An abnormal braking alarm device for a rammer

Abstract

The utility model discloses a kind of tamping car abnormal braking alarm device, device includes train operation state determination unit, abnormal braking determination unit and alarm execution unit, train operation state determination unit includes first inductive switch, high-speed counter and first intermediate relay, abnormal braking determination unit includes first train pipe pressure switch, second train pipe pressure switch, second intermediate relay, first brake cylinder pressure switch, second brake cylinder pressure switch, first time relay and second time relay;The output end of first intermediate relay is connected with the first input end of alarm execution unit;The first output end and second output end of second intermediate relay are respectively connected with the second input end and third input end of alarm execution unit;The first output end of first time relay and second time relay is respectively connected with the fourth input end and fifth input end of alarm execution unit.The utility model has the advantages that: reduce equipment accident occurrence.

Description

Technical Field

[0001] This utility model relates to the technical field of tamping machines, and in particular to an abnormal braking alarm device for tamping machines. Background Technology

[0002] Large track maintenance machinery operates at high speeds and in tandem with other equipment, employing air braking systems. These systems decelerate and stop the vehicle through friction between the brake shoes and wheels. During braking, the braking device converts a significant amount of kinetic energy into heat, which is then dissipated into the atmosphere. The effectiveness of this braking method largely depends on the ability to dissipate frictional heat. With this braking method, the brake shoe friction area is small, and most of the heat load is borne by the wheels. The higher the train speed, the greater the heat load during braking. Using cast iron brake shoes, the temperature can melt them; even with more advanced synthetic brake shoes, the temperature can reach 400-450 degrees Celsius. When the wheel tread temperature rises to a certain level, it causes tread wear, resulting in slag formation, cracking, or peeling, affecting both equipment lifespan and driving safety. After the train brakes, when the braking force exceeds the adhesion between the wheel and rail, the brake shoes grip the wheel, allowing it to slide on the rail. When a train brakes engage, the normal transport of freight trains is affected. The lifespan of wheels, train components, key steel rail parts, wheelsets, and other accessories is impacted, and it can even directly cause mechanical failures. Braking also jeopardizes train safety; if the crew fails to address the issue promptly, it can create a serious safety hazard during train operation.

[0003] The braking system of large track maintenance machinery consists of three parts: an air brake, a hand brake, and a basic braking device. The air brake comprises a large brake, a small brake, a relay valve, a distribution valve, an emergency release valve, and a brake cylinder. The hand brake is an auxiliary braking device connected to the basic braking device, providing braking force to a single bogie for prolonged unpowered parking. The basic braking device consists of a series of levers, tie rods, brake beams, and other transmission components from the brake cylinder piston rod to the brake shoes. Taking the YZ-1 brake as an example, the YZ-1 brake is divided into a small brake and a large brake. The small brake, also known as direct braking, involves the main air supply being adjusted by a pressure regulating valve, then passing through the small brake action pipe to the equalization section of the distribution valve. The upward movement of the equalization valve then sends the main air supply into the brake cylinder, thus generating braking force. The main brake, also known as indirect braking, works by controlling changes in train pipe pressure and working air cylinder pressure. This pressure changes the main valve of the distribution valve to move upwards, controlling the working air cylinder to supply air to the volume chamber. The pressure control valve in the volume chamber then moves upwards, sending total air into the brake cylinder, thus generating braking force. Therefore, it is necessary to monitor and alarm for abnormal braking of both the main brake and the auxiliary brake. Summary of the Invention

[0004] The purpose of this utility model is to provide an abnormal braking alarm device for tamping cars to address the shortcomings of the existing technology. This device consists of a train operation status determination unit, an abnormal braking determination unit, a handbrake determination unit, and an alarm execution unit. It can promptly detect equipment problems, provide an alarm reminder, and promptly remind the on-duty personnel to monitor and handle the situation, thereby reducing the occurrence of equipment accidents.

