A signal acquisition type brake valve, signal acquisition device and training system

Abstract

This utility model discloses a signal acquisition brake valve, a signal acquisition device, and a training system. The signal acquisition brake valve includes a valve body, a handle, and a signal acquisition module. The handle includes an extended shaft mounted on the valve body, with both ends of the extended shaft extending outside the valve body and respectively configured as an operating end and a acquisition end. The signal acquisition module is mounted on the valve body and is used to acquire the movement of the acquisition end of the extended shaft. By using the extended shaft to install the external signal acquisition module, an integrated structure of main shaft extension + external signal acquisition module is formed, realizing seamless integration and signal conversion between the mechanical system and the electrical control system. While fully retaining the original mechanical function of the brake valve, an electrical signal acquisition function is added, achieving a creative improvement to the core transmission structure of the brake valve.

Description

Technical Field

[0001] This utility model relates to the field of brake valve technology, specifically to a signal acquisition brake valve, a signal acquisition device, and a training system. Background Technology

[0002] The brake valve is a core component of the braking system. For example, the JZ-7 air brake valve is a core component of the air braking system of a rail locomotive. It transmits the driver's operating handle movements through a mechanical structure, controlling the flow and distribution of compressed air to achieve braking and release of the train. Its traditional structure is purely mechanical, relying on the handle to directly drive the valve core to change the air circuit state, without any electrical signal output function. Judging the brake valve's state depends on the driver visually observing the handle position or indirectly inferring it through a pressure gauge. It is a traditional mechanical control system completely detached from electrical interfaces, unable to achieve automated, high-precision state monitoring and signal feedback.

[0003] Taking a training system for mechanically designed brake valves as an example, we can illustrate its main drawbacks:

[0004] 1. No electrical signal output capability: Traditional brake valves are purely mechanical structures and cannot output electrical signals for the handle position. They cannot be linked with the GYK system in the training state and cannot automatically record and provide feedback on whether the braking status is correct when the student is in the examination state.

[0005] 2. Reliance on manual judgment: The actual position of the handle (such as the 7 operating positions of the large gate and the 3 operating positions of the small gate in the JZ-7 air brake valve) needs to be judged by human visual judgment, which poses a risk of human error. Furthermore, it is impossible to objectively, in real time and accurately record and analyze the operation process, making it difficult to meet the requirements of data accuracy for practical training scoring and fault diagnosis.

[0006] 3. Poor compatibility with modifications: If a sensor is installed outside the original valve body, it is very easy to damage the original sealing structure or interfere with the smoothness of mechanical action. Moreover, it is difficult to guarantee the concentricity of the sensor installation and the measurement accuracy, which affects the reliability of the system.

[0007] 4. Limited Functional Expansion: It cannot support digital needs such as remote monitoring, data recording and analysis, which restricts its application in intelligent training systems. Utility Model Content

[0008] The technical problem to be solved by this utility model is that existing mechanical brake valves cannot output electrical signals, which limits their application range. The purpose is to provide a signal acquisition brake valve, a signal acquisition device, and a training system to solve the above-mentioned problems.

[0009] This utility model is achieved through the following technical solution:

[0010] In a first aspect, this utility model provides a signal acquisition brake valve, including a valve body, a handle, and a signal acquisition module; the handle includes an extension shaft disposed on the valve body, both ends of which extend out of the valve body and are respectively configured as an operating end and an acquisition end; the signal acquisition module is disposed on the valve body and is used to acquire the movement of the acquisition end of the extension shaft.

[0011] In one possible design, the information acquisition module includes connectors, sensors, and couplings;

[0012] The connector is connected to the valve body and forms a mounting cavity. Accordingly, the sensor and coupling are both mounted on the mounting cavity.

[0013] The sensor is connected to the acquisition end of the extension shaft via a coupling. The coupling is used to transmit the motion of the extension shaft to the sensor, and the sensor is used to acquire the motion of the extension shaft.

[0014] In one possible design, the connector includes an upper ring, a lower ring, and connecting rods. The upper and lower rings are opposite to each other and spaced apart. Several connecting rods are provided and used to connect the upper and lower rings to form a cylindrical structure with open ends. Accordingly, the cavity inside the cylindrical structure is constructed as an installation cavity, and the gap between two adjacent connecting rods is constructed as a weight reduction hole.

