Detection method and system for pantograph valve plate of train, and test bench

Abstract

The invention relates to the field of vehicle maintenance, and provides a train pantograph valve plate detection method and system, and a testbed, and the method comprises the steps: obtaining the internal air pressure of a to-be-detected pantograph valve plate at a target speed, and enabling the target speed to be obtained through the speed simulation of the to-be-detected pantograph valve plate, the internal air pressure of the pantograph valve plate to be tested is applied through an air source; and after the internal air pressure of the to-be-detected pantograph valve plate is stable, comparing the internal air pressure of the to-be-detected pantograph valve plate with a pre-calibrated standard interval, and if the internal air pressure of the to-be-detected pantograph valve plate is within the standard interval, determining that the to-be-detected pantograph valve plate of the to-be-detected train is detected to be qualified. The method and the device are used for solving the defect that the detection precision of a pantograph valve plate is not high in a related technical scheme, the train pantograph air tightness detection can be dynamically completed in a train speed simulation mode, the detection process is more comprehensive, and the precision is higher.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle maintenance, and particularly to a method and system for detecting a pantograph valve plate of a train, and a test bench. Background Art

[0002] In an electrified railway system, the pantograph valve plate of a train is a key component that plays a crucial role. The pantograph valve plate is an electrical device for the pantograph to obtain electric energy from the catenary. Additionally, when the train issues a command to raise the pantograph, the valve plate lift solenoid valve is energized, and the compressed air passes through the lift solenoid valve, pressure regulating valve, and roof air supply pipeline, and enters the airbag all the way, which can drive the pantograph to rise.

[0003] In the related art, when detecting the quality of the pantograph valve plate of a train, it is generally completed by methods such as manually measuring the wear of the valve plate, ultrasonic detecting the wear of the valve plate, and laser ranging to detect the wear of the valve plate. However, the detection accuracy of these methods is not high, and they cannot comprehensively detect the pantograph valve plate of the train, which cannot meet the actual requirements. Summary of the Invention

[0004] The present invention provides a method and system for detecting a pantograph valve plate of a train, and a test bench, to solve the defect of low detection accuracy of the pantograph valve plate in the related technical solutions. The solution of the present application can dynamically complete the airtightness detection of the train pantograph by simulating the speed of the train, and the detection process is more comprehensive and the accuracy is higher.

[0005] The present invention provides a method for detecting a pantograph valve plate of a train, including:

[0006] Obtaining the internal air pressure of the pantograph valve plate to be tested at a target speed, where the target speed is obtained by simulating the speed of the pantograph valve plate to be tested, and the internal air pressure of the pantograph valve plate to be tested is applied by a gas source;

[0007] After the internal air pressure of the pantograph valve plate to be tested is stable, comparing the internal air pressure of the pantograph valve plate to be tested with a pre-calibrated standard interval. If the internal air pressure of the pantograph valve plate to be tested is within the standard interval, it is determined that the pantograph valve plate to be tested of the train to be tested is qualified.

[0008] According to the method for detecting a pantograph valve plate of a train provided by the present invention, before obtaining the internal air pressure of the pantograph valve plate to be tested at a target speed, it includes:

[0009] Applying a gas pressure of 500 kPa - 700 kPa to the pantograph valve plate to be tested of the train to be tested through a gas source.

[0010] According to the detection method of the pantograph valve plate of the train provided by the present invention, if the internal air pressure of the pantograph valve plate to be tested remains unchanged within 30 seconds, it is determined that the internal air pressure of the pantograph valve plate to be tested is stable.

[0011] According to the detection method of the pantograph valve plate of the train provided by the present invention, the target speed is 0 km / h, and the standard range is 339 kPa - 359 kPa;

[0012] The target speed is 150 km / h, and the standard range is 360 kPa - 379 kPa;

[0013] The target speed is 250 km / h, and the standard range is 380 kPa - 400 kPa;

[0014] The target speed is 350 km / h, and the standard range is 410 kPa - 440 kPa.

[0015] According to the detection method of the pantograph valve plate of the train provided by the present invention, before performing speed simulation on the train to be tested, it further includes:

[0016] Applying air pressure to the pantograph valve plate to be tested of the train to be tested through an air source, and detecting the air pressure change value of the pantograph valve plate to be tested within a set time;

[0017] Comparing the air pressure change value with a first standard value obtained by pre-calibration. If the air pressure change value is greater than the first standard value, it is determined that the pantograph valve plate to be tested of the train to be tested fails the test.

[0018] According to the detection method of the pantograph valve plate of the train provided by the present invention, when comparing the internal air pressure of the pantograph valve plate to be tested with a standard range obtained by pre-calibration, if the internal air pressure of the pantograph valve plate to be tested is within the standard range, it further includes:

[0019] Performing pressure relief on the pantograph valve plate to be tested for 3 seconds continuously;

[0020] Detecting the air pressure value lost by the pantograph valve plate to be tested during the pressure relief process. If the lost air pressure value is less than or equal to a second standard value, it is determined that the pantograph valve plate to be tested fails the test.

[0021] According to the detection method of the pantograph valve plate of the train provided by the present invention, when comparing the internal air pressure of the pantograph valve plate to be tested with a standard range obtained by pre-calibration, if the internal air pressure of the pantograph valve plate to be tested is within the standard range, it further includes:

[0022] Detecting the air pressure leakage value of the pantograph valve plate within a set time;

[0023] Compare the air pressure leakage value with a third standard value obtained by pre-calibration. If the air pressure leakage value is greater than the third standard value, it is determined that the tested pantograph valve plate fails the test.

[0024] According to the method for detecting a pantograph valve plate of a train provided by the present invention, it further includes:

[0025] Detect the operating temperature rise of the tested pantograph valve plate.

