Train tail device and brake detection system of train

Abstract

The invention belongs to the technical field of train operation and maintenance processing, and aims to provide a train tail device and brake detection system of a train, which comprises rail equipment, an upper computer and / or a train detection call terminal, wherein the rail device comprises an execution device, a train tail test device and a tail pressure monitoring device, the execution device is installed on the head portion of a station track where a train to be tested is located, the train tail test device is installed on the tail portion of the station track, and the tail pressure monitoring device is installed on the tail portion of the train to be tested. According to the invention, the train tail test is integrated into the train brake test process, and the test scheme simulates the driving environment to the greatest extent, so that the operation time is shortened, the efficiency is improved, and the detection accuracy can be improved; meanwhile, brake tests and train tail tests of all trains can be realized under the condition of being separated from an upper computer, so that the field operation efficiency and the reliability of equipment are further improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of train operation and maintenance processing, and particularly relates to a train end-of-train device and brake detection system. Background Art

[0002] Currently, most passenger / freight rail coaches are equipped with end-of-train devices. After vehicle maintenance, in addition to conducting train brake tests, it is also necessary to test the functions of the end-of-train devices. The existing test method is to use an end-of-train detection device to test whether the functions of the end-of-train device are normal after the train test. It has the following deficiencies: long operation time, low efficiency, and the test environment is inconsistent with the driving environment, resulting in inaccurate detection. Summary of the Invention

[0003] The purpose of the present invention is to provide a train end-of-train device and brake detection system to solve the problems of long operation time and inaccurate detection in testing the end-of-train device in the prior art.

[0004] To achieve the above purpose, the present invention adopts the following technical solutions:

[0005] In a first aspect, a train end-of-train device and brake detection system is provided, including:

[0006] Track equipment, wherein the track equipment includes an execution device, an end-of-train test device, and a tail pressure monitoring device. The execution device is installed at the head of the track where the train to be tested is located, the end-of-train test device is installed at the tail of the track, and the tail pressure monitoring device is installed at the tail of the train to be tested;

[0007] The execution device is communicatively connected to the end-of-train device at the tail of the train to be tested, and the end-of-train test device is communicatively connected to the tail pressure monitoring device and the end-of-train device at the head of the train to be tested respectively;

[0008] A host computer and / or a train detection communication terminal, wherein both the host computer and the train detection communication terminal are communicatively connected to the execution device, and the host computer or the train detection communication terminal is used to send a train brake detection instruction and an end-of-train device detection instruction to the execution device, so that after receiving the train brake detection instruction, the execution device performs a brake detection on the brake of the train to be tested based on the train brake detection instruction to obtain brake detection data;

[0009] The execution device is configured to send the end-of-train device detection instruction to the end-of-train device at the tail of the train to be tested, and send the end-of-train device detection instruction to the end-of-train test device, so that after receiving the end-of-train device detection instruction, the end-of-train test device sends the end-of-train device detection instruction to the end-of-train device at the head of the train to be tested;

[0010] The end-of-train test device is configured to receive the first detection data sent by the end-of-train device at the head of the train to be tested and the wind pressure monitoring data sent by the tail pressure monitoring device, and send the first detection data and the wind pressure monitoring data to the execution device;

[0011] The execution device is configured to receive the second detection data sent by the end-of-train device at the tail of the train to be tested, and based on the brake detection data and the wind pressure monitoring data, obtain the brake detection result, and based on the first detection data, the second detection data and the wind pressure monitoring data, obtain the end-of-train device detection result;

[0012] The execution device is further configured to send the brake detection result and the end-of-train device detection result to the host computer and / or the train detection communication terminal.

[0013] Based on the above disclosed content, the detection system provided by the present invention is provided with an execution device, an end-of-train test device and a tail pressure monitoring device. Among them, the execution device, on the one hand, serves as the control center during train detection, playing the role of instruction forwarding and data processing, and on the other hand, is used for brake detection of the train (mainly internal brake pipe pressure detection); at the same time, when the present invention detects the end-of-train device of the train, the execution device is connected to the end-of-train device at the tail of the train, and the end-of-train test device is connected to the end-of-train device at the head of the train. In this way, the foregoing connection method is equivalent to simulating the connection method of the end-of-train device during train operation, so as to simulate a real driving environment.

[0014] Based on this, when detecting the train, the tester can send the train brake detection instruction and the end-of-train device detection instruction to the execution device through the host computer or the train detection communication terminal. After receiving the foregoing instructions, the execution device, on the one hand, performs brake detection on the train brake according to the train brake detection instruction to obtain brake detection data; on the other hand, sends the end-of-train device detection instruction to the end-of-train device at the tail of the train connected thereto, and sends it to the end-of-train test device, so that the end-of-train test device sends the instruction to the end-of-train device at the head of the train; in this way, the detection of the end-of-train devices at the head and tail of the train can be realized; then, the execution device receives the first detection data sent by the end-of-train device at the tail, and the second detection data and the wind pressure monitoring data sent by the end-of-train test device; finally, the brake detection result and the end-of-train device detection result can be obtained according to the foregoing respective detection data.

[0015] Through the above design, the present invention integrates the end-of-train test into the train brake test process. The test plan simulates the driving environment to the greatest extent, not only reducing the operation duration and improving the efficiency, but also improving the detection accuracy. At the same time, the present invention can also implement all train brake tests and end-of-train tests without the upper computer. In this way, the on-site operation efficiency and the reliability of the equipment are further improved.

