Monitoring system for train brake pipeline
By using high-precision pressure sensors and timing devices in the train brake pipeline to simulate the braking process, the problems of large number of pressure detection instruments and inaccurate positioning leakage points in the prior art are solved, and efficient and accurate braking pipeline monitoring is achieved.
Patent Information
- Application Number
- CN202421853803.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-01
- Publication Date
- 2025-07-18
- Estimated Expiration
- 2034-08-01
AI Technical Summary
In the prior art, monitoring of train brake pipelines requires a large number of pressure detection instruments, resulting in large assembly workloads and difficulty in quickly and accurately locate the leakage point.
The high-precision first and second pressure sensors are used to monitor the gas pressure at both ends of the brake pipeline, and the braking process is simulated through the timing device and the voice broadcaster, and the leakage point position is determined in combination with existing calculation methods to reduce the number of pressure detection instruments and assembly workload.
It realizes that the number of pressure detection instruments required for monitoring the train brake pipeline is small, the assembly workload is small, and the leakage point can be positioned quickly and accurately, reducing safety hazards and ensuring transportation order.
Smart Images
Figure CN223116339U_ABST
Abstract
Description
Technical Field
[0001] The present disclosure relates to the technical field of trains, and in particular, to a monitoring system for a train braking pipeline. Background Art
[0002] A train includes a plurality of vehicles of the same specification connected in sequence. Each vehicle is provided with a braking pipe to provide braking force for the vehicle to stop running. The braking pipes of the plurality of vehicles of the same specification connected in sequence are communicated in sequence to form the braking pipeline of the whole train. When a certain braking pipe leaks during the normal operation of the train, it may cause wheel tread abrasion, wheel tread slag, or wheel tread buildup of the vehicle where the leak occurs and the subsequent vehicles, and even cause a journal burning accident.
[0003] For this reason, the current common practice is to detect the pressure of the braking gas in the braking pipe of each vehicle in the train through a pressure detection instrument. When the detected pressure data is inconsistent with the standard data, it is determined that there is a leakage problem in the braking pipe of the corresponding vehicle.
[0004] However, connecting a pressure detection instrument to the braking pipe of each vehicle requires a large number of pressure detection instruments for monitoring the entire train braking pipeline and a large amount of assembly work. Summary of the Utility Model
[0005] The present disclosure provides a monitoring system for a train braking pipeline, and a technical problem to be solved by it is: reducing the number of pressure detection instruments required for monitoring the train braking pipeline and reducing the assembly work amount.
[0006] An embodiment of the present disclosure provides a monitoring system for a train braking pipeline, which may include: an air supply pipeline, a gas pressure monitoring component, and a processing component. The air supply pipeline is used to supply gas to an opening at one end of the braking pipeline; the gas pressure monitoring component may include: a first pressure sensor and a second pressure sensor. The first pressure sensor and the second pressure sensor respectively correspond to the openings at both ends of the braking pipeline to monitor the gas pressures at the openings at both ends of the corresponding braking pipeline, and the accuracy of at least one of the first pressure sensor and the second pressure sensor is higher than 0.2% FS; the processing component is signal-connected to the first pressure sensor and the second pressure sensor, and the processing component is provided with a timing device and a voice broadcaster.
[0007] In some embodiments, the monitoring system may further include: a first communication component and a second communication component; the first communication component is connected to the first pressure sensor and the processing component; the second communication component is connected to the second pressure sensor and the processing component.
[0008] In some embodiments, the first communication component includes: a first cable, both ends of the first cable are respectively connected to the first pressure sensor and the processing component, and the data communication baud rate of the first cable is greater than 19200 bps.
[0009] In some embodiments, the second communication component includes: a wireless communication device and a second cable, the wireless communication device is wirelessly communicatively connected to the second pressure sensor, and both ends of the second cable are respectively connected to the wireless communication device and the processing component.
[0010] In some embodiments, the serial port baud rate of the wireless communication device is greater than 9600 bps; the data communication baud rate of the second cable is greater than 19200 bps.