[0026] The present invention also provides a detection system for a pantograph valve plate of a train, including:

[0027] An air pressure acquisition module for obtaining the internal air pressure of the tested pantograph valve plate at a target speed, where the target speed is obtained by simulating the speed of the tested pantograph valve plate through the MVB bus, and the internal air pressure of the tested pantograph valve plate is applied by an air source;

[0028] A valve plate detection module for, after the internal air pressure of the tested pantograph valve plate is stable, comparing the internal air pressure of the tested pantograph valve plate with a pre-calibrated standard range. If the internal air pressure of the tested pantograph valve plate is within the standard range, it is determined that the tested pantograph valve plate of the tested train passes the test.

[0029] The present invention also provides a test bench for a pantograph valve plate of a train, including:

[0030] A control unit for executing any of the above methods for detecting a pantograph valve plate of a train;

[0031] An air source for applying air pressure to the tested pantograph valve plate of the tested train under the control of the control unit;

[0032] A pressure sensor for real-time acquiring the internal air pressure of the tested pantograph valve plate and sending it to the control unit.

[0033] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the program, it implements any of the above methods for detecting a pantograph valve plate of a train.

[0034] The present invention also provides a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements any of the above methods for detecting a pantograph valve plate of a train.

[0035] The present invention also provides a computer program product, including a computer program. When the computer program is executed by a processor, it implements any of the above methods for detecting a pantograph valve plate of a train.

[0036] In the detection method of the pantograph valve plate of the train provided by the present invention, speed simulation can be performed on the train to be tested. In the way of speed simulation, the dynamic airtightness detection of the train pantograph can be completed. The detection process is more comprehensive, and the standard interval is pre-calibrated. Therefore, the detection of the train pantograph can be completed with higher precision by comparing with the standard interval. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0038] Figure 1 is a schematic flowchart of the detection method of the pantograph valve plate of the train provided by the embodiment of the present invention;

[0039] Figure 2 is a schematic structural diagram of the detection system of the pantograph valve plate of the train provided by the embodiment of the present invention;

[0040] Figure 3 is an electrical control diagram of the test bench of the pantograph valve plate of the train provided by the embodiment of the present invention;

[0041] Figure 4 is a schematic physical structure diagram of the electronic device provided by the embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0042] To make the objectives, technical solutions, and advantages of the present invention clearer, the following will clearly and completely describe the technical solutions in the present invention in conjunction with the drawings in the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art without creative efforts based on the embodiments in the present invention belong to the scope of protection of the present invention.

[0043] Figure 1 is a schematic flowchart of the detection method of the pantograph valve plate of the train provided by the embodiment of the present invention.

[0044] As Figure 1 shown, this embodiment provides a detection method for the pantograph valve plate of a train, including:

[0045] Step 101, obtaining the internal air pressure of the pantograph valve plate to be tested at a target speed, where the target speed is obtained by performing speed simulation on the pantograph valve plate to be tested, and the internal air pressure of the pantograph valve plate to be tested is applied by a gas source;

[0046] The pantograph valve plate in this embodiment is composed of a filter, a pantograph raising solenoid valve, a pressure regulating valve, an ADD valve, a pressure sensor, and an electronic control module. The function of the filter is to make the gas entering the control valve plate dry, oil-free, and pure. The pantograph raising solenoid valve receives the pantograph raising signal from the train to raise the pantograph. The pressure sensor can detect the input pressure and then feedback it to the electronic module. The pressure switch is used to indicate the raising and lowering states of the pantograph, and the ADD solenoid valve is used for emergency lowering of the pantograph.

[0047] The pantograph has three working states: raising, running, and lowering.

[0048] Among them, raising the pantograph means that after the train issues a pantograph raising command, the pantograph raising solenoid valve is energized, and the compressed air passes through the pantograph raising solenoid valve, the pressure regulating valve, and the overhead line pipe. One way enters the airbag to drive the pantograph to rise, and the other way passes through the ADD valve to the ADD detection air circuit of the carbon slide, the pressure switch, and the ADD solenoid valve. During the entire process of raising the pantograph, the role of the ADD valve is very important. The compressed air first passes through the orifice of the lower valve body to supply air to the upper valve body, the ADD detection air circuit of the carbon slide, the pressure switch, and the ADD solenoid valve until the pressures of the upper and lower valve bodies reach equilibrium, and the pantograph rises.

[0049] Running means that after the pantograph is raised, the speed-airbag pressure curve in the control module determines the target airbag pressure at a certain speed, and the pressure sensor feeds back the real-time airbag pressure to the control module. When the target pressure is inconsistent with the actual pressure, the control module will adjust it in a timely manner through the closed-loop control system to make them consistent.

[0050] Lowering the pantograph means that after the train issues a pantograph lowering command, the pantograph raising solenoid valve is de-energized, and the compressed air in the airbag is discharged through the exhaust port of the pantograph raising solenoid valve. The pantograph lowers under the action of gravity, and the compressed air in the ADD detection air circuit of the carbon slide, the pressure switch, and the ADD solenoid valve is also discharged at the same time. The normally open circuit of the pressure switch in the closed state is re-opened, and the train can judge that the pantograph has been lowered normally. Automatic emergency lowering of the pantograph: When the carbon slide of the pantograph wears to the limit, is damaged by external force, the control air circuit leaks air, or the control module has a serious fault, the pantograph will be automatically and quickly lowered to protect the pantograph and the catenary from further damage. An ADD detection air circuit is installed inside the carbon slide of the pantograph, which has the function of automatically detecting the lowering of the pantograph. When the pantograph automatically lowers during the train operation, the main circuit breaker will be automatically disconnected at the same time.

[0051] The detection method of the pantograph valve plate of the train in this embodiment can be carried out through a pantograph valve plate maintenance test bench, which is mainly used to detect the working state of the control valve plate and the performance of the pantograph raising solenoid valve, the pressure regulating valve, the ADD valve, and the pressure sensor.