[0015] The upper ring has a first connection hole for connecting the valve body; the lower ring has an inner ring platform located on its inner circumference and a second connection hole located on the inner ring platform, the inner ring platform and the second connection hole being used to connect the sensor.

[0016] In one possible design, the connector is constructed as a cylindrical structure with one end open and the other end closed, and the internal cavity of the cylindrical structure is constructed as an installation cavity.

[0017] Accordingly, the sensor and coupling are inserted into the mounting cavity through the open end of the cylindrical structure, which is used to connect the valve body.

[0018] In one possible design, a potentiometer-type angular displacement sensor is selected as the sensor, and correspondingly, the information acquisition module is used to acquire the rotation of the extended shaft.

[0019] In one possible design, a flexible coupling or an elastic coupling is selected, both of which have the ability to compensate for radial and angular misalignment.

[0020] In one possible design, a handle is provided on the operating end of the extended shaft.

[0021] In one possible design, the handle and the signal acquisition module connected thereto are configured as an information acquisition unit, and at least one information acquisition unit is provided on the valve body; correspondingly, when multiple information acquisition units are provided on the valve body, the multiple information acquisition units are arranged at intervals.

[0022] Secondly, this utility model provides a signal acquisition device, including the aforementioned signal acquisition type brake valve.

[0023] Thirdly, this utility model provides a training system, including the aforementioned signal acquisition device.

[0024] Compared with the prior art, this utility model has the following advantages and beneficial effects:

[0025] 1. Integrated structure of spindle extension + external signal acquisition module: The extended shaft is used for the installation of external signal acquisition module, realizing seamless integration and signal conversion between mechanical system and electronic control system. While fully retaining the original mechanical function of brake valve, an electrical signal acquisition function has been added, which has achieved a creative improvement on the core transmission structure of brake valve.

[0026] 2. Structure of the signal acquisition module: A rigid and vibration-resistant mounting platform is formed through connectors to ensure the stability and measurement accuracy of the sensor; a coupling is used to connect and compensate for any minor radial and angular deviations, ensuring that the extended shaft and the sensor can rotate synchronously and coaxially. This achieves high-precision measurement of the sensor and guarantees its service life. Attached Figure Description

[0027] The accompanying drawings, which are included to provide a further understanding of the embodiments of the present invention and form part of this application, do not constitute a limitation thereof. In the drawings:

[0028] Figure 1 This is a schematic diagram of a signal acquisition type brake valve.

[0029] Figure 2 for Figure 1 A frontal view of the structure.

[0030] Figure 3 This is a structural schematic diagram of the connector.

[0031] Figure 4 This is a schematic diagram of the sensor structure.

[0032] Figure 5 This is a schematic diagram of the coupling.

[0033] Figure 6 and Figure 7 They are respectively Figure 2 Schematic diagram of the cross-sectional structure at sections AA and BB.

[0034] The attached diagram shows the markings and corresponding component names:

[0035] 10. Valve body; 20. Handle; 21. Extended shaft; 22. Grip; 30. Signal acquisition module; 31. Connector; 32. Sensor; 33. Coupling; 311. Upper ring; 312. Lower ring; 313. Connecting rod. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the embodiments and accompanying drawings. The illustrative embodiments and descriptions of this utility model are only used to explain this utility model and are not intended to limit this utility model.

[0037] Example:

[0038] Given the shortcomings of existing brake valves, primarily their purely mechanical structure, it is necessary to improve their structure to enable their use in information systems such as training systems. This improvement must retain the original mechanical operating characteristics and functions. Therefore, a signal acquisition brake valve is proposed here. Specifically:

[0039] like Figures 1-7 As shown, in a first aspect, the present invention provides a signal acquisition brake valve, including a valve body 10, a handle 20 and a signal acquisition module 30; the handle 20 includes an extension shaft 21 disposed on the valve body 10, both ends of the extension shaft 21 extending outside the valve body 10 and respectively configured as an operating end and an acquisition end; the signal acquisition module 30 is disposed on the valve body 10 and is used to acquire the movement of the acquisition end of the extension shaft 21.

