Method for optimizing parking brake control of electric locomotive

Abstract

The invention provides an electric locomotive parking brake control optimization method, which comprises the following steps that in the wind pressure rising process, when the pressure of a pressure switch B40.07 is 0-480kPa, an elastic stop system is in an application state, locomotive traction is blocked, and an indicator lamp of the elastic stop state of a control console is always on; when the pressure of the pressure switch B40.07 is more than 480kPa, the bouncing stop system is in a relieving state, and the bouncing stop state indicator lamp of the control board is extinguished; in the wind pressure decreasing process, when the pressure of the pressure switch B40.07 is 450 kPa or above, the bouncing stop system is in a relieving state, and the bouncing stop state indicator lamp of the control board is not turned on; and when the pressure of the pressure switch B40.07 is 450-0kPa, the elastic stop system is in an application state, the traction of the locomotive is blocked, and the elastic stop state indicator lamp of the control board is normally on. According to the control method provided by the invention, parking braking air pressure control logic is optimized, a protection effect can be achieved when bouncing stopping is accidentally applied due to locomotive pipeline air leakage or air pipe fracture faults, and risks are effectively controlled.

Description

Technical Field

[0001] The present invention relates to the technical field of parking brake control, and in particular to a method for optimizing parking brake control of an electric locomotive. Background Art

[0002] At present, all electric locomotives are equipped with parking brake devices, which are applied to prevent the vehicle from slipping when stopped. The locomotive microcomputer system collects the pressure signals of the two pressure switches in the brake cabinet as the basis for judging the status of the parking brake unit. The microcomputer system implements traction control and prompts through the indicator lights on the control panel. When the driver operates the parking brake button and the parking release button, the two-way solenoid valve in the brake cabinet will act accordingly to control the action of the parking brake cylinder under the vehicle, realizing the parking brake and release of the locomotive. At the same time, the interlocking of parking brake and air brake is set, that is, when the brake cylinder is charged with air for braking, the parking brake cylinder is automatically released.

[0003] In the prior art, the parking brake devices of the HXD3B locomotive are arranged on the right side of axles 1 and 3 and on the left side of axles 4 and 6. When cracks or air leakage occurs in the relevant pipelines of the parking brake device at one of the axles, and the crew fails to observe the warning in time and take appropriate measures, the wind pressure will continue to decrease, causing a single parking brake device to operate for a period of time, but will not cause the wheel at that position to lock. When the wind pressure continues to decrease to a certain limit, the locomotive will block the traction output, and the locomotive brake disc and brake pads may be damaged to a certain extent in the process. Summary of the invention

[0004] According to the technical problems mentioned in the above background technology, a method for optimizing parking brake control of an electric locomotive is provided.

[0005] The technical means adopted by the present invention are as follows:

[0006] A method for optimizing parking brake control of an electric locomotive, comprising an R30 module, the method comprising the following steps:

[0007] During the process of wind pressure rising, when the pressure of pressure switch B40.07 is between 0 and 480 kPa, the spring stop system is in the applied state, the locomotive traction is blocked, and the spring stop status indicator light on the control panel is always on; when the pressure of pressure switch B40.07 is above 480 kPa, the spring stop system is in the relieved state, and the spring stop status indicator light on the control panel is off;

[0008] During the process of wind pressure decreasing, when the pressure of pressure switch B40.07 is above 450kPa, the spring stop system is in the relief state, and the spring stop status indicator light on the control panel is off; when the pressure of pressure switch B40.07 is between 450 and 0kPa, the spring stop system is in the application state, the locomotive traction is blocked, and the spring stop status indicator light on the control panel is always on.

[0009] Furthermore, the application state of the spring stop system is determined by collecting the normally closed contact signal of the pressure switch B40.07.

[0010] Furthermore, the pressure switch B40.07 to TCMS feedback signal is connected to the normally closed contact of the pressure switch B40.07.

[0011] Furthermore, the traction blocking value of the spring-stop system is lower than 450 kPa.

[0012] Furthermore, the pressure switch B40.07 is provided with one group of normally open contacts and one group of normally closed contacts.

