Railway locomotive intelligent control brake detection and training integrated platform

Abstract

The invention discloses a railway locomotive intelligent control brake detection and training integrated platform, and relates to the technical field of railway locomotive brake systems, the railway locomotive intelligent control brake detection and training integrated platform comprises a main air cylinder and a train pipe, the main air cylinder is connected with a dust filter through a main air pipe, and the output end of the dust filter is connected with a main air supply path and an auxiliary air supply path; the dust filter is sequentially connected with an automatic brake valve, an independent brake valve, a relay valve and an operating valve through the main air supply path, and the dust filter is respectively connected with an overcharge air cylinder, a balance air cylinder and an emergency air cylinder through the auxiliary air supply path; and the output port of the automatic brake valve is connected with the input end of the balancing air cylinder through a pipeline. According to the invention, the electric control valve controlled by software is arranged on each pipeline to simulate pipeline blockage and leakage faults of the pipeline and the brake valve, scenes such as pipeline wind pressure abnormity and brake valve function abnormity are reproduced, and the strain control ability of personnel is trained and examined conveniently; the device can also be used for testing the braking function of an unpowered locomotive to replace a power locomotive.

Description

Technical Field

[0001] The present invention relates to the technical field of railway locomotive braking systems, and particularly to an intelligent control braking detection and training integrated platform for railway locomotives. Background Art

[0002] The JZ-7 type brake system is widely used in China's railway diesel locomotives and is a key device to ensure the safe braking of trains. With the expansion of railway transportation scale and the increase in speed, the requirements for the reliability of the braking system and the skills of operators have been improved. However, the JZ-7 type brake is installed on diesel locomotives. Since the brake is closely integrated with the complex mechanical and electrical systems of the locomotive, there are many defects in the existing learning and maintenance methods:

[0003] (1) For maintainers, it is impossible to intuitively understand its structure and principle, and it is impossible to quickly locate the fault point during fault diagnosis and maintenance, resulting in low maintenance efficiency and increased maintenance costs. For example, when the brake shows abnormal braking, maintenance personnel need to spend a lot of time checking each component of the locomotive, increasing the train outage time and affecting railway transportation efficiency.

[0004] (2) For the training of operators and maintenance personnel, the traditional method is usually carried out on actual locomotives. This training method not only has safety risks but also has poor training effects. When operating on an actual locomotive, once an error occurs, it may cause a safety accident; at the same time, since the working process of the brake cannot be fully demonstrated, it is difficult for trainees to deeply understand the operation process and working principle of the braking system. Taking the training of railcar drivers as an example, in the past, when learning the operation of the JZ-7 type brake on a real vehicle, trainees lacked intuitive understanding and were not proficient in mastering some complex operations and emergency handling measures.

[0005] (3) When the repaired unit brake is tested for its function, in the past, it could only be tested for its function after being installed on the vehicle. The disassembly and assembly processes are cumbersome, the operating space on the vehicle is narrow, and it consumes a lot of manpower and material resources; at the same time, whenever the vehicle formation is overhauled, it needs to be coupled with the power locomotive for braking test. Due to the large number of shunting operations of the power locomotive and being restricted by factors such as train operation plans and shunting conditions, the waiting time is too long, wasting a lot of time and affecting the operation of the power vehicle.

[0006] Therefore, in order to solve the foregoing problems, we propose an intelligent control braking detection and training integrated platform for railway locomotives. Summary of the Invention

[0007] The purpose of the present invention is to solve the defects existing in the prior art, and to propose an intelligent control braking detection and training integrated platform for railway locomotives.

[0008] In order to achieve the above purpose, the present invention adopts the following technical solutions:

[0009] An intelligent control braking detection and training integrated platform for railway locomotives, including a main air reservoir and a train pipe. The main air reservoir is connected to a dust filter through a main air pipe. The output end of the dust filter is connected to a main air supply path and an auxiliary air supply path. The dust filter is sequentially connected to an automatic brake valve, a separate brake valve, a relay valve and an actuating valve through the main air supply path. The dust filter is respectively connected to an overcharge air cylinder, a balanced air cylinder and an emergency air cylinder through the auxiliary air supply path;

