A rail vehicle anti-skid test method and system

Abstract

The present application provides a rail vehicle anti-skid test method and system, the method comprising: simulating the rail vehicle speed at each axle of the rail vehicle, and collecting the real value of the rail vehicle speed during the simulation of the rail vehicle speed in real time; adjusting the rail vehicle speed during the simulation of the rail vehicle speed according to the real value of the rail vehicle speed and a preset rail vehicle speed setting value; collecting and obtaining the brake cylinder pressure during the simulation of the rail vehicle speed; controlling the rail vehicle speed, and obtaining the anti-skid test result according to the real value of the rail vehicle speed, the brake cylinder pressure, and the preset anti-skid logic. The present application can automatically control the start and stop and speed regulation of the speed simulators of each axle of the rail vehicle, and by collecting the changes between the brake cylinder pressure and the rail vehicle speed, it can realize the automated anti-skid test of all axles of the rail vehicle, thereby improving the test efficiency.

Description

Technical Field

[0001] The present application relates to the field of information communication, and in particular to a rail vehicle anti-skid testing method and system. Background Art

[0002] With the rapid development of the national economy and the gradual acceleration of urbanization, the subway has become an indispensable transportation facility in urbanization construction. The subway runs at a relatively high speed, so the operation safety of the subway has attracted widespread attention and its importance has become increasingly prominent. The subway braking system is an important condition for ensuring the safety of subway operations, especially when the subway brakes, the braking system must ensure the reliability and effectiveness of the subway braking. At present, the braking method adopted by the subway braking system is generally wheel-rail adhesion. The disadvantage of this braking method is that the adhesion is limited. Once the subway traction or braking torque exceeds its tolerance range, it will cause the wheels to spin or slide. The train braking and sliding will cause common wheel-rail heating, wheel-rail surface scratches and other phenomena. In severe cases, it will also cause the line to become unstable, resulting in so-called rail expansion and other accidents. Therefore, it is extremely important to effectively prevent the train from braking and sliding. Generally, urban rail vehicles have anti-skid protection functions. The vehicle wheel anti-skid protection system adopts an axle-controlled anti-skid method, including an anti-skid valve, a speed measuring gear, a speed sensor, and an anti-skid electronic control unit. The anti-skid electronic control unit and the anti-skid valve are integrated in the electro-pneumatic conversion valve of the brake control system.

[0003] In order to ensure the normal anti-skid function of the vehicle, the anti-skid function needs to be tested before the vehicle leaves the factory. During the test, the speed sensors of each axis need to be removed and inserted into the speed simulator respectively. The speed of the vehicle is simulated by the rotation of the speed measuring gear in the speed simulator. The vehicle speed, brake cylinder pressure, etc. are monitored by a computer with brake service software. The speed of the speed measuring gear in the speed simulator is manually adjusted. When there is a speed difference between the axles of the vehicle, the vehicle will start the anti-skid protection. By observing the changes in the brake cylinder pressure and the filling and exhaust sounds of the brake valve, it can be judged whether the anti-skid protection function of the vehicle is normal.

[0004] However, in the existing anti-skid test method, the speed simulator needs to manually adjust the speed of the speed measuring gear, and the speed control accuracy and operation efficiency are low. In addition, the human eye is required to observe the changes in the brake cylinder pressure on the brake service software to determine whether the anti-skid protection function is normal. Due to the rapid changes in the brake cylinder pressure, the operator requirements are high, and the degree of automation is low. Summary of the invention

[0005] In order to solve one of the above-mentioned technical defects, an anti-skid testing method and system for a rail vehicle are provided in an embodiment of the present application.

[0006] A first aspect of an embodiment of the present application provides a rail vehicle anti-skid test method, the method comprising:

[0007] Simulating the speed of the rail vehicle at each axle of the rail vehicle, and collecting the real value of the speed of the rail vehicle in real time during the process of simulating the speed of the rail vehicle;

[0008] Adjusting the speed of the rail vehicle during the process of simulating the speed of the rail vehicle according to the actual value of the speed of the rail vehicle and the preset value of the speed of the rail vehicle;

[0009] Collect and obtain the brake cylinder pressure during the simulated rail vehicle speed process;

[0010] The rail vehicle speed is controlled, and an anti-skid test result is obtained according to the actual value of the rail vehicle speed, the brake cylinder pressure, and a preset anti-skid logic.

