Subway model train B05 valve system for crew training

Abstract

The utility model relates to the technical field of track crew training, and provides a subway model train B05 valve system for crew training, which comprises a valve body, a potentiometer, an analog quantity acquisition module, a simulation bridge and a virtual train management simulation subsystem, the potentiometer simulates the pressure change in the brake cylinder through the voltage change generated by the resistance change; the analog quantity acquisition module is connected with the potentiometer, and the analog quantity acquisition module is used for capturing a voltage change value on the potentiometer in real time; the simulation console is connected with the analog quantity acquisition module and is used for receiving and analyzing data from the analog quantity acquisition module to obtain corresponding train braking force; the virtual train management simulation subsystem is connected with the simulation console, and the virtual train management simulation subsystem is used for receiving train braking force information of the simulation console in real time and displaying parking braking. According to the invention, the trueness of the B05 valve in a training scene is enhanced.

Description

Technical Field

[0001] This utility model relates to the field of rail passenger service training technology, and in particular to a B05 valve system for a subway model train used for passenger service training. Background Technology

[0002] Currently, train simulation driving systems used for subway attendant training primarily utilize 3D modeling and simulation technology, combining simulation equipment with simulation software to simulate the real-world train driving environment. The main equipment simulated is located in the driver's cab, while passenger cab equipment such as air conditioning units, B05 valves, and emergency pantograph raising devices are mainly represented using 3D modeling on a virtual train management system. Trainees complete these tasks by clicking icons on a touchscreen. However, this method fails to allow trainees to truly understand and use the B05 valve, significantly reducing the realism of their participation in the scenario and also making it impossible to verify whether the equipment is properly switched on or off. Utility Model Content

[0003] This utility model provides a B05 valve system for a subway model train used in crew training. It solves the problems in the prior art where trainees cannot truly understand and use the B05 valve in a virtual train management system, and the low level of realism in B05 valve-related fault scenarios. It also solves the defect of not being able to verify whether the equipment is properly switched on or off. This improves the trainees' understanding of the B05 valve and enhances the realism of the training scenarios.

[0004] This utility model provides a B05 valve system for a subway model train used in crew training, comprising:

[0005] Valve body;

[0006] A potentiometer is connected to the valve body, and the potentiometer simulates the change in pressure inside the brake cylinder by changing the voltage generated by the change in resistance.

[0007] An analog signal acquisition module is connected to the potentiometer and is used to capture the voltage change value on the potentiometer in real time.

[0008] A simulation driver's cab is connected to the analog signal acquisition module. The simulation driver's cab is used to receive and parse data from the analog signal acquisition module to obtain the corresponding train braking force.

[0009] A virtual train management simulation subsystem is connected to the simulation driver's cab. The virtual train management simulation subsystem is used to receive the train braking force information from the simulation driver's cab in real time and display the parking braking.

[0010] According to the present invention, a B05 valve system for a subway model train used for crew training is provided. The B05 valve system for a subway model train used for crew training further includes a simulated train network control subsystem. The simulated train network control subsystem is connected to the virtual train management simulation subsystem. The simulated train network control subsystem is used to receive and display the train braking force information sent in real time by the virtual train management simulation subsystem.

[0011] According to the present invention, a B05 valve system for a subway model train used for crew training is provided. The simulated driver's console is equipped with indicator lights, which are connected to the virtual train management simulation subsystem. The indicator lights are used to cooperate with the simulated train network control subsystem to display parking and braking.

[0012] According to the present invention, a B05 valve system for a subway model train used for crew training is provided. The B05 valve system for a subway model train used for crew training further includes a switching power supply, which is electrically connected to the potentiometer and the analog quantity acquisition module.

[0013] According to the present invention, a B05 valve system for a subway model train used for crew training is provided, wherein the switching power supply is a 24V DC switching power supply.

[0014] According to the present invention, a B05 valve system for a subway model train used for crew training is provided, wherein the potentiometer is a multi-turn wire-wound potentiometer.

[0015] According to the present invention, a B05 valve system for a subway model train used for crew training is provided, wherein the valve body and the potentiometer are connected by a mechanical connector.

[0016] According to the present invention, a B05 valve system for a subway model train used for crew training is provided, wherein the switching power supply is connected to the potentiometer and the analog quantity acquisition module via single-core wires.