[0010] The output port of the automatic brake valve is connected to the input end of the balanced air cylinder through a pipeline. The balanced air cylinder is connected to the control end of the relay valve through a pipeline. The overcharge position output port of the automatic brake valve is connected to the overcharge air cylinder through a pipeline. The output port of the overcharge air cylinder is connected to a throttle valve through a pipeline and is connected to the train pipe;

[0011] The output port of the relay valve is connected to a triple valve through a pipeline to connect the train pipe and the main valve inlet of the distribution valve;

[0012] The distribution valve includes a main valve, a secondary valve and an emergency section. The main valve interface of the distribution valve is connected to a working air cylinder through a pipeline. The secondary valve interface of the distribution valve is connected to a pressure reduction air cylinder through a pipeline. The interface pipeline of the emergency section is connected to the emergency air cylinder. The output port of the distribution valve is connected to an actuating air cylinder through a pipeline. The output port of the actuating air cylinder is connected to the control end of the actuating valve through a pipeline;

[0013] A double-way check valve is connected to the input side of the actuating valve. The input side of the actuating valve is connected to the output end of the separate brake valve and the output end of the distribution valve through the double-way check valve and a pipeline. The output side of the actuating valve is connected to a brake cylinder through a brake pipe.

[0014] Further, the output end of the brake cylinder is connected to a pressure sensor one through a pipeline.

[0015] Further, the output ends of the overcharge air cylinder, the balanced air cylinder, the emergency air cylinder, the pressure reduction air cylinder, the working air cylinder and the actuating air cylinder are respectively connected with pressure detection pipelines.

[0016] Further, the pressure detection pipeline includes a dual-pointer pressure gauge and a pressure sensor two. Multiple dual-pointer pressure gauges and multiple pressure sensors two are connected to the output ends of the corresponding overcharge air cylinder, balanced air cylinder, emergency air cylinder, pressure reduction air cylinder, working air cylinder and actuating air cylinder through pipelines, a triple valve.

[0017] Further, a standard flange interface is arranged at the end of the train pipe. A bypass interface is reserved inside the main air pipe and is connected with an electromagnetic valve.

[0018] Furthermore, it also includes a plurality of electric control valves, and the plurality of electric control valves are respectively installed in the bypass of the main air duct, inside the train pipe, inside the output pipeline of the emergency air cylinder, and inside the pipeline at the input end of the working air cylinder.

[0019] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0020] 1. Convenient use and cost reduction: small volume, flexible installation, and low use cost. With a small volume, it can be installed in a variety of environments, and there is no need to start the locomotive engine to provide air source, avoiding energy waste and noise interference.

[0021] 2. Fault simulation and assessment advantages: Powerful fault simulation function. By setting electric control valves controlled by software in each pipeline, it can simulate pipeline blockage, pipeline and brake valve leakage faults, and reproduce scenarios such as abnormal pipeline air pressure and abnormal brake valve function, which is convenient for training and assessing the emergency control ability of personnel.

[0022] 3. Seamless switching between internal and external air sources is achieved through solenoid valves and quick connectors, supporting the testing of non-powered vehicles.

[0023] 4. Dynamic pressure coupling: A closed-loop feedback design of equalizing reservoir - relay valve - train pipe accurately simulates the braking pressure change of the actual vehicle. Description of the Drawings

[0024] The drawings are used to provide a further understanding of the present invention and constitute a part of the specification. They are used together with the embodiments of the present invention to explain the present invention and do not constitute a limitation to the present invention.

[0025] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0026] Figure 2 It is a schematic diagram of the pressure detection pipeline of the present invention.

[0027] In the figure: 1. Main air reservoir; 2. Dust filter; 3. Automatic brake valve; 4. Independent brake valve; 5. Relay valve; 6. Service valve; 7. Overcharge air cylinder; 8. Equalizing reservoir; 9. Emergency air cylinder; 10. Distribution valve; 11. Reducing air cylinder; 12. Working air cylinder; 13. Brake cylinder; 14. Pressure sensor one; 15. Flow limiting valve; 16. Two-way one-way valve; 17. Pressure detection pipeline; 18. Dual-pointer pressure gauge; 19. Pressure sensor two; 20. Working air cylinder. Detailed Embodiment

