Method and system for detecting pantograph valve plate of train, test bench

Abstract

The present application relates to the field of vehicle maintenance, and provides a detection method and system of a pantograph valve plate of a train, and a test bench, the method comprising: obtaining internal air pressure of a to-be-detected pantograph valve plate at a target speed, the target speed being obtained by simulating the speed of the to-be-detected pantograph valve plate, and the internal air pressure of the to-be-detected pantograph valve plate being applied by an air source; after the internal air pressure of the to-be-detected pantograph valve plate is stabilized, comparing the internal air pressure of the to-be-detected pantograph valve plate with a standard interval obtained by pre-calibration, 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 qualified. The present application solves the problem of low detection accuracy of the pantograph valve plate in the related technical solutions, and can dynamically complete the air tightness detection of the pantograph of the train by simulating the speed of the train, so that the detection process is more comprehensive and the accuracy is higher.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle maintenance, in particular to a detection method and system of a pantograph valve plate of a train and a test bench. BACKGROUND

[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 that obtains power from the catenary. When the train issues a pantograph lifting command, the valve plate lifting electromagnetic valve is powered, and the pressure air passes through the lifting electromagnetic valve, the pressure regulating valve and the roof air supply pipeline to enter the air bag, which can drive the pantograph to rise.

[0003] In related technologies, when the quality of the pantograph valve plate of a train is detected, the detection is generally completed by manually measuring the valve plate wear, ultrasonic detection of the valve plate wear and laser ranging detection of the valve plate wear. However, the detection accuracy of these methods is not high, and the pantograph valve plate of the train cannot be comprehensively detected, which cannot meet the actual needs. SUMMARY

[0004] The present application provides a detection method and system of 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 related technical solutions. The scheme of the present application can dynamically complete the air tightness detection of the pantograph of the train by simulating the speed of the train, and the detection process is more comprehensive and has higher accuracy.

[0005] The present application provides a detection method of a pantograph valve plate of a train, comprising:

[0006] obtaining the internal air pressure of the pantograph valve plate to be detected at a target speed, the target speed being obtained by simulating the speed of the pantograph valve plate to be detected, and the internal air pressure of the pantograph valve plate to be detected being applied by an air source;

[0007] After the internal air pressure of the pantograph valve plate to be detected is stabilized, the internal air pressure of the pantograph valve plate to be detected is compared with a standard interval obtained by pre-calibration. If the internal air pressure of the pantograph valve plate to be detected is within the standard interval, it is determined that the pantograph valve plate to be detected of the train to be detected is detected to be qualified.

[0008] According to the detection method of the pantograph valve plate of the train provided by the present application, before obtaining the internal air pressure of the pantograph valve plate to be detected at a target speed, it comprises:

[0009] The air source applies an air pressure of 500-700 kilopascals to the pantograph valve plate to be detected of the train to be detected.

[0010] The method for detecting the pantograph valve plate of the train according to the present application, if the internal air pressure of the pantograph valve plate to be detected remains unchanged within 30 seconds, it is determined that the internal air pressure of the pantograph valve plate to be detected is stable.

[0011] The method for detecting the pantograph valve plate of the train according to the present application, the target speed is 0 km / h, and the standard interval is 339-359 kPa;

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

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

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

[0015] The method for detecting the pantograph valve plate of the train according to the present application, before the speed simulation of the train to be detected, further comprises:

[0016] The air source is used to apply air pressure to the pantograph valve plate to be detected of the train to be detected, and the air pressure change value of the pantograph valve plate to be detected within a set time is detected;

[0017] The air pressure change value is compared with the 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 detected of the train to be detected is unqualified.

[0018] The method for detecting the pantograph valve plate of the train according to the present application, the internal air pressure of the pantograph valve plate to be detected is compared with the standard interval obtained by pre-calibration, if the internal air pressure of the pantograph valve plate to be detected is within the standard interval, further comprises:

[0019] The pantograph valve plate to be detected is subjected to pressure relief for 3 seconds;

[0020] The air pressure loss value of the pantograph valve plate to be detected during the pressure relief process is detected, if the air pressure loss value is less than or equal to the second standard value, it is determined that the pantograph valve plate to be detected is unqualified.

[0021] The method for detecting the pantograph valve plate of the train according to the present application, the internal air pressure of the pantograph valve plate to be detected is compared with the standard interval obtained by pre-calibration, if the internal air pressure of the pantograph valve plate to be detected is within the standard interval, further comprises:

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

[0023] Compare the air pressure leakage value with a third standard value obtained by pre-calibration, and if the air pressure leakage value is greater than the third standard value, it is determined that the to-be-tested pantograph valve plate detection is unqualified.

[0024] The detection method of the pantograph valve plate of the train provided by the application further comprises:

[0025] The operating temperature rise of the to-be-tested pantograph valve plate is detected.

[0026] The application further provides a detection system of a pantograph valve plate of a train, comprising:

[0027] An air pressure acquisition module is configured to acquire the internal air pressure of the to-be-tested pantograph valve plate at a target speed, wherein the target speed is obtained by simulating the speed of the to-be-tested pantograph valve plate through an MVB bus, and the internal air pressure of the to-be-tested pantograph valve plate is applied by an air source.