[0052] In implementation, the speed of the train to be tested can be simulated through the Multifunction Vehicle Bus (MVB), which is a serial data communication bus mainly used between interconnected devices with interoperability and interchangeability requirements. In this step, the speed simulation is performed through the MVB bus of the train itself, which can more realistically simulate the actual situation of the train running at different speeds.

[0053] Speed ​​simulation can be achieved by using the EVCM module of the test bench as a gateway to convert the Ethernet UDP protocol data of the computer into MVB protocol data and send it to the pantograph valve plate. The pantograph valve plate can control the air pressure output by the precision pressure regulating valve and high-frequency solenoid valve inside the valve plate to the pantograph airbag based on the obtained speed information and contact network height information through DSP (circuit board) calculation, thereby achieving controllable changes in the bow and network pressure. The obtained output air pressure value is compared with the preset standard value to determine whether it is qualified.

[0054] In practical applications, the target speed may include multiple types, that is, in step 101, multiple speeds of the train to be tested may be simulated. Furthermore, the train to be tested may be tested at multiple speeds, and the test results will be more comprehensive.

[0055] When the speed of the train to be tested reaches the target speed, air pressure may be applied to the pantograph valve plate to be tested. The air pressure may be applied through an external air source, such as an air pump, an air tank, etc.

[0056] The air pressure sensor is an instrument used to measure the absolute pressure of gas. During implementation, the internal air pressure of the pantograph valve plate to be tested can be detected by the air pressure sensor. The air pressure sensor used in this step can be an existing common air pressure sensor, which is not limited in this embodiment.

[0057] Step 102, after the internal air pressure of the pantograph valve plate to be tested is stabilized, the internal air pressure of the pantograph valve plate to be tested is compared with a pre-calibrated standard range. If the internal air pressure of the pantograph valve plate to be tested is within the standard range, it is determined that the pantograph valve plate to be tested of the train to be tested has passed the inspection.

[0058] In practical applications, during the process of applying air pressure to the pantograph valve plate to be tested, if the internal air pressure of the pantograph valve plate remains unchanged within a certain period of time, the internal air pressure of the pantograph valve plate to be tested can be regarded as stable. During implementation, the time period can be set to 30 seconds, that is, if the internal air pressure of the pantograph valve plate to be tested remains unchanged within 30 seconds, the internal air pressure of the pantograph valve plate to be tested can be regarded as stable. If the internal air pressure of the pantograph valve plate to be tested fluctuates within a continuous 30 seconds, it is necessary to reset the time by 30 seconds until the internal air pressure no longer changes.

[0059] During the running of the train, the air pressure inside the pantograph valve plate of the train directly affects the performance of the pantograph and the stable contact between the train and the catenary. Specifically, the air pressure inside the pantograph valve plate can be used to drive the pantograph to rise and fall and adjust the contact pressure between the pantograph and the catenary. The meaning represented by the standard interval applied in the above step 103 is the range of air pressure values that enables the pantograph valve plate to work properly during the running of the train.

[0060] In practice, at different target speeds, the standard intervals of the internal air pressure of the pantograph valve plate may also be different. Therefore, the above process of obtaining the internal air pressure can be carried out separately at different target speeds, and the separately obtained internal air pressure can be compared with the standard interval corresponding to the speed. In this way, it can be determined that the pantograph valve plate to be tested of the train to be tested is qualified under the target speed.

[0061] In practice, the above standard interval can be pre-calibrated. For example, speed simulation of the target speed can be carried out on a train that is intact and determined to have no quality problems. Then, the internal air pressure value of the pantograph valve plate of the train is monitored in real time. The lowest value and the highest value of the internal air pressure value can form the standard interval of the internal air pressure value at the target speed. In this way, when detecting the quality of the pantograph valve plate of the train to be tested, it can be judged whether its internal air pressure value is within the standard interval under the same detection conditions. If the conditions are met, it can be determined that the detection is qualified.

[0062] In the detection method of the pantograph valve plate of the train provided in this embodiment, speed simulation can be carried out on the train to be tested. In the way of speed simulation, the dynamic airtightness detection of the train pantograph can be completed. The detection process is more comprehensive, and the standard interval is pre-calibrated. Therefore, the method of comparing with the standard interval can more accurately complete the detection of the train pantograph.

[0063] In an exemplary embodiment, before obtaining the internal air pressure of the pantograph valve plate to be tested at the target speed, it includes:

[0064] Applying an air pressure of 500 kPa - 700 kPa to the pantograph valve plate to be tested of the train to be tested through an air source.

[0065] In this embodiment, inputting air pressure to the pantograph valve plate can be used to detect the airtightness of the valve plate pressure sensor, the lift solenoid valve, the pressure regulating valve, the ADD valve, etc.

[0066] In practice, the air source can be an air pump or an air tank. For example, it can be a 5L air tank, and this air tank can be pre-inflated through an air pump or other air tanks in advance.

[0067] In an exemplary embodiment, if the internal air pressure of the pantograph valve plate to be measured remains unchanged within 30 seconds, it is determined that the internal air pressure of the pantograph valve plate to be measured is stable.

[0068] In an exemplary embodiment, the target speed is 0 km / h, and the standard range is 339 kPa - 359 kPa;

[0069] The target speed is 150 km / h, and the standard range is 360 kPa - 379 kPa;

[0070] The target speed is 250 km / h, and the standard range is 380 kPa - 400 kPa;

[0071] The target speed is 350 km / h, and the standard range is 410 kPa - 440 kPa.

[0072] In this embodiment, the method of speed simulation can be used to detect the pantograph raising solenoid valve of the pantograph valve plate. The pantograph raising solenoid valve receives the pantograph raising signal from the train to raise the pantograph. The pressure sensor can detect the input pressure and then feedback it to the electronic module. The pressure switch is used to indicate the raising and lowering state of the pantograph. Correspondingly, the ADD solenoid valve is used for emergency lowering of the pantograph.

