An abnormal detection alarm system for a hand brake of a railway locomotive

Abstract

The utility model relates to railway locomotive safety monitoring technical field discloses a railway locomotive's hand brake non-normal detection alarm system, including the detection module for gathering hand brake state, locomotive speed and brake cylinder pressure, with STC89C52RC singlechip as core, and the central processing module of specific alarm drive circuit integration, contain the alarm module of voice prompt and DC 110V strong electric output interface, and man -machine interaction and display module, the utility model discloses through the fusion judgement of multiple key signals, and adopts the sensor connection power supply installation mode of the compulsory alarm logic of inhuman intervention, has realized the accurate control of non-normal operation, reliable alarm and closed loop management, and the system integration degree is high, and the installation adaptability is strong, can effectively prevent the safety accident, guarantees the traffic safety, solves the safety hidden danger that the driver and crew personnel misoperation brings because of " hand brake has not relieved to start " or " long time brake " etc.

Description

TECHNICAL FIELD

[0001] The utility model relates to railway locomotive safety monitoring technical field especially relates to a railway locomotive's hand brake non normal detection alarm system. BACKGROUND

[0002] In the daily operation of railway locomotive, the operation standardization of the driver is important to the train safety and equipment maintenance. There are two typical non normal operations in practice, which are easily ignored but have serious safety hazards: one is "hand brake not relieved start", that is, the driver forgets to completely release the hand brake before starting the locomotive, commonly known as "brake running", which will cause the brake shoe and the wheel to rub violently, not only waste a lot of energy, but also make the parts overheat and increase the risk of fire; the other is "long time braking", such as continuous use of brake in long downhill section, which will also cause the brake shoe and the wheel to overheat, resulting in brake efficiency heat recession and direct safety threat.

[0003] The alarm device in the prior art may have the problems of single monitoring dimension, non mandatory alarm (which can be easily silenced or ignored), lack of event trace record, or complex installation and modification on the existing locomotive. CONTENT OF THE UTILITY MODEL

[0004] In order to make up for the above shortcomings, the utility model provides a railway locomotive hand brake non normal detection alarm system, which aims to improve the problem that the existing alarm system cannot effectively prevent the serious train safety hazards caused by the driver's misoperation of "hand brake not relieved start" or "long time braking" due to single monitoring dimension and non mandatory alarm.

[0005] In order to achieve the above purpose, the utility model adopts the following technical scheme: a railway locomotive hand brake non normal detection alarm system, comprising: a detection module for generating signals representing the state of the hand brake, the speed and the brake cylinder pressure of the locomotive; a central processing module including a printed circuit board and a single chip microcomputer installed on the printed circuit board: a single chip microcomputer as the core controller for receiving and processing the signals from the detection module; an alarm driving circuit electrically connected with the output end of the single chip microcomputer; an alarm module electrically connected to the output end of the alarm driving circuit for executing alarm action when receiving the driving signal.

[0006] As a further description of the above technical scheme: The single chip microcomputer in the central processing module is STC89C52RC type.

[0007] As a further description of the above technical solutions: The alarm driving circuit comprises a switching transistor and a relay; a control pin of the single-chip microcomputer is connected to a control electrode of the switching transistor, an output electrode of the switching transistor is connected in series to a coil of the relay; and contacts of the relay constitute a DC 110V strong electric output interface for connecting and driving an external whistle electric control valve of the locomotive.

[0008] As a further description of the above technical solutions: The detection module comprises a proximity sensor for detecting a hand brake state; the proximity sensor is configured to be mounted on a bogie of the locomotive and face a transmission rod of a hand brake, and a state signal is generated by detecting a gap change between the proximity sensor and the transmission rod.

[0009] As a further description of the above technical solutions: The printed circuit board of the central processing module further integrates a power conversion circuit for converting an external input power into a working voltage required by the single-chip microcomputer and other components on the board.

[0010] As a further description of the above technical solutions: The system further comprises a man-machine interaction and display module electrically connected to the central processing module; the module comprises a display screen and at least one function button, and the display screen is divided into a system state display area, a device running state display area and a locomotive data display area.

