monitoring signal is within a preset error range, the pressure value is judged to be a reliable signal; when the difference between the pressure value and the monitoring signal exceeds the preset error range, an alarm is triggered.

[0025] In an exemplary embodiment of the present disclosure, the control method further includes:

[0026] Manually remove power to the motor.

[0027] In an exemplary embodiment of the present disclosure, the control method further includes:

[0028] A stop signal is sent to the motor controller, and after receiving the stop signal, the motor controller stops providing power and control signals to the motor to cut off the motor.

[0029] The locomotive frequency converter, locomotive brake system and control method disclosed in the present invention can monitor the pressure value in real time and transmit the data to the control board in real time. This real-time feedback mechanism enables the system to respond quickly to pressure changes, accurately control the speed of the compressor motor by adjusting the output voltage and frequency of the motor controller, and then automatically control the displacement of the compressor, thereby ensuring that the pressure in the main air cylinder remains within the set target range. During the operation of the locomotive, the performance of the locomotive brake system is directly affected by the compressed air pressure in the main air cylinder. By accurately controlling the pressure, the response speed and stability of the brake system can be improved, ensuring that the locomotive can stop quickly and reliably in an emergency.

[0030] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The accompanying drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present disclosure, and together with the specification are used to explain the principles of the present disclosure. Obviously, the accompanying drawings described below are only some embodiments of the present disclosure, and for ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without creative work.

[0032] Figure 1Schematic diagram of a locomotive inverter in an embodiment of the present disclosure.

[0033] Figure 2 1 is a circuit diagram of a locomotive inverter in an embodiment of the present disclosure.

[0034] Figure 3 Flow chart of a control method of a locomotive braking system in an embodiment of the present disclosure.

[0035] In the figure: 1. Motor; 2. Motor controller; 3. Control board. DETAILED DESCRIPTION

[0036] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be comprehensive and complete and will fully convey the concepts of the example embodiments to those skilled in the art. The same reference numerals in the figures represent the same or similar structures, and thus their detailed description will be omitted.

[0037] Although relative terms such as "upper" and "lower" are used in this specification to describe the relative relationship of one component of the illustration to another component, these terms are used in this specification only for convenience, such as according to the orientation of the examples described in the drawings. It is understood that if the device of the illustration is turned upside down, the component described as "upper" will become the component "lower". When a structure is "on" other structures, it may mean that the structure is formed integrally on the other structure, or that the structure is "directly" disposed on the other structure, or that the structure is "indirectly" disposed on the other structure through another structure.

[0038] The terms "a", "an", "the" and "said" are used to indicate the presence of one or more elements / components / etc.; the terms "including" and "having" are used to indicate an open-ended inclusive meaning and mean that there may be additional elements / components / etc. in addition to the listed elements / components / etc. The terms "first", "second" and "third" are used only as labels and are not intended to limit the quantity of their objects.

[0039] The embodiment of the present disclosure provides a frequency converter for a locomotive. The locomotive may include a compressor, which is used to provide the required compressed air to the main air cylinder of the locomotive braking system. The compressor may include a motor 1, such as Figure 1 and Figure 2 As shown, the frequency converter may include a pressure sensor, a control board 3 and a motor controller 2, wherein:

[0040] The pressure sensor at least partially penetrates into the main air cylinder and detects the pressure value in the main air cylinder;

[0041] The control board 3 is connected to the pressure sensor, and the control board 3 can receive the pressure value and compare the pressure value with the pressure target value to form a comparison result; the control board 3 can issue a control instruction according to the comparison result;

[0042] The input end of the motor controller 2 is connected to the control board 3 , and the output end is connected to the motor 1 . The motor controller 2 can receive control instructions and adjust the output voltage and frequency of the motor controller 2 according to the control instructions to control the speed of the motor 1 .