[0016] In a possible design, the execution device includes: a train test control module, a first communication management module, and a train brake detection module, and the end-of-train test device includes a second communication management module;

[0017] The train test control module is electrically connected to the train brake detection module and the first communication management module respectively. The first communication management module is communicatively connected to the end-of-train device at the tail of the train to be tested. The train test control module establishes a wired communication connection with the upper computer, and / or establishes a wireless communication connection with the train detection call terminal through the first communication management module;

[0018] The second communication management module is communicatively connected to the tail pressure monitoring device and the end-of-train device at the head of the train to be tested respectively, and the second communication management module is also communicatively connected to the train test control module;

[0019] The upper computer or the train detection call terminal is used to send a train brake detection instruction and an end-of-train device detection instruction to the train test control module, so that after receiving the train brake detection instruction, the train test control module controls the train brake detection module to perform a brake detection on the brake of the train to be tested based on the train brake detection instruction, and obtains brake detection data;

[0020] The train test control module is used to send the end-of-train device detection instruction to the end-of-train device at the tail of the train to be tested through the first communication management module, and directly send the end-of-train device detection instruction to the second communication management module, so that after receiving the end-of-train device detection instruction, the second communication management module sends the end-of-train device detection instruction to the end-of-train device at the head of the train to be tested;

[0021] The first communication management module is used to receive the second detection data sent by the end-of-train device at the tail of the train to be tested, and send the second detection data to the train test control module;

[0022] The second communication management module is configured to receive the first detection data sent by the end-of-train device at the head of the train to be tested and the wind pressure monitoring data sent by the tail pressure monitoring device, and send the first detection data and the wind pressure monitoring data to the train test control module;

[0023] The train test control module is configured to obtain the brake test result of the train to be tested based on the brake detection data and the wind pressure monitoring data, and obtain the end-of-train device test result based on the first detection data, the second detection data, and the wind pressure monitoring data, and send the brake test result and the end-of-train device test result to the upper computer and / or the train detection communication terminal.

[0024] In a possible design, the train test control module includes: a first control unit, a first communication unit, a digital quantity output unit, a digital quantity acquisition unit, an analog quantity output unit, and an analog quantity acquisition unit;

[0025] The first control unit is electrically connected to the digital quantity output unit, the digital quantity acquisition unit, and the analog quantity output unit respectively. The digital quantity output unit, the digital quantity acquisition unit, and the analog quantity output unit are all electrically connected to the train brake test module. Among them, the train brake test module is also electrically connected to the first control unit through the analog quantity acquisition unit, and the first control unit is communicatively connected to the upper computer and / or the train detection communication terminal through the first communication unit.

[0026] In a possible design, the train test control module further includes: a first power supply unit and a storage unit. Among them, the first control unit is electrically connected to the storage unit, and the first power supply unit is electrically connected to the power supply terminals of the first control unit, the storage unit, the first communication unit, the digital quantity output unit, the digital quantity acquisition unit, the analog quantity output unit, and the analog quantity acquisition unit respectively.

[0027] In a possible design, the first communication management module includes: a second control unit, a first wireless data transmission unit, a first CAN communication unit, a voice broadcast and voice intercom unit, and a first radio communication unit;

[0028] The first transmission end of the first radio communication unit is communicatively connected to the end-of-train device at the tail of the train to be tested, and the second transmission end of the first radio communication unit is electrically connected to the second control unit;

[0029] The first transmission end of the first wireless data transmission unit is communicatively connected to the train detection call terminal, and the second transmission end of the first wireless data transmission unit is communicatively connected to the second control unit. Wherein, the second control unit is electrically connected to the voice broadcast and voice intercom unit, and the second control unit is also communicatively connected to the first communication unit in the train test control module through the first CAN communication unit.

[0030] In a possible design, the signal frequency of the first wireless data transmission unit ranges from 410 MHz to 470 MHz, and the signal frequency of the first radio communication unit ranges from 800 MHz to 900 MHz or 410 MHz to 470 MHz.

[0031] In a possible design, the first radio communication unit has the same model as the train radio of the train to be tested.

[0032] In a possible design, the train brake detection module includes: a plurality of proportional valves, a plurality of relay valves, a plurality of stop valves, and a plurality of main air cut-off valves. Wherein, each proportional valve corresponds to a relay valve respectively, each main air cut-off valve corresponds to a stop valve respectively, and after receiving the train brake detection instruction, the train test control module is configured to control the actions of each proportional valve, relay valve, stop valve, and main air cut-off valve based on the train brake detection instruction to complete the brake detection of the brakes of the train to be tested.

[0033] In a possible design, the second communication management module includes: a third control unit, a second wireless data transmission unit, a second CAN communication unit, and a second radio communication unit;

[0034] The third control unit is communicatively connected to the tail pressure monitoring device through the second wireless data transmission unit, the third control unit is communicatively connected to the train end device at the head of the train to be tested through the second radio communication unit, and the third control unit is communicatively connected to the train test control module through the second CAN communication unit to receive the train end device detection instruction sent by the train test control module through the second CAN communication unit, and to send the first detection data and the wind pressure monitoring data to the train test control module.

[0035] In a possible design, it further includes: a distribution box. Wherein, the distribution box includes a CAN relay module and a power protection module. Wherein, the host computer is communicatively connected to the execution device through the CAN relay module, the input end of the power protection module is electrically connected to the power supply, and the output end of the power protection module is electrically connected to the power supply ends of the execution device, the train end test device, and the host computer respectively.

[0036] Beneficial effects:

[0037] (1) The present invention integrates the end-of-train test into the train brake test process. The test plan maximally simulates the train operation environment, not only reducing the operation duration and improving the efficiency, but also enhancing the detection accuracy. At the same time, the present invention can also implement all train brake tests and end-of-train tests without the upper computer, thus further improving the on-site operation efficiency and the reliability of the equipment.