[0073] When performing speed simulation on the train to be measured, separate simulations can be carried out for train acceleration and train deceleration. During the train acceleration phase, there can be four target speeds, which are 0 km / h, 150 km / h, 250 km / h, and 350 km / h respectively. The standard range corresponding to each target speed is the same as that in the above embodiment, that is, when the target speed is 0 km / h, the standard range is 339 kPa - 359 kPa; when the target speed is 150 km / h, the standard range is 360 kPa - 379 kPa; when the target speed is 250 km / h, the standard range is 380 kPa - 400 kPa; when the target speed is 350 km / h, the standard range is 410 kPa - 440 kPa.

[0074] During the train deceleration phase, there can be three target speeds, which are 0 km / h, 150 km / h, and 250 km / h respectively. The standard range corresponding to each target speed is the same as that in the above embodiment, that is, when the target speed is 0 km / h, the standard range is 339 kPa - 359 kPa; when the target speed is 150 km / h, the standard range is 360 kPa - 379 kPa; when the target speed is 250 km / h, the standard range is 380 kPa - 400 kPa.

[0075] In an exemplary embodiment, before performing speed simulation on the train to be measured, it further includes:

[0076] Apply air pressure to the pantograph valve plate to be tested of the train to be tested through an air source, and detect the air pressure change value of the pantograph valve plate to be tested within a set time;

[0077] Compare the air pressure change value with the first standard value obtained through pre-calibration. If the air pressure change value is greater than the first standard value, it is determined that the pantograph valve plate to be tested of the train to be tested fails the test.

[0078] In the same implementation, applying air pressure to the pantograph valve plate to be tested through an external air source can be used to detect the airtightness of the valve plate pressure sensor, the lift solenoid valve, the pressure regulating valve, and the ADD valve.

[0079] The detection process of the above steps 101 - 103 is actually a dynamic detection of the train. Different from the above embodiments, the solution of this embodiment is actually a static detection, which directly detects the airtightness of the pantograph valve plate of the train without speed simulation.

[0080] The static detection process in this embodiment can be carried out before the dynamic detection process of speed simulation. If the static detection determines that the pantograph valve plate of the train is unqualified, there is no need to perform the subsequent speed simulation process.

[0081] In the implementation, during the static detection of the pantograph valve plate to be tested in this embodiment, it can also be divided into multiple stages, namely the airtightness detection of the valve plate input, the airtightness detection of the ADD, and the airtightness detection of the valve plate output. During the three stages, air pressure can be applied to the pantograph valve plate to be tested respectively, and the air pressure change value of the pantograph valve plate to be tested is detected. The air pressure change value is also the air pressure leakage value.

[0082] In practical applications, when detecting the airtightness of the valve plate input, air pressures of 500 kPa, 600 kPa, and 700 kPa can be applied to the pantograph valve plate to be tested respectively. Under different applied air pressures, the set time can be the same, which can be 1 minute, that is, the air pressure change value of the pantograph valve plate to be tested within 1 minute is detected. When the applied air pressure values are different, correspondingly, the first standard values are also different. For example, when applying an air pressure of 500 kPa to the pantograph valve plate to be tested, the corresponding first standard value can be 5 kPa, that is, if the air pressure leakage value of the pantograph valve plate to be tested exceeds 5 kPa within one minute, it can be determined that the pantograph valve plate to be tested of the train to be tested fails the test;

[0083] When applying an air pressure of 600 kPa to the pantograph valve plate to be tested, the corresponding first standard value can be 10 kPa, that is, if the air pressure leakage value of the pantograph valve plate to be tested exceeds 10 kPa within one minute, it can be determined that the pantograph valve plate to be tested of the train to be tested fails the test;

[0084] When applying a pneumatic pressure of 700 kPa to the pantograph valve plate to be tested, the corresponding first standard value can be 20 kPa. That is, if the pneumatic pressure leakage value of the pantograph valve plate to be tested exceeds 20 kPa within one minute, it can be determined that the pantograph valve plate of the train to be tested fails the test.

[0085] In practical applications, when performing ADD airtightness detection, pneumatic pressures of 500 kPa, 600 kPa, and 700 kPa can be applied to the pantograph valve plate to be tested respectively. Under different applied pneumatic pressure conditions, the set time can be the same, which can be 1 minute, that is, to detect the pneumatic pressure change value of the pantograph valve plate to be tested within 1 minute. When the applied pneumatic pressure value is different, correspondingly, the first standard value is also different. For example, when applying a pneumatic pressure of 500 kPa to the pantograph valve plate to be tested, the corresponding first standard value can be 5 kPa. That is, if the pneumatic pressure leakage value of the pantograph valve plate to be tested exceeds 5 kPa within one minute, it can be determined that the pantograph valve plate of the train to be tested fails the test.

[0086] When applying a pneumatic pressure of 600 kPa to the pantograph valve plate to be tested, the corresponding first standard value can be 10 kPa. That is, if the pneumatic pressure leakage value of the pantograph valve plate to be tested exceeds 10 kPa within one minute, it can be determined that the pantograph valve plate of the train to be tested fails the test.

[0087] When applying a pneumatic pressure of 700 kPa to the pantograph valve plate to be tested, the corresponding first standard value can be 20 kPa. That is, if the pneumatic pressure leakage value of the pantograph valve plate to be tested exceeds 20 kPa within one minute, it can be determined that the pantograph valve plate of the train to be tested fails the test.

[0088] In practical applications, when performing valve plate output airtightness detection, it can also be carried out under different speed simulation conditions. For example, the valve plate output airtightness can be detected at speeds of 0 km / h, 150 km / h, 250 km / h, and 350 km / h. Specifically, at a certain speed, the pneumatic pressure leakage value of the pantograph valve plate of the train to be tested within one minute can be detected. If the pneumatic pressure leakage value exceeds 10 kPa within one minute, it can be determined that the valve plate output airtightness detection of the pantograph valve plate to be tested fails.

