Train speed simulation system

Abstract

The utility model provides a train speed simulation system which comprises a control system module, a regenerative braking signal module and a train speed simulation signal module, the control system module comprises a plurality of interfaces of different types, and the control system module is respectively connected with the regenerative braking signal module and the train speed simulation signal module through the interfaces; the system further comprises an air spring load simulation module capable of simulating the load of a train, and the air spring load simulation module is connected with the control system module and the regenerative braking signal module. The train speed simulation system provided by the utility model can simulate the train speed signal and the load signal at the same time, overcomes the problem that the simulation system in the prior art needs manual speed signal switching, and improves the use effect of the system.

Description

Technical Field

[0001] The utility model relates to the technical field of rail vehicles, in particular to a train speed simulation system. Background Art

[0002] With the increasing development of science and technology and the continuous improvement of the pace of life, the rail transit industry plays an increasingly important role in promoting the process of modernization.

[0003] The braking system is a comprehensive system that fully considers safety and has rich control methods and diagnostic strategies. Its composition structure is relatively complex, mainly involving mechanical structures, electrical controls, pneumatic components, etc. The braking control system mainly plays a role in signal control in the braking system. Under the control of the control device in the driver's cab, it generates and transmits braking control signals, and selects and coordinates braking methods. As the main control part of the braking system of the EMU, the braking control device adopts a braking method that combines regenerative braking and electro-pneumatic braking. The inside of the braking control device is composed of multiple air braking control valves of different types and different working mechanisms. It is precisely these reliable braking control valves that cooperate with each other under the control of the braking control system and output accurate air pressure to ensure the normal operation of the braking system. Therefore, to ensure the safe stop of the train, it is necessary to ensure the reliable performance of these braking control valves so that the braking system can complete the output of braking force.

[0004] Therefore, it is particularly important to test the train braking system under various working conditions through a test platform to ensure that the switching values and parameter settings of each braking control valve are appropriate. Due to the importance of the braking system, the construction of an intelligent debugging platform for the braking system is even more important. On the one hand, the intelligent debugging platform for the braking system can ensure the safety and reliability of the braking system; on the other hand, the intelligent operation platform can improve production efficiency and reduce labor costs. However, the existing train speed simulation system for the intelligent debugging platform of the braking system cannot simulate the working state effects of different trains at different speeds and different loads, resulting in unsatisfactory use effects. Summary of the Utility Model

[0005] The main purpose of the utility model is to solve the above problems and deficiencies, and provides a train speed simulation system that can simultaneously simulate train speed signals and load signals, overcome the problem that the simulation system in the prior art needs to manually switch speed signals, and improve the use effect of the system.

[0006] To achieve the purpose of the utility model, the utility model first provides a train speed simulation system, and adopts the following technical solutions:

[0007] A train speed simulation system includes a control system module, a regenerative braking signal module, and a train speed simulation signal module. The control system module includes multiple interfaces of different types, through which it is respectively connected to the regenerative braking signal module and the train speed simulation signal module. It also includes an air spring load simulation module that can simulate the train load, and the air spring load simulation module is respectively connected to the control system module and the regenerative braking signal module.

[0008] Further, the regenerative braking signal module includes a regenerative braking request signal acquisition module connected to the ADC converter interface of the control system module.

[0009] Further, the regenerative braking request signal acquisition module is connected to the ADC converter port through a braking air pressure acquisition module.

[0010] Further, the regenerative braking signal module of the train includes a regenerative braking feedback signal module connected to the DAC converter interface of the control system module.

[0011] Further, one end of the air spring load simulation module is connected to the regenerative braking feedback signal module, and the other end is connected to the DAC converter interface.

[0012] Further, the regenerative braking signal module includes a regenerative braking valid signal module connected to the CPIO interface of the control system module.

[0013] Further, the regenerative braking valid signal module is connected to the CPIO interface through an air circuit solenoid valve control module.

[0014] Further, the train speed simulation signal module is connected to the I2C interface of the control system module through a DDS chip.

[0015] Further, the DDC chip has a built-in frequency setting module and a waveform selection module.

[0016] Further, it also includes a console communication module communicatively connected to the CAN bus and SPI interface of the control system module.

