Air pressure protection control system for pantograph of railway vehicle

Abstract

The utility model discloses an air pressure protection control system for a pantograph of a railway vehicle, which is characterized in that based on the existing pantograph system of the railway vehicle, an air pressure detection sensor and an air pressure protection valve are additionally arranged in a pipeline from a pantograph descending throttle valve to the front of a pantograph ascending and descending air cylinder, are mounted in a room close to the pipeline of the pantograph ascending and descending air cylinder and are connected with a vehicle control system; and a two-position two-way electromagnetic directional valve is adopted to replace an existing manual test valve mounted on the roof. According to the control system, by detecting the pressure value of the pantograph lifting air cylinder in real time, when related components and pipelines in a vehicle pantograph control air path break down, the pantograph is controlled in time to trigger abnormal air pressure pantograph falling protection; meanwhile, for an ADD pantograph lowering protection device triggered when a carbon slide plate is worn to a limit position, an electromagnetic control test valve is adopted to replace an existing manual test valve, air pressure or equipment abnormity can be conveniently checked and found in time, and contact faults such as pantograph net virtual connection or excessive wear caused by undervoltage or overvoltage of a pantograph are avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle pantograph pneumatic control, in particular to a pantograph pneumatic pressure protection control system for a rail vehicle. Background Art

[0002] At present, pantographs of railway vehicles at home and abroad are generally driven by pneumatic pressure. A train consists of two sets of pantographs and their control air circuits. During normal operation, one set works and the other is a backup. The pneumatic control principle of a single set of pantographs is as follows: Figure 1 shown.

[0003] The existing pantograph air pressure control system often fails to detect internal faults of its pneumatic control components (such as precision pressure regulating valves, safety valves and other pneumatic components) or air pressure pipeline leakage faults (such as leakage of the MN section pipeline after the pressure regulating valve or leakage of the pantograph cylinder) in a timely manner, resulting in abnormal contact between the pantograph and the contact network, causing or aggravating train operation faults. The possible fault phenomena are as follows: (1) When the precision pressure regulating valve fails and the valve core is stuck, if the stuck state is that the pressure regulating valve port is closed, then during long-term train operation, when a local small leakage occurs in the pantograph cylinder or MN pipeline, the precision pressure regulating valve cannot replenish the air pressure to maintain the pressure in the cylinder, causing the air pressure in the cylinder to drop to value B, and when this value is lower than the rated value A set by the precision pressure regulating valve, the contact force between the pantograph and the contact network will decrease accordingly. At this time, the carbon slide plate is working normally without air leakage, and the protection mechanism of the ADD exhaust valve will not be triggered. The ADD exhaust valve will not perform protective exhaust and lower the pantograph when there is a local air leakage in the pantograph cylinder or MN pipeline and the carbon slide plate is intact. In this state, the contact pressure between the pantograph and the contact network will be lower than the rated value, which will cause a false connection between the pantograph and the contact network, resulting in a burning accident between the pantograph and the contact network. (2) When the precision pressure regulating valve fails and the valve core is stuck, if the stuck state is that the valve port of the pressure regulating valve is open, then during long-term train operation, when the safety valve also fails and cannot limit the system pressure, the normal input air pressure value C of the vehicle air source exceeds the rated air pressure value A set by the precision pressure regulating valve. After the pantograph is raised, the contact pressure between the pantograph and the contact network will exceed the rated value for a long time, resulting in excessive wear of the pantograph carbon slide plate. (3) Even if the precision pressure regulating valve is not faulty during train operation, when the input air pressure value C provided by the air source is slightly lower than the rated air pressure value A set by the precision pressure regulating valve, the input air pressure value C will be directly transmitted to the pantograph raising and lowering cylinder. If the input air pressure C can still raise the pantograph, the contact pressure between the pantograph and the contact network will be lower than the rated contact pressure after the pantograph is raised. That is, when the pantograph-raising wind pressure provided by the air source reaches the minimum pantograph-raising wind pressure but does not reach the rated pantograph-raising wind pressure, although the pantograph can be raised and contact the contact network, since the pantograph network has not reached the rated contact pressure, it may also cause a false connection abnormality between the pantograph and the contact network.