[0028] A valve plate detection module is configured to compare the internal air pressure of the to-be-tested pantograph valve plate with a standard interval obtained by pre-calibration after the internal air pressure of the to-be-tested pantograph valve plate is stabilized, and if the internal air pressure of the to-be-tested pantograph valve plate is within the standard interval, it is determined that the to-be-tested pantograph valve plate of the to-be-tested train is qualified.

[0029] The application further provides a test bench of a pantograph valve plate of a train, comprising:

[0030] A control unit is configured to execute any one of the detection methods of the pantograph valve plate of the train described above.

[0031] An air source is configured 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.

[0032] A pressure sensor is configured to acquire the internal air pressure of the to-be-tested pantograph valve plate in real time and send the internal air pressure to the control unit.

[0033] The application further provides an electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor implements any one of the detection methods of the pantograph valve plate of the train described above when executing the program.

[0034] The application further provides a non-transitory computer-readable storage medium having a computer program stored thereon, wherein the computer program is executable by a processor to implement any one of the detection methods of the pantograph valve plate of the train described above.

[0035] The application further provides a computer program product comprising a computer program, wherein the computer program is executable by a processor to implement any one of the detection methods of the pantograph valve plate of the train described above.

[0036] The detection method of the pantograph valve plate of the train provided by the application can simulate the speed of the train to be detected, and the dynamic air tightness of the pantograph of the train can be detected in the simulated speed mode, the detection process is more comprehensive, and the standard interval is obtained by pre-calibration, so that the detection of the pantograph of the train can be more accurately completed by comparison with the standard interval. BRIEF DESCRIPTION OF DRAWINGS

[0037] In order to more clearly illustrate the technical solutions in the application or prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0038] Figure 1 FIG. 1 is a flowchart of the detection method of the pantograph valve plate of the train provided by the embodiment of the application.

[0039] Figure 2 FIG. 2 is a structural diagram of the detection system of the pantograph valve plate of the train provided by the embodiment of the application.

[0040] Figure 3 FIG. 3 is an electrical control diagram of the test bench of the pantograph valve plate of the train provided by the embodiment of the application.

[0041] Figure 4 FIG. 4 is a structural diagram of the electronic device provided by the embodiment of the application. DETAILED DESCRIPTION

[0042] In order to make the objects, technical solutions and advantages of the application clearer, the technical solutions in the application will be described clearly and completely below with reference to the drawings in the application. Obviously, the described embodiments are some embodiments of the application, but not all the embodiments. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative labor are within the protection scope of the application.

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

[0044] As shown in FIG. 1, the embodiment provides a detection method of a pantograph valve plate of a train, which comprises the following steps. Figure 1

[0045] In step 101, the internal air pressure of the pantograph valve plate to be detected at a target speed is obtained, the target speed is obtained by simulating the speed of the pantograph valve plate to be detected, and the internal air pressure of the pantograph valve plate to be detected is applied by an air source. ​

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

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

[0048] The pantograph raising refers to that after the train sends a pantograph raising instruction, the pantograph raising electromagnetic valve is powered, the pressure air passes through the pantograph raising electromagnetic valve, the pressure regulating valve and the roof air supply pipeline, one way enters the air bag to drive the pantograph to rise, and the other way passes through the ADD valve to the carbon slide ADD detection air path, the pressure switch and the ADD electromagnetic valve. In the whole pantograph raising process, the ADD valve plays a very important role. The pressure air first passes through the shrinkage hole of the lower valve body to supply air to the upper valve body, the carbon slide ADD detection air path, the pressure switch and the ADD electromagnetic valve until the pressure of the upper and lower valve bodies reaches balance, and the pantograph rises.

[0049] The running refers to that after the pantograph is raised, the speed-air bag pressure curve in the control module determines the air bag target pressure at a certain speed, and the pressure sensor feeds back the real-time pressure of the air bag to the control module. When the target pressure is inconsistent with the actual pressure, the control module will adjust in time through the closed loop control system to keep them consistent.

[0050] The pantograph lowering refers to that after the train sends a pantograph lowering instruction, the pantograph raising electromagnetic valve loses power, the pressure air in the air bag is discharged through the exhaust port of the pantograph raising electromagnetic valve, the pantograph is lowered under the action of gravity, and the pressure air in the carbon slide ADD detection air path, the pressure switch and the ADD electromagnetic valve is also discharged at the same time. The pressure switch in the closed state reopens the open circuit, and the train can judge that the pantograph is normally lowered. The automatic emergency pantograph lowering refers to that when the pantograph carbon slide is worn to the limit or damaged by external force, the control air path leaks, and the control module has a serious fault, the pantograph is automatically and quickly lowered to protect the pantograph and the contact network from being further damaged. The carbon slide of the pantograph is internally provided with an ADD detection air path, which has an automatic pantograph lowering detection function. When the pantograph is automatically lowered during the train running, 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 the embodiment can be executed by a pantograph valve plate maintenance test bench. The pantograph valve plate maintenance test bench is mainly used for detecting the working state of the control valve plate and the performance of the pantograph raising electromagnetic valve, the pressure regulating valve, the ADD valve and the pressure sensor.