[0011] As a further description of the above technical solutions: The central processing module is configured to continuously output a driving signal once it is determined that an alarm condition is met without receiving a stop control instruction from the function button, and the system is not provided with a physical button for directly cutting off the alarm.

[0012] As a further description of the above technical solutions: The system further comprises an interface specially connected to a locomotive speed sensor and a pressure sensor; the connection mode is that the power supply circuit in the central processing module supplies power to the speed sensor and the pressure sensor, and disconnects a line for supplying power to the two sensors in the original vehicle.

[0013] The utility model has the advantages of the following beneficial effects: 1、The utility model discloses a physical structure without a manual unlocking button, and a circuit for directly driving a 110V whistle electric control valve of a locomotive by a single-chip microcomputer controlled relay, thereby realizing forced alarm. A driver must perform actual physical operation to remove the alarm condition, so that the alarm is stopped. This design directly links the alarm with the solution, forms a closed-loop management, fundamentally eliminates the possibility of ignoring the warning due to human negligence or lucky thinking, and significantly enhances the reliability and safety of the system.

[0014] 2、The utility model discloses, central processing module integrates the detection signal of three different physical quantities of hand brake state, locomotive speed and brake cylinder pressure. This multidimensional information fusion makes the system can simultaneously to " embrace brake operation " and " long time brake " two completely different non-normal working condition accurate judgement and identification, compared with only relying on single signal source alarm device, the monitoring of this system is more comprehensive, effectively avoids the false report and the leakage report, significantly improves the accuracy of the alarm.

[0015] 3、The utility model discloses on electrical structure, through setting up special interface and by system internal power supply direct existing speed and pressure sensor of locomotive power supply, simultaneously disconnects original car power supply circuit. This structure ingeniously solved the power conflict and signal interference problem when installing electronic equipment on the existing locomotive, not only guarantee the stable and reliable of core signal acquisition, and greatly simplify the installation and debugging process in the field, make this system have very strong engineering practicality and the adaptability of different car type. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 The system framework drawing of a railway locomotive's hand brake non-normal detection alarm system is proposed for the utility model; Figure 2 The circuit schematic of a railway locomotive's hand brake non-normal detection alarm system is proposed for the utility model Figure One ; Figure 3 The circuit schematic of a railway locomotive's hand brake non-normal detection alarm system is proposed Figure Two for the utility model; Figure 4 The circuit schematic of a railway locomotive's hand brake non-normal detection alarm system is proposed in the utility model Figure Three ; Figure 5 The circuit schematic of a railway locomotive's hand brake non-normal detection alarm system is proposed by the utility model Figure Four ; Figure 6 The circuit schematic of a railway locomotive's hand brake non-normal detection alarm system is proposed of the utility model Figure Five ; Figure 7 The circuit schematic of a railway locomotive's hand brake non-normal detection alarm system is proposed, and Figure Six . DETAILED DESCRIPTION

[0017] The technical solutions in the embodiments of the utility model will be clearly and completely described below with reference to the drawings in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, rather than all the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of the utility model.

[0018] With reference to Figures 1-7 The utility model provides an embodiment: a railway locomotive's hand brake non normal detection alarm system, include: detection module, central processing module, alarm module and man -machine interaction and display module.

[0019] The physical carrier of the central processing module is a printed circuit board (PCB), and electronic components for realizing all logic operations, signal processing and driving functions are integrated on the board.

[0020] Core controller: the core of this module is a single-chip microcomputer (MCU) of STC89C52RC type. The single-chip microcomputer is responsible for receiving all signals from the detection module, built-in high-precision clock is used for timing (such as 120 seconds countdown of long time brake), and whether the alarm condition is triggered is judged according to the preset logic solidified in the internal program memory.