[0038] (2) The radio communication units in the first communication management module and the second communication management module provided by the present invention have the same model as the train operation radio of the train to be tested. In this way, a more realistic train operation environment can be further simulated, and the accuracy of detecting the train devices at both ends of the train can be further improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 It is a schematic diagram of the architecture of the end-of-train device and brake detection system for the train provided by the embodiment of the present invention;

[0040] Figure 2 It is the specific circuit diagram of the power protection module provided by the embodiment of the present invention;

[0041] Figure 3 It is the circuit diagram of the first communication unit provided by the embodiment of the present invention;

[0042] Figure 4 It is the circuit diagram of the digital quantity output unit provided by the embodiment of the present invention;

[0043] Figure 5 It is the circuit diagram of the digital quantity acquisition unit provided by the embodiment of the present invention;

[0044] Figure 6 It is the circuit diagram of the analog quantity output unit provided by the embodiment of the present invention;

[0045] Figure 7 It is the circuit diagram of the analog quantity acquisition unit provided by the embodiment of the present invention;

[0046] Figure 8 It is the circuit diagram of the first power supply unit provided by the embodiment of the present invention;

[0047] Figure 9 It is the circuit diagram of the storage unit provided by the embodiment of the present invention;

[0048] Figure 10 It is the schematic diagram of the structure of the first communication management module provided by the embodiment of the present invention;

[0049] Figure 11 It is the circuit diagram of the first wireless data transmission unit provided by the embodiment of the present invention;

[0050] Figure 12 Circuit diagram of the first CAN communication unit provided by an embodiment of the present invention;

[0051] Figure 13 Circuit diagram of the voice broadcast and voice intercom unit provided by an embodiment of the present invention;

[0052] Figure 14 Circuit diagram of the first part of the first radio communication unit provided by an embodiment of the present invention;

[0053] Figure 15 Circuit diagram of the second part of the first radio communication unit provided by an embodiment of the present invention

[0054] Figure 16 Circuit diagram of the switch signal detection unit provided by an embodiment of the present invention. Detailed implementation manners

[0055] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the present invention will be briefly introduced below with reference to the accompanying drawings and the description of the embodiments or the prior art. Obviously, the following description of the structures of the accompanying drawings is only some embodiments of the present invention. For those of ordinary skill in the art, other accompanying drawings can be obtained based on these drawings without creative efforts. It should be noted here that the description of these embodiments is used to help understand the present invention, but does not constitute a limitation to the present invention.

[0056] It should be understood that although terms such as first and second may be used herein to describe various units, these units should not be limited by these terms. These terms are only used to distinguish one unit from another. For example, the first unit may be called the second unit, and similarly, the second unit may be called the first unit, without departing from the scope of the exemplary embodiments of the present invention.

[0057] It should be understood that for the term "and / or" that may appear in this article, it is only a description of the association relationship of the associated objects, indicating that three relationships may exist. For example, A and / or B may represent: A exists alone, B exists alone, and both A and B exist at the same time; for the term " / and" that may appear in this article, it is a description of another association object relationship, indicating that two relationships may exist. For example, A / and B may represent: A exists alone, and both A and B exist alone; in addition, for the character " / " that may appear in this article, it generally means that the front and rear associated objects are in an "or" relationship.

[0058] Embodiment:

[0059] See Figures 1 to 16As shown in the figure, the train end device and brake detector system provided in this embodiment may, but is not limited to, include on-site installation equipment and equipment carried by operating personnel. Among them, the on-site installation equipment is mainly divided into duty room equipment and track equipment, and the equipment carried by operating personnel mainly includes a train detection communication terminal (such as a walkie-talkie). In this embodiment, the duty room equipment mainly includes a host computer, a display screen, etc. Therefore, in this embodiment, the detector can issue various detection instructions of the train to the track equipment through the host computer or the train detection communication terminal.

[0060] In specific applications, refer to Figure 1 As shown in the figure, for example, the track equipment may, but is not limited to, include an execution device, a train end test device, and a tail pressure monitoring device. Among them, the execution device is installed at the head of the track where the train to be tested is located, the train end test device is installed at the tail of the track, and the tail pressure monitoring device is installed at the tail of the train to be tested. Further, on the one hand, the execution device serves as the control center during train detection, playing the role of instruction forwarding and data processing (that is, forwarding the train end device detection instructions sent by the host computer or the train detection communication terminal, and processing the received detection data to obtain corresponding detection results), and on the other hand, it is used for the brake detection of the train (mainly the internal brake pipe pressure detection); while the train end test device is used for the detection of the train end device connected thereto; similarly, the tail pressure monitoring device mainly monitors and records the wind pressure change at the tail of the train during brake detection and train end device detection to obtain wind pressure monitoring data; based on the foregoing design, the train end test can be integrated into the train brake test process, thereby reducing the operation time.

[0061] The following discloses one of the connection structures of this system with the train end devices at the head and tail of the train:

[0062] Refer to Figure 1 As shown in the figure, for example, the execution device is communicatively connected to the train end device at the tail of the train to be tested, and the train end test device is communicatively connected to the tail pressure monitoring device and the train end device at the head of the train to be tested respectively; in this embodiment, the foregoing connection method can simulate the connection method of the train end device during train operation to the greatest extent. In this way, a real train operation environment can be simulated, thereby ensuring the accuracy of the train end device detection.

[0063] Optionally, the following discloses the transmission process of instructions and detection data when this system performs train detection:

[0064] In specific applications, the host computer and the train detection communication terminal are both communicatively connected to the execution device, and the host computer or the train detection communication terminal is used to send a train brake detection instruction and a tail device detection instruction to the execution device, so that after receiving the train brake detection instruction, the execution device performs a brake detection on the brake of the train to be tested based on the train brake detection instruction to obtain brake detection data; at the same time, the execution device is further used to send the tail device detection instruction to the tail device at the tail of the train to be tested, and send the tail device detection instruction to the tail test device. In this way, after receiving the tail device detection instruction, the tail test device can send the tail device detection instruction to the tail device at the head of the train to be tested, so as to realize the detection of the tail devices at the head and tail of the train to be tested.