[0011] In some embodiments, the monitoring system may further include: a trial air actuator, the air supply pipeline is the air supply pipe on the trial air actuator, and the first pressure sensor is arranged on the air supply pipeline to monitor the air pressure in the air supply pipeline corresponding to the opening at one end of the brake pipeline.
[0012] In some embodiments, the processing component is further provided with a display.
[0013] In some embodiments, the timing device is provided with a reset unit to reset the timing device for re-timing.
[0014] In some embodiments, the air pressure monitoring component further includes: a seat body; the first pressure sensor is arranged on the seat body; the second pressure sensor is detachably arranged on the seat body.
[0015] In some embodiments, the monitoring system may further include: a control valve, arranged on the air supply pipeline and electrically connected to the processing component; the processing component can control the control valve to open or close the air supply of the air supply pipeline.
[0016] Through the above technical solution, the monitoring system for the train braking pipeline provided by the present disclosure includes: an air supply pipeline, a pneumatic pressure monitoring component, and a processing component. The braking gas is sent into the braking pipeline of the train through the air supply pipeline to simulate the braking process of the train, and the gas pressures at both ends of the braking pipeline along the flow direction are detected by a first pressure sensor and a second pressure sensor respectively. During this process, a timing device times, and a voice broadcaster broadcasts the corresponding moments when the pressure value detected by the first pressure sensor drops and the pressure value detected by the second pressure sensor drops. Then, the monitoring personnel can substitute the determined moments into the existing calculation method for self-calculation or calculate with a device having a calculation function to confirm the position of the braking pipeline with a leakage point, that is, the position of the corresponding faulty vehicle. Here, the monitoring system for the train braking pipeline includes two pressure detection instruments, namely the first pressure sensor and the second pressure sensor, so that the number of pressure detection instruments required for the entire train braking pipeline monitoring is small, and the assembly workload is small.
[0017] The above description is only an overview of the technical solution of the present disclosure. In order to be able to understand the technical means of the present disclosure more clearly and implement it in accordance with the content of the description, the following takes the preferred embodiments of the present disclosure and coordinates with the drawings to describe in detail as follows. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present disclosure. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.
[0019] Figure 1 It is a schematic structural diagram of the monitoring system for the train braking pipeline provided by the embodiment of the present disclosure;
[0020] Figure 2 It is a schematic partial connection structure diagram of the monitoring system for the train braking pipeline provided by the embodiment of the present disclosure.
[0021] DESCRIPTION OF THE REFERENCE NUMERALS:
[0022] 10. Monitoring system for train braking pipeline; 11. Air supply pipeline; 12. Pneumatic pressure monitoring component; 121. First pressure sensor; 122. Second pressure sensor; 13. Processing component; 131. Timing device; 132. Voice broadcaster; 133. Display; 141. First communication component; 1411. First cable; 142. Second communication component; 1421. Wireless communication device; 1422. Second cable; 1423. Relay base station;
[0023] 20. Braking pipeline; 201. Brake pipe. Detailed Implementation Modes
[0024] The following further describes the implementation modes of the present disclosure in detail with reference to the accompanying drawings and embodiments. The detailed descriptions and the accompanying drawings of the following embodiments are used to exemplarily illustrate the principles of the present disclosure, but cannot be used to limit the scope of the present disclosure. The present disclosure can be implemented in many different forms, not limited to the specific embodiments disclosed herein, but including all technical solutions falling within the scope of the claims.
[0025] These embodiments of the present disclosure are provided to make the present disclosure thorough and complete, and to fully convey the scope of the present disclosure to those skilled in the art. It should be noted that: unless otherwise specifically stated, the relative arrangements of components and steps, the components of materials, numerical expressions and values described in these embodiments should be construed as merely exemplary, rather than as limitations.
[0026] It should be noted that in the description of the present disclosure, unless otherwise specified, the meaning of "a plurality" is greater than or equal to two; the orientation or positional relationships indicated by terms such as "upper", "lower", "left", "right", "inner", "outer", etc. are only for the convenience of describing the present disclosure 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 thus cannot be construed as a limitation of the present disclosure. When the absolute position of the object being described changes, the relative positional relationship may also change accordingly.