[0089] In implementation, the first standard value can be obtained through pre-calibration. Specifically, a static airtightness detection can be performed on a train that is intact and determined to have no quality problems, including valve plate input airtightness detection, ADD airtightness detection, and valve plate output airtightness detection. Then, the pneumatic pressure leakage value of the pantograph valve plate to be tested within 1 minute is calculated to form the first standard value. In this way, when performing static airtightness detection on the pantograph valve plate of the train to be tested, it can be judged whether its pneumatic pressure leakage value is lower than the first standard value under the same detection conditions. If the conditions are met, it can be determined that the detection is qualified.

[0090] In an exemplary embodiment, after comparing the internal air pressure of the pantograph valve plate to be measured with a pre-calibrated standard range, if the internal air pressure of the pantograph valve plate to be measured is within the standard range, the following steps are further included:

[0091] Relieve the pressure of the pantograph valve plate to be measured for 3 seconds continuously;

[0092] Detect the air pressure value lost by the pantograph valve plate to be measured during the pressure relief process. If the lost air pressure value is less than or equal to a second standard value, it is determined that the pantograph valve plate to be measured fails the detection.

[0093] In this embodiment, the process of relieving pressure mainly simulates whether the pantograph valve plate can support an emergency lowering of the pantograph when the pantograph is worn. During the operation of the train, the pantograph continuously rubs against the catenary. Although the valve plate is usually made of wear-resistant materials such as carbon fiber or graphite, during long-term use, the valve plate of the pantograph will inevitably wear. If it is not replaced in time, the train needs to lower the pantograph urgently, lower the pantograph with excessive wear, and use other pantographs on the train to conduct electricity. During the emergency lowering of the pantograph, the valve plate of the pantograph needs to relieve pressure quickly within a short time. Therefore, this embodiment provides a method for detecting whether the pantograph valve plate can achieve rapid pressure relief.

[0094] In this embodiment, different air pressure values can be used as the starting points for pressure relief. For example, 500 kPa or 600 kPa can be used as the starting points for pressure relief. That is, before relieving pressure, control the internal air pressure value of the pantograph valve plate to be 500 kPa or 600 kPa, and then start the simulation of the emergency lowering of the pantograph.

[0095] In practice, the second standard value can be 250 kPa. That is, if the pantograph valve plate to be measured can relieve 250 kPa of pressure within 3 seconds, it can be regarded as passing the simulation test of lowering the pantograph for the pantograph valve plate to be measured.

[0096] In an exemplary embodiment, after comparing the internal air pressure of the pantograph valve plate to be measured with a pre-calibrated standard range, if the internal air pressure of the pantograph valve plate to be measured is within the standard range, the following steps are further included:

[0097] Detect the air pressure leakage value of the pantograph valve plate within a set time;

[0098] Compare the air pressure leakage value with a third standard value obtained by pre-calibration. If the air pressure leakage value is greater than the third standard value, it is determined that the pantograph valve plate to be measured fails the detection.

[0099] Different from the static airtightness detection in the above embodiments, the airtightness detection in this embodiment is not a detection under static conditions, but can be a dynamic airtightness detection under the condition of simulating the speed of the pantograph valve plate.

[0100] In practical applications, different speeds can be simulated for the train to be tested. For example, speed simulations of 150 kilometers per hour, 250 kilometers per hour, 350 kilometers per hour, etc. can be carried out. At different speeds, the air pressure leakage value of the pantograph valve plate within 1 minute is detected and compared with the third standard value. In practical applications, the third standard value can also be obtained by pre-calibration. In implementation, the third standard value can be 10 kPa.

[0101] In an exemplary embodiment, it further includes:

[0102] Detect the running temperature rise of the pantograph valve plate to be tested.

[0103] In implementation, the running temperature rise refers to the temperature change of the pantograph valve plate to be tested during the test. The detection process can be to measure the first temperature value of the pantograph valve plate with a temperature gun before the formal start of the test. After the detection is completed, the second temperature value of the pantograph valve plate is measured again with a temperature gun. The difference between the second temperature value and the first temperature value is the running temperature rise of the pantograph valve plate to be tested. In practical applications, the running temperature rise of the pantograph valve plate to be tested needs to be lower than 30 degrees Celsius, otherwise the detection is unqualified.

[0104] In an exemplary embodiment, before detecting the pantograph valve plate to be tested through a test bench, the maximum current, no-load current, and insulation of the test bench can be detected first. Exemplarily, the standard value of the maximum current can be 300 mA. If the maximum current of the test bench is lower than 300 mA, it can be determined that the detection is qualified; the standard value of the no-load current of the equipment can be 100 mA. If the no-load current of the test bench is lower than 100 mA, it can be determined that the detection is qualified; when detecting the insulation of the test bench, the external current value on the surface of the test bench can be detected and compared with the standard value obtained by pre-calibration. Exemplarily, the standard value of the insulation current can be 50 mA, that is, if the external current value of the test bench is lower than 50 mA, it can be determined that the detection is qualified.

[0105] The following takes a specific embodiment as an example to illustrate the detection method of the pantograph valve plate of the train provided by the solution of the present application:

[0106] 1. Conduct electrical performance detection on the test bench, including detecting that the running maximum current of the test bench is 235.3 mA, which is lower than the standard value of 300 mA, and the detection is qualified;

[0107] Detect that the no-load current of the test bench is 93 mA, which is lower than the standard value of 100 mA, and the detection is qualified;

[0108] The external current of the detection test bench is 0.4 mA, which is lower than the standard value of 50 mA, and the detection is qualified.