[0011] A second aspect of an embodiment of the present application provides a rail vehicle anti-skid test system, the system comprising:

[0012] A speed simulator is arranged on the axle of the rail vehicle and is used to simulate the speed of the rail vehicle. A speed sensor is installed in the speed simulator and connected to the MVB interface of the rail vehicle so that the speed sensor detects the real value of the speed of the rail vehicle.

[0013] A wireless pressure transmitter is provided at a pressure test port of each valve body of a rail vehicle, and is used to collect the pressure of each valve body of the rail vehicle to obtain the brake cylinder pressure;

[0014] A wireless communication collector is wirelessly connected to the wireless pressure transmitter and forwards the brake cylinder pressure to a gateway board;

[0015] The gateway board is used to receive the speed simulation instruction sent by the host computer, forward the speed simulation instruction to the speed simulator, and send the brake cylinder pressure to the host computer;

[0016] An MVB network card, used for obtaining the real value of the rail vehicle speed through the MVB interface;

[0017] The host computer is used to control the speed simulator to simulate the speed of the rail vehicle according to the real value of the rail vehicle speed and the preset rail vehicle speed setting value, and to obtain the rail vehicle anti-skid test result according to the real value of the rail vehicle speed and the brake cylinder pressure.

[0018] By adopting the rail vehicle anti-skid test method provided in the embodiment of the present application, the start, stop and speed regulation of the speed simulators of each axle of the rail vehicle can be automatically controlled. By collecting the changes between the brake cylinder pressure and the rail vehicle speed, automatic anti-skid testing of all axles of the rail vehicle can be achieved, thereby improving the test efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0020] Figure 1 This is a flow chart of a rail vehicle anti-skid testing method described in Example 1 of the present application;

[0021] Figure 2 This is a schematic diagram of the principle of rail vehicle speed feedback regulation described in Example 1 of the present application;

[0022] Figure 3 This is a practical application flow chart of a rail vehicle anti-skid test method described in Example 1 of the present application;

[0023] Figure 4 This is a schematic diagram of the principle of a rail vehicle anti-skid testing system described in Example 2 of the present application;

[0024] Figure 5 This is a schematic diagram of the installation position of a rail vehicle anti-skid test system described in Example 2 of the present application;

[0025] Figure 6 This is a schematic diagram of the principle of the speed simulator described in Example 2 of the present application;

[0026] Figure 7 This is a schematic diagram of an interface for the host computer described in Example 2 of the present application to set the speed of the speed measuring gear of the speed simulator;

[0027] Figure 8 This is a schematic diagram of the communication protocol configuration between the MVB network card and the host computer described in Example 2 of the present application. DETAILED DESCRIPTION

[0028] In order to make the technical solutions and advantages in the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than an exhaustive list of all the embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0029] Example 1

[0030] like Figure 1 As shown, this embodiment provides a rail vehicle anti-skid test method, which can be used for automated anti-skid test of rail vehicles. The method specifically includes:

[0031] S101. Simulating the speed of a rail vehicle at each axle of the rail vehicle, and collecting in real time the actual value of the speed of the rail vehicle during the simulation of the speed of the rail vehicle.

[0032] Specifically, in this embodiment, the simulation of the speed of the rail vehicle can be achieved by using a speed simulator, in which the purpose of simulating the speed of the rail vehicle is achieved by driving the rotation of the speed measuring gear through a motor. In actual use, the original speed sensor of the rail vehicle is removed, and then the speed sensor is installed in the speed simulator, and then the speed simulator is fixed on each axle of the rail vehicle, and specifically can be set on the mounting hole of the original speed sensor on the rail vehicle. The speed sensor can collect the rotation speed of the speed measuring gear of the speed simulator, thereby obtaining the true value of the speed of the rail vehicle.