[0027] In addition, the "first", "second" and similar terms used in the present disclosure do not denote any order, quantity or importance, but are only used to distinguish different parts. "Vertical" is not strictly vertical, but within the allowable error range. "Parallel" is not strictly parallel, but within the allowable error range. Terms such as "including" or "comprising" mean that the elements before this word cover the elements listed after this word, and do not exclude the possibility of also covering other elements.
[0028] It should also be noted that in the description of the present disclosure, unless otherwise clearly defined and limited, the terms "mounted", "connected" and "coupled" 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 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 disclosure can be understood according to specific circumstances. When it is described that a specific device is located between a first device and a second device, there may or may not be an intermediate device between the specific device and the first device or the second device.
[0029] All terms used in this disclosure have the same meanings as those understood by those of ordinary skill in the art to which this disclosure pertains, unless otherwise specifically defined. It should also be understood that terms defined in a general dictionary, such as those, should be interpreted as having meanings consistent with their meanings in the context of the relevant art, and should not be interpreted in an idealized or overly formal sense, unless specifically defined as such herein.
[0030] Technologies, methods, and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and devices should be regarded as part of the specification.
[0031] In an embodiment of the present disclosure, braking gas is sent into the braking pipeline 20 of the train through the air supply pipeline 11 to simulate the braking process of the train, and the gas pressures at both ends of the braking pipeline 20 along the flow direction of the braking gas are detected by the first pressure sensor 121 and the second pressure sensor 122 respectively. During this process, the timing device 131 times, and the voice broadcaster 132 broadcasts the moments when the pressure values detected by the first pressure sensor 121 decrease (i.e., Tz hereinafter) and the moments when the pressure values detected by the second pressure sensor 122 decrease (i.e., Tt hereinafter). Furthermore, the monitoring personnel can substitute Tz and Tt into the existing calculation method for self-calculation or calculate with a device having a calculation function to confirm the position of the braking pipe 201 where there is a leakage point, that is, the position of the corresponding faulty vehicle. Here, the monitoring system 10 of the train braking pipeline includes two pressure detection instruments, the first pressure sensor 121 and the second pressure sensor 122, so that the number of pressure detection instruments required for monitoring the entire train braking pipeline is small and the assembly workload is small.
[0032] The present disclosure provides a monitoring system 10 for a train braking pipeline. Refer to Figure 1 and Figure 2 As shown, the monitoring system 10 of the train braking pipeline may include: an air supply pipeline 11, a gas pressure monitoring component 12, and a processing component 13. The air supply pipeline 11 is used to supply air to one end opening of the braking pipeline 20. The gas pressure monitoring component 12 may include: a first pressure sensor 121 and a second pressure sensor 122. The first pressure sensor 121 and the second pressure sensor 122 respectively correspond to the two end openings of the braking pipeline 20 to monitor the gas pressures at the corresponding two end openings of the braking pipeline 20, and the accuracy of at least one of the first pressure sensor 121 and the second pressure sensor 122 is higher than 0.2% FS. The processing component 13 is signal-connected to the first pressure sensor 121 and the second pressure sensor 122, and the processing component 13 is provided with a timing device 131 and a voice broadcaster 132.
[0033] In the air supply pipeline 11, the air supply pipeline 11 supplies braking gas to the openings at one ends of a plurality of braking pipes 201 connected in sequence in the braking pipeline 20, so that the braking gas can flow from the openings at one ends of the plurality of braking pipes 201 to the openings at the other ends of the plurality of braking pipes 201, thereby simulating the braking process of the braking pipeline 20; that is to say, the air supply pipeline 11 is connected to and supplies gas to the opening at one end of the braking pipe 201 of the first vehicle (hereinafter referred to as: the first vehicle) in the whole train, which is far from the opening at one end of the braking pipe 201 of the last vehicle (hereinafter referred to as: the last vehicle), and the supplied gas flows from the braking pipe 201 of the first vehicle to the braking pipe 201 of the last vehicle. Among them, parameters such as the braking gas pressure and unit flow rate provided by the air supply pipeline 11 are consistent with the parameters of the braking gas sent into the braking pipeline 20 during train braking, so that the simulation is more in line with the actual situation, and thus the monitoring results under this simulation are more accurate.