[0017] In summary, compared with the prior art, the train speed simulation system provided by the present utility model has the following technical advantages:

[0018] (1) When in use, the train speed is simulated through the set train speed. The independent 4-channel speed simulation signals can simulate the speed signals of the 1-4 axles of the train. According to the vehicle type, the output signals can be voltage-type and current-type speed signals, and according to different vehicle types, different waveforms are output, such as sine waves and square waves, corresponding to trailers and motor cars respectively, so as to distinguish different types of trains.

[0019] (2) The problem of manually switching speed signals is overcome through the integrated function. The air spring load simulation module adjusts the air pressure through the proportional regulating valve to simulate the train load. Based on the closed-loop PID algorithm, the proportional regulating valve is controlled to ensure the accuracy of the air spring load pressure, thereby achieving the effect of simulating the working states of different trains at different speeds and different loads. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 : Schematic diagram of the module composition and connection of a train speed simulation system according to the present utility model;

[0021] It should be noted that these drawings and text descriptions are not intended to limit the scope of the concept of the present utility model in any way, but to illustrate the concept of the present utility model to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present utility model clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the drawings in the embodiments of the present utility model. The following embodiments are used to illustrate the present utility model but are not used to limit the scope of the present utility model.

[0023] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present utility model.

[0024] In the description of the present utility model, it should be noted that unless otherwise clearly specified and limited, the terms "installation", "connection", and "connection" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0025] The present utility model will be further described in detail below in conjunction with the drawings and the specific embodiments.

[0026] The present utility model first provides a train speed simulation system, which includes a control system module, a regenerative braking signal module, and a train speed simulation signal module. The control system module includes multiple different types of interfaces, through which the control system module is respectively connected to the regenerative braking signal module and the train speed simulation signal module; the system further includes an air spring load simulation module that can simulate the train load, and the air spring load simulation module is respectively connected to the control system module and the regenerative braking signal module.

[0027] As Figure 1 shown, the train speed simulation system provided by the present utility model includes a control system module and a regenerative braking signal module. Inside the control system module, there are multiple interfaces with different types and functions, including but not limited to I2C interfaces, ADC converters, DAC converters, GPIO, CAN buses, and SPI interfaces, which are respectively connected to different modules of the debugging system to overall control the operating state and operating mode of the entire debugging system. In this application, the "connection" mentioned above can be an electrical connection, a communication connection, or a signal connection, without any restrictions or requirements.

[0028] The train speed simulation system further includes a train speed simulation signal module for simulating the train running speed. In this embodiment, the speed simulation signal module can simulate the speed signals of the 1-4 axles of the train. By outputting different waveforms, such as sine waves or square waves, the module can respectively correspond to trailers and motor cars to achieve the distinction of train types.

[0029] The input end of the train speed simulation signal module is connected through a DDS chip, and a DDS chip of model AD9837 can be used. One end of the DDS chip is connected to the control system module, and the other end is connected to the train speed simulation signal module. Specifically, the output end of the control system module is electrically connected to the input end of the DDS chip AD9837 through an I2C interface, and the output end of the DDS chip AD9837 is electrically connected to the input end of the train speed simulation signal module. The DDS chip is built with a frequency setting module and a waveform selection module, which can achieve the setting of different frequencies of the speed signal and the selection of different waveforms to control the final output state and output mode of the train speed simulation signal module, and control the train speed simulation signal module to output a specific speed value signal of the trailer.

[0030] The train speed simulation system further includes an air spring load simulation module. The air spring load simulation module includes a proportional regulating valve, and the air pressure is adjusted through the proportional regulating valve to simulate the train load. In this embodiment, the proportional regulating valve is controlled by a closed-loop PID algorithm to ensure the accuracy of the air spring load adjustment, and cooperate with the train speed simulation signal module described above, so as to achieve the effect of simulating the working state of the train under different speeds and different loads.