[0065] At the same time, after receiving the corresponding tail device detection instructions, the tail devices at the head and tail of the train to be tested perform corresponding function tests according to the tail device detection instructions and return the test data to the corresponding devices; that is: the tail test device is used to receive the first detection data sent by the tail device at the head of the train to be tested and the wind pressure monitoring data sent by the tail pressure monitoring device, and send the first detection data and the wind pressure monitoring data to the execution device; while the execution device is used to receive the second detection data sent by the tail device at the tail of the train to be tested; then, the execution device can obtain a brake detection result based on the brake detection data and the wind pressure monitoring data, and obtain a tail device detection result based on the first detection data, the second detection data and the wind pressure monitoring data, and send the brake detection result and the tail device detection result to the host computer and / or the train detection communication terminal; of course, in this embodiment, the execution device can also send the foregoing detection results to the train detection communication terminal of the detection personnel to notify the detection personnel in time.

[0066] Through the foregoing design, the system can simultaneously perform a train brake test and a tail device detection, and simulate the real communication method during train operation during the detection. In this way, the operation duration can be reduced while the detection accuracy is improved.

[0067] In a possible design, one specific structure of the foregoing execution device and the tail test device is disclosed below.

[0068] In this embodiment, for example, the execution device may include, but is not limited to, a train test control module, a first communication management module, and a train brake detection module, while the tail test device may include, but is not limited to, a second communication management module.

[0069] Among them, the train test control module is electrically connected to the train brake detector module and the first communication management module respectively. The first communication management module is communicatively connected to the end-of-train device at the tail of the train to be tested, and the train test control module establishes a wired communication connection with the upper computer, and / or establishes a wireless communication connection with the train detection communication terminal through the first communication management module. At the same time, the second communication management module is communicatively connected to the tail pressure monitoring device and the end-of-train device at the head of the train to be tested respectively, and the second communication management module is also communicatively connected to the train test control module. In this way, communication connections can be established with the end-of-train devices at the tail and head of the train to be tested, so as to realize the function detection of the two.

[0070] During specific detection, the upper computer or the train detection communication terminal is used to send a train brake detection instruction and an end-of-train device detection instruction to the train test control module. After receiving the train brake detection instruction, on the one hand, the train test control module controls the train brake detector module to perform a brake detection on the brake of the train to be tested based on the train brake detection instruction, and obtains brake detection data. On the other hand, it is used to send the end-of-train device detection instruction to the end-of-train device at the tail of the train to be tested through the first communication management module, and directly send the end-of-train device detection instruction to the second communication management module, so that after receiving the end-of-train device detection instruction, the second communication management module sends the end-of-train device detection instruction to the end-of-train device at the head of the train to be tested. In this way, the train test control module can forward the end-of-train device detection instruction, forward it to the end-of-train device at the tail of the train to be tested, and forward the instruction to the end-of-train device at the head of the train to be tested through the second communication management module, so as to realize the detection of the end-of-train devices at both ends of the train to be tested.

[0071] After the detection is completed, the first communication management module is used to receive the second detection data sent by the end-of-train device at the tail of the train to be tested and send the second detection data to the train test control module. The second communication management module is used to receive the first detection data sent by the end-of-train device at the head of the train to be tested and the wind pressure monitoring data sent by the tail pressure monitoring device, and send the first detection data and the wind pressure monitoring data to the train test control module. Finally, the train test control module is used to obtain the brake detection result of the train to be tested based on the brake detection data and the wind pressure monitoring data, and obtain the end-of-train device detection result based on the first detection data, the second detection data and the wind pressure monitoring data, and send the brake detection result and the end-of-train device detection result to the upper computer and / or send them to the train detection communication terminal of the tester.

[0072] Further, a specific structure of the foregoing train test control module, the first communication management module, and the train brake detection module is described below.

[0073] In specific implementation, the train test control module is designed as an independent circuit board or can also be built from modules according to functions; it has power management, digital quantity output, digital quantity acquisition, analog quantity output, analog quantity acquisition, CAN communication function, and storage management function. It is mainly responsible for realizing functions such as brake test control of the train to be tested, end-of-train device test control, information interaction management within this device, status monitoring, storage of operation information and fault information; while the train brake detection module is used to detect the brakes on the train to be tested based on the instructions issued by the train test control module.

[0074] Therefore, based on the foregoing description, for example, the train test control module may include, but is not limited to: a first control unit, a first communication unit, a digital quantity output unit, a digital quantity acquisition unit, an analog quantity output unit, and an analog quantity acquisition unit; and the train brake detection module includes: a plurality of proportional valves, a plurality of relay valves, a plurality of stop valves, and a plurality of main reservoir cut-off valves. Among them, each proportional valve corresponds to a relay valve respectively, and each main reservoir cut-off valve corresponds to a stop valve respectively.