[0052] In the implementation, the speed simulation can be performed on the train to be tested through a multifunction vehicle bus (MVB). The MVB 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, so that the actual situation of the train driving at different speeds can be simulated more realistically.

[0053] The speed simulation can be performed 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 the data to the pantograph valve board. The pantograph valve board can control the air pressure output by the precision pressure regulating valve and the high-frequency electromagnetic valve in the pantograph air bag according to the obtained speed information and catenary height information, and then realize the controllable change of the pantograph and catenary pressure. The obtained output air pressure value is compared with the preset standard value, and it is determined whether it is qualified.

[0054] In actual application, the target speed can include multiple speeds, that is, the speed of the train to be tested can be simulated in step 101. Further, the train to be tested can 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 can be applied to the pantograph valve board to be tested. The air pressure can be applied by an external air source, such as an air pump or an air tank.

[0056] The air pressure sensor is an instrument for measuring the absolute pressure of a gas. In the implementation, the internal air pressure of the pantograph valve board to be tested can be detected by the air pressure sensor. The air pressure sensor used in this step can be a common air pressure sensor, which is not limited in this embodiment.

[0057] In step 102, after the internal air pressure of the pantograph valve board to be tested is stabilized, the internal air pressure of the pantograph valve board to be tested is compared with the standard interval obtained by pre-calibration. If the internal air pressure of the pantograph valve board to be tested is within the standard interval, it is determined that the pantograph valve board to be tested of the train to be tested is qualified.

[0058] In actual application, during the process of applying air pressure to the pantograph valve board to be tested, the internal air pressure of the pantograph valve board to be tested remains unchanged for a certain period of time, which can be regarded as the internal air pressure of the pantograph valve board to be tested being stabilized. In the implementation, the period of time can be set to 30 seconds, that is, if the internal air pressure of the pantograph valve board to be tested remains unchanged for 30 seconds, it can be regarded as the internal air pressure of the pantograph valve board to be tested being stabilized. If the internal air pressure of the pantograph valve board to be tested fluctuates for 30 seconds continuously, the 30 seconds need to be restarted until the internal air pressure no longer changes.

[0059] In the process of train running, the air pressure in 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 in 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 of the standard interval applied in step 103 is that, in the process of train running, the air pressure value range that enables the pantograph valve plate to work normally.

[0060] In implementation, the standard interval of the internal air pressure of the pantograph valve plate at different target speeds can also be different, so the process of obtaining the internal air pressure described above can be performed at different target speeds, and the internal air pressure obtained at each speed is compared with the standard interval at the corresponding speed. In this way, it can be determined that the pantograph valve plate of the train to be tested is qualified at the target speed.

[0061] In implementation, the standard interval described above can be obtained by pre-calibration. For example, a perfect train that is determined to have no quality problems can be subjected to speed simulation at a target speed, and then the internal air pressure value of the pantograph valve plate of the train is monitored in real time. The minimum and maximum values 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 the pantograph valve plate of the train to be tested is subjected to quality detection, it can be determined whether the internal air pressure value is within the standard interval under the same detection conditions. If the condition is met, it can be determined that the detection is qualified.

[0062] The detection method of the pantograph valve plate of the train provided in the embodiment can simulate the speed of the train to be tested. In the speed simulation mode, the dynamic air tightness detection of the pantograph of the train can be completed. The detection process is more comprehensive, and the standard interval is obtained by pre-calibration. Therefore, the detection of the pantograph of the train can be completed in a more accurate manner by comparing with the standard interval.

[0063] In an example embodiment, obtaining the internal air pressure of the pantograph valve plate to be tested at the target speed comprises:

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

[0065] In the embodiment, inputting the air pressure to the pantograph valve plate can be used to detect the air tightness of the valve plate pressure sensor, the pantograph electromagnetic valve, the pressure regulating valve, and the ADD valve.

[0066] In implementation, the air source can be an air pump or an air tank. For example, it can be a 5L air tank, which can be inflated in advance by an air pump or other air tanks.

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

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

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

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

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

[0072] In this embodiment, the pantograph valve plate can be detected by speed simulation. The pantograph valve plate receives a pantograph lifting signal from the train to lift the pantograph. The pressure sensor can detect the input pressure and then feed back to the electronic module. The pressure switch is used to indicate the lifting state of the pantograph. Correspondingly, the ADD electromagnetic valve is used for emergency pantograph lowering.

[0073] When simulating the speed of the to-be-tested train, the train acceleration and train deceleration can be simulated respectively. In the train acceleration stage, four target speeds can be included, which are 0 km / h, 150 km / h, 250 km / h and 350 km / h respectively. The standard interval corresponding to each target speed is consistent with the above embodiment, that is, when the target speed is 0 km / h, the standard interval is 339-359 kPa; when the target speed is 150 km / h, the standard interval is 360-379 kPa; when the target speed is 250 km / h, the standard interval is 380-400 kPa; and when the target speed is 350 km / h, the standard interval is 410-440 kPa.