[0004] In addition, the existing pantograph's automatic pantograph lowering device (ADD), triggered by carbon slide wear, includes an ADD exhaust valve, an ADD shut-off valve, and an ADD test valve, all of which are installed on the vehicle's roof. The ADD test valve simulates air leakage from the carbon slide's air cavity and is normally closed. It is only opened manually when the ADD exhaust valve needs to be checked and tested for functionality. During pantograph function checks, the inconvenience of installing it on the roof can lead to missed inspections, resulting in failure of the automatic pantograph lowering device and undetected failure. Furthermore, the wear of the carbon slide to its limit is not detected, leading to serious pantograph-network failures.

[0005] After reviewing the existing technologies related to vehicle pantographs, pantograph protection and pantograph air pressure control, Chinese invention patent CN106347136B discloses a pantograph control system that can dynamically adjust the speed of pantograph supply and exhaust, achieve rapid response when raising and avoid impact with high-voltage network lines, quickly leave the network when lowering the pantograph and slowly lower it to the pantograph drop position, so as to reduce arcing and harmful impact, protect the network line, roof and pantograph, and realize the cam drive control required for pantograph raising and lowering pantographs in a fast and then slow motion; Chinese invention patent application CN116394765A discloses a pantograph protection method and device for rail transit, the described device mainly performs Breaking ice improves the pantograph's ability to receive electric energy, and can prevent debris from falling on the slide during idle time. It does not involve pantograph air pressure control, nor can it implement protection control of the pantograph due to failure of its own control equipment. Chinese invention patent application CN118219852A discloses a method and device for controlling a pantograph of a rail vehicle. The method timely adjusts the replacement time interval of the two pantographs of the train according to the current ambient temperature, controls the state of the pantograph working alternately at different ambient temperatures, reduces the probability of pantograph failure in extreme environments, and reduces the impact of extreme environments on the normal operation of rail vehicles, but does not involve fault detection and air pressure protection control of the pantograph's own control components.

[0006] In view of the above problems, in order to avoid the abnormal pantograph-catenary contact pressure causing pantograph-catenary failures such as false connection or wear, it is necessary to research and design a pantograph air pressure protection control technology to facilitate inspection and timely detection of air pressure or equipment abnormalities. Utility Model Content

[0007] The problem to be solved by the utility model is to provide a pantograph air pressure protection control system for rail vehicles, which can promptly detect abnormal pressure of the pantograph raising and lowering cylinder caused by failure of the pantograph pneumatic components or pipeline equipment, trigger the pantograph lowering protection, switch to the spare pantograph, and avoid the expansion of abnormal pantograph-net contact failure caused by long-term operation of the faulty pantograph.

[0008] The utility model adopts the following technical solution: a rail vehicle pantograph air pressure protection control system, based on the existing rail vehicle pantograph system, adds an air pressure detection sensor and an air pressure protection valve in the pipeline from the pantograph lowering throttle valve to the pantograph raising and lowering cylinder. The air pressure detection sensor and the air pressure protection valve are both installed in a room close to the pantograph raising and lowering cylinder pipeline and are connected to the vehicle control system.

[0009] Furthermore, the air pressure detection sensor detects the pressure value in front of the pantograph raising and lowering cylinder in real time and feeds it back to the vehicle control system. The vehicle control system controls the action of the air pressure protection valve to achieve timely pantograph lowering protection and switch the train's spare pantograph to work.

[0010] Preferably, the air pressure protection valve is a two-position three-way electromagnetic reversing valve with a manual device. When the air pressure sensor detects that the pressure value in front of the bow lifting cylinder is underpressure or overpressure, the electromagnetic reversing valve is triggered to operate, thereby exhausting the bow lifting cylinder and lowering the bow, thereby avoiding faults such as false connection or excessive wear of the bow network. At the same time, in order to ensure the reliability of the system and facilitate debugging, the two-position three-way electromagnetic reversing valve with a manual device is selected, and the two working positions of the valve core can be manually switched.

[0011] Preferably, under normal bow raising and lowering operating conditions, the air pressure protection valve is normally open in the lower position, and the air pressure entering the cylinder is detected in real time by the air pressure detection sensor; when the air pressure detection sensor measures that the real-time pressure value is lower than the set range, the real-time value is sent to the vehicle control system, and the vehicle control system sends an electrical signal to the air pressure protection valve to control the air pressure protection valve to work in the upper position, so that the cylinder is quickly exhausted and the bow is lowered.

[0012] Furthermore, a two-position two-way electromagnetic reversing valve is used to replace the existing manual ADD test valve installed on the roof to facilitate the inspection and testing of the pantograph automatic lowering ADD equipment.

[0013] Preferably, the two-position two-way electromagnetic reversing valve is arranged between the roof ADD closing valve and the carbon slide air cavity, connected to the vehicle control system, and participates in the inspection and test control of the pantograph automatic lowering ADD equipment.