[0075] In specific application, the first control unit is electrically connected to the digital quantity output unit, the digital quantity acquisition unit, and the analog quantity output unit respectively. The digital quantity output unit, the digital quantity acquisition unit, and the analog quantity output unit are all electrically connected to the train brake detection module. Among them, the foregoing various digital quantity and analog quantity units are mainly connected to the foregoing proportional valves, relay valves, stop valves, and main reservoir cut-off valves. For example, the digital quantity output unit is used for solenoid valve control (control of valves such as relay valves and stop valves), indicator light control, and the digital quantity acquisition unit is used for button control, and the analog quantity output unit is used for proportional valve control (represented by A / D in the foregoing various digital and analog acquisition and output units). In this way, after the train test control module (i.e., the first control unit) receives the train brake detection instruction, it can control the actions of each proportional valve, relay valve, stop valve, and main reservoir cut-off valve based on the train brake detection instruction to complete the brake detection of the brakes on the train to be tested; meanwhile, in this embodiment, pressure sensors (represented by P / I in Figure 1 are also provided on the foregoing various air paths. They are used to collect the air path pressure, obtain the brake detection data, and are electrically connected to the first control unit through the analog quantity acquisition unit (that is, the train brake detection module is also electrically connected to the first control unit through the analog quantity acquisition unit); finally, the train brake detection module can obtain the brake detection result of the train to be tested based on the received brake detection data. Figure 1 are used to collect the air path pressure, obtain the brake detection data, and are electrically connected to the first control unit through the analog quantity acquisition unit (that is, the train brake detection module is also electrically connected to the first control unit through the analog quantity acquisition unit); finally, the train brake detection module can obtain the brake detection result of the train to be tested based on the received brake detection data.

[0076] In this embodiment, the first control unit is communicatively connected to the host computer and / or the like through the first communication unit. In this way, the upload of the detection results and the notification of the detection results to the detection personnel can be achieved.

[0077] Optionally, the control core of the train braking control module can be constructed by a single-chip microcomputer with performance superior to the 51 system. In order to improve the acquisition accuracy of the sensor, a separate analog signal sampling chip can be configured, or a single-chip microcomputer with an analog signal sampling interface (such as the STM32 series) can be selected; in this embodiment, for example, the first control unit can, but is not limited to, adopt the STM32F407VGT6 type single-chip microcomputer.

[0078] Meanwhile, for example, the first communication unit can, but is not limited to, be a CAN communication unit, that is, the first control unit is communicatively connected to the host computer through the CAN communication unit, or the CAN communication unit is communicatively connected to the second communication management module and wirelessly communicatively connected to the train detection call terminal based on the second communication management model; optionally, the circuit diagram of the first communication unit can, but is not limited to, refer to Figure 3 as shown; meanwhile, the specific circuit diagrams of the digital quantity output unit, the digital quantity acquisition unit, the analog quantity output unit, and the analog quantity acquisition unit can be sequentially referred to Figure 4 、 Figure 5 、 Figure 6 and Figure 7 as shown.

[0079] In a possible design, for example, the train test control module may further include: a first power supply unit and a storage unit, wherein the first control unit is electrically connected to the storage unit, which is used for storing data such as operation information (i.e., respective detection data) and fault information (i.e., detection results); meanwhile, for example, this storage unit can store at least the operation data of the corresponding track of the train to be tested for one week, and is controlled and managed by the single-chip microcomputer (i.e., the first control unit) and conducts information interaction with the first communication management module through the CAN network; optionally, the specific circuit diagram of the storage unit can be referred to Figure 9 as shown.

[0080] Furthermore, the first power supply unit is electrically connected to the power supply terminals of the first control unit, the storage unit, the first communication unit, the digital quantity output unit, the digital quantity acquisition unit, the analog quantity output unit, and the analog quantity acquisition unit respectively; in this embodiment, the first power supply unit is mainly composed of an isolation power supply module, a level conversion circuit, etc., which is used to provide reliable and stable DC power supplies of various systems inside the train braking control module; among them, the specific circuit diagram of the first power supply unit can be referred to Figure 8 as shown.

[0081] After the detailed structure of the aforementioned train test control module is described, one specific structure of the aforementioned first communication management module is provided below:

[0082] In this embodiment, refer to Figure 10 As shown, for example, the first communication management module may include, but is not limited to: a second control unit, a first wireless data transmission unit, a first CAN communication unit, a voice broadcast and voice intercom unit, and a first radio communication unit. Among them, the connection structure of each of the aforementioned units is:

[0083] In specific applications, the first transmission end of the first radio communication unit is communicatively connected to the end-of-train device at the tail of the train to be tested, and the second transmission end of the first radio communication unit is electrically connected to the second control unit; at the same time, the first transmission end of the first wireless data transmission unit is communicatively connected to the train detection call terminal, and the second transmission end of the first wireless data transmission unit is communicatively connected to the second control unit. Among them, the second control unit is electrically connected to the voice broadcast and voice intercom unit, and the second control unit is also communicatively connected to the first communication unit in the train test control module through the first CAN communication unit.

[0084] In this way, the aforementioned first communication management module is mainly responsible for realizing functions such as voice broadcast, voice / data transmission decoding function, wireless encoding / decoding of the end-of-train device, and point frequency communication management in the train test control module; among them, it is equivalent to having three communication methods. One is data transmission communication (with the train detection call terminal of the detection personnel), the second is radio communication (which is used to communicate with the end-of-train device at the tail of the train to be tested), and the third is CAN communication, which communicates with the train test control module.

[0085] Based on this, when using the train detection call terminal to issue a detection instruction, the detection instruction (including the train brake detection instruction and the end-of-train device detection instruction) issued by the train detection call terminal is received through the first wireless data transmission unit, and then voice decoding is performed through the voice broadcast and voice intercom unit. Then, the first CAN communication unit is used to send the decoded instruction to the first control unit, and the first control unit forwards the instruction.

[0086] Similarly, if the detection personnel use the upper computer to issue a detection instruction, it is first sent to the first communication unit through the CAN communication module, and then the first control unit sends the end-of-train device detection instruction in the detection instruction to the first communication management module and the second communication management module, so that the first communication management module sends it to the end-of-train device at the tail of the train to be tested, and the second communication management module sends it to the end-of-train device at the head of the train to be tested; of course, the data backhaul and sending process is the same, and will not be elaborated here.