[0005] The objective of this utility model is achieved through the following technical solution: An abnormal braking alarm device for a tamping machine includes a train operation status determination unit, an abnormal braking determination unit, and an alarm execution unit. The train operation status determination unit includes a first inductive switch, a high-speed counter, and a first intermediate relay. The abnormal braking determination unit includes a first train pipe pressure switch, a second train pipe pressure switch, a second intermediate relay, a first brake cylinder pressure switch, a second brake cylinder pressure switch, a first time relay, and a second time relay. The first inductive switch is mounted on the train's bridge drive shaft. The output terminal of the first inductive switch is connected to the input terminal of the high-speed counter. The output terminal of the high-speed counter is connected to the input terminal of the first intermediate relay. The output terminal of the first intermediate relay is connected to the first input terminal of the alarm execution unit. The first train pipe... Both the pressure switch and the second train pipe pressure switch are installed on the brake pipe of the train. The output terminals of the first train pipe pressure switch and the second train pipe pressure switch are respectively connected to the first input terminal and the second input terminal of the second intermediate relay. The first output terminal and the second output terminal of the second intermediate relay are respectively connected to the second input terminal and the third input terminal of the alarm execution unit. Both the first brake cylinder pressure switch and the second brake cylinder pressure switch are installed on the brake cylinder of the train. The first output terminal of the first brake cylinder pressure switch and the second brake cylinder pressure switch are respectively connected to the first input terminal of the first time relay and the second time relay. The first output terminal of the first time relay and the second time relay are respectively connected to the fourth input terminal and the fifth input terminal of the alarm execution unit.

[0006] The device also includes a handbrake determination unit, which includes a second inductive switch and a third intermediate relay. The second inductive switch is installed on the handbrake device of the train, and the output terminal of the second inductive switch is connected to the input terminal of the third intermediate relay. The output terminal of the third intermediate relay is connected to the sixth input terminal of the alarm execution unit.

[0007] The alarm execution unit includes an alarm indicator light and a buzzer.

[0008] The abnormal braking determination unit also includes a gear position sensor and a fourth intermediate relay. The gear position sensor is installed on the train's gearbox, and the output terminal of the gear position sensor is connected to the input terminal of the fourth intermediate relay. The output terminal of the fourth intermediate relay is connected to the seventh input terminal of the alarm execution unit.

[0009] The advantages of this utility model are: it can detect equipment problems in a timely manner, play an alarm and reminder function, promptly remind the on-duty personnel to monitor and handle the situation, and reduce the occurrence of equipment accidents. Attached Figure Description

[0010] Figure 1 This is a structural frame diagram of the abnormal braking alarm device for the tamping machine of this utility model; Figure 2 This is the circuit diagram of the abnormal braking alarm device for the tamping machine of this utility model; like Figures 1-2 As shown in the figure, the labels represent: Train operation status determination unit 10, first inductive switch 101, high-speed counter 102, first intermediate relay 103, abnormal braking determination unit 20, first train pipe pressure switch 201, second train pipe pressure switch 202, second intermediate relay 203, first brake cylinder pressure switch 204, second brake cylinder pressure switch 205, first time relay 206, second time relay 207, gear position sensor 208, fourth intermediate relay 209, handbrake determination unit 30, second inductive switch 301, third intermediate relay 302, alarm execution unit 40, alarm indicator light 401, buzzer 402. Detailed Implementation

[0011] The features and other related features of this utility model will be further described in detail below with reference to the accompanying drawings and embodiments, so as to facilitate the understanding of those skilled in the art: Example: Figures 1-2As shown, this embodiment relates to an abnormal braking alarm device for a tamping machine. The device mainly includes a train operation status determination unit 10, an abnormal braking determination unit 20, a handbrake determination unit 30, and an alarm execution unit 40. The train operation status determination unit 10 includes a first inductive switch 101, a high-speed counter 102, and a first intermediate relay 103. The abnormal braking determination unit 20 includes a first train pipe pressure switch 201, a second train pipe pressure switch 202, a second intermediate relay 203, a first brake cylinder pressure switch 204, a second brake cylinder pressure switch 205, a first time relay 206, a second time relay 207, a gear position sensor 208, and a fourth intermediate relay 209. The handbrake determination unit 30 includes a second inductive switch 301 and a third intermediate relay 302. The alarm execution unit 40 includes an alarm indicator light 401 and a buzzer 402. The first inductive switch 101 is installed on the train's bridge drive shaft. The output of the first inductive switch 101 is connected to the input of the high-speed counter 102. The output of the high-speed counter 102 is connected to the input of the first intermediate relay 103. The output of the first intermediate relay 103 is connected to the first input of the alarm execution unit 40 (alarm indicator light 401 and buzzer 402). The first inductive switch 101 is used to collect the rotational speed of the input flange (bevel gear) of the first shaft gearbox and measure it through the high-speed counter 102 to determine the train's operating status. Specifically, the input shaft pulse count of the first shaft drive gearbox is as follows: gearbox transmission ratio 3.09, Z=11:34. For every one wheel rotation, the large gear shaft rotates 1 revolution, and the small gear shaft rotates 3.09 revolutions. The diameter of the first wheel is 840mm, and it moves 2.637 meters per revolution. Over a distance of 1000 meters, the large gear shaft rotates 379.21 revolutions, and the small gear shaft rotates 1171.75 revolutions. At a speed of 1 km / h, the large gear shaft rotates 6.32 times per minute, and the small gear shaft rotates 19.52 times per minute. One rotation of the small gear generates 8 pulses from the flange. This results in 2.6 pulses per second. At a train speed of 1 km / h, the small gear shaft rotates 19.52 times per minute; at 5 km / h, it rotates 97.6 times per minute; and at 80 km / h, it rotates 1561.6 times per minute. When the train speed does not exceed 5 km / h, the abnormal braking judgment unit 20, the handbrake judgment unit 30, and the alarm execution unit 40 are not triggered.