[0014] Preferably, when the vehicle is under maintenance, the vehicle control system sends an ADD test signal, and the ADD test valve is energized, simulating that when the carbon slide plate is worn to the limit, the bow lifting cylinder is triggered to quickly exhaust air through the ADD exhaust valve to quickly lower the bow.

[0015] Compared with the prior art, the above technical solution adopted by the present invention has the following technical effects:

[0016] The utility model discloses a pantograph air pressure protection control system for rail vehicles. It detects the pressure value of the pantograph raising and lowering cylinder in real time. When relevant components and pipelines in the pantograph control air circuit of the vehicle fail, it promptly controls the pantograph to trigger the air pressure abnormality and pantograph lowering protection. At the same time, for the ADD pantograph lowering protection device triggered when the carbon slide plate is worn to the limit position, an electromagnetically controlled test valve is used to replace the existing manual test valve, which facilitates the inspection and timely detection of air pressure or equipment abnormalities, and avoids contact failures such as pantograph-net virtual connection or excessive wear caused by undervoltage or overvoltage of the pantograph. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is the control principle block diagram of the existing rail vehicle pantograph system;

[0018] Figure 2 This is the principle block diagram of the pantograph air pressure protection control system for rail vehicles in this utility model;

[0019] Figure 3 This is a principle block diagram of the pantograph pressure protection control system for rail vehicles in the utility model under the pantograph raising condition;

[0020] Figure 4 This is a principle block diagram of the pantograph lowering working condition of the pantograph air pressure protection control system for rail vehicles of the utility model;

[0021] Figure 5 This is a block diagram of the pantograph lowering state for undervoltage / overpressure protection after pantograph raising according to the present invention;

[0022] Figure 6 This is a block diagram of the pantograph ADD test valve energized protection pantograph lowering process of the utility model;

[0023] Figure 7 This is the pneumatic control logic principle diagram of the pantograph of the utility model;

[0024] Explanation of the numbers in the figure: 1-Vehicle air source; 2-Bow lifting and lowering solenoid valve; 3-Filter; 4-Bow raising throttle valve; 5-Precision pressure regulating valve; 6-Pressure gauge; 7-Bow lowering throttle valve; 8-Safety valve; 9-Bow lifting and lowering cylinder; 10-Automatic bow lowering device ADD exhaust valve; 11-ADD closing valve; 12-ADD test valve; 13-Carbon skateboard air cavity; 14-Vehicle control system; 15-Air pressure protection valve; 16-Air pressure detection sensor. DETAILED DESCRIPTION

[0025] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0026] In one embodiment of the present invention, an existing rail vehicle pantograph system, such as Figure 1 As shown:

[0027] During normal bow raising: compressed air from the vehicle air source 1 is first connected to the left position of the bow raising and lowering solenoid valve 2 (the solenoid valve is energized and a control signal is sent by the vehicle control system 14), and flows into the bow raising throttle valve 4 (left side) through the filter 3. Then, after the pressure is reduced by the precision pressure regulating valve 5, after passing through the pantograph lowering throttle valve 7 (left side), one path of air pressure enters the pantograph raising and lowering cylinder 9, pushing the cylinder piston rod to move, thereby pushing the pantograph rod mechanism to achieve pantograph raising. During this period, the pantograph raising pressure can be read by the pressure gauge 6, and the upper limit of air pressure is set by the safety valve 8; the other path of air pressure enters the air cavity 13 in the two carbon slides of the pantograph through the automatic pantograph lowering device ADD exhaust valve 10 (after the pressure rises, the lower reversing valve works in the right position) and the ADD closing valve 11 (manually normally open, the valve will only be closed when the equipment is under maintenance). When the carbon slide is worn to the limit, the air cavity 13 will be triggered to be exhausted quickly, thereby rapidly reducing the pressure on the right side of the ADD exhaust valve 10 and making it work in the left position. Then the pantograph raising and lowering cylinder 9 will be exhausted quickly through the exhaust valve 10, thereby achieving rapid pantograph lowering of the cylinder.

[0028] During normal pantograph lowering: the pantograph raising and lowering solenoid valve 2 loses power, the solenoid valve works in the right position, the air pressure in the pantograph raising and lowering cylinder 9 passes through the pantograph lowering throttle valve 7 (right side), the precision pressure regulating valve 5, the pantograph raising throttle valve 4 (right side), the filter 3, and finally exhausts through the right position of the pantograph raising and lowering solenoid valve 2, the cylinder piston rod resets, and the pantograph is lowered due to its own weight. During this period, the pantograph lowering pressure can be read by the pressure gauge 6.