[0087] In this embodiment, for example, the signal frequency of the first wireless data transmission unit is between 410 MHz and 470 MHz. Among them, this embodiment preferably uses 410 MHz, and the signal frequency of the first radio communication unit is between 800 MHz and 900 MHz or between 410 MHz and 470 MHz. In specific implementation, 410 MHz to 470 MHz is the communication frequency of the end-of-train device of the freight train. At the same time, the specific circuit diagrams of the aforementioned first wireless data transmission unit and the first radio communication unit can be sequentially referred to Figure 11 , Figure 14 and Figure 15 as shown.

[0088] Furthermore, for example, the model of the first radio communication unit is the same as that of the train radio of the train to be tested. In this way, it can ensure that the test environment is closest to the train operation environment to the greatest extent, thereby further improving the accuracy of detection.

[0089] In specific applications, for example, the model of the second control unit is the same as that of the first control unit, and the specific circuit diagrams of the first CAN communication unit and the voice broadcast and voice intercom unit can be respectively referred to Figure 12 and Figure 13 as shown.

[0090] In a possible design, for example, the first communication management module may but is not limited to further include: a switch signal detection unit and a storage management unit. Among them, the switch signal detection unit is used to detect various working instruction buttons of the first communication management module, and the storage management unit is used to store working data. At the same time, the circuit diagram of the switch signal detection unit can be referred to Figure 16 as shown.

[0091] After elaborating on the detailed structure of the first communication management module, the following provides one specific structure of the second communication management module:

[0092] In a possible design, for example, the second communication management module may but is not limited to include: a third control unit, a second wireless data transmission unit, a second CAN communication unit, and a second radio communication unit. Among them, the connection structure of the aforementioned each unit is:

[0093] In specific applications, the third control unit is communicatively connected to the tail pressure monitoring device through the second wireless data transmission unit, the third control unit is communicatively connected to the end-of-train device at the head of the train to be tested through the second radio communication unit, and the third control unit is communicatively connected to the train test control module through the second CAN communication unit, so as to receive the end-of-train device detection instruction sent by the train test control module through the second CAN communication unit, and send the first detection data and the wind pressure monitoring data to the train test control module.

[0094] Based on the foregoing description, the functions implemented by the second communication management module are as follows: wireless encoding and decoding with the end-of-train device, point frequency communication management, 433MHz data transmission management, etc. Among them, in order to reduce production and maintenance costs, the end-of-train test module and the first communication management module can be unified in circuit design, and the radio communication and 433MHz communication modules can be configured according to the usage scenarios (actuator, track tail); that is, the 433MHz data transmission module (i.e., the second wireless data transmission module) is responsible for communicating with the tail pressure monitoring module, has its own encoding and decoding functions, and the channel frequency range is 410 - 470MHz, while the second radio communication unit is responsible for communicating with the end-of-train device at the head of the train to be tested.

[0095] Thus, through the foregoing detailed description of the first communication management module, the second communication management module, and the train test control module, the main communication methods of this system are as follows:

[0096] (1) CAN communication, that is, the upper computer communicates with the execution device through the internally integrated CAN communication module (a communication card with a PCI-e interface can be used and integrated into the industrial computer), and the execution device sends the end-of-train device detection instruction to the end-of-train test device and the first communication management module through the CAN bus. At the same time, it can also receive the operation information uploaded by the execution device through the CAN bus.

[0097] (2) Wireless communication using an 800 - 900MHz radio (freight train end-of-train also has 410 - 470MHz) between the end-of-train device at the tail of the train to be tested, the first communication management module, the end-of-train test module, and the end-of-train device at the head of the train to be tested; at the same time, during the test, the first communication management module is responsible for communicating with the end-of-train device at the tail of the train, and the end-of-train test module is responsible for communicating with the end-of-train device at the head of the train. Since the communication frequencies of the end-of-train devices are the same, when testing the end-of-train devices at both the head and the tail of the train simultaneously, the system adopts the point frequency method, and the communication management module shares the channel information through the CAN network, and realizes single-channel, multi-device, point-to-point communication testing through the head-tail sequential cyclic communication method.

[0098] (3) The detection train communication terminal (i.e., the walkie-talkie) communicates with the first communication management module through wireless data transmission, that is, the voice and encoding between walkie-talkies use 410 - 470MHz DMR mode for wireless communication.

[0099] (4) The tail pressure monitoring module and the end-of-train test module communicate wirelessly using a 410 - 470MHz data transmission method.

[0100] In a specific implementation manner, this implementation provides a richer hardware structure for the foregoing system.

[0101] In specific applications, for example, the aforementioned detection system may further include: a distribution box, where the distribution box includes a CAN relay module and a power protection module. The host computer is communicatively connected to the execution device through the CAN relay module, and the input end of the power protection module is electrically connected to a power supply, and the output end of the power protection module is electrically connected to the power supply ends of the execution device, the end-of-train test device, and the host computer respectively.

[0102] Among them, as shown in Figure 2 The power protection module provided in this embodiment adopts a design that separates strong electricity from weak electricity and is composed of a filter, an air switch, a surge protector, and an AC / DC conversion power module. Its main functions are: to provide a reliable and safe low-voltage DC power supply (DC24V or DC12V) for the equipment on each track at the site; while the main function of the CAN relay module is: to connect and summarize the CAN network information of the equipment at the head of the track (each track actuator device), the equipment at the tail (each track end-of-train test module), and the host computer in the duty room, and increase the network transmission rate, transmission distance, and reliability.