[0031] The train braking debugging system further includes a braking air pressure acquisition module and an air circuit solenoid valve control module. Among them, the braking air pressure acquisition module is connected to the control system module through the detection module. One end of the detection module is connected to the control system module, and the other end is connected to the braking air pressure acquisition module. The detection module includes a voltage detection module and a pressure detection module. The braking air pressure acquisition module is used to collect the braking data in the braking control data actually output by the regenerative braking signal module, and perform pressure detection and voltage detection on the collected data through the detection module, and then send the detected data back to the control system module; the air circuit solenoid valve control module is used to control the solenoid valve to output the air spring pressure.

[0032] The air circuit solenoid valve control module is connected to the control system module through a relay. The relay includes a digital input module and a digital output module, which realizes the input and output functions of digital signals.

[0033] The regenerative braking signal module includes a regenerative braking request signal acquisition module, a regenerative braking feedback signal module, and a regenerative braking valid signal module, where:

[0034] The regenerative braking request signal acquisition module is used for regenerative braking voltage acquisition and converts it into a signal recognizable by the detection module;

[0035] The regenerative braking feedback signal module is used for the control system module to generate a regenerative braking feedback voltage signal according to different set values required for testing;

[0036] The regenerative braking valid signal module is used to generate a fixed regenerative braking valid voltage.

[0037] Different interfaces of the control system module are respectively connected to the regenerative braking request signal acquisition module, the regenerative braking feedback signal module, and the regenerative braking valid signal module. The regenerative braking request signal acquisition module is connected to the ADC converter interface of the control system module, the regenerative braking feedback signal module is connected to the DAC converter interface of the control system module, and the regenerative braking valid signal module is connected to the CPIO interface of the control system module.

[0038] The train speed simulation system further includes a console communication module, which is communicatively connected to the control system module. Here, the communication connection can be a two-way connection. The console communication module receives the control instructions from the control system module, generates corresponding signals and control actions, and then sends back relevant experimental data to the control system module. The control system module sends control instructions to each module to control the actions of each module or output corresponding signals and data, thus realizing the debugging actions. The console module can be devices such as a laptop computer, a PAD, or a handheld control terminal.

[0039] The console communication module is connected to the CAN bus and SPI interface of the control system module through the communication mode module. Further, local monitoring is also provided, which serves as a transfer point and is respectively connected to the console communication module and the communication mode module. Both the console communication module and the control system module can be multiple. Therefore, the communication mode module includes a data communication address module, which determines the console communication module to be selected and connected through the communication address module. It can be distinguished by IP address, or by username or other methods, without restrictions or requirements.

[0040] Further, as Figure 1 shown, the output end of the control system module is electrically connected to the input end of the DDS chip AD9837 through the I2C interface, is connected to the output end of the detection module through the ADC converter, is electrically connected to the input end of the DDC chip (in this embodiment, the chip model can be AD5686) through the DAC converter, is electrically connected to the input end of the relay through the CPIO, and is electrically or signal-connected to the input end of the communication mode module through the CAN bus and SPI interface. Among them, the DDC chip AD5686 has a parameter setting module and an analog output module inside to achieve parameter setting and analog output during the braking control process.

[0041] The output end of the DDS chip AD9837 is electrically connected to the input end of the train speed analog signal module. The input end of the detection module is electrically connected to the output end of the braking wind pressure acquisition module. The output end of the chip AD5686 is electrically connected to the input end of the air spring load simulation module. The output end of the relay is electrically connected to the input end of the air circuit solenoid valve control module. The output end of the communication mode module is electrically connected to the input end of the local monitoring. The output end of the local monitoring is electrically connected to the input end of the console communication module. The input end of the regenerative braking signal module is respectively electrically connected to the output end of the air spring load simulation module and the output end of the air circuit solenoid valve control module, and the output end is electrically connected to the input end of the braking wind pressure acquisition. The console communication module receives the console control instruction, generates corresponding signals and control actions, and returns relevant experimental data to the control system module.

[0042] Further, the input end of the braking wind pressure acquisition module is electrically connected to the output end of the regenerative braking request acquisition module. The output end of the air spring load simulation module is electrically connected to the input end of the regenerative braking feedback signal module. The output end of the air circuit solenoid valve control module is electrically connected to the input end of the regenerative braking effective signal.