[0074] In the train deceleration stage, three target speeds can be included, which are 0 km / h, 150 km / h and 250 km / h respectively. The standard interval corresponding to each target speed is consistent with the above embodiment, that is, when the target speed is 0 km / h, the standard interval is 339-359 kPa; when the target speed is 150 km / h, the standard interval is 360-379 kPa; and when the target speed is 250 km / h, the standard interval is 380-400 kPa.

[0075] In the example embodiment, before simulating the speed of the to-be-tested train, the following steps are further included:

[0076] The air pressure is applied to the valve plate of the pantograph to be tested of the train to be tested by an air source, and the air pressure change value of the valve plate of the pantograph to be tested within a set time is detected;

[0077] The air pressure change value is compared with a first standard value obtained by pre-calibration, and if the air pressure change value is greater than the first standard value, it is determined that the valve plate of the pantograph to be tested of the train to be tested is unqualified.

[0078] In the same implementation, the air pressure is applied to the valve plate of the pantograph to be tested by an external air source, which can be used to detect the air tightness of the valve plate pressure sensor, the pantograph raising electromagnetic valve, the pressure regulating valve and the ADD valve.

[0079] The detection process of steps 101-103 above is actually a dynamic detection for the train. Unlike the above embodiments, the scheme of the present embodiment is actually a static detection, which directly detects the air tightness of the valve plate of the pantograph of the train without speed simulation.

[0080] The static detection process in the present embodiment can be performed before the dynamic detection process with speed simulation. If the static detection determines that the valve plate of the pantograph of the train is unqualified, the subsequent speed simulation process is not needed.

[0081] In the implementation, the static detection of the valve plate of the pantograph to be tested in the present embodiment can also be performed in multiple stages, i.e., valve plate input air tightness detection, ADD air tightness detection and valve plate output air tightness detection. In the three stages, air pressure can be applied to the valve plate of the pantograph to be tested, and the air pressure change value of the valve plate of the pantograph to be tested is detected. The air pressure change value is the air pressure leakage value.

[0082] In actual application, when the valve plate input air tightness is detected, 500 kilopascals, 600 kilopascals and 700 kilopascals of air pressure can be respectively applied to the valve plate of the pantograph to be tested. In different air pressure application conditions, the set time can be the same, which can be 1 minute, i.e., the air pressure change value of the valve plate of the pantograph to be tested within 1 minute is detected. When the applied air pressure values are different, the corresponding first standard values are also different. For example, when 500 kilopascals of air pressure is applied to the valve plate of the pantograph to be tested, the corresponding first standard value can be 5 kilopascals, i.e., if the air pressure leakage value of the valve plate of the pantograph to be tested exceeds 5 kilopascals within 1 minute, it is determined that the valve plate of the pantograph to be tested of the train to be tested is unqualified.

[0083] When 600 kilopascals of air pressure is applied to the valve plate of the pantograph to be tested, the corresponding first standard value can be 10 kilopascals, i.e., if the air pressure leakage value of the valve plate of the pantograph to be tested exceeds 10 kilopascals within 1 minute, it is determined that the valve plate of the pantograph to be tested of the train to be tested is unqualified.

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

[0085] In actual application, when the ADD air tightness is detected, 500 kPa, 600 kPa and 700 kPa of air pressure can be respectively applied to the to-be-tested pantograph valve plate, and the set time can be the same under different applied air pressures, which can be 1 minute, that is, the air pressure change value of the to-be-tested pantograph valve plate within 1 minute is detected. When the applied air pressure value is different, the corresponding first standard value is also different, for example, when 500 kPa of air pressure is applied to the to-be-tested pantograph valve plate, the corresponding first standard value can be 5 kPa, that is, if the air pressure leakage value of the to-be-tested pantograph valve plate exceeds 5 kPa within one minute, it can be determined that the to-be-tested pantograph valve plate of the to-be-tested train fails the test.

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

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

[0088] In actual application, when the valve plate output air tightness is detected, it can also be performed under different speed simulation conditions, for example, the valve plate output air tightness can be detected at speeds of 0 km / h, 150 km / h, 250 km / h and 350 km / h. Specifically, the air pressure leakage value of the to-be-tested pantograph valve plate of the to-be-tested train within one minute can be detected at a certain speed, and if the air pressure leakage value exceeds 10 kPa within one minute, it can be determined that the valve plate output air tightness of the to-be-tested pantograph valve plate fails the test.

[0089] In implementation, the first standard value can be pre-calibrated, specifically, a perfect train that is determined to have no quality problems can be subjected to static air tightness detection, including valve plate input air tightness detection, ADD air tightness detection and valve plate output air tightness detection, and then the air pressure leakage value of the to-be-tested pantograph valve plate within 1 minute is calculated to form the first standard value. In this way, when the static air tightness of the pantograph valve plate of the to-be-tested train is detected, it can be determined whether the air pressure leakage value is lower than the first standard value under the same detection condition, and if it meets the condition, it can be determined that the test is qualified.