[0103] In addition, for example, the execution device has an expansion function and can be expanded into multiple channels according to customer needs. Only the train test control module and the train brake detection module need to be copied and configured as required; that is: when there are multiple tracks on the site, according to the number of tracks, arrange the execution device and the end-of-train test module on the required tracks, and introduce power, CAN network, and air source pressure from the distribution box and the air source pipeline, so as to complete the detection of the braking system and the end-of-train device of the train to be tested on each track.

[0104] Thus, through the detailed description of the detection system above, the working process of the present invention is as follows:

[0105] The detection of the present invention is divided into a centralized control mode and a local mode.

[0106] In the centralized control mode, the operators in the duty room enter the test parameters (track number, car number, end-of-train number, etc.) and test mode through the host computer. The on-site operators confirm that the train to be tested meets the test conditions (the air duct and the tail pressure monitoring module are normally connected), and inform the operators in the duty room through the walkie-talkie that the test can start; and the operators in the duty room send a test command through the host computer. After receiving the test command through the CAN network, the execution device performs a train brake test.

[0107] In the local mode: when testing the train braking system / end-of-train device, the on-site operators enter the test parameters (track number, car number, end-of-train number, etc.) and test mode through the digital walkie-talkie buttons according to the voice / display prompts; after confirming that the test conditions are met, the test process is controlled through the digital walkie-talkie button coding.

[0108] After the actuator completes the demodulation processing of test information and test instructions through the configured voice module and demodulation module, it sends the test instructions to the corresponding controlled (actuator control module, tail pressure monitoring module) / tested component (end-of-train device) through the configured communication module to perform the test operation.

[0109] The operating principles of the execution device and the tail pressure monitoring module are as follows:

[0110] The operator sends operation instructions to the execution device through the walkie-talkie (monitoring mode) or the upper computer (centralized control mode). The communication module of the execution device processes the received test instructions and sends them to the first control unit. The first control unit controls the actions of the stop valve (pressure holding function) and the proportional valve (pressure regulation), controls the opening and closing of the main air cut-off valve, and the charging and discharging of the relay valve. A pressure sensor is configured at the air path output end of the actuator. After the pressure signal is converted by A / D, it is fed back to the actuator control module. At the same time, the execution device stores the output pressure information and sends it to the upper computer in a packet through the CAN network when queried by the upper computer. After the test item is completed, the actuator sends voice information through the voice frequency band to inform the on-site operator of the test result.

[0111] The end-of-train test is executed by the execution device (two communication management modules) and the end-of-train test module. The input of test parameters and the processing of test instructions are the same as those of the train brake test. Among them, when it is necessary to test the end-of-train device at the head of the train to be tested, the end-of-train test module arranged at the tail of the track establishes a connection with the end-of-train device to be tested through the 800 MHz frequency band (i.e., radio communication); when it is necessary to test the end-of-train device at the tail of the train to be tested, the actuator arranged at the head of the track establishes a connection with the end-of-train device to be tested through the 800 MHz frequency band to achieve the issuance of instructions and the upload of detection data.

[0112] After a single test is completed, the first control unit in the execution device summarizes the on-site information and makes a judgment, and then informs the operator of the final result through walkie-talkie voice (CAN network failure; the basic test function can be completed, and data analysis, printing, etc. need to be carried out after the CAN network is restored).

[0113] After the test is completed, the upper computer saves all test data and queries, browses, and prints it in the form of a retrieval directory - test report.

[0114] Thus, through the detailed description of the end-of-train device and the brake detection system of the train, the present invention has the following beneficial effects:

[0115] The present invention integrates the end-of-train device test into the train brake test process. The test plan maximally simulates the train operation environment, not only reducing the operation duration and improving the efficiency, but also enhancing the detection accuracy. At the same time, the present invention can also implement all train brake tests and end-of-train device tests without the upper computer. Thus, the on-site operation efficiency and the reliability of the equipment are further improved.

[0116] Finally, it should be noted that the above are only the preferred embodiments of the present invention and are not intended to limit the protection scope of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A train end device and brake detection system, characterized in that, Comprising: Track equipment, wherein the track equipment includes an execution device, a tail-end test device, and a tail pressure monitoring device. The execution device is installed at the head of the track where the train to be tested is located, the tail-end test device is installed at the tail of the track, and the tail pressure monitoring device is installed at the tail of the train to be tested; The execution device is communicatively connected to the tail-end device at the tail of the train to be tested, and the tail-end test device is communicatively connected to the tail pressure monitoring device and the tail-end device at the head of the train to be tested respectively; A host computer and / or a train detection communication terminal, wherein both the host computer and the train detection communication terminal are communicatively connected to the execution device, and the host computer or the train detection communication terminal is used to send a train brake detection instruction and a tail-end device detection instruction to the execution device, so that after receiving the train brake detection instruction, the execution device performs a brake detection on the brake of the train to be tested based on the train brake detection instruction to obtain brake detection data; The execution device is used to send the tail-end device detection instruction to the tail-end device at the tail of the train to be tested, and send the tail-end device detection instruction to the tail-end test device, so that after receiving the tail-end device detection instruction, the tail-end test device sends the tail-end device detection instruction to the tail-end device at the head of the train to be tested; The tail-end test device is used to receive the first detection data sent by the tail-end device at the head of the train to be tested and the wind pressure monitoring data sent by the tail pressure monitoring device, and send the first detection data and the wind pressure monitoring data to the execution device; The execution device is used to receive the second detection data sent by the tail-end device at the tail of the train to be tested, and obtain a brake detection result based on the brake detection data and the wind pressure monitoring data, and obtain a tail-end device detection result based on the first detection data, the second detection data, and the wind pressure monitoring data; The execution device is further used to send the brake detection result and the tail-end device detection result to the host computer and / or the train detection communication terminal.