[0017] According to the present invention, a B05 valve system for a subway model train used for crew training is provided, wherein the analog quantity acquisition module, the simulation driver's console, the virtual train management simulation subsystem, and the simulation train network control subsystem are connected by network communication.

[0018] According to the present invention, a B05 valve system for a subway model train used for crew training is provided, wherein the analog quantity acquisition module and the simulation driver's console transmit information via the MODBUS-TCP protocol.

[0019] This utility model provides a B05 valve system for a subway model train used in crew training. By connecting the valve body to a potentiometer, trainees can directly operate the physical model, thus gaining a more intuitive understanding of the working principle and function of the B05 valve. The voltage change generated by the change in the potentiometer's resistance simulates the pressure change within the brake cylinder. This direct physical feedback helps trainees understand the relationship between the operation of the B05 valve and the braking effect. The analog signal acquisition module captures the voltage change value on the potentiometer in real time, ensuring instantaneous response between the operation and the simulation system, increasing the realism of the operation. The simulation driver's console receives and analyzes the data from the analog signal acquisition module, converting the operation into train braking force. This data-driven simulation process makes the training environment closer to the actual experience. The virtual train management simulation subsystem receives the train braking force information from the simulation driver's console in real time and displays the stopping and braking on the driver's console, further enhancing the realism of the training scenario. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0021] Figure 1 This is a connection diagram of the B05 valve system of a subway model train used for crew training, provided by this utility model.

[0022] Figure label:

[0023] 100. Valve body; 200. Potentiometer; 300. Analog signal acquisition module; 400. Simulation driver's console; 500. Virtual train management simulation subsystem; 600. Simulation train network control subsystem; 700. Indicator light; 800. Switching power supply. Detailed Implementation

[0024] The embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of this utility model.

[0025] In the description of the embodiments of this utility model, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this utility model. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0026] In the description of the embodiments of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this utility model based on the specific circumstances.

[0027] In this embodiment of the utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0028] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0029] The following is combined Figure 1The present invention provides a detailed description of the B05 valve system for a subway model train used for crew training, through specific embodiments and application scenarios.

[0030] In this embodiment of the utility model, reference is made to Figure 1 The B05 valve system of the subway model train used for crew training includes a valve body 100, a potentiometer 200, an analog signal acquisition module 300, a simulation driver's console 400, and a virtual train management simulation subsystem. The potentiometer 200 is connected to the valve body 100 and simulates the pressure change within the brake cylinder by changing the voltage generated by the resistance change. The analog signal acquisition module 300 is connected to the potentiometer 200 and is used to capture the voltage change value on the potentiometer 200 in real time. The simulation driver's console 400 is connected to the analog signal acquisition module 300 and is used to receive and analyze data from the analog signal acquisition module 300 to obtain the corresponding train braking force. The virtual train management simulation subsystem is connected to the simulation driver's console 400 and is used to receive the train braking force information from the simulation driver's console 400 in real time and display the braking force at parking positions.

[0031] The valve body 100 simulates the B05 valve on an actual train. It allows trainees to perform realistic physical operations, such as rotating or opening / closing, to control braking pressure. It provides direct tactile feedback, enabling trainees to more intuitively understand the function of the B05 valve and its role in the train braking system.

[0032] Potentiometer 200 is mechanically connected to valve body 100. Changing its rotation angle alters its resistance, thereby generating voltage changes. These voltage changes precisely simulate the pressure variations within the brake cylinder, reflecting the braking pressure state corresponding to different valve positions. The presence of potentiometer 200 allows trainee operations to be directly converted into measurable electrical signals, providing a foundation for subsequent data processing and simulation.

[0033] The analog signal acquisition module 300 is connected to the potentiometer 200 and is responsible for capturing the voltage changes on the potentiometer 200 in real time and converting these analog signals into digital signals. The high precision and real-time performance of the analog signal acquisition module 300 ensures instantaneous response between the operation and simulation system, enhancing the realism of the operation.

[0034] The simulation driver's console 400 is connected to the analog signal acquisition module 300, receiving and parsing data from the module. The simulation driver's console 400 calculates the corresponding train braking force based on voltage changes and transmits this information to the virtual train management simulation subsystem.

[0035] The virtual train management simulation subsystem connects to the simulated driver's cab 400, receiving real-time train braking force information from the simulated driver's cab 400 and sending it to the simulated train network control subsystem for terminal display. The virtual train management simulation subsystem displays parking and braking on the driver's cab, further enhancing the realism of the training scenario. Trainees can intuitively see the results of their operations through the simulated train network control subsystem's display screen, thus better evaluating the correctness of their actions.