[0029] The pantograph air pressure control system often fails to detect in time due to internal faults of its pneumatic control components (such as precision pressure regulating valves, safety valves and other pneumatic components) or air pressure pipeline leakage faults (such as leakage of the MN section pipeline after the pressure regulating valve or leakage of the pantograph lifting cylinder), resulting in abnormal contact between the pantograph and the contact network line, causing or aggravating train operation failures.

[0030] Therefore, this embodiment is based on the existing rail vehicle pantograph system, and adds an air pressure detection sensor 16 and an air pressure protection valve 15 in the pipeline from the pantograph lowering throttle valve to the pantograph raising and lowering cylinder, as shown in FIG. Figure 2 As shown, the air pressure detection sensor 16 and air pressure protection valve 15 are both installed indoors near the pantograph raising and lowering cylinder pipeline and are connected to the vehicle control system 14. In addition, a two-position, two-way electromagnetic reversing valve is used to replace the existing manual test valve installed on the roof to facilitate inspection and testing of the pantograph automatic lowering device.

[0031] Specifically, due to the needs of vehicle equipment layout, the pipeline MN section from the pantograph lowering throttle valve 7 to the pantograph raising and lowering cylinder 9 is often longer. In order to accurately measure the air pressure of the pantograph raising and lowering cylinder 9 and quickly exhaust the air for pantograph lowering protection, the air pressure protection valve 15 and the air pressure detection sensor 16 are both installed in the vehicle pipeline section close to the pantograph cylinder.

[0032] Combine Figure 2 As shown, the implementation method of the pantograph air pressure protection control system described in this embodiment is mainly as follows:

[0033] (1) Normal pantograph raising and lowering working condition: When raising the pantograph, the vehicle control system 14 sends a pantograph raising signal, the pantograph raising and lowering solenoid valve 2 is energized, and the compressed air passes through the pantograph raising and lowering solenoid valve 2 (left position), the filter 3, the pantograph raising throttle valve 4 (left side), and is reduced in pressure by the precision pressure regulating valve 5. After passing through the pantograph lowering throttle valve 7 (left side) and the air pressure protection valve 15 (lower position normally open), one path of air pressure enters the pantograph raising and lowering cylinder 9, pushing the pantograph rod mechanism to raise the pantograph; during this period, the pantograph raising pressure can be read by the pressure gauge 6, the air pressure limit is set by the safety valve 8, and the air pressure entering the cylinder is detected in real time by the air pressure detection sensor 16. The other path of air pressure enters the air cavity 13 in the pantograph carbon slide plate through the automatic pantograph lowering (ADD) exhaust valve 10 (the lower reversing valve works in the right position after the pressure rises) and the ADD closing valve 11 (manually normally open, the valve will be closed only when the equipment is under maintenance). Figure 3 shown.

[0034] When the carbon slide plate is worn to the limit, it will trigger the air cavity 13 to exhaust quickly (control the ADD test valve 12 to be energized for simulation), so that the pressure on the right side of the reversing valve of the ADD exhaust valve 10 will drop rapidly, making it work in the left position. Then the bow lifting cylinder 9 will be exhausted quickly through the ADD exhaust valve 10, realizing the rapid lowering of the cylinder.

[0035] When the pantograph is lowered, the vehicle control system 14 sends a pantograph lowering signal, the pantograph raising and lowering solenoid valve 2 loses power, and the solenoid valve works in the right position. The air pressure in the pantograph raising and lowering cylinder 9 passes through the air pressure protection valve 15 (normally open in the lower position), the pantograph lowering throttle valve 7 (right side), the precision pressure regulating valve 5, the pantograph raising throttle valve 4 (right side), and the filter 3, and is exhausted through the right position of the pantograph raising and lowering solenoid valve 2. The cylinder piston rod is reset, and the pantograph is lowered due to its own weight. Figure 4 shown.

[0036] (2) Undervoltage protection condition after pantograph raising: After the pantograph is raised, when the precision pressure regulating valve 5 has a valve port closure stuck fault, and the pantograph raising and lowering cylinder 9 or MN pipeline has a local small leakage during long-term train operation; or even if the precision pressure regulating valve 5 has no fault, but when the pantograph raising air pressure C provided by the air source 1 reaches the minimum pantograph raising air pressure but does not reach the rated pantograph raising air pressure A, the pantograph can be raised and contact the contact network.