[0040] The signal acquisition brake valve features an extended and adapted main shaft structure. The length of the extended shaft 21 is increased, with both ends extending to the outside of the valve body 10. This extension does not affect the sealing of the valve body 10 or the operating torque of the handle 20. The two ends of the extended shaft 21 (the operating end and the acquisition end, respectively) retain their original structure for operator use, adapting to operator habits. The acquisition end is connected to the signal acquisition module 30, which acquires the movement of the extended shaft 21. Thus, the signal acquisition module 30 collects and outputs the movement of the extended shaft 21, enabling the signal acquisition brake valve to be electrified and equipped with electrical signal output capabilities. This allows the signal acquisition brake valve to be integrated with information systems, effectively expanding its application range and improving its practicality.

[0041] Furthermore, the handle 20 drives the extension shaft 21 to different positions via the operating terminal, each corresponding to a different function. The signal acquisition module 30 can accurately acquire the movement of the extension shaft 21, and objectively, in real time, and accurately record and analyze the operator's operation process, thus solving the problem of relying on manual judgment in the existing technology.

[0042] Meanwhile, by extending the length of the extension shaft 21, the signal acquisition module 30 can be placed outside the valve body 10, avoiding any modification to the structure of the valve body 10, effectively avoiding damage to the original sealing structure of the valve body 10, as well as interference with the original mechanical action of the valve body 10, ensuring that the valve body 10 can work stably.

[0043] Furthermore, the signal acquisition module 30 can be connected to any suitable existing information system to support digital needs such as remote monitoring, data recording and analysis, so as to enable the application of the signal acquisition brake valve in information systems such as intelligent training systems, and to achieve better functional scalability.

[0044] It is worth noting that the reason why the length of the extended shaft 21 does not affect the sealing performance of the valve body 10 is that: Figure 1 and Figure 2 As shown, taking the JZ-7 type air brake valve as an example, the extended shaft 21 itself is not directly connected to the various air pressure pipes in the valve body 10. The extended shaft 21 drives the plunger valve to switch the air path of each air pressure pipe through a cam set on it, which is a mechanical linkage. After the length of the extended shaft 21 is extended, the structure of the part of the extended shaft 21 located inside the valve body 10 is not changed, ensuring that the clearance between the shaft hole on the valve body 10 and the plunger valve on the extended shaft 21 is qualified. Based on this, the sealing structure and sealing interface of the extended shaft 21 are preserved. The extended part of the extended shaft 21, that is, the part of the extended shaft 21 located outside the valve body 10, does not contact the internal structure of the valve body 10. Therefore, this extension will not have any impact on the original sealing system, ensuring the reliability of the valve body 10 seal.

[0045] Optionally, the extended shaft 21 is made of high-rigidity alloy steel. This ensures strong resistance to torsional deformation under frequent operation, providing a stable reference for angle measurement. Structurally, its extended portion is precision-machined to ensure coaxiality with the coupling 33, ensuring zero slippage and zero hysteresis in rotational transmission.

[0046] In one possible implementation, the information acquisition module includes a connector 31, a sensor 32, and a coupling 33;

[0047] The connector 31 is connected to the valve body 10 and forms a mounting cavity. Accordingly, the sensor 32 and the coupling 33 are both mounted on the mounting cavity.

[0048] Sensor 32 is connected to the acquisition end of extended shaft 21 via coupling 33. Coupling 33 is used to transmit the motion of extended shaft 21 to sensor 32, and sensor 32 is used to acquire the motion of extended shaft 21.

[0049] Based on the above design, the connector 31 is connected to the valve body 10 to form a mounting cavity for the sensor 32. The connector 31 forms a stable mounting structure, which not only ensures the stable installation of the sensor 32 but also effectively suppresses measurement errors caused by vibration, greatly improving the stability of the entire information acquisition module. This ensures the consistency of data acquisition during long-term use, and the smooth force transmission also helps to extend the service life of the modified brake valve and the sensor 32 itself.

