Electric locomotive state real-time monitoring device

Abstract

The utility model discloses a real-time monitoring device for the state of an electric locomotive. The real-time monitoring device comprises a signal acquisition unit, a signal conversion unit, a central processing unit, a data storage unit, a communication unit, a power management unit and a ground analysis unit. The electric locomotive state real-time monitoring device monitors real-time signals in the whole process, polls, scans and records normal signals, distinguishes abnormal signals and gives an alarm, alarm signals can be inquired through a vehicle-mounted touch display screen and can also be transmitted to a ground analysis computer for information retrieval and analysis at the same time, comprehensive research and judgment of quality states are achieved, and the electric locomotive state real-time monitoring device is suitable for popularization and application. The locomotive operation quality intelligent monitoring system can accurately find hidden potential problems of the locomotive, provides a technical basis for targeted preventive overhaul, and has the advantages of improving technical means of the overhaul process, reducing the maintenance cost, controlling the overhaul period, ensuring the perfectness rate of locomotive operation and improving quality and efficiency.

Description

Technical Field

[0001] This utility model relates to the field of railway safety technology, and in particular to a real-time monitoring device for the status of electric locomotives. Background Technology

[0002] In modern railway transportation systems, locomotive operational status monitoring is crucial for ensuring train operation safety, improving transportation efficiency, and reducing maintenance costs. Traditional locomotive monitoring methods mainly rely on manual inspections and periodic maintenance, which have certain limitations, such as monitoring blind spots, low efficiency, and inability to respond to emergencies in real time.

[0003] The Logical Control Unit (LCU) replaces a large number of low-voltage electrical components such as timers and intermediate relays, as well as a vast amount of wiring, on locomotives. It offers advantages such as more flexible locomotive control, simpler and more intuitive wiring, easier operation for drivers and crew, and more convenient ground maintenance. Therefore, it is widely used in locomotives in China.

[0004] The fault alarm functions integrated within the logic control unit mostly display and record real-time fault signals or alarm conditions. However, whether the SS4G locomotive is equipped with an LCU or not, it lacks the ability to monitor and record transient situations or abnormal states before faults occur during each execution period. When analyzing some hidden faults or recurring random problems, it is impossible to accurately determine faults using the LCU device or existing onboard equipment. It cannot be used to understand and grasp the abnormal conditions of locomotive parts and components before hard faults occur, making it difficult to predict potential faults. Utility Model Content

[0005] The technical problem to be solved by this utility model is that the existing technology has the disadvantage of being unable to predict possible faults. To address this, we propose a real-time monitoring device for the status of electric locomotives.

[0006] To achieve the above objectives, this application adopts the following technical solution: a real-time monitoring device for the status of an electric locomotive, comprising: a signal acquisition unit, a signal conversion unit, a central processing unit, a data storage unit, a communication unit, a power management unit, and a ground analysis unit; the signal acquisition unit acquires signals from multiple auxiliary contacts of the locomotive; the signal acquisition unit is electrically connected to the signal conversion unit, which converts the signals acquired by the signal acquisition unit; the signal conversion unit is electrically connected to the central processing unit, which receives and processes the converted signals; the central processing unit is electrically connected to the data storage unit, which stores the processed signals; the central processing unit is electrically connected to the communication unit, which displays warning information in the data; the power management unit manages the overall power supply of the device; the power management unit is electrically connected to the signal acquisition unit, the signal conversion unit, the central processing unit, the data storage unit, and the communication unit; the data storage unit and the ground analysis unit are connected via an offline physical medium, and the ground analysis unit receives and analyzes the data within the data storage unit.

[0007] Furthermore, the signal acquisition unit is used to acquire signals from multiple auxiliary contacts of the locomotive driver controller, locomotive key switch group, locomotive main circuit breaker, locomotive changeover switch and locomotive contactor.

[0008] Furthermore, the signals acquired by the signal acquisition unit are subjected to network step-down, voltage limiting, amplitude limiting, RC filtering, and opto-isolation by the signal conversion unit, and then converted by a Schmitt trigger before being input to the central processing unit.

[0009] Furthermore, the central processing unit, acting as the main controller, collects data from all channels using a polling method and issues warnings for severely abnormal amplitude values.

[0010] Furthermore, the communication unit includes an in-vehicle touchscreen terminal, which is electrically connected to the central processing unit and the power management unit. The in-vehicle touchscreen terminal is used to display warnings from the central processing unit.