[0037] At this time, the air pressure detection sensor 16 measures a real-time pressure value that is lower than the set range, and sends the real-time value to the vehicle control system 14, which sends an electrical signal to the air pressure protection valve 15. The air pressure protection valve 15 then works in the upper position, allowing the cylinder 9 to exhaust quickly and lower the bow. Figure 5 shown.

[0038] (3) Overpressure protection condition after pantograph raising: After the pantograph is raised, when the precision pressure regulating valve 5 has a valve opening stuck fault, and the safety valve 8 also fails to limit the system pressure during long-term train operation, if the air pressure value C input by the air source 1 exceeds the rated pantograph raising air pressure A set by the precision pressure regulating valve 5, the contact pressure between the pantograph and the catenary will exceed the rated value for a long time after the pantograph is raised.

[0039] At this time, the air pressure detection sensor 16 measures the real-time pressure value of overpressure and sends it to the vehicle control system 14. The control system sends an electrical signal to the air pressure protection valve 15, and the air pressure protection valve 15 works in the upper position, so that the cylinder 9 is quickly exhausted and lowered. Figure 5 shown.

[0040] (4) Functional test inspection of the automatic pantograph lowering device: When the vehicle is under maintenance, the vehicle control system 14 can send an ADD test signal to energize the ADD test valve 12, conveniently simulating the automatic pantograph lowering protection process when the carbon slide plate is worn to the limit working condition, such as Figure 6 shown.

[0041] During the specific implementation of the embodiment above, the corresponding pantograph pneumatic control logic is as follows: Figure 7 shown.

[0042] It can be seen that the rail vehicle pantograph air pressure protection and control system proposed by the utility model will be able to promptly detect abnormal pantograph raising and lowering cylinder pressure caused by failure of the pantograph pneumatic components or pipeline equipment, and by triggering the pantograph lowering protection and switching the spare pantograph, it can avoid the expansion of abnormal pantograph-net contact failure caused by long-term operation of the faulty pantograph, reduce the degree of line failure caused by pantograph-net contact, and improve the operating efficiency of trains and lines.

[0043] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A pantograph air pressure protection control system for a railway vehicle, characterized in that: Based on the rail vehicle pantograph system, an air pressure detection sensor and an air pressure protection valve are added to the pipeline between the pantograph lowering throttle valve and the pantograph raising and lowering cylinder. The air pressure detection sensor and the air pressure protection valve are both installed indoors near the pantograph raising and lowering cylinder pipeline and are connected to the vehicle control system. The air pressure detection sensor detects the pressure value in front of the pantograph raising and lowering cylinder in real time and feeds it back to the vehicle control system. The vehicle control system controls the air pressure protection valve to trigger the pantograph lowering protection and switch the train's spare pantograph to work.

2. The rail vehicle pantograph air pressure protection control system according to claim 1, characterized in that: The air pressure protection valve is a two-position three-way electromagnetic reversing valve with a manual device. When the air pressure sensor detects that the pressure value in front of the bow lifting cylinder is underpressure or overpressure, the electromagnetic reversing valve is triggered to exhaust the bow lifting cylinder and lower the bow.

3. The rail vehicle pantograph air pressure protection control system according to claim 2, characterized in that: Under normal bow raising and lowering operating conditions, the air pressure protection valve is normally open in the lower position, and the air pressure entering the cylinder is detected in real time by the air pressure detection sensor; when the air pressure detection sensor measures that the real-time pressure value is lower than the set range, the real-time value is sent to the vehicle control system, and the vehicle control system sends an electrical signal to the air pressure protection valve, controlling the air pressure protection valve to work in the upper position, so that the cylinder is quickly exhausted and the bow is lowered.

4. The rail vehicle pantograph air pressure protection control system according to claim 1, characterized in that: The ADD test valve installed on the roof is a two-position, two-way electromagnetic reversing valve, which is set between the roof ADD closing valve and the carbon slide air cavity. It is connected to the vehicle control system to control the inspection and test of the pantograph automatic lowering ADD equipment.

5. The rail vehicle pantograph air pressure protection control system according to claim 4, characterized in that: When the vehicle is under maintenance, the vehicle control system sends an ADD test signal, and the ADD test valve is energized, simulating that when the carbon slide plate is worn to the limit, the bow lifting cylinder is triggered to quickly exhaust air through the ADD exhaust valve to quickly lower the bow.

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