[0050] Sensor 32 is connected to extended shaft 21 via coupling 33, and its output signal accurately reflects the position of handle 20, meeting the accuracy and reliability requirements of status acquisition for training systems and other information systems. This modification method is simple and efficient, and completely retains all the original functions of valve body 10.

[0051] The coupling 33 can be adapted to different shaft diameters, solving the problem of possible size differences and minor alignment errors between the extended shaft 21 and the sensor 32 shaft, ensuring the accuracy and reliability of the transmission of rotation angle information, and the component is easy to manufacture and install without significantly increasing the overall manufacturing cost.

[0052] Optionally, such as Figure 3 As shown, the connector 31 includes an upper ring 311, a lower ring 312, and a connecting rod 313. The upper ring 311 and the lower ring 312 are opposite to each other and spaced apart. Several connecting rods 313 are provided and used to connect the upper ring 311 and the lower ring 312 to form a cylindrical structure with open ends. Correspondingly, the cavity inside the cylindrical structure is a mounting cavity, and the gap between two adjacent connecting rods 313 is a weight reduction hole.

[0053] The upper ring 311 is provided with a first connection hole for connecting the valve body 10; the lower ring 312 is provided with an inner ring platform located on its inner circumference and a second connection hole located on the inner ring platform, the inner ring platform and the second connection hole being used to connect the sensor 32.

[0054] Based on the above design, the connector 31 is constructed as a ring-shaped bracket, with one end of the connector 31 fixed to the valve body 10 by screws, and the other end of the connector 31 connected to the housing of the sensor 32 by screws. Correspondingly, the first connection hole is constructed as three screw holes evenly distributed circumferentially on the upper ring 311, and the second connection hole is constructed as three screw holes evenly distributed circumferentially on the lower ring 312. It is readily understood that, if necessary, the number of the first and / or second connection holes can be appropriately increased.

[0055] Therefore, the connector 31 is connected to the valve body 10 and the sensor 32 respectively by threaded connection. The connection method is simple and reliable, and the connection has good stability, which helps to form a stable installation platform.

[0056] In another possible implementation, the connector 31 is constructed as a cylindrical structure with one end open and the other end closed, and the cavity inside the cylindrical structure is constructed as an installation cavity.

[0057] Accordingly, the sensor 32 and the coupling 33 are inserted into the mounting cavity through the open end of the cylindrical structure, which is used to connect the valve body 10.

[0058] Based on the above design, the opening area of ​​the connector 31 connecting to the outside is reduced to decrease the probability of impurities entering and protect the components located in the mounting cavity. It is easy to understand that, in order to connect the sensor 32 to an external information system, a communication hole for connecting to the outside can be opened at any suitable location on the connector 31.

[0059] In one possible implementation, sensor 32 is selected as a potentiometer-type angular displacement sensor 32, and correspondingly, the information acquisition module is used to acquire the rotation of the extended shaft 21. Based on the above design scheme, this selection scheme has significant advantages such as simple output signal, low cost, and convenient integration. If the signal acquisition type brake valve is used in the training system, under the training intensity, the lifespan of the potentiometer-type angular displacement sensor 32 fully meets the usage requirements, and the accuracy it provides is sufficient to distinguish the discrete gear states of the brake valve.

[0060] In one possible implementation, the coupling 33 is selected as either a flexible coupling 33 or an elastic coupling 33. Both the flexible coupling 33 and the elastic coupling 33 have radial and angular misalignment compensation capabilities. Based on the above design scheme, the flexible coupling 33 and the elastic coupling 33 are available in various models, which can be selected by those skilled in the art according to actual conditions, offering a wide range of choices and good practicality.

[0061] In one possible implementation, a handle 22 is provided on the operating end of the extended shaft 21. It is readily understood that any suitable existing model of handle 22 can be selected, and this utility model does not impose any restrictions in this regard.

[0062] In one possible implementation, the handle 20 and the signal acquisition module 30 connected thereto are configured as an information acquisition unit, and at least one information acquisition unit is provided on the valve body 10; correspondingly, when multiple information acquisition units are provided on the valve body 10, the multiple information acquisition units are arranged at intervals.

[0063] Based on the above design scheme, for the valve body 10 with multiple handles 20, multiple information acquisition units are set to form a multi-channel signal acquisition, thereby acquiring the motion signals of multiple handles 20 respectively.