2. The end-of-train device and brake detector system of a train according to claim 1, characterized in that The execution device includes: a train test control module, a first communication management module, and a train brake detection module, and the tail-end test device includes a second communication management module; The train test control module is electrically connected to the train brake detection module and the first communication management module respectively. The first communication management module is communicatively connected to the tail-end device at the tail of the train to be tested, and the train test control module establishes a wired communication connection with the host computer and / or a wireless communication connection with the train detection communication terminal through the first communication management module; The second communication management module is communicatively connected to the tail pressure monitoring device and the tail-end device at the head of the train to be tested respectively, and the second communication management module is also communicatively connected to the train test control module; The upper computer or the train detection and communication terminal is used to send a train brake detection instruction and a train end device detection instruction to the train test control module, so that after receiving the train brake detection instruction, the train test control module controls the train brake detection module to perform a brake detection on the brake of the train to be tested, and obtain brake detection data; The train test control module is used to send the train end device detection instruction to the train end device at the tail of the train to be tested through the first communication management module, and directly send the train end device detection instruction to the second communication management module, so that after receiving the train end device detection instruction, the second communication management module sends the train end device detection instruction to the train end device at the head of the train to be tested; The first communication management module is used to receive the second detection data sent by the train end device at the tail of the train to be tested, and send the second detection data to the train test control module; The second communication management module is used to receive the first detection data sent by the train end device at the head of the train to be tested and the wind pressure monitoring data sent by the tail pressure monitoring device, and send the first detection data and the wind pressure monitoring data to the train test control module; The train test control module is used to obtain a brake detection result of the train to be tested based on the brake detection data and the wind pressure monitoring data, and obtain a train end device detection result based on the first detection data, the second detection data and the wind pressure monitoring data, and send the brake detection result and the train end device detection result to the upper computer and / or the train detection and communication terminal.

3. The train end device and brake detector system of a train according to claim 2, characterized in that The train test control module includes: a first control unit, a first communication unit, a digital quantity output unit, a digital quantity acquisition unit, an analog quantity output unit, and an analog quantity acquisition unit; The first control unit is electrically connected to the digital quantity output unit, the digital quantity acquisition unit, and the analog quantity output unit respectively. The digital quantity output unit, the digital quantity acquisition unit, and the analog quantity output unit are all electrically connected to the train brake detection module. Among them, the train brake detection module is also electrically connected to the first control unit through the analog quantity acquisition unit, and the first control unit is communicatively connected to the upper computer and / or the train detection and communication terminal through the first communication unit.

4. The train end device and brake detector system of a train according to claim 3, characterized in that, The train test control module further includes: a first power supply unit and a storage unit. Among them, the first control unit is electrically connected to the storage unit, and the first power supply unit is electrically connected to the power supply terminals of the first control unit, the storage unit, the first communication unit, the digital quantity output unit, the digital quantity acquisition unit, the analog quantity output unit, and the analog quantity acquisition unit respectively.

5. The end-of-train device and brake detector system for a train according to claim 3, characterized in that, The first communication management module includes: a second control unit, a first wireless data transmission unit, a first CAN communication unit, a voice broadcast and voice intercom unit, and a first radio communication unit; The first transmission end of the first radio communication unit is communicatively connected to the end-of-train device at the tail of the train to be tested, and the second transmission end of the first radio communication unit is electrically connected to the second control unit; The first transmission end of the first wireless data transmission unit is communicatively connected to the train detection call terminal, and the second transmission end of the first wireless data transmission unit is communicatively connected to the second control unit. Among them, the second control unit is electrically connected to the voice broadcast and voice intercom unit, and the second control unit is also communicatively connected to the first communication unit in the train test control module through the first CAN communication unit.

6. The end-of-train device and brake detection system of a train according to claim 5, characterized in that, The signal frequency of the first wireless data transmission unit is between 410 MHz and 470 MHz, and the signal frequency of the first radio communication unit is between 800 MHz and 900 MHz or between 410 MHz and 470 MHz.

7. The end-of-train device and brake detector system of a train according to claim 6, characterized in that, The first radio communication unit has the same model as the train radio of the train to be tested.

8. The end-of-train device and brake detection system for a train according to claim 2, wherein, The train brake detection module includes: a plurality of proportional valves, a plurality of relay valves, a plurality of stop valves, and a plurality of main air cut-off valves. Among them, each proportional valve corresponds to a relay valve respectively, and each main air cut-off valve corresponds to a stop valve respectively. And after receiving the train brake detection instruction, the train test control module is used to control the actions of each proportional valve, relay valve, stop valve, and main air cut-off valve based on the train brake detection instruction to complete the brake detection of the brake of the train to be tested.

9. The end-of-train device and brake detector system of a train according to claim 2, characterized in that The second communication management module includes: a third control unit, a second wireless data transmission unit, a second CAN communication unit, and a second radio communication unit; The third control unit is communicatively connected to the tail pressure monitoring device through the second wireless data transmission unit, the third control unit is communicatively connected to the end-of-train device at the head of the train to be tested through the second radio communication unit, and the third control unit is communicatively connected to the train test control module through the second CAN communication unit to receive the end-of-train device detection instruction sent by the train test control module through the second CAN communication unit, and to send the first detection data and the wind pressure monitoring data to the train test control module.

10. The train end device and brake detector system of a train according to claim 1, characterized in that, It further includes: A distribution box. Among them, the distribution box includes a CAN relay module and a power protection module. Among them, the upper computer is communicatively connected to the execution device through the CAN relay module, the input end of the power protection module is electrically connected to the power supply, and the output end of the power protection module is respectively electrically connected to the power supply ends of the execution device, the end-of-train test device, and the upper computer.

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