[0090] In the example embodiment, after comparing the internal air pressure of the to-be-tested pantograph valve plate with the standard interval obtained through pre-calibration, if the internal air pressure of the to-be-tested pantograph valve plate is within the standard interval, the method further comprises:

[0091] continuously releasing the air pressure of the to-be-tested pantograph valve plate for 3 seconds;

[0092] detecting the lost air pressure value of the to-be-tested pantograph valve plate during the air pressure releasing process, and determining that the to-be-tested pantograph valve plate is unqualified if the lost air pressure value is less than or equal to a second standard value.

[0093] In the air pressure releasing process of the embodiment, the process mainly simulates whether the pantograph valve plate can support emergency pantograph lowering when the pantograph is worn out. During the operation of the train, the pantograph is continuously rubbed against the catenary. Although the pantograph valve plate is usually made of wear-resistant materials such as carbon fiber or graphite, the pantograph valve plate will inevitably be worn out during long-term use. If the pantograph valve plate is not replaced in time, the train needs to be lowered in an emergency, and the pantograph with excessive wear is lowered to use other pantographs in the train for conduction. During the emergency pantograph lowering process, the pantograph valve plate needs to be rapidly released in a short time. Therefore, the embodiment provides a detection method for whether the pantograph valve plate can realize rapid pressure release.

[0094] In the embodiment, different air pressure values can be used as the starting point of pressure release, for example, 500 kilopascals or 600 kilopascals can be used as the starting point of pressure release, that is, the internal air pressure value of the pantograph valve plate is controlled to be 500 kilopascals or 600 kilopascals before pressure release, and then the simulation of emergency pantograph lowering is started.

[0095] In the implementation, the second standard value can be 250 kilopascals, that is, if the to-be-tested pantograph valve plate can release 250 kilopascals within 3 seconds, the to-be-tested pantograph valve plate can be considered to pass the simulation pantograph lowering detection.

[0096] In the example embodiment, after comparing the internal air pressure of the to-be-tested pantograph valve plate with the standard interval obtained through pre-calibration, if the internal air pressure of the to-be-tested pantograph valve plate is within the standard interval, the method further comprises:

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

[0098] comparing the air pressure leakage value with a third standard value obtained through pre-calibration, and determining that the to-be-tested pantograph valve plate is unqualified if the air pressure leakage value is greater than the third standard value.

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

[0100] In actual application, the to-be-tested train can be simulated at different speeds, such as 150 kilometers per hour, 250 kilometers per hour, 350 kilometers per hour, etc. The air pressure leakage value of the pantograph valve plate within 1 minute is detected at different speeds, and compared with the third standard value. In actual application, the third standard value can also be obtained by prior calibration. In implementation, the third standard value can be 10 kilopascals.

[0101] In an example embodiment, the method further comprises:

[0102] Detecting the operating temperature rise of the to-be-tested pantograph valve plate.

[0103] In implementation, the operating temperature rise refers to the temperature change of the to-be-tested pantograph valve plate during the test. The detection process can be to measure the first temperature value of the pantograph valve plate using a temperature measuring gun before the formal test begins, and then measure the second temperature value of the pantograph valve plate using the temperature measuring gun after the detection is completed. The difference between the second temperature value and the first temperature value is the operating temperature rise of the to-be-tested pantograph valve plate. In actual application, the operating temperature rise of the to-be-tested pantograph valve plate needs to be less than 30 degrees Celsius, otherwise the detection is unqualified.

[0104] In an example embodiment, before the to-be-tested pantograph valve plate is detected by the test bench, the maximum current, no-load current and insulation of the test bench can be detected. For example, the standard value of the maximum current can be 300 milliamperes. If the maximum current of the test bench is less than 300 milliamperes, it can be determined that the detection is qualified. The standard value of the device no-load current can be 100 milliamperes. If the no-load current of the test bench is less than 100 milliamperes, it can be determined that the detection is qualified. When the test bench is subjected to insulation detection, the external current value of the surface of the test bench is detected and compared with the standard value obtained by prior calibration. For example, the standard value of the insulation current can be 50 milliamperes, that is, if the external current value of the test bench is less than 50 milliamperes, it can be determined that the detection is qualified.

[0105] The following is a specific example to illustrate the method for detecting the pantograph valve plate of the train provided by the scheme of the present application:

[0106] 1. The test bench is subjected to electrical performance detection, including detecting that the maximum operating current of the test bench is 235.3 milliamperes, which is lower than the standard value of 300 milliamperes, and the detection is qualified.

[0107] The no-load current of the test bench is detected to be 93 milliamperes, which is lower than the standard value of 100 milliamperes, 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 50 mA, and the detection is qualified.