[0064] Secondly, this utility model provides a signal acquisition device, including the aforementioned signal acquisition brake valve. Based on this, the signal acquisition device can also include other suitable functional modules in addition to the aforementioned signal acquisition brake valve, resulting in richer functionality to meet different working requirements and improved practicality. Furthermore, it is readily understood that the functional modules can be any suitable existing equipment, offering a wide range of choices.

[0065] Thirdly, this utility model provides a training system, including the aforementioned signal acquisition device. Based on this, the training system can also include other suitable functional modules in addition to the signal acquisition device, resulting in richer functionality to meet different work requirements and improved practicality. Furthermore, it is readily understood that the functional modules can be any suitable existing equipment, offering a wide range of choices.

[0066] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of this utility model. It should be understood that the above description is only a specific embodiment of this utility model and is not intended to limit the scope of protection of this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. A signal-sensing brake valve, characterized in that It includes a valve body (10), a handle (20) and a signal acquisition module (30); the handle (20) includes an extension shaft (21) set on the valve body (10), both ends of the extension shaft (21) are extended to the outside of the valve body (10) and are respectively constructed as an operating end and a acquisition end; the signal acquisition module (30) is set on the valve body (10) and is used to acquire the movement of the acquisition end of the extension shaft (21).

2. The signal acquisition type brake valve according to claim 1, characterized in that, The information acquisition module includes a connector (31), a sensor (32), and a coupling (33); The connector (31) is connected to the valve body (10) and forms a mounting cavity. Accordingly, the sensor (32) and the coupling (33) are both mounted on the mounting cavity. The sensor (32) is connected to the acquisition end of the extension shaft (21) via a coupling (33). The coupling (33) is used to transmit the motion of the extension shaft (21) to the sensor (32), and the sensor (32) is used to acquire the motion of the extension shaft (21).

3. The signal acquisition type brake valve according to claim 2, characterized in that, The connector (31) includes an upper ring (311), a lower ring (312) and a connecting rod (313). The upper ring (311) and the lower ring (312) are opposite to each other and spaced apart. The connecting rod (313) is provided in several places and is used to connect the upper ring (311) and the lower ring (312) to form a cylindrical structure with open ends. Correspondingly, the cavity inside the cylindrical structure is constructed as an installation cavity, and the gap between two adjacent connecting rods (313) is constructed as a weight reduction hole. The upper ring (311) is provided with a first connection hole for connecting the valve body (10); the lower ring (312) is provided with an inner ring platform located on its inner circumference and a second connection hole located on the inner ring platform, the inner ring platform and the second connection hole being used to connect the sensor (32).

4. The signal acquisition type brake valve according to claim 3, characterized in that, The connector (31) is constructed as a cylindrical structure with one end open and the other end closed, and the internal cavity of the cylindrical structure is constructed as an installation cavity; Accordingly, the sensor (32) and the coupling (33) are inserted into the mounting cavity through the open end of the cylindrical structure, which is used to connect the valve body (10).

5. The signal acquisition type brake valve according to claim 2, characterized in that, The sensor (32) is a potentiometer-type angular displacement sensor (32), and the information acquisition module is used to acquire the rotation of the extended shaft (21).

6. The signal acquisition type brake valve according to claim 2, characterized in that, The coupling (33) is selected as a flexible coupling (33) or an elastic coupling (33). Both the flexible coupling (33) and the elastic coupling (33) have radial deviation and angular deviation compensation capabilities.

7. The signal acquisition brake valve according to any one of claims 1-6, characterized in that, A handle (22) is provided on the operating end of the extended shaft (21).

8. The signal acquisition brake valve according to any one of claims 1-6, characterized in that, The handle (20) and the signal acquisition module (30) connected thereto are configured as an information acquisition unit, and at least one information acquisition unit is provided on the valve body (10); correspondingly, when multiple information acquisition units are provided on the valve body (10), the multiple information acquisition units are arranged at intervals.

9. A signal acquisition device, characterized in that, The signal acquisition brake valve includes any one of claims 1-8.

10. A training system, characterized in that, Includes the signal acquisition device as described in claim 9.

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