[0034] In the air pressure monitoring component 12, the first pressure sensor 121 and the second pressure sensor 122 can respectively monitor the gas pressures at the openings corresponding to the first vehicle and the last vehicle. When the gas pressures detected by the first pressure sensor 121 and the second pressure sensor 122 tend to be consistent (which can include: completely consistent and consistent within the error range), it indicates that the braking pipeline 20 is intact; on the contrary, when the gas pressure value detected by the first pressure sensor 121 is greater than the gas pressure value detected by the second pressure sensor 122, it indicates that at least one of the braking pipes 201 in the braking pipeline 20 has a leak. The first pressure sensor 121 can be arranged on the air supply pipeline 11 or at the position of the opening at one end of the braking pipeline 20; the second pressure sensor 122 can be arranged at the position of the opening at the other end of the braking pipeline 20 or at a position near the opening at the other end. The accuracy of at least one of the first pressure sensor 121 and the second pressure sensor 122 is higher than 0.2% FS. That is to say, one or both of the first pressure sensor 121 and the second pressure sensor 122 are high-precision pressure sensors. When they are high-precision pressure sensors, not only the obtained pressure data is more accurate, but also the response time is short; for example, the first pressure sensor 121 is a high-precision pressure sensor, and the second pressure sensor 122 is a high-precision wireless wind pressure monitor.
[0035] In the processing component 13, the timing device 131 can start timing when the air supply pipeline 11 starts to supply gas. The voice broadcaster 132 can respectively broadcast the moments (i.e., Tz in the following text) corresponding to the decrease in the pressure value detected by the first pressure sensor 121 and the moments (i.e., Tt in the following text) corresponding to the decrease in the pressure value detected by the second pressure sensor 122. Then, the monitoring personnel can substitute Tz and Tt into the existing calculation method for self-calculation or a device with a calculation function (such as: the processing component 13) for calculation to confirm the position of the braking pipe 201 where there is a leak point, that is, the position of the corresponding faulty vehicle.
[0036] The calculation method mentioned above is as follows:
[0037] Ld = (Lz - Lg + V(Tz - Tt)) / 2
[0038] Wherein, Lz: the length of the brake pipeline 20; Lg: the length of the air supply pipeline 11; V: the propagation speed of the braking gas, which is an existing constant; Tz: the pressure inflection point time (i.e., the decreasing moment) collected by the first pressure sensor 121; Tt: the pressure inflection point time (i.e., the decreasing moment) of the second pressure sensor 122; Ld: the length of the train pipe of the positioned faulty vehicle (the distance from the fault / leak point to the first vehicle), to obtain the corresponding distance position of the faulty vehicle. Thus, according to the length of each vehicle, the leaking vehicle (i.e., the faulty vehicle) can be confirmed as which vehicle in the whole train. It should be noted that in the calculation method, it is default that the first pressure sensor 121 is arranged on the air supply pipeline 11 and at the end far from the opening end of the brake pipeline 20. If the first pressure sensor 121 is arranged at the opening position of one end of the brake pipeline 20, Lg is taken as zero for calculation.
[0039] In this embodiment, by monitoring and checking the brake pipeline 20 of the whole train before operation, during the rest during operation, and after operation, the leakage problem can be discovered in time and processed in time, so as to reduce the operation of the train with leakage points, reduce potential safety hazards, and ensure the normal order of transportation. In addition, at least one of the first pressure sensor 121 and the second pressure sensor 122 is a high-precision pressure sensor with a fast response speed, so that the corresponding decreasing moment can be obtained more accurately, and further the position of the faulty vehicle confirmed by the monitoring system is more accurate.
[0040] In some embodiments, referring to Figure 1 and Figure 2 as shown, the monitoring system 10 of the train brake pipeline may further include: a first communication component 141 and a second communication component 142; the first communication component 141 is connected to the first pressure sensor 121 and the processing component 13; the second communication component 142 is connected to the second pressure sensor 122 and the processing component 13. Thus, the wind pressure data detected by the first pressure sensor 121 can be transmitted to the processing component 13 through the first communication component 141, and the wind pressure data detected by the second pressure sensor 122 can be transmitted to the processing component 13 through the second communication component 142, so that the wind pressure data of the two pressure sensors are transmitted separately without mutual influence.