[0033] More specifically, there are two test methods in the process of simulating the speed of the rail vehicle for each axle of the rail vehicle. One is to simulate the speed of the rail vehicle for each axle of the rail vehicle in turn according to a pre-set test sequence, and the other is to simulate the speed of the rail vehicle for any axle of the rail vehicle. That is, this embodiment can realize both the "one-click" unified anti-skid test of the rail vehicle and the "targeted" anti-skid test of the rail vehicle. The above two test methods can be determined by yourself according to the actual test requirements on site.

[0034] S102: adjusting the speed of the rail vehicle in the process of simulating the speed of the rail vehicle according to the actual value of the speed of the rail vehicle and a preset value of the speed of the rail vehicle.

[0035] Specifically, in this embodiment, closed-loop regulation of the rail vehicle speed can be achieved, such as Figure 2 As shown. First, the set value of the rail vehicle speed is pre-set to control the rotation of the speed simulator speed measuring gear. At the same time, the speed sensor can obtain the true value of the rail vehicle speed by collecting the rotation speed of the speed measuring gear of the speed simulator. By comparing the true value of the rail vehicle speed with the pre-set set value of the rail vehicle speed, it can be known whether the true value of the rail vehicle speed of the current speed simulator is the same as the set value. If different, corresponding adjustments can be made.

[0036] More specifically, there are three situations between the true value of the rail vehicle speed and the set value of the rail vehicle speed: the true value is greater than the set value, the true value is equal to the set value, and the true value is less than the set value. In the case where the true value of the rail vehicle speed is less than the set value of the rail vehicle speed, the rotation speed of the speed simulator speed measuring gear can be increased, thereby increasing the rail vehicle speed until the true value of the rail vehicle speed is equal to the set value of the rail vehicle speed. In the case where the true value of the rail vehicle speed is greater than the set value of the rail vehicle speed, the rotation speed of the speed simulator speed measuring gear can be reduced, thereby reducing the rail vehicle speed until the true value of the rail vehicle speed is equal to the set value of the rail vehicle speed. In the case where the true value of the rail vehicle speed is equal to the set value of the rail vehicle speed, no other operations are required, and the current rotation speed of the speed simulator speed measuring gear can be maintained.

[0037] S103: Acquire the brake cylinder pressure during the process of simulating the speed of the rail vehicle.

[0038] Specifically, in this embodiment, the brake cylinder pressure is obtained by collecting the pressure values ​​of the pressure test ports of each valve body of the rail vehicle. The valve body includes but is not limited to a gateway valve, a smart valve, and the like.

[0039] S104, controlling the speed of the rail vehicle, and obtaining an anti-skid test result according to the real value of the rail vehicle speed, the brake cylinder pressure, and a preset anti-skid logic.

[0040] Specifically, this embodiment determines whether the anti-skid test is passed by the change in brake cylinder pressure during the change in rail vehicle speed. That is, when the speed of a certain axle of a certain vehicle of the rail vehicle increases or decreases, the change in the brake cylinder pressure of the axle and other axles of the vehicle is calculated to determine whether the axle has passed the anti-skid test.

[0041] First, the brake cylinder pressures of the second axle to the nth axle of the i-th vehicle are assigned as initial values, where i is a positive integer and n is a positive integer. The i-th vehicle can be any train section of a rail vehicle, and this embodiment does not make any special designation. Usually, a train section includes four axles. Of course, for other models or types of rail vehicles, the number of axles may be different, but this does not affect the implementation of the method of this embodiment.

[0042] Then, the set value of the rail vehicle speed of the first axle of the i-th vehicle is set to the first speed. When the actual value of the rail vehicle speed of the first axle of the i-th vehicle increases from the initial speed to the first speed, the first pressure values ​​of the brake cylinder pressures of the first axle to the n-th axle of the i-th vehicle are recorded respectively. When the difference between the initial value and the first pressure value of the brake cylinder pressures of the second axle to the n-th axle of the i-th vehicle is greater than the first change set value, the first flag position test of the first axle of the i-th vehicle passes.