[0021] Alarm driving circuit: considering that the I / O port driving capability of the single-chip microcomputer is limited and cannot directly drive high-power equipment, the alarm driving circuit is specially designed in this module. The circuit is composed of an NPN type switching transistor (such as Q1) and a relay. When alarm is needed, a high-level signal is output to the base of the transistor Q1 from a control pin of the single-chip microcomputer, so that the transistor Q1 is turned on; the collector of the transistor Q1 and one end of the coil of the relay are connected in series, and after being turned on, the current flows through the coil of the relay, so that the relay is attracted. The normally open contact of the relay is connected with a DC 110V strong current output interface, and the interface directly takes power from the battery power supply of the locomotive. After the contact is closed, 110V strong current can be output to the whistle electric control valve outside the locomotive, realizing high-decibel whistle.

[0022] Power conversion circuit: the 110V direct current provided by the locomotive cannot be directly used for precision components such as single-chip microcomputers. Therefore, the power conversion circuit is also integrated on the PCB, which converts the input 110V direct current into stable DC 5V (for single-chip microcomputers and logic circuits) and DC 15V (for external sensors) working voltages after voltage reduction and voltage stabilization.

[0023] The detection module is composed of multiple sensor units distributed at different positions of the locomotive, and is the data source of the system.

[0024] Hand brake state detection unit: This unit uses an inductive proximity sensor. When installing, a specially designed "L" type mounting bracket is fixed on the locomotive bogie, and the proximity sensor is fixed on the bracket. Adjust its position so that the sensing surface of the sensor is directly opposite and close to the metal transmission rod of the hand brake. The installation gap is precisely adjusted to 4±1mm, and the effective detection distance of the sensor is less than 8mm. When the hand brake is in the "braking" position, the transmission rod is close, the gap is ≤4mm, the sensor outputs a high level signal, representing "braking"; on the contrary, when the hand brake is "released", the transmission rod is far away, the sensor outputs a low level, representing "release".

[0025] Locomotive speed and brake cylinder pressure detection unit: This system ingeniously uses the existing photoelectric speed sensor and brake cylinder pressure sensor on the locomotive. To ensure signal stability and avoid electrical conflicts, this system uses an "interface power supply" electrical connection structure. Specifically: Speed signal: Select one channel from the locomotive photoelectric speed sensor (usually 4 channels), disconnect the original vehicle power supply positive line for this channel, and then connect the DC 15V power supply positive (SD+), power negative (SD-) and signal line (SD signal) provided by the central processing module of this system to the pins of the speed sensor.

[0026] Pressure signal: Similarly, disconnect the original vehicle power supply positive line for the brake cylinder pressure sensor, and connect the DC 15V power supply positive (GY+), power negative (GY-) and signal line (GY signal) provided by this system. This pressure sensor can linearly convert 0-1000KPa pressure to 0-5V voltage signal.

[0027] Alarm module includes: Voice alarm unit: integrated on the PCB of the central processing module, containing a voice chip and a speaker. When receiving the command of the single-chip microcomputer, it will broadcast clear voice prompts such as "brake running" or "pay attention to relaxation".

[0028] Acoustic and light alarm unit: "sound" refers to the 110V strong current output controlled by the alarm drive circuit to drive the external locomotive whistle as described above; "light" is to light up and flash a red "Alarm" alarm indicator on the screen of the human-computer interaction and display module.

[0029] Human-computer interaction and display module is the window for the driver to observe the system status and set parameters. Its display screen interface is clearly divided into three functional areas: System status display area: green / red indicator light to display LKJ(TAX) communication, main control box (i.e. central processing module) itself and whether the proximity sensor is working properly.

[0030] Device running status display area: display Alarm (alarm state), Braking Time (long time braking alarm countdown) and Num Alerts (cumulative number of alarms).

[0031] Locomotive related data display area: real-time display of locomotive number, brake cylinder pressure, hand brake state, locomotive speed, etc. Through the SET and QCR buttons on the panel, the setting page and record query page can be entered respectively. Long press the "SET" key for more than 3 seconds to enter the setting page, and modify the locomotive number, long time braking alarm time threshold (Brake Time, default 120 seconds), locomotive wheel diameter, speed sensor pulse number, etc. to adapt to different vehicle models and operation requirements.