[0109] 2. The static air tightness of the valve plate of the pantograph to be tested is detected, including valve plate input air tightness detection, ADD air tightness detection and valve plate output air tightness detection, wherein the valve plate input air tightness detection comprises: applying 500 kilo-pa air pressure to the valve plate of the pantograph to be tested through a 2L air storage tank, detecting that the leakage value of the internal air pressure of the valve plate within 1 minute is 1.3 kilo-pa, which is lower than the standard value 5 kilo-pa, and the detection is qualified.

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

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

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

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

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

[0115] The valve plate output air tightness detection comprises:

[0116] Speed simulation is performed on the train, at a speed of 0 km / h, the leakage value of the valve plate of the pantograph to be tested within 1 minute is monitored to be 0.1 kilo-pa, which is lower than the standard value 10 kilo-pa, and the detection is qualified.

[0117] At a speed of 150 km / h, the leakage value of the valve plate of the pantograph to be tested within 1 minute is monitored to be 0.1 kilo-pa, which is lower than the standard value 10 kilo-pa, and the detection is qualified.

[0118] At a speed of 250 km / h, the leakage value of the valve plate of the pantograph to be tested within 1 minute is monitored to be 0.1 kilo-pa, which is lower than the standard value 10 kilo-pa, and the detection is qualified.

[0119] At the speed of 350 km / h, the leakage value of the test pantograph valve plate within 1 minute is 0.1 kPa, which is lower than the standard value of 10 kPa, and the detection is qualified.

[0120] 3. The speed simulation differential pressure detection is carried out on the test train, including the acceleration stage and the deceleration stage of the train, wherein the acceleration stage includes:

[0121] At the speed of 0 km / h, 500 kPa of air pressure value is applied to the test pantograph valve plate through a 20L air storage tank, and the air pressure value in the pantograph valve plate is monitored for 30 seconds without change. After that, the air pressure value in the pantograph valve plate is detected as 353.5 kPa, which belongs to the standard interval of 339-359 kPa, and the detection is qualified.

[0122] At the speed of 150 km / h, 500 kPa of air pressure value is applied to the test pantograph valve plate through a 20L air storage tank, and the air pressure value in the pantograph valve plate is monitored for 30 seconds without change. After that, the air pressure value in the pantograph valve plate is detected as 364.6 kPa, which belongs to the standard interval of 360-379 kPa, and the detection is qualified.

[0123] At the speed of 250 km / h, 500 kPa of air pressure value is applied to the test pantograph valve plate through a 20L air storage tank, and the air pressure value in the pantograph valve plate is monitored for 30 seconds without change. After that, the air pressure value in the pantograph valve plate is detected as 396.6 kPa, which belongs to the standard interval of 380-400 kPa, and the detection is qualified.

[0124] At the speed of 350 km / h, 500 kPa of air pressure value is applied to the test pantograph valve plate through a 20L air storage tank, and the air pressure value in the pantograph valve plate is monitored for 30 seconds without change. After that, the air pressure value in the pantograph valve plate is detected as 431.5 kPa, which belongs to the standard interval of 410-440 kPa, and the detection is qualified.

[0125] The detection of the deceleration stage includes:

[0126] At the speed of 250 km / h, 500 kPa of air pressure value is applied to the test pantograph valve plate through a 20L air storage tank, and the air pressure value in the pantograph valve plate is monitored for 30 seconds without change. After that, the air pressure value in the pantograph valve plate is detected as 396.4 kPa, which belongs to the standard interval of 380-400 kPa, and the detection is qualified.

[0127] At the speed of 150 km / h, 500 kPa of air pressure value is applied to the test pantograph valve plate through a 20L air storage tank, and the air pressure value in the pantograph valve plate is monitored for 30 seconds without change. After that, the air pressure value in the pantograph valve plate is detected as 369.6 kPa, which belongs to the standard interval of 360-379 kPa, and the detection is qualified.

[0128] At the speed of 0 km per hour, 500 kilo-pa air pressure value is applied to the pantograph valve plate to be tested through the 20L air storage tank. After 30 seconds of monitoring, the air pressure value in the pantograph valve plate is 355.6 kilo-pa, which belongs to the standard interval of 339-359 kilo-pa, and the detection is qualified.

[0129] 4. The pantograph valve plate to be tested is subjected to emergency pantograph lowering simulation detection, including:

[0130] When the initial air pressure value of the pantograph valve plate to be tested is 500 kilo-pa, the pantograph valve plate is subjected to emergency pressure reduction, and the pressure reduction value of the pantograph valve plate is monitored to be 369.3 kilo-pa within 3 seconds, which exceeds the standard value of 250 kilo-pa, and the detection is qualified.

[0131] When the initial air pressure value of the pantograph valve plate to be tested is 600 kilo-pa, the pantograph valve plate is subjected to emergency pressure reduction, and the pressure reduction value of the pantograph valve plate is monitored to be 415.1 kilo-pa within 3 seconds, which exceeds the standard value of 250 kilo-pa, and the detection is qualified.