[0043] Next, the set value of the rail vehicle speed of the first axle of the i-th vehicle is set to a second speed, and the second speed is less than the first speed. When the actual value of the rail vehicle speed of the first axle of the i-th vehicle decreases from the first speed to the second speed, the second pressure value of the brake cylinder pressure of the first axle of the i-th vehicle is recorded. When the difference between the first pressure value and the second pressure value of the brake cylinder pressure of the first axle of the i-th vehicle is greater than the second change set value, the second flag position test of the first axle of the i-th vehicle passes.

[0044] Finally, if and only if the first mark position of the first axle of the i-th vehicle and the second mark position of the first axle of the i-th vehicle are both passed, it can be said that the anti-skid test of the first axle of the i-th vehicle has passed. Then, the anti-skid test can be performed on the second axle of the i-th vehicle to the n-th axle in turn until the anti-skid test of the whole vehicle is completed.

[0045] For example, if Figure 3 As shown, the anti-skid test is performed on the four axles of car 1. Assuming that the initial speed of axle 1 of car 1 is 0, the rail vehicle speed of axle 1 of car 1 is first set, for example, set to 20km / h. When the speed sensor detects that the actual value of the current rail vehicle speed is 20km / h, the first pressure values ​​of the brake cylinder pressures of axle 1 of car 1, axle 2 of car 1, axle 3 of car 1 and axle 4 of car 1 are recorded. When the speed of axle 1 of car 1 increases, the first pressure values ​​of axle 2, axle 3 and axle 4 of car 1 are changed compared with the initial value, and the first pressure values ​​of axle 2, axle 3 and axle 4 of car 1 are all lower than the initial values ​​of axle 2, axle 3 and axle 4 of the corresponding car 1. Specifically, it can be shown that when the speed of axle 1 of car 1 increases, the brake cylinder pressures of axle 2, axle 3 and axle 4 of car 1 all have a sudden drop. For example, when the difference between the initial value and the first pressure value of axle 2, axle 3 and axle 4 of car 1 exceeds 100kPa, it means that the first flag position test of axle 1 of car 1 has passed. Then set the set value of the rail vehicle speed of car 1, axle 1 to 10km / h. When the speed sensor detects that the actual value of the current rail vehicle speed is 10km / h, record the second pressure value of the brake cylinder pressure of car 1, axle 1. When the rail vehicle speed of car 1, axle 1 decreases, the second pressure value of car 1, axle 1 has a downward trend compared to the first pressure value. For example, when the difference between the first pressure value and the second pressure value exceeds 100kPa, it indicates that the second mark position test of car 1, axle 1 has passed. When both the first mark position test of car 1, axle 1 and the second mark position test of car 1, axle 1 have passed, the anti-skid test output result of car 1, axle 1 is qualified. Then perform anti-skid tests on other axles according to the above process.

[0046] Of course, the speed values ​​and differences set above are for illustration only, and the above values ​​may be adjusted accordingly according to factors such as different models of rail vehicles, different operating environments, and different structural designs, and this embodiment does not make any special restrictions. In some possible cases, the pre-set anti-skid logic may also be appropriately adjusted.

[0047] In some optional embodiments, Figure 3 As shown, if the anti-skid test of the kth (1≤k≤n) axle of the i-th vehicle fails, two treatment methods can be provided:

[0048] (1) Skip the anti-skid test of the kth axle of the i-th vehicle and continue to perform anti-skid tests on other axles. After the anti-skid tests on other axles are completed, perform the anti-skid test on the kth axle of the i-th vehicle after the fault is repaired.

[0049] (2) The anti-skid test on other axles is suspended. After the kth axle of the i-th vehicle has its fault repaired and has passed the anti-skid test, the anti-skid test on other axles is continued.