[0043] The inverter for locomotives disclosed in the present invention can monitor the pressure value in real time and transmit the data to the control board 3 in real time. This real-time feedback mechanism enables the system to respond quickly to pressure changes, accurately control the speed of the motor 1 of the compressor by adjusting the output voltage and frequency of the motor controller 2, and then automatically control the displacement of the compressor, thereby ensuring that the pressure in the main air cylinder remains within the set target range. During the operation of the locomotive, the performance of the locomotive braking system is directly affected by the compressed air pressure in the main air cylinder. By accurately controlling the pressure, the response speed and stability of the braking system can be improved, ensuring that the locomotive can stop quickly and reliably in an emergency.

[0044] The following is a detailed description of the various parts and specific details of the locomotive inverter disclosed in the present invention:

[0045] The main air cylinder of the locomotive braking system is mainly used to store compressed air generated by the compressor. It is usually installed on the locomotive and can be connected to the braking system of each vehicle through the train pipe. When the driver needs to brake the locomotive, the compressed air in the main air cylinder will be sent to the train pipe brake cylinder in the braking system. The compressed air entering the brake cylinder can push the piston in the brake cylinder to move, and then compress the friction plate or brake drum and other components in the brake mechanism, thereby generating braking force. In the above process, the pressure value in the main air cylinder directly affects the response speed and stability of the braking system, which is crucial to ensure the safety of locomotive driving. Therefore, accurately controlling the pressure value in the main air cylinder helps to improve the driving safety of the locomotive.

[0046] In some embodiments of the present disclosure, a pressure sensor (not shown in the figure) may include a detection probe, a conversion element and a circuit part. The detection probe can be used to detect pressure changes and convert them into corresponding physical quantities; the conversion element converts the physical quantity into an electrical signal for transmission and processing; the circuit part amplifies, filters and converts the electrical signal to output a usable pressure value. The pressure sensor at least partially penetrates into the main air cylinder, which can be used to detect the pressure value in the main air cylinder in real time. For example, the detection probe of the pressure sensor can penetrate into the main air cylinder. In some embodiments of the present disclosure, the part of the pressure sensor that penetrates into the main air cylinder can be located at the top of the main air cylinder, the side of the main air cylinder, near the outlet of the main air cylinder, or integrated inside the main air cylinder. It should be noted that the number of pressure sensors can be one or more, and there is no special limitation here.

[0047] The control board 3 can be arranged outside the main air cylinder and can be connected to the pressure sensor via a cable or wireless connection. The control board 3 can receive the pressure value detected by the pressure sensor and issue control instructions according to preset logical rules.

[0048] For example, the control board 3 may be composed of a microprocessor, an input interface, an output interface, a memory, and a power supply. The microprocessor is the brain of the control board 3 and is responsible for performing various operations and logical judgments. The input interface and the output interface are used to communicate or connect with external devices (such as a pressure sensor, a motor controller 2, a power supply, etc.). In some embodiments of the present disclosure, the number of input interfaces of the control board 3 may be multiple, one of the multiple input interfaces may be connected to a pressure sensor, and one input interface may be connected to a power supply, and the power supply may provide 110V direct current to the control board 3. The memory may be used to store programs and data for access and processing by the microprocessor. The power supply may provide the required electrical energy for the control board 3.

[0049] In the present disclosure, after the control board 3 receives the pressure value from the pressure sensor, it can be pre-processed (such as amplification, filtering, etc.), and then it can be compared with the pressure target value pre-stored in the memory to form a comparison result. The pressure target value in the present disclosure can be a fixed value or a pre-set value range. The comparison results can include three categories, the first category is that the pressure value is equal to the pressure target value; the second category is that the pressure value is less than the pressure target value; the third category is that the pressure value is greater than the target pressure value. It should be noted that when the pressure target value is a pre-set value range, when the pressure value transmitted to the control board 3 by the pressure sensor is within the pre-set value range, the pressure value can be considered to be equal to the pressure target value; when the pressure value transmitted to the control board 3 by the pressure sensor is less than the minimum pressure value in the pre-set value range, the pressure value can be considered to be less than the pressure target value; when the pressure value transmitted to the control board 3 by the pressure sensor is greater than the maximum pressure value in the pre-set value range, the pressure value can be considered to be greater than the pressure target value.