[0132] 5. The pantograph valve plate to be tested is subjected to dynamic leakage simulation detection, including:

[0133] When the speed simulation of the train to be tested is 150 km per hour, the air pressure leakage value of the pantograph valve plate to be tested within 30 seconds is monitored to be 0.1 kilo-pa, which is lower than the standard value of 10 kilo-pa, and the detection is qualified.

[0134] When the speed simulation of the train to be tested is 250 km per hour, the air pressure leakage value of the pantograph valve plate to be tested within 30 seconds is monitored to be 0.2 kilo-pa, which is lower than the standard value of 10 kilo-pa, and the detection is qualified.

[0135] When the speed simulation of the train to be tested is 350 km per hour, the air pressure leakage value of the pantograph valve plate to be tested within 30 seconds is monitored to be 0.1 kilo-pa, which is lower than the standard value of 10 kilo-pa, and the detection is qualified.

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

[0137] The detection system of the pantograph valve plate of the train provided by the present application is described below. The detection system of the pantograph valve plate of the train described below can be correspondingly referred to the detection method of the pantograph valve plate of the train described above.

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

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

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

[0141] The valve plate detection module 202 is configured to compare the internal air pressure of the to-be-tested pantograph valve plate with a standard interval obtained by calibration in advance after the internal air pressure of the to-be-tested pantograph valve plate is stabilized, and determine that the to-be-tested pantograph valve plate of the to-be-tested train is qualified if the internal air pressure of the to-be-tested pantograph valve plate is within the standard interval.

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

[0143] As shown in Figure 3 The present application further provides a test bench for the pantograph valve plate of the train, comprising:

[0144] A control unit is configured to execute the detection method for the pantograph valve plate of the train.

[0145] An air source is configured 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.

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

[0147] As can be seen from Figure 3 , the test bench provided by the embodiment can set multiple detection loops, that is, multiple pantograph valve plates can be detected at the same time.

[0148] Figure 3 The industrial computer and the DSP digital circuit board in may be the control unit, configured to execute the detection method for the pantograph valve plate of the train in any of the above embodiments.

[0149] Figure 3 The air pump, the electromagnetic valve and the air storage tank in may be the air source, the air pump being configured to apply air pressure to the air storage tank, and then the air storage tank directly applies air pressure to the pantograph valve plate.

[0150] As known from the above embodiments, the pantograph valve plate maintenance test bench is mainly used for detecting the working state of the control valve plate and the performance of the pantograph electromagnetic valve, the pressure regulating valve, the ADD valve and the pressure sensor. The working state includes continuously accelerating from 0 km / h to 350 km / h and then re-decelerating to 0 km / h at the simulated speed of the train, and the change of the output pressure of the pantograph control plate in this process.

[0151] The performance of the pop-up solenoid valve, pressure regulating valve, ADD valve and pressure sensor is supplied with air by an external air source, and the pressure of 500-700 kPa is input and maintained for 1 minute. The air tightness of the pop-up solenoid valve, pressure regulating valve and ADD valve in 1 minute is detected, and the obtained leakage value is compared with the standard value to determine whether it is qualified.

[0152] Figure 4 An example of a schematic diagram of the physical structure of an electronic device is shown in Figure 4 The electronic device can include a processor 410, a communications interface 420, a memory 430 and a communications bus 440, wherein the processor 410, the communications interface 420 and the memory 430 communicate with each other through the communications 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, which includes:

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

[0154] After the internal air pressure of the to-be-tested pantograph valve plate is stabilized, the internal air pressure of the to-be-tested pantograph valve plate is compared with the standard interval obtained by pre-calibration. If the internal air pressure of the to-be-tested pantograph valve plate is within the standard interval, it is determined that the to-be-tested pantograph valve plate of the to-be-tested train is qualified.

[0155] In addition, the logical instructions in the memory 430 described above can be implemented in the form of a software function unit and sold or used as an independent product. When stored in a computer readable storage medium, the technical solutions of the present application can be embodied in the form of a software product, and the computer software product stored in a storage medium includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method of each embodiment of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0156] In another aspect, the present application also provides a computer program product, which comprises a computer program, the computer program being stored in a non-transitory computer readable storage medium, and the computer program being capable of executing the method for detecting the pantograph valve plate of a train provided by the above-mentioned methods when executed by a processor, the method comprising:

[0157] obtaining the internal air pressure of the pantograph valve plate to be detected at a target speed, the target speed being obtained by simulating the speed of the pantograph valve plate to be detected, and the internal air pressure of the pantograph valve plate to be detected being applied by an air source;

[0158] comparing the internal air pressure of the pantograph valve plate to be detected with a standard interval obtained by pre-calibration after the internal air pressure of the pantograph valve plate to be detected is stabilized, and determining that the pantograph valve plate to be detected of the train to be detected is qualified if the internal air pressure of the pantograph valve plate to be detected is within the standard interval.