[0013] Furthermore, the R30 module includes a fire plug door and a one-way valve; the R30 module uses a fire feedback prompt circuit to prompt the driver through an LED two-color light when the parking brake is accidentally applied during the fire feedback period.

[0014] Furthermore, the fire plug door controls the parking reminder relay KE7; the parking reminder relay KE7 is a contactor relay with an arc extinguishing device and four pairs of normally open and normally closed contacts.

[0015] Furthermore, when the locomotive is operating normally, the fire-free plug door is in the closed position, the normally closed contacts 51-52 are closed, the DC110V electricity is transmitted via the 899 line to the 859 line, and the HL99 two-color light is on green; when the locomotive is returning fire-free, the fire-free plug door is in the open position, the R30 plug door contacts 6-7 are closed, the DC110V electricity is transmitted via the 899 line to the 857 line, the relay KE7 is energized, the normally closed contacts 51-52 are disconnected, the normally open contacts 6-7, 13-14, 23-24 are closed, and the HL99 two-color light is on red, prompting the driver that the fire-free plug door is open. At the same time, the 899 line is energized through the normally open contacts 23-24 of KE7 to energize 821, cutting off the function of the locomotive to apply the parking brake when the fire is returned and keeping the parking relief solenoid valve continuously energized. A diode D87 is added to prevent 821 from causing impact on the 15M module after being energized.

[0016] Compared with the prior art, the present invention has the following advantages:

[0017] The control method provided by the present invention does not need to change the control logic of the microcomputer system and the brake system. It only needs to move the existing B40.11 to VCU feedback signal on the brake cabinet to B40.07. The parking brake air pressure control logic is optimized to play a protective role when the locomotive pipeline leaks or the air duct breaks and causes the spring stop to be accidentally applied, effectively controlling the risk. The fire-free return function is optimized to avoid the parking brake being applied when there is no fire return. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0019] Figure 1 It is a schematic diagram of a parking brake control circuit in the prior art.

[0020] Figure 2 This is a logical diagram of wind pressure control in the prior art.

[0021] Figure 3 This is a simplified diagram showing the optimization of the principles of the present invention.

[0022] Figure 4 This is a schematic diagram of control optimization of the present invention. DETAILED DESCRIPTION

[0023] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0024] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0025] like Figure 1 The figure shows a method for optimizing the parking brake control of electric locomotives in the prior art. The existing parking brake control method of electric locomotives is that when the parking brake button SB83 is pressed, the 3rd and 4th points of SB83 are closed, the 545 line is energized, and the electrical signal is input to the DI11 of the console input and output module DDIO, and transmitted to the locomotive control unit VCU via optical fiber. The control relationship of the parking brake device is as follows: Figure 1As shown, the microcomputer controls the DO4 output of the input and output module 15M through logical judgment, and the electrical signal is sent to the spring brake solenoid valve YV96 (B40.03.2) through the 110V power supply 899 and 820 lines. The spring brake solenoid valve YV96 is energized and actuated, and the parking brake is implemented after the parking brake cylinder under the vehicle is exhausted. On the other hand, the KP5 parking pressure switch 1 (B40.07) and the KP6 parking pressure switch 2 (B40.11) send the pressure signal to the DI2 and DI8 input channels of 15M. Based on these two pressure signals, the microcomputer controls the DO3 output of DDIO and lights up the parking indicator HL35.

[0026] When the parking release button SB85 is pressed, the 3rd and 4th points of SB85 are closed, the 546 line is energized, and the electrical signal is input to the DI12 of the console input and output module DDIO, and transmitted to the locomotive control unit VCU through the optical fiber. After logical judgment, the microcomputer controls the output of DO2 and DO3 of the input and output module 15M, and the electrical signal is sent to the spring-release release solenoid valve YV95 through the 899, 817, and 819 lines. The spring-release release solenoid valve YV95 is energized and actuated, and the parking brake cylinder under the vehicle is charged and released. On the other hand, the microcomputer controls the DO3 output of DDIO to lose power according to the KP5 and KP6 pressure signals, and the parking indicator light HL35 goes out.