[0011] Furthermore, the data storage unit uses high-capacity solid-state storage for data storage.

[0012] Furthermore, the ground analysis unit includes a ground analysis computer, which receives data from the data storage unit.

[0013] The technical effects and advantages of this utility model are as follows:

[0014] In this invention, real-time signals are monitored throughout the entire process, and normal signals are polled and scanned for recording. Abnormal signals are distinguished and alarms are triggered. Alarm signals can be queried through the onboard touch screen and can also be transmitted to a ground analysis computer for information retrieval and analysis, enabling a comprehensive assessment of the quality status. The intelligent locomotive operation quality monitoring system can accurately identify potential hidden problems in the locomotive and provide technical basis for targeted preventive maintenance. It has profound significance for improving the technical means of the maintenance process, reducing maintenance costs, controlling the maintenance cycle, ensuring the integrity rate of locomotive operation, and improving quality and efficiency. Attached Figure Description

[0015] The disclosure of this utility model is illustrated with reference to the accompanying drawings. It should be understood that the drawings are for illustrative purposes only and are not intended to limit the scope of protection of this utility model. In the drawings, the same reference numerals are used to refer to the same parts:

[0016] Figure 1 This is a schematic diagram of the architecture of a real-time monitoring device for the status of an electric locomotive according to this utility model.

[0017] Legend: 1. Signal acquisition unit; 2. Signal conversion unit; 3. Central processing unit; 4. Data storage unit; 5. Communication unit; 51. Vehicle-mounted touch screen terminal; 6. Power management unit; 7. Ground analysis unit; 71. Ground analysis computer. Detailed Implementation

[0018] It is readily understood that, based on the technical solution of this utility model, those skilled in the art can propose various interchangeable structural methods and implementations without altering the essential spirit of this utility model. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative descriptions of the technical solution of this utility model and should not be considered as the entirety of this utility model or as limitations or restrictions on the technical solution of this utility model.

[0019] Reference Figure 1As shown, this utility model provides a technical solution: a real-time monitoring device for the status of an electric locomotive, comprising: a signal acquisition unit 1, a signal conversion unit 2, a central processing unit 3, a data storage unit 4, a communication unit 5, a power management unit 6, and a ground analysis unit 7; the signal acquisition unit 1 acquires signals from multiple auxiliary contacts of the locomotive, the signal acquisition unit 1 is electrically connected to the signal conversion unit 2, the signal conversion unit 2 converts the signals acquired by the signal acquisition unit 1, the signal conversion unit 2 is electrically connected to the central processing unit 3, the central processing unit 3 receives and processes the signals converted by the signal conversion unit 2, the central processing unit 3 is electrically connected to the data storage unit 4, the data storage unit 4 stores the signals processed by the central processing unit 3, the central processing unit 3 is electrically connected to the communication unit 5, the communication unit 5 is used to display warning information in the data, the power management unit 6 manages the overall power supply of the device, the power management unit 6 is electrically connected to the signal acquisition unit 1, the signal conversion unit 2, the central processing unit 3, the data storage unit 4, and the communication unit 5, the data storage unit 4 and the ground analysis unit 7 are connected via an offline physical medium, and the ground analysis unit 7 is used to receive and analyze the data in the data storage unit 4.

[0020] The signal acquisition unit 1 is used to acquire signals from multiple auxiliary contacts of the locomotive driver controller 10, locomotive key switch group 11, locomotive main circuit breaker 12, locomotive changeover switch 13, and locomotive contactor 14.

[0021] The signal acquired by the signal acquisition unit 1 is subjected to network step-down, voltage limiting, amplitude limiting, RC filtering, and opto-isolation by the signal conversion unit 2, and then converted by the Schmitt trigger before being input to the central processing unit 3.

[0022] The central processing unit 3, acting as the main controller, collects data from all channels using a polling method and issues warnings for severely abnormal amplitudes (below 77V or above 130V). When no abnormal signal occurs, the system automatically polls and scans all currently collected data at a frequency of 4 times / second, storing the collected data in the data storage unit 4. When an abnormal amplitude signal occurs, the system immediately stores the data from all collected channels at the time of the abnormality and automatically increases the scanning frequency of the abnormal amplitude channel to 10ms / time, maintaining a continuous high-frequency scan of that channel until the abnormal state is eliminated for 2 seconds, after which the system resumes the normal channel polling scan cycle. The voltage signals of all channels are immediately stored at the moment the abnormal signal occurs and disappears.