[0109] 2. Conduct static airtightness detection on the pantograph valve plate to be tested, including valve plate input airtightness detection, ADD airtightness detection and valve plate output airtightness detection. Among them, the valve plate input airtightness detection includes: applying a pressure of 500 kPa to the pantograph valve plate to be tested through a 2L air storage tank, and detecting that the leakage value of the internal air pressure of the valve plate within 1 minute is 1.3 kPa, which is lower than the standard value of 5 kPa, and the detection is qualified;

[0110] Applying a pressure of 600 kPa to the pantograph valve plate to be tested through a 2L air storage tank, and detecting that the leakage value of the internal air pressure of the valve plate within 1 minute is 6.4 kPa, which is lower than the standard value of 10 kPa, and the detection is qualified;

[0111] Applying a pressure of 700 kPa to the pantograph valve plate to be tested through a 2L air storage tank, and detecting that the leakage value of the internal air pressure of the valve plate within 1 minute is 6.2 kPa, which is lower than the standard value of 20 kPa, and the detection is qualified;

[0112] The ADD airtightness detection includes: applying a pressure of 500 kPa to the pantograph valve plate to be tested through a 2L air storage tank, and detecting that the leakage value of the internal air pressure of the valve plate within 1 minute is 0.9 kPa, which is lower than the standard value of 5 kPa, and the detection is qualified;

[0113] Applying a pressure of 600 kPa to the pantograph valve plate to be tested through a 2L air storage tank, and detecting that the leakage value of the internal air pressure of the valve plate within 1 minute is 1.8 kPa, which is lower than the standard value of 10 kPa, and the detection is qualified;

[0114] Applying a pressure of 700 kPa to the pantograph valve plate to be tested through a 2L air storage tank, and detecting that the leakage value of the internal air pressure of the valve plate within 1 minute is 1.2 kPa, which is lower than the standard value of 20 kPa, and the detection is qualified;

[0115] The valve plate output airtightness detection includes:

[0116] Conduct speed simulation on the train. At a speed of 0 km / h, monitor that the leakage value of the pantograph valve plate to be tested within 1 minute is 0.1 kPa, which is lower than the standard value of 10 kPa, and the detection is qualified;

[0117] At a speed of 150 km / h, monitor that the leakage value of the pantograph valve plate to be tested within 1 minute is 0.1 kPa, which is lower than the standard value of 10 kPa, and the detection is qualified;

[0118] At a speed of 250 km / h, monitor that the leakage value of the pantograph valve plate to be tested within 1 minute is 0.1 kPa, which is lower than the standard value of 10 kPa, and the detection is qualified;

[0119] At a speed of 350 kilometers per hour, the leakage value of the pantograph valve plate to be tested is monitored for 1 minute and is 0.1 kilopascal, which is lower than the standard value of 10 kilopascals, and the test is qualified.

[0120] 3. Conduct speed simulation differential pressure detection on the train to be tested, including the train acceleration stage and the train deceleration stage. The acceleration stage includes:

[0121] At a speed of 0 kilometers per hour, apply a pressure value of 500 kilopascals to the pantograph valve plate to be tested through a 20L air storage tank. After monitoring the air pressure value in the pantograph valve plate for 30 seconds without change, the detected air pressure value in the pantograph valve plate is 353.5 kilopascals, which belongs to the standard range of 339 - 359 kilopascals, and the test is qualified;

[0122] At a speed of 150 kilometers per hour, apply a pressure value of 500 kilopascals to the pantograph valve plate to be tested through a 20L air storage tank. After monitoring the air pressure value in the pantograph valve plate for 30 seconds without change, the detected air pressure value in the pantograph valve plate is 364.6 kilopascals, which belongs to the standard range of 360 - 379 kilopascals, and the test is qualified;

[0123] At a speed of 250 kilometers per hour, apply a pressure value of 500 kilopascals to the pantograph valve plate to be tested through a 20L air storage tank. After monitoring the air pressure value in the pantograph valve plate for 30 seconds without change, the detected air pressure value in the pantograph valve plate is 396.6 kilopascals, which belongs to the standard range of 380 - 400 kilopascals, and the test is qualified;

[0124] At a speed of 350 kilometers per hour, apply a pressure value of 500 kilopascals to the pantograph valve plate to be tested through a 20L air storage tank. After monitoring the air pressure value in the pantograph valve plate for 30 seconds without change, the detected air pressure value in the pantograph valve plate is 431.5 kilopascals, which belongs to the standard range of 410 - 440 kilopascals, and the test is qualified;

[0125] The detection in the deceleration stage includes:

[0126] At a speed of 250 kilometers per hour, apply a pressure value of 500 kilopascals to the pantograph valve plate to be tested through a 20L air storage tank. After monitoring the air pressure value in the pantograph valve plate for 30 seconds without change, the detected air pressure value in the pantograph valve plate is 396.4 kilopascals, which belongs to the standard range of 380 - 400 kilopascals, and the test is qualified;

[0127] At a speed of 150 kilometers per hour, apply a pressure value of 500 kilopascals to the pantograph valve plate to be tested through a 20L air storage tank. After monitoring the air pressure value in the pantograph valve plate for 30 seconds without change, the detected air pressure value in the pantograph valve plate is 369.6 kilopascals, which belongs to the standard range of 360 - 379 kilopascals, and the test is qualified;

[0128] At a speed of 0 km / h, apply an air pressure value of 500 kPa to the pantograph valve plate to be tested through a 20L air storage tank. After monitoring that the air pressure value inside the pantograph valve plate does not change for 30 seconds, the detected air pressure value inside the pantograph valve plate is 355.6 kPa, which belongs to the standard range of 339 - 359 kPa, and the detection is qualified.

[0129] 4. Conduct an emergency lowering pantograph simulation test on the pantograph valve plate to be tested, including:

[0130] When the initial air pressure value of the pantograph valve plate to be tested is 500 kPa, perform an emergency pressure reduction on the pantograph valve plate. It is monitored that the pressure relief value of the pantograph valve plate within 3 seconds is 369.3 kPa, exceeding the standard value of 250 kPa, and the detection is qualified;

[0131] When the initial air pressure value of the pantograph valve plate to be tested is 600 kPa, perform an emergency pressure reduction on the pantograph valve plate. It is monitored that the pressure relief value of the pantograph valve plate within 3 seconds is 415.1 kPa, exceeding the standard value of 250 kPa, and the detection is qualified.