[0027] Then the specific control logic of the two processes of wind pressure increase and wind pressure decrease is:

[0028] When the wind pressure rises, the wind pressure is 0 to 120kPa (measured by B40.11 and transmitted to the microcomputer system): the spring stop is in the applied state, the locomotive traction is blocked, and the spring stop status indicator on the control panel is always on. The wind pressure is 120 to 480kPa (measured by B40.07 and B40.11): the spring stop is in the process of moving from application to relief, the locomotive releases the traction blockade, and the spring stop status indicator on the control panel flashes. The wind pressure is above 480kPa (measured by B40.07): the spring stop is in the relief state, and the spring stop status indicator on the control panel is off.

[0029] When the wind pressure is decreasing, the wind pressure is above 450kPa (pressure measured by B40.07): the spring stop is in the relief state, and the spring stop status indicator on the control panel is off. The wind pressure is between 450 and 80kPa: the spring stop is in the process of moving from relief to application, and the spring stop status indicator on the control panel flashes. The wind pressure is between 80 and 0kPa (pressure measured by B40.07): the spring stop is in the application state, the locomotive traction is blocked, and the control panel status indicator is always on.

[0030] Since the parking brake devices of the HXD3B locomotive are arranged on the right side of axles 1 and 3 and on the left side of axles 4 and 6, when there are cracks or air leakage in the relevant pipelines of the parking brake device at one of the axles, and the crew fails to observe the warning in time and take appropriate measures, the wind pressure will continue to decrease, causing a single parking brake device to operate for a period of time, but will not cause the wheel at that position to lock. When the wind pressure continues to decrease to a certain limit, the locomotive will block the traction output, and the locomotive brake disc and brake pads may be damaged in the process.

[0031] In the existing technology, B40.07 (KP5) and B40.11 (KP6) pressure switches are the same model products, with one set of normally open contacts and one set of normally closed contacts respectively. The feedback signal from B40.07 to TCMS is connected to the normally open contact, and the feedback signal from B40.11 to TCMS is connected to the normally closed contact. The feedback signal from B40.11 to TCMS is connected to the normally closed contact of B40.07. Connect two wires of No. 849 to the normally closed contact of B40.07. The principle optimization diagram is as follows Figure 3 shown.

[0032] As a preferred embodiment, the present application connects the original B40.11 to TCMS feedback signal line to the B40.07 normally closed contact, and changes the traction blocking value of the spring stop system from less than 80kPa to less than 450kPa, which can play a protective role when the spring stop is accidentally applied due to air leakage in the locomotive pipeline or duct rupture. Figure 4 To solve the possible operational safety risks of HXD3B locomotives and eliminate the risk of misjudgment of crew members who need to make judgments and operations after the console status indicator flashes, the microcomputer directly collects the normally closed contact signal of the B40.07 pressure switch to determine the state of the spring stop, that is, it is only necessary to move the existing B40.11 to VCU feedback signal on the brake cabinet to B40.07. Specifically, the air pressure control logic is changed as follows Figure 4 shown.

[0033] During the process of wind pressure rising, when the pressure of pressure switch B40.07 is between 0 and 480 kPa, the spring stop system is in the applied state, the locomotive traction is blocked, and the spring stop status indicator light on the control panel is always on; when the pressure of pressure switch B40.07 is above 480 kPa, the spring stop system is in the relieved state, and the spring stop status indicator light on the control panel is off;

[0034] During the process of wind pressure decreasing, when the pressure of pressure switch B40.07 is above 450kPa, the spring stop system is in the relief state, and the spring stop status indicator light on the control panel is off; when the pressure of pressure switch B40.07 is between 450 and 0kPa, the spring stop system is in the application state, the locomotive traction is blocked, and the spring stop status indicator light on the control panel is always on.

[0035] The present application also provides that the R30 module is composed of a "fireless plug door" and a one-way valve. The existing "fireless plug door" needs to be replaced with a plug door with electrical contacts for use in the newly added alarm prompt circuit.

[0036] The parking brake double pulse solenoid valve is replaced, the manual button (left and right push rods) is transformed into a non-self-reset type, and the manual button of the relief position is changed to a green button. By adding a fire return reminder circuit, when the parking brake is accidentally applied during the fire return period, the LED two-color light will remind the driver. The circuit is directly powered by the battery, and after the transformation, it has the following functions:

[0037] The fire-free plug door controls the parking reminder relay KE7; it is a contactor-type relay with an arc-extinguishing device and four pairs of normally open and normally closed contacts. It uses a "fire-free plug door" to control its working state.

