Locomotive main blast pipe system pressure detection device

Abstract

A pressure detection device for a locomotive main blast pipe system comprises a main compressor air supply module, a first main air cylinder, a second main air cylinder and a main air connection pipe, the main compressor air supply module is connected with the first main air cylinder, the first main air cylinder is connected with the second main air cylinder through a check valve, and the second main air cylinder is connected with a brake cabinet. The main air connecting pipe is arranged between the first main air cylinder and the second main air cylinder, a compressor start-stop module, a pressure switch, an I-end vehicle-end main air supply pipe and an II-end vehicle-end main air supply pipe are connected to the main air connecting pipe, a first main air pressure sensor for collecting main air pressure is arranged in the brake cabinet, and the first main air pressure sensor is connected with a cab brake display screen; and the main air connecting pipe is connected with a pressure test interface. The problem of driving potential safety hazards caused by the fact that a locomotive operator reversely installs the check valve between the first main air cylinder and the second main air cylinder is solved.

Description

Technical Field

[0001] This utility model relates to the field of locomotive technology, and in particular to a pressure detection device for the main air duct system of a locomotive. Background Technology

[0002] Each locomotive is equipped with two screw air compressors with a rated displacement of not less than 2.4 m³ / min, installed at both ends of the machine room in a diagonally symmetrical arrangement to generate compressed air. A high-pressure safety unit A3 with a set value of 11 bar is installed after the main compressor to protect the compressor from operation. The compressed air from the compressor is dried by its respective main dryer A4 and then enters the micro oil filter A5 for oil filtration. After purification by the dryer and micro oil filter, the compressed air meets the level 2 for particles, water, and oil, which meets the quality requirements of the air used by the braking system and other pneumatic components. The clean compressed air enters the first main air cylinder A11 and the second main air cylinder A15 for storage through the minimum pressure valve A6. A check valve A08 and a flow limiting valve B02 are installed between the first and second main air cylinders to ensure the pressure balance between the two main air cylinders and to prevent the rapid loss of pressurized air in the second main air cylinder when the locomotive is decoupled, thus ensuring the air volume required by the braking system when the decoupled locomotive stops. A high-pressure safety valve A7, with a setpoint of 9.5 bar, is installed in the main air reservoir pipeline for protection against excessive pressure. A pressure switch A71 is also installed to quickly provide protection in case of hook breakage, with an operating value of 350 kPa to 450 kPa. The compressor start / stop control module P50, connected to the main air reservoir pipeline, controls the compressor's operation. When the total air pressure is below 7.5 bar, the compressor furthest from the operating end starts. When the total air pressure reaches 9.0 bar, the compressor stops working. When the total air pressure is below 6.8 bar, both compressors start simultaneously until the total air pressure reaches 9.0 bar, at which point both compressors stop working. When the total air pressure is below 6.5 bar, the control module issues a traction blocking command. The main air connecting pipe is located between the two main air reservoirs, with both ends connected to anti-collision gates, angle gates, and the main air hose connector assembly.

[0003] During the construction and overhaul of the HXD3C locomotive, the check valve A08 between the first and second main air cylinders was repeatedly found to be installed in the wrong direction. This incorrect installation will cause the following problems:

[0004] (1) During the compressor air supply phase, the pressure of the two main air cylinders is unbalanced, and when the locomotive loses its coupler, the pressure of the second main air cylinder will be lost like that of the first main air cylinder, which cannot guarantee the air volume required by the braking system when the locomotive with the coupler is stopped.

[0005] (2) The air source is transmitted between the first main air cylinder and the second main air cylinder only through the flow limiting valve B02, resulting in a huge pressure difference between the two air cylinders. When the compressor is actually running, the pressure difference between the two air cylinders can reach about 100 kPa. Since the compressor's start and stop operation is controlled by the P50 module, and the air source of the P50 module is the pressure of the first main air cylinder, when the P50 module is activated, only the pressure in the first air cylinder reaches the standard value, while the actual pressure of the locomotive's main air duct system does not reach the standard value. Summary of the Invention

[0006] The technical problem to be solved by this utility model is to provide a pressure detection device for the main air duct system of a locomotive, which solves the problem of driving safety hazards caused by locomotive operators installing the check valve between the first main air cylinder and the second main air cylinder in the wrong direction.