[0132] 5. Conduct a dynamic leakage simulation test on the pantograph valve plate to be tested, including:

[0133] When the speed simulation of the train to be tested is 150 km / h, it is monitored that the air pressure leakage value of the pantograph valve plate to be tested within 30 seconds is 0.1 kPa, lower than the standard value of 10 kPa, and the detection is qualified;

[0134] When the speed simulation of the train to be tested is 250 km / h, it is monitored that the air pressure leakage value of the pantograph valve plate to be tested within 30 seconds is 0.2 kPa, lower than the standard value of 10 kPa, and the detection is qualified;

[0135] When the speed simulation of the train to be tested is 350 km / h, it is monitored that the air pressure leakage value of the pantograph valve plate to be tested within 30 seconds is 0.1 kPa, lower than the standard value of 10 kPa, and the detection is qualified.

[0136] In addition, the measured operating temperature rise of the pantograph valve plate is 5 degrees Celsius, lower than the standard value of 30 degrees Celsius, and the detection is qualified.

[0137] Next, the detection system for the pantograph valve plate of the train provided by the present invention will be described. The detection system for the pantograph valve plate of the train described below can be mutually corresponded and referred to with the detection method for the pantograph valve plate of the train described above.

[0138] Figure 2 It is a schematic structural diagram of the detection system for the pantograph valve plate of the train provided by the embodiment of the present invention.

[0139] As Figure 2 shown, the detection system for the pantograph valve plate of the train provided by the present invention includes:

[0140] The air pressure acquisition module 201 is configured to obtain the internal air pressure of the pantograph valve plate to be tested at a target speed, where the target speed is obtained by simulating the speed of the pantograph valve plate to be tested, and the internal air pressure of the pantograph valve plate to be tested is applied by an air source;

[0141] The valve plate detection module 202 is configured to, after the internal air pressure of the pantograph valve plate to be tested is stable, compare the internal air pressure of the pantograph valve plate to be tested with a pre-calibrated standard interval. If the internal air pressure of the pantograph valve plate to be tested is within the standard interval, it is determined that the pantograph valve plate to be tested of the train to be tested is qualified.

[0142] Figure 3 It is the electrical control diagram of the test bench for the pantograph valve plate of the train provided by the embodiment of the present invention.

[0143] As Figure 3 shown, the present invention also provides a test bench for the pantograph valve plate of a train, including:

[0144] A control unit configured to execute the detection method for the pantograph valve plate of the train according to any one of claims 1-8;

[0145] An air source configured to apply air pressure to the pantograph valve plate to be tested of the train to be tested under the control of the control unit;

[0146] A pressure sensor configured to continuously obtain the internal air pressure of the pantograph valve plate to be tested in real time and send it to the control unit.

[0147] From Figure 3 it can be seen that the test bench provided in this embodiment can be provided with multiple detection circuits, that is, multiple pantograph valve plates can be detected simultaneously.

[0148] Figure 3 The industrial computer and the DSP digital circuit board in

[0149] Figure 3 can be used as the control unit to execute the detection method for the pantograph valve plate of the train in any of the above embodiments.

[0150] According to the above embodiments, the pantograph valve plate maintenance test bench is mainly used to detect the working state of the control valve plate and the performance of the lift solenoid valve, pressure regulating valve, ADD valve, and pressure sensor. The working state includes continuously accelerating from 0 kilometers per hour to 350 kilometers per hour and then decelerating back to 0 kilometers per hour at the speed simulating the train operation, and the change of the output pressure of the pantograph control board during this process.

[0151] The performance of the pantograph raising solenoid valve, pressure regulating valve, ADD valve, and pressure sensor is tested by supplying air from an external air source, inputting a pressure of 500 kPa - 700 kPa and maintaining the pressure for 1 minute, detecting the airtightness of the pantograph raising solenoid valve, pressure regulating valve, and ADD valve within 1 minute, comparing the obtained leakage value with the standard value, and determining whether it is qualified.

[0152] Figure 4 An example of the physical structure diagram of an electronic device is shown as Figure 4 shown. The electronic device may include: a processor 410, a communications interface 420, a memory 430, and a communication bus 440. Among them, the processor 410, the communications interface 420, and the memory 430 communicate with each other through the communication bus 440. The processor 410 can call the logical instructions in the memory 430 to execute the detection method of the pantograph valve plate of the train, and the method includes:

[0153] Obtain the internal air pressure of the pantograph valve plate to be tested at the target speed, where the target speed is obtained by simulating the speed of the pantograph valve plate to be tested, and the internal air pressure of the pantograph valve plate to be tested is applied by an air source;

[0154] After the internal air pressure of the pantograph valve plate to be tested is stable, compare the internal air pressure of the pantograph valve plate to be tested with the pre-calibrated standard interval. If the internal air pressure of the pantograph valve plate to be tested is within the standard interval, determine that the pantograph valve plate to be tested of the train to be tested is qualified.

[0155] In addition, when the logical instructions in the above-mentioned memory 430 are implemented in the form of software function units and sold or used as independent products, they 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 a part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The foregoing storage medium includes: USB flash drives, mobile hard disks, read-only memories (ROM, Read-Only Memory), random access memories (RAM, Random Access Memory), magnetic disks, or optical discs, etc., which can store program codes.