[0028] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the drawings in the embodiments of the present invention;

[0029] Refer to Figure 1-2, an intelligent control braking detection and training integrated platform for railway locomotives, including a main air reservoir 1 and a train pipe. The main air reservoir 1 is connected with a dust filter 2 through a main air pipe. The output end of the dust filter 2 is connected with a main air supply path and an auxiliary air supply path;

[0030] The dust filter 2 is sequentially connected with an automatic brake valve 3, a separate brake valve 4, a relay valve 5 and an actuating valve 6 through the main air supply path. The main air reservoir supplies compressed air to the control components through the main air supply path 1;

[0031] The dust filter 2 is respectively connected with an overcharge air cylinder 7, a balanced air cylinder 8 and an emergency air cylinder 9 through the auxiliary air supply path. The main air reservoir 1 supplies initial pressure to the overcharge air cylinder 7, the balanced air cylinder 8 and the emergency air cylinder 9 through the auxiliary air supply path.

[0032] The output port of the automatic brake valve 3 is connected with the input end of the balanced air cylinder 8 through a pipeline. The balanced air cylinder 8 is connected with the control end of the relay valve 5 through a pipeline to realize pressure transmission and closed-loop control;

[0033] The overcharge position output port of the automatic brake valve 3 is connected with the overcharge air cylinder 7 through a pipeline. The output port of the overcharge air cylinder 7 is connected with a throttle valve 15 through a pipeline and is connected to the train pipe to ensure the stability of the overcharge pressure;

[0034] The output port of the relay valve 5 is connected with a triple valve through a pipeline to connect the train pipe and the main valve inlet of the distribution valve 10, and an external measured component interface (such as a repaired unit brake) to simulate the change of the actual vehicle braking pressure;

[0035] The distribution valve 10 includes a main valve, a secondary valve and an emergency section. The main valve interface of the distribution valve 10 is connected with a working air cylinder 20 through a pipeline. The distribution valve 10 can control the action of the actuating valve 6 according to the change of the train pipe pressure.

[0036] The secondary valve interface of the distribution valve 10 is connected with a pressure reducing air cylinder 11 through a pipeline to adjust the action response speed of the secondary valve. The interface pipeline of the emergency section is connected with the emergency air cylinder 9. A quick exhaust valve is installed at the outlet of the emergency air cylinder 9 to quickly release the pressure during emergency braking;

[0037] The output port of the distribution valve 10 is connected with a working air cylinder 12 through a pipeline. The output port of the working air cylinder 12 is connected with the control end of the actuating valve 6 through a pipeline. The output side of the actuating valve 6 is connected with a brake cylinder 13 through a brake pipe. The distribution valve 10 can drive the brake cylinder 13 to act through the working air cylinder 12.

[0038] A two-way check valve 16 is connected to the input side of the actuating valve 6. The input side of the actuating valve 6 is connected with the output end of the separate brake valve 4 and the output end of the distribution valve 10 through the two-way check valve 16 through a pipeline, which can ensure that the separate brake and the automatic brake do not interfere with each other.

[0039] The output end of the brake cylinder 13 is connected to the first pressure sensor 14 through a pipeline, and the first pressure sensor 14 can monitor the brake pressure in real time.

[0040] The output ends of the overcharge air cylinder 7, equalizing air cylinder 8, emergency air cylinder 9, pressure reduction air cylinder 11, working air cylinder 20, and acting air cylinder 12 are respectively connected to pressure detection pipelines 17. The pressure detection pipeline 17 includes a dual-pointer pressure gauge 18 and a second pressure sensor 19. Between the multiple dual-pointer pressure gauges 18 and the multiple second pressure sensors 19, they are connected to the output ends of the corresponding overcharge air cylinder 7, equalizing air cylinder 8, emergency air cylinder 9, pressure reduction air cylinder 11, working air cylinder 20, and acting air cylinder 12 through pipelines and a three-way valve. The pressure detection pipeline 17 can realize data acquisition and visualization.

[0041] A standard flange interface is set at the end of the train pipe, which can be compatible with the locomotive formation or unit brake test requirements. A bypass interface is reserved inside the main air pipe and is connected with a solenoid valve, and the external air source (such as an air compressor) can be switched through the solenoid valve to support the test of a non-powered vehicle.