[0050] The rail vehicle anti-skid test method provided in this embodiment can automatically control the start, stop and speed regulation of the speed simulators of each axle of the rail vehicle. By collecting the changes between the brake cylinder pressure and the rail vehicle speed, it can realize automatic anti-skid testing of all axles of the rail vehicle and improve test efficiency.

[0051] Example 2

[0052] like Figure 4 As shown, this embodiment provides a rail vehicle anti-skid test system, which specifically includes:

[0053] A speed simulator is arranged on the axle of the rail vehicle and is used to simulate the speed of the rail vehicle. A speed sensor is installed in the speed simulator and connected to the MVB interface of the rail vehicle so that the speed sensor detects the real value of the speed of the rail vehicle.

[0054] A wireless pressure transmitter is provided at a pressure test port of each valve body of a rail vehicle, and is used to collect the pressure of each valve body of the rail vehicle to obtain the brake cylinder pressure;

[0055] A wireless communication collector is wirelessly connected to the wireless pressure transmitter and forwards the brake cylinder pressure to a gateway board;

[0056] The gateway board is used to receive the speed simulation instruction sent by the host computer, forward the speed simulation instruction to the speed simulator, and send the brake cylinder pressure to the host computer;

[0057] An MVB network card, used for obtaining the real value of the rail vehicle speed through the MVB interface;

[0058] The host computer is used to control the speed simulator to simulate the speed of the rail vehicle according to the real value of the rail vehicle speed and the preset rail vehicle speed setting value, and to obtain the rail vehicle anti-skid test result according to the real value of the rail vehicle speed and the brake cylinder pressure.

[0059] Specifically, Figure 4 and Figure 5 As shown, in this embodiment, the speed sensor is installed in the speed simulator, and the purpose of simulating the speed of the rail vehicle is achieved by driving the rotation of the speed measuring gear by the motor in the speed simulator. In actual use, the original speed sensor of the rail vehicle is removed, and then the speed sensor is installed in the speed simulator, and then the speed simulator is fixed on each axle of the rail vehicle, and can be specifically set on the mounting hole of the original speed sensor on the rail vehicle. The speed sensor can collect the rotation speed of the speed measuring gear of the speed simulator, so as to obtain the true value of the speed of the rail vehicle. The true value of the speed of the rail vehicle is forwarded to the host computer through the MVB interface of the vehicle and the MVB network card according to the MVB protocol. The host computer can send the control instructions of starting, stopping and rotating speed of the speed measuring gear in the speed simulator to the gateway board. The gateway board can send the control instructions to the speed simulator wirelessly, so that the host computer forms a closed-loop regulation of the speed of the rail vehicle of the speed simulator.

[0060] The wireless pressure transmitter is installed at the corresponding pressure test port of the gateway valve and smart valve of the rail vehicle. The brake cylinder pressure is transmitted to the wireless communication collector by wireless. The wireless communication collector forwards the brake cylinder pressure to the gateway board, and then the gateway board uploads the brake cylinder pressure to the host computer. The host computer judges whether the sliding function of the rail vehicle is normal according to the pre-set anti-skid strategy by the speed of each axle and the change of brake cylinder pressure.

[0061] For example, during the anti-skid test of car 1 axle, when the speed of car 1 axle increases, it is detected that the brake cylinder pressure of the other three axles of car 1 has a sudden drop. After the speed of car 1 axle decreases, the brake cylinder pressure of this axle suddenly drops. If the test result of car 1 axle meets the above requirements, the host computer can output the conclusion that the test of this axle is qualified, and continue to execute car 1 axle 2 speed simulator, car 1 axle 3 speed simulator... in sequence until all axles of the train are tested, thereby realizing the automated anti-skid test.

[0062] In this embodiment, the specific process of the host computer obtaining the anti-skid test results of the rail vehicle is as follows:

[0063] First, the brake cylinder pressures of the second axle to the nth axle of the i-th vehicle are assigned as initial values, where i is a positive integer and n is a positive integer. The i-th vehicle can be any train section of a rail vehicle, and this embodiment does not make any special designation. Usually, a train section includes four axles. Of course, for other models or types of rail vehicles, the number of axles may be different, but this does not affect the implementation of the method of this embodiment.