[0036] This application connects the valve body 100 to the potentiometer 200, allowing trainees to directly operate the physical model and more intuitively understand the working principle and function of the B05 valve. The voltage change generated by the resistance change of the potentiometer 200 simulates the pressure change within the brake cylinder. This direct physical feedback helps trainees understand the relationship between the operation of the B05 valve and the braking effect. The analog signal acquisition module 300 captures the voltage change value on the potentiometer 200 in real time, ensuring instantaneous response between operation and the simulation system, increasing the realism of the operation. The simulation driver's console 400 receives and analyzes the data from the analog signal acquisition module 300, converting the operation into train braking force. This data-driven simulation process makes the training environment closer to actual experience. The virtual train management simulation subsystem receives the train braking force information from the simulation driver's console 400 in real time and displays the stopping and braking on the driver's console, further enhancing the realism of the training scenario.

[0037] Reference Figure 1 According to the present invention, a B05 valve system for a subway model train used for crew training is provided. The B05 valve system for a subway model train used for crew training also includes a simulated train network control subsystem and a virtual train management simulation subsystem. The simulated train network control subsystem is used to receive and display the train braking force information sent in real time by the virtual train management simulation subsystem.

[0038] Understandably, the simulated train network control subsystem is connected to the virtual train management simulation subsystem, enabling it to receive real-time train braking force information from the latter. This ensures the accuracy and timeliness of the information, providing trainers with the latest train braking status. The received train braking force information is displayed intuitively on the simulated train network control subsystem's interface. This not only makes it easy to understand but also allows trainers to quickly grasp the overall status of the train braking system.

[0039] Reference Figure 1According to the present invention, a B05 valve system for a subway model train used for crew training is provided. An indicator light 700 is provided on the simulation driver's cab 400. The indicator light 700 is connected to the virtual train management simulation subsystem. The indicator light 700 is used to cooperate with the simulation train network control subsystem to display parking and braking.

[0040] Understandably, the indicator light 700 is directly mounted on the simulator's control console 400 to display the parking brake status in real time. When the virtual train management simulation subsystem receives braking force information from the simulator's control console 400 and confirms whether the parking brake has been released, the indicator light 700 will illuminate or turn off according to the current status. This intuitive visual feedback allows trainees to quickly understand the current braking situation without frequently checking the display screen. The indicator light 700, used in conjunction with FVTM and the simulation TCMS, can immediately reflect the trainee's operational results.

[0041] Reference Figure 1 The B05 valve system of the subway model train used for crew training also includes a switching power supply 800, which is electrically connected to a potentiometer 200 and an analog signal acquisition module 300.

[0042] Understandably, the switching power supply 800 provides stable and reliable power to electronic components such as the potentiometer 200 and the analog signal acquisition module 300. The potentiometer 200 requires a constant voltage source to ensure that its resistance changes are accurately converted into voltage changes, while the analog signal acquisition module 300 relies on a stable power supply to accurately capture and process these voltage signals. The presence of the switching power supply 800 ensures that the performance of these components is not affected by power fluctuations during operation.

[0043] In one embodiment, the switching power supply 800 is a 24V DC switching power supply.

[0044] Understandably, the 24V DC switching power supply is a specific power supply unit in the B05 valve system of the subway model train, providing 24 volts of DC power to the electronic components in the system. It is crucial to ensure that the voltage supplied to potentiometer 200 and analog acquisition module 300 matches their design parameters to guarantee that these components operate at their optimal performance.

[0045] In one embodiment, potentiometer 200 is a multi-turn wire-wound potentiometer.

[0046] Understandably, a multi-turn wire-wound potentiometer is a potentiometer 200 made by winding a resistance wire on a ring-shaped frame. Its resistance value changes through multiple turns of rotation, allowing for precise adjustment. The multi-turn wire-wound potentiometer 200 can produce significant resistance changes over a wide range of rotation angles, thus covering all valve states from fully closed to fully open. This allows trainees to experience the braking pressure changes corresponding to different valve positions through hands-on operation, enhancing the realism of the training and improving operational accuracy.

[0047] In one embodiment, the valve body 100 and the potentiometer 200 are connected by a mechanical connector.