[0042] It also includes multiple electric control valves, and the multiple electric control valves are respectively installed inside the bypass of the main air pipe, inside the train pipe, inside the output pipeline of the emergency air cylinder 9, and inside the pipeline at the input end of the acting air cylinder 12.

[0043] The signal line of the pressure sensor can be connected to a controller, such as a PLC or an embedded system. The output end of the controller is connected to the electric control valve, and scenarios of pipeline blockage or leakage can be simulated. The emergency braking trigger signal is connected to the emergency position of the automatic brake valve through a hard wire to ensure logical closed-loop and fast response.

[0044] It also includes a test bench, which is used to install and fix the above-mentioned and all other components, thereby constituting an experimental operation table to provide test support.

[0045] Working principle:

[0046] Personnel training:

[0047] I. Before the experiment: Comprehensively check the connection conditions of all components of the test bench device to ensure that valve components such as the automatic brake valve 3, independent brake valve 4, relay valve 5, distribution valve 10, and acting valve 6, as well as components such as air cylinders and pipelines, are firmly connected without looseness or leakage. Check whether the electrical circuit connection is correct, whether electrical equipment such as pressure sensors is working properly, and whether the pointers of all instruments return to zero. Turn on the main air source to make the main air cylinder pressure reach the specified value, generally 800 kPa ± 20 kPa.

[0048] II. Operation of the automatic brake valve 3: Place the handle of the automatic brake valve 3 in different positions to simulate the braking, releasing, and holding operations of the entire train. When placed in the overcharge position, the pressure of the train pipe rises, and it can be observed that the pressure of the overcharge reservoir 7 gradually increases, which is used to test the rapid charging function of the train; when in the running position, the train maintains a normal running state; in the service brake position, the handle is gradually moved from the running position, the pressure of the train pipe drops evenly, and the pressure of the brake cylinder 13 rises proportionally to achieve train braking. The braking effect can be understood by observing the change in the pressure gauge value; the emergency brake position is used to simulate an emergency situation. At this time, the pressure of the train pipe should quickly drop to zero within a short period of time, and the pressure of the brake cylinder rapidly rises to the specified value.

[0049] ③ Operation of the independent brake valve 4: Operate the handle of the independent brake valve to control the braking and releasing of the locomotive. When the handle is placed in the full brake position, the pressure of the brake cylinder 13 rises rapidly to achieve locomotive braking; when placed in the independent release position, the pressure of the locomotive brake cylinder can be independently released. When in the running position, the independent brake valve 4 has no effect on the braking state of the locomotive.

[0050] Fault simulation:

[0051] When training personnel's troubleshooting ability or in a skills competition, faults can be set in components such as pipelines, valves, cocks, and reservoirs, and the personnel can troubleshoot the faults to achieve the ultimate goal.

[0052] For example:

[0053] 1. Set a simulated blockage point on the pipeline, and use a valve or a blocking device to partially or completely block the air flow in a certain section of the pipeline. When performing braking or releasing operations, observe the pressure changes in each reservoir and pipeline. If a certain section of the train pipe is blocked, it will cause abnormal pressure transmission during braking or releasing, and the pressure change in the corresponding reservoir will show a delay or abnormal increase or decrease.

[0054] 2. Through the control device, adjust the charging or discharging speed of the reservoir to simulate faults such as too fast or too slow pressure rise or fall of the reservoir. Make the pressure of the working reservoir rise slowly during braking, and observe the action of the distribution valve 10 and the change in the pressure of the brake cylinder 13. It is also possible to simulate the leakage of the reservoir, resulting in the inability to maintain a stable pressure in the reservoir.

[0055] Function test:

[0056] I. When it is necessary to conduct a function test on repaired spare parts, the braking and releasing functions can be tested by connecting the repaired parts through the brake pipe. For example, when testing the function of the unit brake, there is no need to perform cumbersome disassembly and assembly procedures. Just connect the brake pipe at the rear end of the operation console to the pipeline of the unit brake and operate the automatic brake valve 3 to observe whether the function is normal.