[0023] The communication unit 5 includes an in-vehicle touch screen terminal 51, which is electrically connected to the central processing unit 3 and the power management unit 6. The in-vehicle touch screen terminal 51 is used to display warnings from the central processing unit 3.

[0024] Data storage unit 4 uses a large-capacity solid-state storage device for data storage, with an effective storage time of no less than 100 operating days. Maintenance personnel can manually clear the stored data. Once the data is cleared, it cannot be recovered; deletion should be performed with caution. The monitoring device's display screen shows, in real time, a list of abnormal situations that have occurred since the locomotive was powered on and running. The list is arranged in descending order of the frequency of occurrence of the abnormal situation.

[0025] The ground analysis unit 7 includes a ground analysis computer 71, which receives data from the data storage unit 4. Ground maintenance personnel can download the data from the onboard device to the ground analysis computer 71 using a USB flash drive. Using specialized software, the data can be freely combined and displayed to locate and pinpoint components with abnormal performance. Each abnormality can also open the electrical diagram of the circuit that generated the abnormality, instructing ground maintenance personnel to perform targeted maintenance on all related components of that circuit. This allows for repair or replacement of components before they experience a hard failure, enabling early detection and elimination of locomotive malfunctions and improving the locomotive's normal operating efficiency.

[0026] Working principle: Signal acquisition unit 1 monitors real-time signals throughout the entire process, signal conversion unit 2 converts signals, and central processing unit 3 polls and records normal signals, distinguishes abnormal signals and alarms. Alarm signals can be queried through the on-board touch screen terminal 51, and can also be downloaded to the ground analysis computer 71 via USB flash drive for information retrieval and analysis, realizing a comprehensive assessment of quality status. The locomotive operation quality intelligent monitoring system can accurately identify potential hidden problems in locomotives, and provide technical basis for targeted preventive maintenance. It has profound significance for improving the technical means of the maintenance process, reducing maintenance costs, controlling the maintenance cycle, ensuring the integrity rate of locomotive operation, and improving quality and efficiency.

[0027] The technical scope of this utility model is not limited to the content described above. Those skilled in the art can make various modifications and variations to the above embodiments without departing from the technical concept of this utility model, and all such modifications and variations should fall within the protection scope of this utility model.

Claims

1. A real-time monitoring device for the status of an electric locomotive, characterized in that, include: The system comprises a signal acquisition unit, a signal conversion unit, a central processing unit, a data storage unit, a communication unit, a power management unit, and a ground analysis unit. The signal acquisition unit acquires signals from multiple auxiliary contacts of the locomotive. It is electrically connected to the signal conversion unit, which converts the acquired signals. The central processing unit receives and processes the converted signals. It is also electrically connected to the data storage unit, which stores the processed signals. The central processing unit is electrically connected to the communication unit, which displays warning information from the data. The power management unit manages the overall power supply of the device and is electrically connected to the signal acquisition unit, signal conversion unit, central processing unit, data storage unit, and communication unit. The data storage unit and the ground analysis unit are connected via an offline physical medium, and the ground analysis unit receives and analyzes the data stored in the data storage unit.

2. The real-time monitoring device for the status of electric locomotives according to claim 1, characterized in that: The signal acquisition unit is used to acquire signals from multiple auxiliary contacts of the locomotive driver controller, locomotive key switch group, locomotive main circuit breaker, locomotive transfer switch and locomotive contactor.

3. The real-time monitoring device for the status of electric locomotives according to claim 1, characterized in that: The signals acquired by the signal acquisition unit are subjected to network step-down, voltage limiting, amplitude limiting, RC filtering, and opto-isolation by the signal conversion unit, and then converted by a Schmitt trigger before being input to the central processing unit.

4. The real-time monitoring device for the status of electric locomotives according to claim 1, characterized in that: The central processing unit acts as the main controller, collecting data from all channels using a polling method and issuing warnings for severely abnormal amplitude values.

5. The real-time monitoring device for the status of electric locomotives according to claim 4, characterized in that: The communication unit includes an in-vehicle touchscreen terminal, which is electrically connected to the central processing unit and the power management unit. The in-vehicle touchscreen terminal is used to display warnings from the central processing unit.

6. The real-time monitoring device for the status of electric locomotives according to claim 1, characterized in that: The data storage unit uses a large-capacity solid-state memory for data storage.

7. The real-time monitoring device for the status of electric locomotives according to claim 1, characterized in that: The ground analysis unit includes a ground analysis computer, which receives data from the data storage unit.

Images