[0043] In this embodiment, as described above, the regenerative braking signal includes the generation of the regenerative braking effective signal, the acquisition of the regenerative braking request signal, and the simulation of the regenerative braking feedback signal. The control system module controls its action mode, data acquisition, etc. according to the braking simulation requirements, including but not limited to:

[0044] 1) Regenerative braking request signal: Measurement range, DC (0 - 20) V; Output signal: DC (0 - 5) V; Power supply: DC24V; Response time: less than 0.2 s.

[0045] 2) Regenerative braking feedback signal: Output voltage: DC (0 - 10) V; Measurement accuracy: ±0.1 V; Response time: less than 0.2 s.

[0046] 3) Regenerative braking effective signal: Output voltage: DC100V ± 10V; Response time: less than 0.2 s.

[0047] The regenerative braking signal module adopts an isolated output method, the output can be turned off, and it has short - circuit and leakage protection. During the operation, the acquisition and feedback time of the adjustment system is less than 100 ms.

[0048] The air spring load simulation module adjusts the air pressure through a proportional regulating valve to simulate the train load, and controls the proportional regulating valve based on the closed - loop PID algorithm to ensure the accuracy of the air spring load pressure.

[0049] The output pressure of the air spring load simulation module is in the range of (0 - 800) kPa; The braking air pressure acquisition module respectively acquires the air pressure of the air spring load simulation module and the train braking air pressure. During the detection process, the allowable detection (measurement) air pressure range is in the range of (0 - 1000) kPa; The height accuracy of the entire system can reach 1‰FS; The frequency of the acquired signal is in the range of (4 - 20) mA; The response delay time is less than 0.01 s.

[0050] Furthermore, the control system module is internally provided with MCU, Timer, RAM, FLASH, SCI, XINT and PIE. The MCU can appropriately reduce the frequency and specifications of the central processing unit, and integrate peripheral interfaces such as memory, counter (Timer), USB, A / D conversion, UART, PLC, DMA, and even the LCD drive circuit on a single chip to form a chip - level computer for different combinations of control in different application scenarios.

[0051] As described above, the DDS chip is internally provided with a frequency setting module and a waveform selection module, which can achieve the setting of different frequencies and the selection of different waveforms;

[0052] The detection module is internally provided with a pressure detection module and a voltage detection module, which can detect the actual pressure (air pressure) and voltage corresponding to the regenerative braking request signal;

[0053] The chip AD5686 is internally provided with a parameter setting module and an analog output module to achieve parameter setting and analog output functions;

[0054] The interior of the relay is provided with a digital input module and a digital output module to realize the functions of input and output of digital signals;

[0055] The interior of the communication mode module is provided with a communication address module and a baud rate setting module to ensure the stable operation of communication.

[0056] When in use, the data terminal human-machine interface of the local monitoring includes three parts of functions: data terminal status detection, local monitoring, and remote monitoring. Among them, for data terminal status detection, it realizes the display of the operating status of the data terminal and the detection of the system experiment mode; for local monitoring, in this mode, the data terminal is not remotely controlled by the console, and the data terminal can be independently controlled by a laptop computer to make it operate independently, and a braking experiment can be carried out on a single vehicle, which is convenient for on-site testing; for remote control, in this mode, the data terminal is remotely controlled by the console. All operation instructions of the data terminal come from the console, realizing the networking of the console and the data terminal.

[0057] When in use, the train speed simulation system provided by the present utility model simulates the train speed through the set train speed. The independent 4-channel speed simulation signals can simulate the speed signals of the 1st - 4th axles of the train. By different output waveforms, such as sine waves and square waves, they respectively correspond to trailers and motor cars, so as to distinguish the types of trains. The air spring load simulation module adjusts the air pressure through a proportional regulating valve to simulate the train load. Based on the closed-loop PID algorithm, the proportional regulating valve is controlled to ensure the accuracy of the air spring load pressure, thereby achieving the effect of simulating the working states of different trains at different speeds and different loads.

[0058] The present utility model further provides an intelligent debugging platform for a braking system, including a braking device and the train speed simulation system described above. During the test of the train braking system through the debugging platform, the operating conditions of different trains at different speeds and different loads are simulated to determine whether the switching quantities and parameter settings of each braking control valve are appropriate.