[0041] In some embodiments, referring to Figure 1As shown, the first communication component 141 may include: a first cable 1411, with both ends of the first cable 1411 connected to the first pressure sensor 121 and the processing component 13 respectively, and the data communication baud rate of the first cable 1411 being greater than 19,200 bps. The higher the data communication baud rate, the faster the transmission speed. Thus, the transmission speed of the pressure data of the first pressure sensor 121 can be increased, and further the confirmed time can be made more accurate and the monitoring result can be more accurate.
[0042] In some embodiments, as shown in Figure 1 As shown, the second communication component 142 may include: a wireless communication device 1421 and a second cable 1422. The wireless communication device 1421 is wirelessly communicatively connected to the second pressure sensor 122, and both ends of the second cable 1422 are connected to the wireless communication device 1421 and the processing component 13 respectively. Here, the wireless communication device 1421 may be a wireless communication setting such as WIFI or Bluetooth; the connection between the second cable 1422 and the wireless communication device 1421 can be achieved through connection means such as a relay base station 1423. Thus, the pressure data of the second pressure sensor 122 can be transmitted to the processing component 13 through structures such as the wireless communication device 1421, the relay base station 1423, and the second cable 1422. The setting of the second communication component 142 is different from that of the first communication component 141, so that the requirement for the same raw material in terms of quantity is small.
[0043] In some embodiments, as shown in Figure 1 As shown, the serial port baud rate of the wireless communication device 1421 is greater than 9,600 bps; the data communication baud rate of the second cable 1422 is greater than 19,200 bps. The larger the serial port baud rate, the faster the transmission speed. Thus, the transmission speed of the pressure data of the second pressure sensor 122 can be increased, and further the confirmed time can be made more accurate and the monitoring result can be more accurate. When the second cable 1422 and the wireless communication device 1421 are connected through the relay base station 1423, the serial port baud rate of the relay base station 1423 is greater than 9,600 bps to match the high-efficiency transmission rate of the second cable 1422 and the wireless communication device 1421.
[0044] In some embodiments, the monitoring system 10 of the train braking pipeline may further include: a trial air actuator. The air supply pipeline 11 is the air supply pipe on the trial air actuator, and the first pressure sensor 121 is arranged on the air supply pipeline 11 to monitor the air pressure in the air supply pipeline 11 corresponding to the opening at one end of the braking pipeline 20. Thus, the integration degree between the air supply pipeline 11 and the first pressure sensor 121 can be improved.
[0045] In some embodiments, the processing component 13 may further be provided with: a display 133.
[0046] The display 133 can display the pressure data detected by the first pressure sensor 121 and the second pressure sensor 122 and the timing time of the timing device 131 in the form of a graph or a table. For example, the display 133 can include a display screen. On the display screen, the timing time is used as the X-axis item, and the pressure data detected by the first pressure sensor 121 and the second pressure sensor 122 is used as the Y-axis item for real-time curve display, so that the user can intuitively observe the decreasing moments of the first pressure sensor 121 and the second pressure sensor 122. When the processing component 13 performs calculations to obtain the monitoring result of which vehicle the faulty vehicle is, the display 133 can also display the monitoring result.
[0047] In some embodiments, the timing device 131 is provided with a reset unit to reset the timing device 131 for re-timing. In this way, the obtained time data is simple, thereby simplifying the complexity of calculations.
[0048] In some embodiments, the air pressure monitoring component 12 may further include: a seat body; the first pressure sensor 121 is disposed on the seat body; the second pressure sensor 122 is detachably disposed on the seat body.