[0007] To solve the above-mentioned technical problems, the technical solution of this utility model is: a pressure detection device for a locomotive main air duct system, including a main compressor air supply module, a first main air cylinder, a second main air cylinder, and a main air connecting pipe. The main compressor air supply module is connected to the first main air cylinder, the first main air cylinder is connected to the second main air cylinder through a check valve, the second main air cylinder is connected to the brake cabinet, the main air connecting pipe is located between the first and second main air cylinders, and a compressor start / stop module, a pressure switch, a main air supply pipe at end I of the vehicle, and a main air supply pipe at end II of the vehicle are connected to the main air connecting pipe. The brake cabinet is equipped with a first main air pressure sensor for collecting main air pressure, and the first main air pressure sensor is connected to the brake display screen in the driver's cab; a pressure test interface is connected to the main air connecting pipe. The principle of this invention is as follows: A total air pressure test interface is added after the first main air cylinder for connecting a high-precision digital pressure gauge. The outlet pressure of the first main air cylinder can be monitored in real time through the digital pressure gauge. By comparing the pressure monitored by the digital gauge with the total air pressure in the brake display screen, it can be confirmed whether there is an incorrect installation direction of the check valve between the first and second main air cylinders. The first main air pressure sensor collects the pressure at the rear end of the second main air cylinder, and the total air pressure can be viewed in real time.

[0008] As an improvement, a second total air pressure sensor is provided above the brake cabinet, and the second total air pressure sensor is connected to the driver's cab monitoring display screen.

[0009] As an improvement, the driver's cab is not equipped with a total air pressure instrument to collect the pressure at the rear end of the first main air cylinder.

[0010] As an improvement, the pressure switch and pressure test interface are connected to the main air duct via a tee connector.

[0011] The beneficial effects of this utility model compared with the prior art are:

[0012] A total air pressure test interface is added after the first main air cylinder for connecting a high-precision digital pressure gauge. The outlet pressure of the first main air cylinder can be monitored in real time through the digital pressure gauge. By comparing the pressure monitored by the digital gauge with the total air pressure in the brake display screen, it can be confirmed whether there is an incorrect installation direction of the check valve between the first and second main air cylinders. Attached Figure Description

[0013] Figure 1 This is a structural block diagram of the present utility model. Detailed Implementation

[0014] The present invention will be further described below with reference to the accompanying drawings.

[0015] like Figure 1 As shown, a pressure detection device for a locomotive main air duct system includes a main compressor air supply module, a first main air cylinder, a second main air cylinder, and a main air connecting pipe. The main compressor air supply module is connected to the first main air cylinder, the first main air cylinder is connected to the second main air cylinder through a check valve, the second main air cylinder is connected to the brake cabinet, and the main air connecting pipe is located between the first and second main air cylinders. The main air connecting pipe is connected to a compressor start / stop module, a pressure switch, a main air supply pipe at end I of the locomotive, and a main air supply pipe at end II of the locomotive.

[0016] The brake cabinet is equipped with a first total air pressure sensor that collects total air pressure. The first total air pressure sensor is connected to the brake display screen in the driver's cab, and the total air pressure can be viewed in real time. The total air pressure collected here is the pressure at the rear end of the second total air cylinder.

[0017] The brake cabinet is equipped with a second total air pressure sensor, which is connected to the monitoring display screen in the driver's cab. The total air pressure can be viewed in real time. The total air pressure collected here is the pressure at the rear end of the second total air cylinder.

[0018] The driver's cab is not equipped with a main air pressure instrument to collect the pressure at the rear end of the first main air cylinder. This instrument is directly connected to the main air duct system and collects the pressure at the rear end of the first main air cylinder.

[0019] A pressure test interface is connected to the main air duct. The pressure switch and the pressure test interface are connected to the main air duct via a tee connector. A main air pressure test interface is added after the first main air cylinder for connecting a high-precision digital pressure gauge. The outlet pressure of the first main air cylinder can be monitored in real time using the digital pressure gauge. By comparing the pressure monitored by the digital gauge with the main air pressure displayed on the brake screen, it can be confirmed whether there is an incorrect installation orientation of the check valve between the first and second main air cylinders.

Claims

1. A pressure detection device for a locomotive main air duct system, comprising a main compressor air supply module, a first main air cylinder, a second main air cylinder, and a main air connecting pipe, wherein the main compressor air supply module is connected to the first main air cylinder, the first main air cylinder is connected to the second main air cylinder via a check valve, the second main air cylinder is connected to the brake cabinet, the main air connecting pipe is located between the first and second main air cylinders, and a compressor start / stop module, a pressure switch, a main air supply pipe at end I (car end), and a main air supply pipe at end II (car end) are connected to the main air connecting pipe, characterized in that: The brake cabinet is equipped with a first total air pressure sensor that collects total air pressure, and the first total air pressure sensor is connected to the brake display screen in the driver's cab; a pressure test interface is connected to the main air duct.

2. The pressure detection device for the main air duct system of a locomotive according to claim 1, characterized in that: A second total air pressure sensor is installed above the brake cabinet, and the second total air pressure sensor is connected to the monitoring display screen in the driver's cab.

3. The pressure detection device for the main air duct system of a locomotive according to claim 1, characterized in that: The driver's cab is not equipped with a total air pressure instrument to collect the pressure at the rear end of the first main air cylinder.

4. The pressure detection device for the main air duct system of a locomotive according to claim 1, characterized in that: The pressure switch and pressure test interface are connected to the main air duct via a tee connector.

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