[0064] Then, the set value of the rail vehicle speed of the first axle of the i-th vehicle is set to the first speed. When the actual value of the rail vehicle speed of the first axle of the i-th vehicle increases from the initial speed to the first speed, the first pressure values ​​of the brake cylinder pressures of the first axle to the n-th axle of the i-th vehicle are recorded respectively. When the difference between the initial value and the first pressure value of the brake cylinder pressures of the second axle to the n-th axle of the i-th vehicle is greater than the first change set value, the first flag position test of the first axle of the i-th vehicle passes.

[0065] Next, the set value of the rail vehicle speed of the first axle of the i-th vehicle is set to the second speed. When the actual value of the rail vehicle speed of the first axle of the i-th vehicle decreases from the first speed to the second speed, the second pressure value of the brake cylinder pressure of the first axle of the i-th vehicle is recorded. When the difference between the first pressure value and the second pressure value of the brake cylinder pressure of the first axle of the i-th vehicle is greater than the second change set value, the second flag position test of the first axle of the i-th vehicle passes.

[0066] Finally, if and only if the first mark position of the first axle of the i-th vehicle and the second mark position of the first axle of the i-th vehicle are both passed, it can be said that the anti-skid test of the first axle of the i-th vehicle has passed. Then, the anti-skid test can be performed on the second axle of the i-th vehicle to the n-th axle in turn until the anti-skid test of the whole vehicle is completed.

[0067] In some optional embodiments, Figure 6 As shown, the speed simulator includes a motor, a speed measuring gear, a drive board, a node board and a battery.

[0068] Specifically, the node board is used to receive the speed simulation instruction sent by the host computer, and send the speed control instruction to the driver board according to the speed simulation instruction. The node board main control chip can adopt STM32 single chip microcomputer, configure LoRa module, and have wireless control function.

[0069] The driver board is used to receive speed control instructions and control the motor according to the speed control instructions. The driver board uses a brushless DC motor control speed regulator and supports speed regulation and forward and reverse functions.

[0070] The motor is used to drive the speed measuring gear to rotate. The motor can be a micro DC motor with a maximum speed of 6000 rpm, supports PWM speed regulation, current of 0.074A to 0.132A, and power of 2.68W to 3.64W.

[0071] The speed measuring gear can adopt a 2-module 25-tooth gear.

[0072] The battery is used to supply power to the node board and the driver board. A DC24V battery can be used.

[0073] In some optional embodiments, the gateway board main control chip adopts an STM32 single-chip microcomputer and is configured with a LoRa module. The gateway board and the node boards in each axle speed simulator transmit data to each other through the LoRa module to control the start, stop and speed regulation of the motor in the speed simulator. The gateway board and the wireless communication collector transmit data to each other through WiFi to obtain the brake cylinder pressure collected by the wireless pressure transmitter. At the same time, the gateway board and the host computer transmit data to each other through a wired method to receive the motor control instructions of the host computer and send the brake cylinder pressure to the host computer.

[0074] In some optional embodiments, in order to facilitate the collection of brake cylinder pressure, wireless pressure transmitters are inserted into the pressure test ports of each gateway valve and intelligent valve of the rail vehicle to collect the brake cylinder pressure during the anti-skid test. The wireless pressure transmitter uses imported pressure-sensitive chips with zero point and full scale compensation, temperature compensation, fully sealed structure, high-precision and high-stability amplifying integrated circuits, and better reliability. It adopts advanced LoRaTM spread spectrum modulation frequency hopping technology and has stronger anti-interference performance, which is suitable for various industrial environments with harsh electromagnetic environments. 433M / LoRa wireless communication technology is used between the wireless pressure transmitter and the wireless communication collector. The maximum transmission distance between the two points is 200m to 5000m, with excellent anti-interference performance.

[0075] In some optional embodiments, the wireless communication collector may be composed of a storage and transportation integrated trolley, a power supply module, a data collector, a communication module, a computer, etc. The wireless communication collector collects the brake cylinder pressure collected by all wireless pressure transmitters and uploads it to the gateway board via WiFi.