[0050] In an exemplary embodiment of the present disclosure, the control board 3 may issue a corresponding control instruction according to the above comparison result, and the control instruction may be transmitted to a component connected to the output interface through the output interface.

[0051] In some embodiments of the present disclosure, the control board 3 can also detect the working state of the motor 1 in real time, and can store the working state information of the motor 1 in the memory, so as to call and check the historical working state of the motor 1 during maintenance. At the same time, the control board 3 can also communicate with the locomotive main control center to record the running state of the locomotive.

[0052] The motor controller 2 can be connected to the control board 3. For example, the input end of the motor controller 2 can be connected to the output interface of the control board 3. The motor controller 2 can receive the control instruction output by the control board 3 and adjust the output voltage and frequency of the motor controller 2 according to the control instruction. The output end of the motor controller 2 can be connected to the motor 1. By changing the output voltage and frequency of the motor controller 2, the speed of the motor 1 of the compressor can be adjusted, and then the displacement of the compressor (i.e., the air filling rate of the total air cylinder) can be adjusted, so as to achieve accurate control of the pressure value in the total air cylinder.

[0053] In some embodiments of the present disclosure, the motor controller 2 is composed of a power circuit, a control circuit, and a protection circuit. The power circuit is responsible for converting the input power into a voltage and current suitable for the operation of the motor 1. Figure 2As shown, the power circuit can be connected to the power input interface of the motor controller 2, and can filter and rectify the voltage input to the power input interface of the motor controller 2, thereby converting the input AC power into DC power, and at the same time can reduce electromagnetic interference and improve voltage stability. The power circuit can also include a pre-charging circuit, which is connected to the rectifier circuit. At the initial start-up of the inverter, the DC bus is pre-charged through the control of the relay K1, which can effectively prevent the damage of the subsequent circuit caused by the sudden increase in voltage. The power circuit can also include an inverter circuit, which can convert the DC power obtained after filtering and rectification into three-phase AC power through the inverter circuit for the convenience of the power supply machine. It should be noted that the power input interface of the motor controller 2 can be multiple, and the multiple power input interfaces can be connected to a DC power supply or an AC power supply respectively, but when the motor controller 2 is powered, only one power input interface is allowed to power the motor controller 2 at the same time, and the other power input interfaces can be used as a redundant design; when one of the power input interfaces fails, other power input interfaces can be enabled to power the motor controller 2. Such a design can prevent a certain power input interface from failing, and can ensure the driving stability and driving safety of the locomotive. In the present disclosure, an alternating current of 380V to 440V or a direct current of 600V may be provided to the motor controller 2 through a power input interface.

[0054] The control circuit is responsible for receiving the control instructions from the control board 3 and adjusting the output parameters of the power circuit (for example, output voltage and frequency) according to the control instructions. The protection circuit is used to monitor the operating state of the motor 1 to prevent abnormal conditions such as overcurrent and overvoltage.

[0055] When the motor controller 2 receives the control instruction from the control board 3, the motor controller 2 can parse the information in the control instruction and then adjust the output parameters of the power circuit (such as voltage, frequency, etc.). The change of these parameters will directly affect the speed and output power of the motor 1, thereby changing the working state of the compressor. In the present disclosure, the pressure value of the total air cylinder is detected in real time, and the input parameters of the motor 1 (i.e., the output parameters of the motor controller 2) are continuously adjusted by feedback, thereby achieving accurate control of the pressure value in the total air cylinder.