[0048] Understandably, the mechanical connector securely links the valve body 100 to the potentiometer 200, ensuring physical linkage between them. When the trainee operates the valve body 100, it directly rotates the potentiometer 200, resulting in a change in resistance and a corresponding change in voltage. This allows the trainee's operation to be precisely converted into an electrical signal, simulating actual braking pressure changes.

[0049] In one embodiment, the switching power supply 800 is connected to the potentiometer 200 and the analog signal acquisition module 300 via single-core wires.

[0050] Understandably, the single-core wire directly connects the 24V DC switching power supply to potentiometer 200 and analog signal acquisition module 300, ensuring stable and reliable power support for these two critical components. A stable power supply is fundamental to ensuring that changes in the resistance of potentiometer 200 are accurately converted into voltage changes, and that the analog signal acquisition module 300 can precisely capture these changes. The single-core wire also exhibits low electromagnetic radiation and strong interference immunity, especially when transmitting DC power. This helps reduce electromagnetic interference to other electronic components, improving the overall signal integrity and stability of the system.

[0051] In one embodiment, the analog signal acquisition module 300, the simulation driver's console 400, the virtual train management simulation subsystem, and the simulation train network control subsystem are connected by network communication.

[0052] Understandably, network communication ensures real-time data transmission between the analog signal acquisition module 300, the simulated driver's console 400, the virtual train management simulation subsystem, and the simulated train network control subsystem. Through network communication, components distributed in different locations can be connected into a unified system, facilitating centralized management and control. The low latency of network communication ensures immediate response between different parts of the system, thereby improving the real-time nature and accuracy of training.

[0053] In one embodiment, the analog signal acquisition module 300 and the simulation driving console 400 transmit information via the MODBUS-TCP protocol.

[0054] Understandably, MODBUS-TCP is a widely used industrial communication protocol with high compatibility and interoperability. This ensures that the analog acquisition module 300 and the simulator 400 can exchange data stably.

[0055] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A B05 valve system for a subway model train used in crew training, characterized in that, include: Valve body; A potentiometer is connected to the valve body, and the potentiometer simulates the change in pressure inside the brake cylinder by changing the voltage generated by the change in resistance. An analog signal acquisition module is connected to the potentiometer and is used to capture the voltage change value on the potentiometer in real time. A simulation driver's cab is connected to the analog signal acquisition module. The simulation driver's cab is used to receive and parse data from the analog signal acquisition module to obtain the corresponding train braking force. A virtual train management simulation subsystem is connected to the simulation driver's cab. The virtual train management simulation subsystem is used to receive the train braking force information from the simulation driver's cab in real time and display the parking braking.

2. The B05 valve system for subway model trains used for crew training according to claim 1, characterized in that, The B05 valve system of the subway model train used for crew training also includes a simulated train network control subsystem. The simulated train network control subsystem is connected to the virtual train management simulation subsystem. The simulated train network control subsystem is used to receive and display the train braking force information sent in real time by the virtual train management simulation subsystem.

3. The B05 valve system for subway model trains used for crew training according to claim 2, characterized in that, The simulated driver's console is equipped with indicator lights, which are used in conjunction with the virtual train management simulation subsystem to display parking and braking information.

4. The B05 valve system for subway model trains used for crew training according to any one of claims 1-3, characterized in that, The B05 valve system of the subway model train used for crew training also includes a switching power supply, which is electrically connected to the potentiometer and the analog quantity acquisition module.

5. The B05 valve system for subway model trains used for crew training according to claim 4, characterized in that, The switching power supply is a 24V DC switching power supply.

6. The B05 valve system for subway model trains used for crew training according to claim 1, characterized in that, The potentiometer is a multi-turn wire-wound potentiometer.

7. The B05 valve system for subway model trains used for crew training according to claim 1, characterized in that, The valve body and the potentiometer are connected by a mechanical connector.

8. The B05 valve system for subway model trains used for crew training according to claim 4, characterized in that, The switching power supply is connected to the potentiometer and the analog signal acquisition module via single-core wires, respectively.

9. The B05 valve system for subway model trains used for crew training according to claim 2, characterized in that, The analog signal acquisition module, the simulation driver's console, the virtual train management simulation subsystem, and the simulation train network control subsystem are connected via network communication.

10. The B05 valve system for subway model trains used for crew training according to claim 1, characterized in that, The analog signal acquisition module and the simulation driver's console transmit information via the MODBUS-TCP protocol.

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