[0057] II. When it is necessary to test the braking system function of a non-powered vehicle, only need to connect the brake pipe of the test bench to the brake pipe of the non-powered vehicle and conduct a comprehensive inspection of the test bench. Ensure that the power supply of the equipment is normally connected, all components are firmly connected, without looseness or damage. Check the air source system to ensure that the main air cylinder pressure is within the specified range (800 kPa ± 20 kPa), the train pipe pressure (500 kPa), the brake cylinder 13 (0 kPa), and there is no leakage in the pipeline. Then operate the automatic brake valve 3 to test the function, and the work can be completed without occupying a shunting locomotive.

Claims

1. A comprehensive platform for intelligent control braking detection and training of railway locomotives, including a main reservoir (1) and a train pipe, characterized in that, The main reservoir (1) is connected to a dust filter (2) through a main air pipe. The output end of the dust filter (2) is connected to a main air supply path and an auxiliary air supply path. The dust filter (2) is sequentially connected to an automatic brake valve (3), an independent brake valve (4), a relay valve (5), and an actuating valve (6) through the main air supply path. The dust filter (2) is respectively connected to a charging cylinder (7), a balanced air cylinder (8), and an emergency air cylinder (9) through the auxiliary air supply path; The output port of the automatic brake valve (3) is connected to the input end of the balanced air cylinder (8) through a pipe. The balanced air cylinder (8) is connected to the control end of the relay valve (5) through a pipe; The charging position output port of the automatic brake valve (3) is connected to the charging cylinder (7) through a pipe. The output port of the charging cylinder (7) is connected to a throttle valve (15) through a pipe and is connected to the train pipe; The output port of the relay valve (5) is connected to a triple valve through a pipe to connect the train pipe and the main valve inlet of the distribution valve (10); The distribution valve (10) includes a main valve, a pilot valve, and an emergency unit. The main valve interface of the distribution valve (10) is connected to a working air cylinder (20) through a pipe. The pilot valve interface of the distribution valve (10) is connected to a pressure reducing air cylinder (11) through a pipe. The interface pipe of the emergency unit is connected to the emergency air cylinder (9). The output port of the distribution valve (10) is connected to an actuating air cylinder (12) through a pipe. The output port of the actuating air cylinder (12) is connected to the control end of the actuating valve (6) through a pipe; The input side of the actuating valve (6) is connected to a two-way check valve (16). The input side of the actuating valve (6) is connected to the output end of the independent brake valve (4) and the output end of the distribution valve (10) through the two-way check valve (16) and a pipe. The output side of the actuating valve (6) is connected to a brake cylinder (13) through a brake pipe.

2. The integrated platform for intelligent braking detection and training of a railway locomotive according to claim 1, wherein, The output end of the brake cylinder (13) is connected to a pressure sensor one (14) through a pipe.

3. The integrated platform for intelligent braking detection and training of a railway locomotive according to claim 1, characterized in that, The output ends of the charging cylinder (7), the balanced air cylinder (8), the emergency air cylinder (9), the pressure reducing air cylinder (11), the working air cylinder (20), and the actuating air cylinder (12) are respectively connected to a pressure detection pipe (17).

4. The integrated platform for intelligent braking detection and training of a railway locomotive according to claim 3, characterized in that, The pressure detection pipe (17) includes a dual-pointer pressure gauge (18) and a pressure sensor two (19). Between the multiple dual-pointer pressure gauges (18) and the multiple pressure sensors two (19) are connected to the output ends of the corresponding charging cylinder (7), balanced air cylinder (8), emergency air cylinder (9), pressure reducing air cylinder (11), working air cylinder (20), and actuating air cylinder (12) through a pipe and a triple valve.

5. The integrated platform for intelligent control braking detection and training of a railway locomotive according to claim 4, characterized in that, A standard flange interface is provided at the end of the train pipe. A bypass interface is reserved inside the main air pipe and is connected to a solenoid valve.

6. The integrated platform for intelligent control braking detection and training of a railway locomotive according to claim 5, characterized in that, It also includes multiple electrically controlled valves. The multiple electrically controlled valves are respectively installed in the bypass of the main air pipe, inside the train pipe, inside the output pipeline of the emergency air cylinder (9), and inside the pipeline at the input end of the actuating air cylinder (12).

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