[0159] In another aspect, the present application also provides a non-transitory computer readable storage medium, which stores a computer program, the computer program being capable of executing the method for detecting the pantograph valve plate of a train provided by the above-mentioned methods when executed by a processor, the method comprising:

[0160] obtaining the internal air pressure of the pantograph valve plate to be detected at a target speed, the target speed being obtained by simulating the speed of the pantograph valve plate to be detected, and the internal air pressure of the pantograph valve plate to be detected being applied by an air source;

[0161] comparing the internal air pressure of the pantograph valve plate to be detected with a standard interval obtained by pre-calibration after the internal air pressure of the pantograph valve plate to be detected is stabilized, and determining that the pantograph valve plate to be detected of the train to be detected is qualified if the internal air pressure of the pantograph valve plate to be detected is within the standard interval.

[0162] The device embodiments described above are merely illustrative, wherein the units shown as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, i.e., can be located in one place, or can be distributed on multiple network units. Part or all of the modules can be selected to achieve the purpose of the present embodiment scheme according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0163] Those skilled in the art can clearly understand the technical solutions of the various embodiments from the above description of the embodiments, and the various embodiments can be implemented by means of software with the necessary general hardware platforms, and of course can also be implemented by hardware. Based on such understanding, the above technical solutions, essentially or in other words, the part of the prior art that makes a contribution, can be embodied in the form of a software product, which can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, and the like, and includes a number of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute the methods of the various embodiments 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 application, rather than limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for some technical features therein; 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 application.

Claims

1. A method for detecting the pantograph valve plate of a train, characterized in that, include: The internal air pressure of the pantograph valve plate under test is obtained at the target speed, wherein the target speed is obtained by speed simulation of the pantograph valve plate under test, and the internal air pressure of the pantograph valve plate under test is applied by an air source. After the internal air pressure of the pantograph valve plate under test stabilizes, the internal air pressure of the pantograph valve plate under test is compared with the pre-calibrated standard range. If the internal air pressure of the pantograph valve plate under test is within the standard range, the pantograph valve plate of the train under test is determined to be qualified. The step involves comparing the internal air pressure of the pantograph valve plate under test with a pre-calibrated standard range. If the internal air pressure of the pantograph valve plate under test is within the standard range, the next step includes: Depressurize the pantograph valve plate under test for 3 seconds. The pressure loss of the pantograph valve plate under test during the depressurization process is detected. If the pressure loss is less than or equal to the second standard value, the pantograph valve plate under test is determined to be unqualified.

2. The method for detecting the pantograph valve plate of a train according to claim 1, characterized in that, The process of obtaining the internal air pressure of the pantograph valve plate at the target speed includes: A pressure of 500 kPa to 700 kPa is applied to the pantograph valve plate of the train under test through an air source.

3. The method for detecting the pantograph valve plate of a train according to claim 2, characterized in that, If the internal air pressure of the pantograph valve plate under test remains unchanged within 30 seconds, it is determined that the internal air pressure of the pantograph valve plate under test is stable.

4. The method for detecting the pantograph valve plate of a 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 method for detecting the pantograph valve plate of a train according to claim 1, characterized in that, Before performing speed simulation on the train under test, the following steps are also included: Air pressure is applied to the pantograph valve plate of the train under test by an air source, and the air pressure change value of the pantograph valve plate under test is detected within a set time. The air pressure change value is compared with a pre-calibrated first standard value. If the air pressure change value is greater than the first standard value, the pantograph valve plate of the train under test is determined to be unqualified.

6. The method for detecting the pantograph valve plate of a train according to claim 1, characterized in that, The step involves comparing the internal air pressure of the pantograph valve plate under test with a pre-calibrated standard range. If the internal air pressure of the pantograph valve plate under test is within the standard range, the next step includes: The air pressure leakage value of the pantograph valve plate is detected within a set time. The air pressure leakage value is compared with the pre-calibrated third standard value. If the air pressure leakage value is greater than the third standard value, the pantograph valve plate under test is determined to be unqualified.

7. The method for detecting the pantograph valve plate of a train according to claim 1, characterized in that, Also includes: The operating temperature rise of the pantograph valve plate under test is detected.

8. A detection system for the pantograph valve plate of a train, employing the detection method for the pantograph valve plate of a train as described in any one of claims 1-7, characterized in that, include: The air pressure acquisition module is used to acquire the internal air pressure of the pantograph valve plate under test at a target speed. The target speed is obtained by speed simulation of the pantograph valve plate under test through the MVB bus. The internal air pressure of the pantograph valve plate under test is applied by an air source. The valve plate detection module is used to compare the internal air pressure of the pantograph valve plate under test with a pre-calibrated standard range after the internal air pressure of the pantograph valve plate under test has stabilized. If the internal air pressure of the pantograph valve plate under test is within the standard range, the pantograph valve plate of the train under test is determined to be qualified.

9. A test bench for the pantograph valve plate of a train, characterized in that, include: A control unit for performing the detection method of the pantograph valve plate of the train as described in any one of claims 1-7; An air source is used to apply air pressure to the pantograph valve plate of the train under test under the control of the control unit. A pressure sensor is used to acquire the internal air pressure of the pantograph valve plate under test in real time and send it to the control unit.

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