[0038] When the locomotive is operating normally, the "fire-free plug door" is in the closed position, the normally closed contacts 51-52 are closed, the DC110V power is transmitted through the 899 line to the 859 line, and the HL99 two-color light is green; when the locomotive is returning without fire, the "fire-free plug door" is in the open position, the R30 plug door contacts 6-7 are closed, the DC110V power is transmitted through the 899 line to the 857 line, the relay KE7 is energized, the normally closed contacts 51-52 are disconnected, the normally open contacts 6-7, 13-14, 23-24 are closed, and the HL99 two-color light is red, prompting the driver that the fire-free plug door is open. At the same time, the 899 line is energized through the normally open contacts 23-24 of KE7 to energize 821, thereby cutting off the function of the locomotive to apply the parking brake when the fire is returned without power and keeping the parking relief solenoid valve continuously energized. A new diode D87 is added to prevent 821 from impacting the 15M module after being energized.

[0039] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0040] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0041] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0042] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0043] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0044] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0045] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for optimizing parking brake control of an electric locomotive, characterized in that: With the R30 module, the method comprises the following steps: During the process of wind pressure rising, when the pressure of pressure switch B40.07 is between 0 and 480 kPa, the spring stop system is in the applied state, the locomotive traction is blocked, and the spring stop status indicator light on the control panel is always on; when the pressure of pressure switch B40.07 is above 480 kPa, the spring stop system is in the relieved state, and the spring stop status indicator light on the control panel is off; During the process of wind pressure decreasing, when the pressure of pressure switch B40.07 is above 450kPa, the spring stop system is in the relief state, and the spring stop status indicator light on the control panel is off; when the pressure of pressure switch B40.07 is between 450 and 0kPa, the spring stop system is in the application state, the locomotive traction is blocked, and the spring stop status indicator light on the control panel is always on.

2. The method for optimizing parking brake control of an electric locomotive according to claim 1, characterized in that: The application status of the spring stop system is determined by collecting the normally closed contact signal of the pressure switch B40.

07.

3. The method for optimizing parking brake control of an electric locomotive according to claim 1, characterized in that: The pressure switch B40.07 to TCMS feedback signal is connected to the normally closed contact of the pressure switch B40.

07.

4. The method for optimizing parking brake control of an electric locomotive according to claim 1, characterized in that: The traction blocking value of the elastic stop system is less than 450kPa.

5. The method for optimizing parking brake control of an electric locomotive according to claim 1, characterized in that: The pressure switch B40.07 is provided with one set of normally open contacts and one set of normally closed contacts.

6. The method for optimizing parking brake control of an electric locomotive according to claim 1, characterized in that: The R30 module includes a fire plug and a one-way valve; the R30 module uses a fire return prompt circuit to prompt the driver through an LED two-color light when the parking brake is accidentally applied during the fire return period.

7. The method for optimizing parking brake control of an electric locomotive according to claim 1, characterized in that: The fire plug door controls the parking warning relay KE7; the parking warning relay KE7 is a contactor relay with an arc extinguishing device and four pairs of normally open and normally closed contacts.

8. The method for optimizing parking brake control of an electric locomotive according to claim 1, characterized in that: When the locomotive is operating normally, the fire-free plug door is in the closed position, the normally closed contacts 51-52 are closed, DC110V electricity is transmitted through line 899 to line 859, and the HL99 two-color light is on green; when the locomotive is returning fire-free, the fire-free plug door is in the open position, the R30 plug door contacts 6-7 are closed, DC110V electricity is transmitted through line 899 to line 857, the relay KE7 is energized, the normally closed contacts 51-52 are disconnected, the normally open contacts 6-7, 13-14, 23-24 are closed, the HL99 two-color light is on red, prompting the driver that the fire-free plug door is open, and at the same time, the 899 line is energized through the normally open contacts 23-24 of KE7 to energize 821, cutting off the function of applying the parking brake when the locomotive is returning fire-free and keeping the parking relief solenoid valve continuously energized, and a diode D87 is added to prevent 821 from impacting the 15M module after being energized.

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