[0012] The first train pipe pressure switch 201 and the second train pipe pressure switch 202 are both installed on the train's brake pipe (train brake main branch circuit). The output terminals of the first train pipe pressure switch 201 and the second train pipe pressure switch 202 are respectively connected to the first input terminal and the second input terminal of the second intermediate relay 203. The first output terminal and the second output terminal of the second intermediate relay 203 are respectively connected to the second input terminal and the third input terminal of the alarm execution unit 40 (alarm indicator light 401 and buzzer 402). The first brake cylinder pressure switch 204 and the second brake cylinder pressure switch 205 are both installed on the train's brake cylinder (brake cylinder air pipe circuit). The first output terminals of the first brake cylinder pressure switch 204 and the second brake cylinder pressure switch 205 are respectively connected to the first input terminal of the first time relay 206 and the second time relay 207. The first output terminals of the first time relay 206 and the second time relay 207 are respectively connected to the fourth input terminal and the fifth input terminal of the alarm execution unit 40 (alarm indicator light 401 and buzzer 402). The gear position sensor 208 is installed on the gearbox (side of the shift shaft) of the train (the main locomotive and power car, excluding the trailer car). The output terminal of the gear position sensor 208 is connected to the input terminal of the fourth intermediate relay 209. The output terminal of the fourth intermediate relay 209 is connected to the seventh input terminal of the alarm execution unit 40 (alarm indicator light 401 and buzzer 402).

[0013] Specifically, the pressure setting for the train brake pipe is determined as follows: The train brake main pressure setting has two modes. When the train is attached to a locomotive, the pressure setting is 600 kPa; when the locomotive is running independently, the pressure setting is 500 kPa. Therefore, it is necessary to select and determine the train pipe pressure setting. A first train pipe pressure switch 201 and a second train pipe pressure switch 202 are installed on the train pipe branch line. When the train transitions from a stopped state to a running state and begins to move, once it reaches a certain speed, the first train pipe pressure switch 201 (set pressure 580 kPa) is triggered, thereby triggering the second intermediate relay 203, which determines that the train pipe pressure setting is 600 kPa. If, after the train moves, the first train pipe pressure switch 201 is not closed and the second intermediate relay 203 is not triggered, meaning the train pipe rated pressure is 500 kPa, then based on these two conditions, when the train stops, the second intermediate relay 203 resets, and the train pipe pressure setting will be automatically re-determined when the train moves again.

[0014] Abnormal braking setting of the main brake: 1) The normally closed contact of the second intermediate relay 203 corresponds to a train pipe pressure of 500 kPa and a second train pipe pressure switch 202 (greater than 480 kPa).

[0015] 2) The normally open contact of the second intermediate relay 203 corresponds to a train pipe pressure of 600 kPa and a first train pipe pressure switch 201 (greater than 580 kPa).

[0016] 3) When the train pipe pressure is greater than the set train pipe pressure, the first brake cylinder pressure switch 204 (greater than 50 kPa) closes, and the alarm starts after a 30-second delay via the first time relay 206. The alarm indicator 401 lights up, and the buzzer 402 sounds. The second brake cylinder pressure switch 205 (greater than 300 kPa) closes, and the audible and visual alarm starts after a 10-second delay via the second time relay 207.

[0017] Abnormal braking setting of the small brake: The small brake is primarily designed for use on the main locomotive or as a power supplementary locomotive. The gear position signal from gear position sensor 208 is collected, but no monitoring is performed when a driver is present. For other attached vehicles, during operation, if the braking pressure exceeds 50 kPa, an alarm is triggered after a 30-second delay; if the braking pressure exceeds 300 kPa, an alarm is triggered after a 10-second delay.

[0018] Integrated monitoring of train braking pressure: Considering the combined application scenarios of the main brake and the auxiliary brake, abnormal braking of the main brake and the auxiliary brake is integrated. In the train pipe pressure setting mode of 600 kPa or 500 kPa, if the train pipe pressure exceeds the set pressure of 580 kPa or 480 kPa, and this is not the case of the main train or the power train (i.e., no gear signal is input), if the braking pressure exceeds 50 kPa during operation, an audible and visual braking alarm will be triggered after a certain delay.