[0156] On the other hand, the present invention also provides a computer program product. The computer program product includes a computer program, which can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the detection method of the pantograph valve plate of the train provided by each of the above methods. The method includes:

[0157] Obtain the internal air pressure of the pantograph valve plate to be tested at a target speed, where the target speed is obtained by simulating the speed of the pantograph valve plate to be tested, and the internal air pressure of the pantograph valve plate to be tested is applied by a gas source;

[0158] After the internal air pressure of the pantograph valve plate to be tested is stable, compare the internal air pressure of the pantograph valve plate to be tested with a pre-calibrated standard range. If the internal air pressure of the pantograph valve plate to be tested is within the standard range, determine that the pantograph valve plate to be tested of the train to be tested is qualified.

[0159] On another aspect, the present invention also provides a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it is implemented to execute the detection method of the pantograph valve plate of the train provided by each of the above methods. The method includes:

[0160] Obtain the internal air pressure of the pantograph valve plate to be tested at a target speed, where the target speed is obtained by simulating the speed of the pantograph valve plate to be tested, and the internal air pressure of the pantograph valve plate to be tested is applied by a gas source;

[0161] After the internal air pressure of the pantograph valve plate to be tested is stable, compare the internal air pressure of the pantograph valve plate to be tested with a pre-calibrated standard range. If the internal air pressure of the pantograph valve plate to be tested is within the standard range, determine that the pantograph valve plate to be tested of the train to be tested is qualified.

[0162] The device embodiments described above are merely illustrative. 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 to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art can understand and implement it without creative labor.

[0163] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus a necessary general hardware platform, and of course, it can also be implemented by hardware. Based on this understanding, the essence of the above technical solution, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods of each embodiment or some parts of the embodiments.

[0164] 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 them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. Detection method for the pantograph valve plate of a train, characterized in that, Including: Obtain the internal air pressure of the pantograph valve plate to be tested at the target speed, where the target speed is obtained by simulating the speed of the pantograph valve plate to be tested, and the internal air pressure of the pantograph valve plate to be tested is applied by a gas source; After the internal air pressure of the pantograph valve plate to be tested stabilizes, compare the internal air pressure of the pantograph valve plate to be tested with a pre-calibrated standard range. If the internal air pressure of the pantograph valve plate to be tested is within the standard range, determine that the pantograph valve plate to be tested of the train to be tested is qualified.

2. The detection method of the pantograph valve plate of the train according to claim 1, characterized in that, Before obtaining the internal air pressure of the pantograph valve plate to be tested at the target speed, it includes: Apply a gas pressure of 500 kPa - 700 kPa to the pantograph valve plate to be tested of the train to be tested through a gas source.

3. The detection method of the pantograph valve plate of the train according to claim 2, wherein If the internal air pressure of the pantograph valve plate to be tested remains unchanged within 30 seconds, determine that the internal air pressure of the pantograph valve plate to be tested is stable.

4. The detection method of the pantograph valve plate of the train according to claim 3, characterized in that, The target speed is 0 km / h, and the standard range is 339 kPa - 359 kPa; The target speed is 150 km / h, and the standard range is 360 kPa - 379 kPa; The target speed is 250 km / h, and the standard range is 380 kPa - 400 kPa; The target speed is 350 km / h, and the standard range is 410 kPa - 440 kPa.

5. The detection method of the pantograph valve plate of the train according to claim 1, characterized in that, Before performing speed simulation on the train to be tested, it also includes: Apply gas pressure to the pantograph valve plate to be tested of the train to be tested through a gas source, and detect the change value of the gas pressure of the pantograph valve plate to be tested within a set time; Compare the gas pressure change value with a pre-calibrated first standard value. If the gas pressure change value is greater than the first standard value, determine that the pantograph valve plate to be tested of the train to be tested is unqualified.

6. The detection method of the pantograph valve plate of the train according to claim 1, wherein After comparing the internal air pressure of the pantograph valve plate to be tested with a pre-calibrated standard range, if the internal air pressure of the pantograph valve plate to be tested is within the standard range, it also includes: Perform pressure relief on the pantograph valve plate to be tested for 3 seconds; Detect the air pressure value lost by the pantograph valve plate to be tested during the pressure relief process. If the lost air pressure value is less than or equal to the second standard value, determine that the pantograph valve plate to be tested is unqualified.

7. The detection method of the pantograph valve plate of the train according to claim 1, characterized in that, After comparing the internal air pressure of the pantograph valve plate to be tested with a pre-calibrated standard range, if the internal air pressure of the pantograph valve plate to be tested is within the standard range, it also includes: Detect the air pressure leakage value of the pantograph valve plate within a set time; Compare the air pressure leakage value with a pre-calibrated third standard value. If the air pressure leakage value is greater than the third standard value, determine that the pantograph valve plate to be tested is unqualified.

8. The detection method of the pantograph valve plate of the train according to claim 1, wherein It also includes: Detect the operating temperature rise of the pantograph valve plate to be tested.

9. Detection system for pantograph valve plate of train, characterized in that, Including: A gas pressure acquisition module for obtaining the internal air pressure of the pantograph valve plate to be tested at the target speed, where the target speed is obtained by simulating the speed of the pantograph valve plate to be tested through the MVB bus, and the internal air pressure of the pantograph valve plate to be tested is applied by a gas source; A valve plate detection module, which is used to compare the internal air pressure of the to-be-tested pantograph valve plate with a pre-calibrated standard range after the internal air pressure of the to-be-tested pantograph valve plate is stable. If the internal air pressure of the to-be-tested pantograph valve plate is within the standard range, it is determined that the to-be-tested pantograph valve plate of the to-be-tested train is detected to be qualified.

10. Test bench for the pantograph valve plate of a train, characterized in that, It includes: A control unit, which is used to execute the detection method of the pantograph valve plate of the train according to any one of claims 1-8; An air source, which is used to apply air pressure to the to-be-tested pantograph valve plate of the to-be-tested train under the control of the control unit; A pressure sensor, which is used to obtain the internal air pressure of the to-be-tested pantograph valve plate in real time and send it to the control unit.

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