[0056] For example, when the comparison result is that the pressure value is less than the pressure target value, the control instruction may be to increase the output voltage and frequency of the motor controller 2. At this time, the speed of the motor 1 becomes faster, the air filling speed increases, and the pressure value of the total air cylinder can be quickly increased so that the pressure value in the total air cylinder meets the pressure value required in the current operating state of the locomotive. When the comparison result is that the pressure value is greater than the pressure target value, the control instruction is to reduce the output voltage and frequency of the motor controller 2. At this time, the speed of the motor 1 becomes slower, the air filling speed decreases, and the pressure value of the total air cylinder can be quickly reduced so that the pressure value in the total air cylinder meets the pressure value required in the current operating state of the locomotive. When the comparison result is that the pressure value is equal to the pressure target value, the control instruction is to maintain the output voltage and frequency of the motor controller 2 unchanged. At this time, the speed of the motor 1 remains unchanged, the air filling speed remains unchanged, and the pressure value of the total air cylinder remains unchanged.

[0057] The signal monitor can be used as an auxiliary component in the locomotive inverter to monitor the pressure in the main air cylinder and then form a monitoring signal. The signal monitor is connected to the control board 3 and can transmit the monitoring signal to the control board 3. The signal monitor and the pressure sensor can simultaneously detect the pressure value of the main air cylinder. Even if the pressure sensor fails or has an error, the system can still obtain accurate pressure information through the monitoring signal. The setting of the signal monitor provides double protection for the system, which helps to ensure the accuracy and reliability of the pressure value.

[0058] The structure of the signal monitor is similar to that of the pressure sensor. For example, the signal monitor includes a detection probe, a conversion element, and a circuit part. The detection probe can detect the pressure change in the main air cylinder, the conversion element converts the pressure into an electrical signal, and the circuit part amplifies and processes the electrical signal, and then converts the electrical signal into a pressure value. The signal monitor at least partially penetrates into the main air cylinder, which can be used to detect the pressure in the main air cylinder in real time. For example, the detection probe of the signal monitor can penetrate into the main air cylinder. In some embodiments of the present disclosure, the part of the signal monitor that penetrates into the main air cylinder can be located at the top of the main air cylinder, on the side of the main air cylinder, near the outlet of the main air cylinder, or integrated inside the main air cylinder. It should be noted that the signal monitor and the pressure sensor can be located at different positions of the main air cylinder. For example, the pressure sensor can be located at the top of the main air cylinder, and the signal monitor can be located near the outlet of the main air cylinder.

[0059] The working principle of the signal monitor is similar to that of the pressure sensor. When the pressure in the main air cylinder changes, the detection probe will sense this change and produce a corresponding physical response. The conversion element converts this physical response into an electrical signal, which is amplified and processed by the circuit part. Finally, the processed electrical signal is transmitted to the control board 3. After the control board 3 receives the pressure signal and the monitoring signal, it will immediately perform a real-time comparison. The consistency of the two signals is determined by complex algorithms and preset error ranges. If the pressure signal and the monitoring signal are consistent within the preset error range, the pressure value is considered to be a reliable signal, and subsequent control and adjustment will continue based on the signal.

[0060] However, if the difference between the pressure signal and the monitoring signal exceeds the preset error range, the control board 3 will immediately sound an alarm to prompt the operator to pay attention. This indicates that there may be a pressure sensor failure, signal interference or other problems, resulting in an inaccurate pressure signal.

[0061] The present disclosure also provides a locomotive braking system, which may include a locomotive frequency converter, a main air cylinder, and a compressor in any of the above embodiments. The compressor may be used to provide the required compressed air to the main air cylinder, and the locomotive frequency converter may be used to adjust the speed of the motor 1 of the compressor to control the filling rate of the main air cylinder and the pressure value in the main air cylinder. The specific details of each part of the locomotive braking system have been described in detail in the corresponding locomotive frequency converter embodiment, so they will not be repeated here.

[0062] In an exemplary embodiment of the present disclosure, the locomotive braking system of the present disclosure may further include a manual stop switch, which may be arranged on the control board 3, and the manual stop switch may be connected to the power supply of the motor 1. The manual stop switch may be used as an emergency stop button, which is designed as a quick response device. When the manual stop switch is pressed in an emergency, the control board 3 can cut off the power supply of the motor 1. For example, when the manual stop switch is pressed, a stop signal is sent to the control board 3. The stop signal may be a simple switch status signal (such as a normally open contact closure) or a digital signal containing more information (such as a stop reason, a timestamp, etc.). After receiving the stop signal, the control board 3 immediately executes the corresponding stop logic.