[0019] 2) In addition to the above-mentioned applications of the large and small brakes, if the brake cylinder pressure exceeds the set value while the vehicle is in operation, and the brake cylinder pressure is greater than 50 kPa, the first time relay 206 will delay for 60 seconds; if the brake cylinder pressure is greater than 300 kPa, the second time relay 207 will delay for 30 seconds. At this time, an alarm will be triggered directly to prevent prolonged operation with the brakes on.

[0020] The handbrake determination unit 30 includes a second inductive switch 301 and a third intermediate relay 302. The second inductive switch 301 is installed on the handbrake device (chain wheel) of the train. The output terminal of the second inductive switch 301 is connected to the input terminal of the third intermediate relay 302. The output terminal of the third intermediate relay 302 is connected to the sixth input terminal of the alarm execution unit 40 (alarm indicator light 401 and buzzer 402).

[0021] Specifically, the handbrake device is monitored as follows: In the use of large road maintenance machinery, the handbrake serves as a parking brake for extended periods. However, in actual field operations, situations frequently arise where the handbrake is not disengaged before the vehicle is started. Therefore, the handbrake release signal is collected by the second sensor switch 301. If the handbrake is not released once the vehicle has reached a certain speed, an audible and visual alarm is immediately triggered.

[0022] In summary, the train braking alarm is triggered only when the vehicle is in motion (operating speed exceeding 5 km / h) and the warning conditions are met. Once the warning conditions are cleared, the audible and visual alarms will automatically dissipate. In the event of an abnormal braking alarm, the crew should immediately check the handbrake and brake cylinder pressure, confirm the cause of the alarm, and take timely measures to ensure operational safety.

[0023] The beneficial technical effects of this embodiment are: it can detect equipment problems in a timely manner, play an alarm reminder function, promptly remind the on-duty personnel to monitor and handle the situation, and reduce the occurrence of equipment accidents.

[0024] Although the above embodiments have described the concept and embodiments of the present invention in detail with reference to the accompanying drawings, those skilled in the art will recognize that various improvements and modifications can still be made to the present invention without departing from the scope of the claims, and therefore will not be elaborated here.

Claims

1. An abnormal braking alarm device for a tamping machine, characterized in that... The device includes a train operation status determination unit, an abnormal braking determination unit, and an alarm execution unit. The train operation status determination unit includes a first inductive switch, a high-speed counter, and a first intermediate relay. The abnormal braking determination unit includes a first train pipe pressure switch, a second train pipe pressure switch, a second intermediate relay, a first brake cylinder pressure switch, a second brake cylinder pressure switch, a first time relay, and a second time relay. The first inductive switch is mounted on the train's bridge drive shaft. The output terminal of the first inductive switch is connected to the input terminal of the high-speed counter. The output terminal of the high-speed counter is connected to the input terminal of the first intermediate relay. The output terminal of the first intermediate relay is connected to the first input terminal of the alarm execution unit. The first train pipe pressure switch and the... The second train pipe pressure switch is installed on the brake pipe of the train. The output terminals of the first train pipe pressure switch and the second train pipe pressure switch are respectively connected to the first input terminal and the second input terminal of the second intermediate relay. The first output terminal and the second output terminal of the second intermediate relay are respectively connected to the second input terminal and the third input terminal of the alarm execution unit. The first brake cylinder pressure switch and the second brake cylinder pressure switch are installed on the brake cylinder of the train. The first output terminal of the first brake cylinder pressure switch and the second brake cylinder pressure switch are respectively connected to the first input terminal of the first time relay and the second time relay. The first output terminal of the first time relay and the second time relay are respectively connected to the fourth input terminal and the fifth input terminal of the alarm execution unit.

2. The tamping machine abnormal braking alarm device as described in claim 1, characterized in that... The device also includes a handbrake determination unit, which includes a second inductive switch and a third intermediate relay. The second inductive switch is installed on the handbrake device of the train, and the output terminal of the second inductive switch is connected to the input terminal of the third intermediate relay. The output terminal of the third intermediate relay is connected to the sixth input terminal of the alarm execution unit.

3. The tamping machine abnormal braking alarm device as described in claim 1, characterized in that... The alarm execution unit includes an alarm indicator light and a buzzer.

4. The tamping machine abnormal braking alarm device as described in claim 1, characterized in that... The abnormal braking determination unit also includes a gear position sensor and a fourth intermediate relay. The gear position sensor is installed on the train's gearbox, and the output terminal of the gear position sensor is connected to the input terminal of the fourth intermediate relay. The output terminal of the fourth intermediate relay is connected to the seventh input terminal of the alarm execution unit.

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