[0076] In some optional embodiments, the MVB network card connects the host computer and the vehicle network module, and obtains the rail vehicle speed of each axle of the rail vehicle through the MVB network. The speed of the speed simulator is set on the host computer software interface, and the set speed is sent to the speed simulator through the gateway board. The setting interface is as follows: Figure 7 As shown, the actual value of the collected rail vehicle speed is compared with the set value, thereby realizing closed-loop control of the speed and improving the speed control accuracy.

[0077] The MVB network card uses a serial port to MVB slave network card, the serial port baud rate is 115200bps, the protocol is ZZC protocol, and supports 60 MVB ports (including 30 source ports and 30 sink ports). The MVB network card communicates with the host computer via RS232. The relationship between the host computer and the MVB network card is a master-slave relationship, with the host computer as the master and the MVB network card as the slave. In order to obtain the speed of each axle of the train from the train network, the MVB network card needs to be configured with the communication protocol, such as Figure 8 shown.

[0078] In some optional embodiments, the rail vehicle anti-skid test program in the host computer can be written in VB language. The display interface of the host computer includes vehicle settings, gateway board connection, MVB network card connection and anti-skid test. The host computer is mainly used to control the start and stop of the speed simulator and speed control, receive the MVB network card speed, receive the braking pressure, and judge the test results according to the speed and braking pressure. The host computer software can start and stop the speed simulator separately and control the speed, or it can perform one-key automatic testing by clicking the start test button. During the automatic test, the speed simulator of each axis is tested in turn according to the program setting, and the test results can be automatically saved after the test is completed.

[0079] The rail vehicle anti-skid test system provided in this embodiment can automatically control the start, stop and speed regulation of the speed simulators of each axle of the rail vehicle. By collecting the changes between the brake cylinder pressure and the rail vehicle speed, it can realize automatic anti-skid testing of all axles of the rail vehicle and improve test efficiency.

[0080] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or can communicate with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0081] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0082] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A rail vehicle anti-skid test method, characterized in that: The method comprises: Simulating the speed of the rail vehicle at each axle of the rail vehicle, and collecting the real value of the speed of the rail vehicle in real time during the process of simulating the speed of the rail vehicle; Adjusting the speed of the rail vehicle during the process of simulating the speed of the rail vehicle according to the actual value of the speed of the rail vehicle and the preset value of the speed of the rail vehicle; Collect and obtain the brake cylinder pressure during the simulated rail vehicle speed process; The rail vehicle speed is controlled, and an anti-skid test result is obtained according to the actual value of the rail vehicle speed, the brake cylinder pressure, and a preset anti-skid logic.

2. The method according to claim 1, characterized in that The process of simulating the speed of the rail vehicle on each axle of the rail vehicle includes: simulating the speed of the rail vehicle on each axle of the rail vehicle in sequence according to a preset test sequence.

3. The method according to claim 1, characterized in that The process of simulating the speed of the rail vehicle on each axle of the rail vehicle includes: simulating the speed of the rail vehicle on any axle of the rail vehicle.

4. The method according to claim 1, characterized in that: The process of adjusting the rail vehicle speed in the process of simulating the rail vehicle speed according to the real value of the rail vehicle speed and the preset rail vehicle speed setting value comprises: When the actual value of the rail vehicle speed is less than the set value of the rail vehicle speed, increasing the rail vehicle speed until the actual value of the rail vehicle speed is equal to the set value of the rail vehicle speed; When the actual value of the rail vehicle speed is greater than the set value of the rail vehicle speed, the rail vehicle speed is reduced until the actual value of the rail vehicle speed is equal to the set value of the rail vehicle speed.

5. The method according to claim 1, characterized in that The process of acquiring the brake cylinder pressure during the process of simulating the rail vehicle speed includes: Collect the pressure values ​​of the pressure test ports of each valve body of the rail vehicle; The brake cylinder pressure in the process of simulating the speed of the rail vehicle is obtained according to the pressure values ​​of the pressure test ports of the valve bodies.