[0059] During the braking control process, after the train braking device receives the braking command signal, the train speed simulation system controls the train speed simulation signal module to output the test speed simulation signal corresponding to the test vehicle type (trailer or motor car) according to the requirements of the test on the vehicle type, speed, and load. The air spring load simulation module outputs the test load data. The air spring pressure output control is carried out through the air circuit solenoid valve control module, that is, the load data output. The regenerative braking signal module generates a braking request signal, collects the regenerative braking request voltage, and sends a simulated regenerative effective signal and a regenerative braking feedback signal to the braking device. The braking device outputs the braking pressure, and the adjustment platform collects the braking pressure, thereby judging whether the parameters of the braking control valve are appropriate.

[0060] It should be noted that the term "including", "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article or apparatus comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or apparatus. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or apparatus comprising the element.

[0061] The standard parts used in this application document can all be purchased from the market, and can also be customized according to the description in the specification and the drawings. The specific connection methods of each part all adopt the mature conventional means in the prior art. The machines, parts and equipment all adopt the conventional models in the prior art, and the circuit connection adopts the conventional connection method in the prior art. No specific description will be made here. At the same time, the electrical components mentioned in this article are all electrically connected to the external main controller and the mains power. The peripheral controller mentioned in the specification can play a control role for the electrical components mentioned in this article, and this peripheral controller is a conventional known device.

[0062] In summary, compared with the prior art, a train speed simulation system provided by the present utility model has the following technical advantages:

[0063] 1. When in use, the train speed is simulated through the set train speed. The independent 4-channel speed simulation signals can simulate the speed signals of the 1-4 axles of the train. According to the vehicle type, the output signals can be voltage-type and current-type speed signals, and the waveforms output are different according to different vehicle types, such as sine waves and square waves, corresponding to trailers and motor cars respectively, so as to distinguish the types of trains.

[0064] 2. The problem of manually switching speed signals is overcome through the integrated function. The air spring load simulation module adjusts the air pressure through the proportional regulating valve to simulate the train load. Based on the closed-loop PID algorithm, the proportional regulating valve is controlled to ensure the accuracy of the air spring load pressure, so as to achieve the effect of simulating the working states of different trains at different speeds and different loads.

[0065] As described above, similar technical solutions can be derived in combination with the given solution content. Any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present utility model without departing from the content of the technical solution of the present utility model still fall within the scope of the technical solution of the present utility model.

Claims

1. A train speed simulation system, characterized in that: It includes a control system module, a regenerative braking signal module and a train speed simulation signal module. The control system module includes multiple different types of interfaces, through which it is respectively connected to the regenerative braking signal module and the train speed simulation signal module; it also includes an empty spring load simulation module that can simulate the train load, and the empty spring load simulation module is respectively connected to the control system module and the regenerative braking signal module.

2. A train speed simulation system as claimed in claim 1, characterized in that: The regenerative braking signal module includes a regenerative braking request signal acquisition module connected to the ADC converter interface of the control system module.

3. A train speed simulation system as claimed in claim 2, characterized in that: The regenerative braking request signal acquisition module is connected to the ADC converter port through a braking wind pressure acquisition module.

4. A train speed simulation system as claimed in claim 1, characterized in that: The regenerative braking signal module includes a regenerative braking feedback signal module connected to a DAC converter interface of the control system module.

5. A train speed simulation system as claimed in claim 4, characterized in that: One end of the empty spring load simulation module is connected to the regenerative braking feedback signal module, and the other end is connected to the DAC converter interface.

6. A train speed simulation system as claimed in claim 1, characterized in that: The regenerative braking signal module includes a regenerative braking effective signal module connected to the CPIO interface of the control system module.

7. A train speed simulation system as claimed in claim 6, characterized in that: The regenerative braking effective signal module is connected to the CPIO interface through the air path solenoid valve control module.

8. A train speed simulation system as claimed in claim 1, characterized in that: The train speed simulation signal module is connected to the I2C interface of the control system module through a DDS chip.

9. A train speed simulation system as claimed in claim 8, characterized in that: The DDS chip has a built-in frequency setting module and a waveform selection module.

10. A train speed simulation system according to any one of claims 1 to 9, characterized in that: It also includes a console communication module that is communicatively connected to the CAN bus and the SPI interface of the control system module.

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