[0063] The manual stop switch may be arranged at a position that is easily accessible and conspicuous to the operator so that it can be quickly operated in an emergency. For example, the manual stop switch may be arranged on the surface of the control board 3, and may be connected to the control board 3 by hard wire or digital signal transmission. Among them, the hard wire connection usually uses a relay or a contactor to realize the opening and closing of the circuit, while the digital signal transmission may be realized through a serial communication interface (such as RS-485, CAN bus, etc.) or a digital I / O interface.

[0064] In an exemplary embodiment of the present disclosure, the locomotive braking system of the present disclosure may also include a manual cut-off switch, which may be connected to the control board 3; by pressing the manual cut-off switch, the control board 3 may send a stop signal to the motor controller 2, and after receiving the stop signal, the motor controller 2 may stop providing power and control signals to the motor 1 to cut off the motor 1.

[0065] The manual cut-off switch can isolate the motor 1 from the system when it is not needed to operate, so as to facilitate maintenance, repair or troubleshooting of the motor 1. The setting of the manual cut-off switch helps to improve the maintainability and availability of the equipment and reduce the downtime caused by maintenance or troubleshooting.

[0066] For example, the manual cut-off switch can be connected to the control board 3 through a wire or a trace on a circuit board. This connection allows the control board 3 to monitor the status of the manual cut-off switch and perform corresponding operations as needed. When the manual cut-off switch is activated, a signal can be sent to the control board 3, indicating that the power supply to the motor 1 or the motor controller 2 needs to be cut off. This signal may be a simple switch status signal, or a digital signal containing more information. After receiving the signal sent by the manual cut-off switch, the control board 3 can send a stop signal to the motor controller 2. After receiving the stop signal, the motor controller 2 can stop providing power and control signals to the motor 1, thereby cutting off the motor 1.

[0067] The present disclosure also provides a control method for a locomotive brake system. The locomotive includes a compressor, which is used to provide required compressed air to the main air cylinder of the locomotive brake system. The compressor includes a motor 1, such as Figure 3 As shown, the control method may include steps S110 to S130, wherein:

[0068] Step S110, detecting the pressure value in the main air cylinder;

[0069] Step S120, comparing the pressure value with the pressure target value to form a comparison result, and issuing a control instruction according to the comparison result;

[0070] Step S130, adjusting the output voltage and frequency of the motor controller of the motor according to the control instruction.

[0071] In an exemplary embodiment of the present disclosure, the control method of the locomotive braking system of the present disclosure may further include step S140 and step S150, wherein:

[0072] Step S140, monitoring the pressure in the main air cylinder to form a monitoring signal;

[0073] Step S150, compare the pressure value with the monitoring signal; when the difference between the pressure value and the monitoring signal is within a preset error range, determine that the pressure value is a reliable signal; when the difference between the pressure value and the monitoring signal exceeds the preset error range, alarm.

[0074] In an exemplary embodiment of the present disclosure, the control method of the locomotive braking system of the present disclosure may further include:

[0075] Step S160, manually cutting off the power supply of the motor.

[0076] In an exemplary embodiment of the present disclosure, the control method of the locomotive braking system of the present disclosure may further include:

[0077] Step S170, sending a stop signal to the motor controller, and after receiving the stop signal, the motor controller stops providing power and control signals to the motor to cut off the motor.

[0078] In some embodiments of the present disclosure, voltage detection, current detection, temperature detection, pressure detection, vibration detection and communication status detection can also be performed on the motor 1 in real time, so as to understand the status parameters of the motor in real time, so as to promptly discover and solve problems when the motor parameters are abnormal, thereby ensuring the safe operation of the locomotive.