6. The method according to claim 1, characterized in that The process of controlling the simulated rail vehicle speed and obtaining the anti-skid test result according to the real value of the rail vehicle speed, the brake cylinder pressure and the preset anti-skid logic includes: Assign the brake cylinder pressures of the 2nd axle to the nth axle of the i-th vehicle to initial values, where i is a positive integer and n is a positive integer; The set value of the rail vehicle speed of the first axle of the i-th vehicle is set as the first speed, and when the actual value of the rail vehicle speed of the first axle of the i-th vehicle increases from the initial speed to the first speed, the first pressure values ​​of the brake cylinder pressures of the first axle to the n-th axle of the i-th vehicle are respectively recorded; When the differences between the initial values ​​of the brake cylinder pressures of the second axle to the nth axle of the i-th vehicle and the first pressure value are all greater than the first change setting value, the first mark position test of the first axle of the i-th vehicle passes; The set value of the rail vehicle speed of the first axle of the i-th vehicle is set as the second speed, and when the actual value of the rail vehicle speed of the first axle of the i-th vehicle decreases from the first speed to the second speed, the second pressure value of the brake cylinder pressure of the first axle of the i-th vehicle is recorded; When the difference between the first pressure value and the second pressure value of the brake cylinder pressure of the first axle of the i-th vehicle is greater than the second change setting value, the second flag position test of the first axle of the i-th vehicle passes; When the first mark position test of the first axle of the i-th vehicle and the second mark position test of the first axle of the first vehicle are both passed, the anti-skid test of the first axle of the i-th vehicle is passed, and the anti-skid test is performed on the second axle to the nth axle of the i-th vehicle in turn until the anti-skid test of the entire vehicle is completed.

7. The method according to claim 6, characterized in that The method further comprises: When the anti-skid test of the kth axle of the i-th vehicle fails, the anti-skid test is continued to be performed on other axles. After the anti-skid test of other axles is completed, the anti-skid test is performed on the kth axle of the i-th vehicle after the fault is repaired, 1≤k≤n.

8. The method according to claim 6, characterized in that The method further comprises: When the anti-skid test of the kth axle of the i-th vehicle fails, the anti-skid test of other axles is suspended, and after the kth axle of the i-th vehicle is repaired and passes the anti-skid test, the anti-skid test of other axles is continued, 1≤k≤n.

9. A rail vehicle anti-skid test system, characterized in that: The system comprises: A speed simulator is arranged on the axle of the rail vehicle and is used to simulate the speed of the rail vehicle. A speed sensor is installed in the speed simulator and connected to the MVB interface of the rail vehicle so that the speed sensor detects the real value of the speed of the rail vehicle. A wireless pressure transmitter is provided at a pressure test port of each valve body of a rail vehicle, and is used to collect the pressure of each valve body of the rail vehicle to obtain the brake cylinder pressure; A wireless communication collector is wirelessly connected to the wireless pressure transmitter and forwards the brake cylinder pressure to a gateway board; The gateway board is used to receive the speed simulation instruction sent by the host computer, forward the speed simulation instruction to the speed simulator, and send the brake cylinder pressure to the host computer; An MVB network card, used for obtaining the real value of the rail vehicle speed through the MVB interface; The host computer is used to control the speed simulator to simulate the speed of the rail vehicle according to the real value of the rail vehicle speed and the preset rail vehicle speed setting value, and to obtain the rail vehicle anti-skid test result according to the real value of the rail vehicle speed and the brake cylinder pressure.

10. The system according to claim 9, characterized in that The speed simulator includes a motor, a speed measuring gear, a drive board, a node board and a battery: The node board is used to receive the speed simulation instruction sent by the host computer, and send the speed control instruction to the driving board according to the speed simulation instruction; A drive board, used for receiving the speed control instruction and controlling the motor to work according to the speed control instruction; A motor, used for driving the speed measuring gear to rotate; The battery is used to supply power to the node board and the driver board.

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