[0049] The plurality of brake pipes 201 of the brake pipe 20 are connected in sequence, so that the length dimension of the rotating pipe 20 is large. The first pressure sensor 121 and the second pressure sensor 122 are both disposed on the seat body, and the second pressure sensor 122 is separable from the seat body. Thus, the air pressure monitoring component 12 can be moved to one end of the brake pipe 20 connected to the air supply pipe 11, and then the second pressure sensor 122 is separated from the seat body and connected to the other end opening of the brake pipe 20; when the train brake pipe 20 is not monitored, the second pressure sensor 122 can be connected to the seat body to facilitate synchronous transportation, storage, etc. with the first pressure sensor 121. Exemplarily, the air supply pipe 11 is a partial structure of the air test actuator, the seat body is a part of the air test actuator, and the seat body is provided with a first connection recess and a second connection recess. The first pressure sensor 121 is disposed in the first connection recess, and the second pressure sensor 122 is disposed in the second connection recess.
[0050] In some embodiments, the monitoring system 10 of the train brake pipe may further include: a control valve disposed on the air supply pipe 11 and electrically connected to the processing component 13; the processing component 13 can control the control valve to open or close the air supply of the air supply pipe 11. Here, after the voice broadcaster 132 of the processing component 13 broadcasts, the air supply of the air supply pipe 11 can be disconnected through the control valve.
[0051] So far, the embodiments of the present disclosure have been described in detail. To avoid obscuring the concept of the present disclosure, some details well known in the art have not been described. Those skilled in the art can fully understand how to implement the technical solutions disclosed herein based on the above description.
[0052] Although some specific embodiments of the present disclosure have been described in detail by way of examples, those skilled in the art should understand that the above examples are for illustrative purposes only and are not intended to limit the scope of the present disclosure. Those skilled in the art should understand that the above embodiments can be modified or partial technical features can be equivalently replaced without departing from the scope and spirit of the present disclosure. In particular, as long as there is no structural conflict, the technical features mentioned in each embodiment can be combined in any way.
Claims
1. A monitoring system for a train braking pipeline, characterized in that, Including: An air supply pipeline for supplying air to one end opening of a brake pipeline; An air pressure monitoring assembly including a first pressure sensor and a second pressure sensor. The first pressure sensor and the second pressure sensor respectively correspond to the two end openings of the brake pipeline to monitor the gas pressures at the two end openings of the corresponding brake pipeline, and the accuracy of at least one of the first pressure sensor and the second pressure sensor is higher than 0.2% FS; A processing assembly is signal-connected to the first pressure sensor and the second pressure sensor, and the processing assembly is provided with a timing device and a voice broadcaster.
2. The monitoring system according to claim 1, characterized in that, It further includes: A first communication assembly and a second communication assembly; The first communication assembly is connected to the first pressure sensor and the processing assembly; The second communication assembly is connected to the second pressure sensor and the processing assembly.
3. The monitoring system according to claim 2, wherein The first communication assembly includes a first cable. The two ends of the first cable are respectively connected to the first pressure sensor and the processing assembly, and the data communication baud rate of the first cable is greater than 19200 bps.
4. The monitoring system according to claim 3, wherein The second communication assembly includes a wireless communication device and a second cable. The wireless communication device is wirelessly communication-connected to the second pressure sensor, and the two ends of the second cable are respectively connected to the wireless communication device and the processing assembly.
5. The monitoring system according to claim 4, wherein The serial port baud rate of the wireless communication device is greater than 9600 bps; The data communication baud rate of the second cable is greater than 19200 bps.
6. The monitoring system according to claim 1, characterized in that, It further includes: A trial air actuator. The air supply pipeline is the air supply pipe on the trial air actuator, and the first pressure sensor is arranged on the air supply pipeline to monitor the air pressure in the air supply pipeline corresponding to one end opening of the brake pipeline.
7. The monitoring system according to claim 1, wherein The processing assembly is further provided with a display.
8. The monitoring system according to claim 1, wherein The timing device is provided with a reset unit to reset the timing device for re-timing.
9. The monitoring system according to claim 1, wherein The air pressure monitoring assembly further includes a seat body; The first pressure sensor is arranged on the seat body; The second pressure sensor is detachably arranged on the seat body.
10. The monitoring system according to claim 1, wherein It further includes: A control valve is arranged on the air supply pipeline and is electrically connected to the processing assembly; the processing assembly can control the control valve to open or close the air supply of the air supply pipeline.