[0079] Each step of the control method of the locomotive brake system disclosed in the present invention and its beneficial effects have been described in detail in the corresponding embodiments of the locomotive inverter and the locomotive brake system, and therefore, they will not be repeated here.

[0080] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. This application is intended to cover any modification, use or adaptation of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary techniques in the art that are not disclosed in the present disclosure. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present disclosure are indicated by the appended claims.

Claims

1. A frequency converter for a locomotive, the locomotive comprising a compressor, the compressor being used to provide the required compressed air to the main air cylinder of the locomotive braking system, the compressor comprising a motor, characterized in that: The frequency converter comprises: A pressure sensor, at least partially extending into the main air cylinder, and detecting a pressure value in the main air cylinder; A control board connected to the pressure sensor, the control board can receive the pressure value and compare the pressure value with the pressure target value to form a comparison result; the control board can issue a control instruction according to the comparison result; A motor controller, wherein the input end of the motor controller is connected to the control board, and the output end is connected to the motor. The motor controller can receive the control instruction and adjust the output voltage and frequency of the motor controller according to the control instruction to control the speed of the motor.

2. The locomotive inverter according to claim 1, characterized in that: The locomotive frequency converter also includes: A signal monitor, at least partially extending into the main air cylinder, the signal monitor is used to monitor the pressure in the main air cylinder to form a monitoring signal, and transmit the monitoring signal to the control board; The control board compares the pressure value with the monitoring signal; when the difference between the pressure value and the monitoring signal is within a preset error range, the pressure value is determined to be a reliable signal; and when the difference between the pressure value and the monitoring signal exceeds the preset error range, an alarm is triggered.

3. The locomotive inverter according to claim 1, characterized in that: The comparison result includes the pressure value being less than the pressure target value and the pressure value being greater than the pressure target value; when the comparison result is that the pressure value is less than the pressure target value, the control instruction is to increase the output voltage and frequency of the motor controller; when the comparison result is that the pressure value is greater than the pressure target value, the control instruction is to reduce the output voltage and frequency of the motor controller.

4. A locomotive braking system, characterized in that: It comprises the locomotive frequency converter, main air cylinder and compressor as described in any one of claims 1-3, wherein the compressor is used to provide the required compressed air to the main air cylinder, and the locomotive frequency converter is used to adjust the speed of the motor of the compressor to control the air filling rate of the main air cylinder.

5. The locomotive braking system according to claim 4, characterized in that: The locomotive braking system also includes: A manual stop switch is arranged on the control board, and the manual stop switch is connected to the power supply of the motor; pressing the manual stop switch can cut off the power supply of the motor.

6. The locomotive braking system according to claim 4, characterized in that: The locomotive braking system also includes: A manual cut-off switch is connected to the control board; when the manual cut-off switch is pressed, the control board sends a stop signal to the motor controller, and after receiving the stop signal, the motor controller stops providing power and control signals to the motor to cut off the motor.

7. A control method for a locomotive brake system, wherein the locomotive comprises a compressor, the compressor is used to provide required compressed air to a main air cylinder of the locomotive brake system, the compressor comprises a motor, and is characterized in that: The control method comprises: Detecting the pressure value in the main air cylinder; Comparing the pressure value with a pressure target value to form a comparison result, and issuing a control instruction according to the comparison result; The output voltage and frequency of the motor controller of the motor are adjusted according to the control instruction.

8. The control method according to claim 7, characterized in that: The control method further comprises: Monitoring the pressure in the main air cylinder to form a monitoring signal; The pressure value is compared with the monitoring signal; when the difference between the pressure value and the monitoring signal is within a preset error range, the pressure value is judged to be a reliable signal; when the difference between the pressure value and the monitoring signal exceeds the preset error range, an alarm is triggered.

9. The control method according to claim 7, characterized in that: The control method further comprises: Manually remove power to the motor.

10. The control method according to claim 7, characterized in that: The control method further comprises: A stop signal is sent to the motor controller, and after receiving the stop signal, the motor controller stops providing power and control signals to the motor to cut off the motor.

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