[0032] After the system power-on self-test is normal, the single-chip microcomputer enters real-time polling mode: Hand brake not relieved start-up alarm: The single-chip microcomputer continuously reads the level signal of the proximity sensor. When it is judged to be "braking" state, it enters the pre-warning state.

[0033] At the same time, the single-chip microcomputer processes the pulse signal from the speed sensor and combines the set wheel diameter and pulse number to calculate the real-time vehicle speed.

[0034] Once in the braking state, if the vehicle speed is greater than 0 km / h (i.e. the locomotive moves), the alarm condition is immediately established.

[0035] The central processing module immediately executes the alarm instruction: drives the voice unit to broadcast the brake running, at the same time drives the alarm drive circuit to make the relay attracted, outputs 110V strong current to make the locomotive whistle, and lights up the flashing alarm light on the display screen.

[0036] This alarm state will continue until the vehicle speed drops to 0 or the hand brake is relieved.

[0037] Long time braking alarm: The single-chip microcomputer monitors the vehicle speed and brake cylinder pressure in real time.

[0038] When both conditions of vehicle speed ≥ 5 KM / H and brake cylinder pressure ≥ 100 KPa are met at the same time, the single-chip microcomputer starts the internal countdown timer, which starts to decrease from the user-set time (default 120 seconds).

[0039] During the countdown period, if either condition is no longer met (such as the vehicle speed decreases or the driver relieves the brake), the countdown timer will reset and stop.

[0040] If both conditions continue to be met until the countdown timer reaches zero, the alarm condition is established.

[0041] The central processing module executes alarm: broadcast "pay attention to relaxation", and drive the locomotive siren in the cycle mode of "sound 20 seconds, stop 10 seconds", and light up the alarm lamp.

[0042] This alarm state will continue until the vehicle speed is lower than 5KM / H or the brake cylinder pressure is lower than 100KPa Finally, it should be noted that: the above only for the preferred embodiments of the present application, and is not intended to limit the present application, although the foregoing embodiments of the present application has been described in detail, for those skilled in the art, it still can be modified, or part of the technical features of the equivalent replacement, within the spirit and principles of the present application, any modification, equivalent replacement, improvement, etc., should be included within the scope of the present application.

Claims

1. A fault detection and alarm system for the handbrake of a railway locomotive, characterized in that, include: The detection module is used to generate signals characterizing the locomotive's handbrake status, speed, and brake cylinder pressure. The central processing module includes a printed circuit board and the following mounted on the printed circuit board: A microcontroller, which serves as the core controller, is used to receive and process signals from the detection module; An alarm drive circuit is electrically connected to the output terminal of the microcontroller; An alarm module, electrically connected to the output of the alarm drive circuit, is used to perform an alarm action when a drive signal is received.

2. The abnormal detection and alarm system for the handbrake of a railway locomotive according to claim 1, characterized in that: The microcontroller in the central processing module is an STC89C52RC model.

3. The abnormal detection and alarm system for the handbrake of a railway locomotive according to claim 1, characterized in that: The alarm drive circuit includes a switching transistor and a relay; the control pin of the microcontroller is connected to the control electrode of the switching transistor, and the output electrode of the switching transistor is connected in series to the coil of the relay; the contacts of the relay form a DC 110V high-voltage output interface, which is used to connect to and drive the locomotive's external horn control valve.

4. The abnormal detection and alarm system for the handbrake of a railway locomotive according to claim 1, characterized in that: The detection module includes a proximity sensor for detecting the handbrake status; the proximity sensor is configured to be mounted on the locomotive bogie and directly opposite the transmission rod of the handbrake mechanism, generating a status signal by detecting changes in the gap between the two.

5. The abnormal detection and alarm system for the handbrake of a railway locomotive according to claim 1, characterized in that: The printed circuit board of the central processing module also integrates a power conversion circuit, which is used to convert the external input power into the operating voltage required by the microcontroller and the components on the board.

6. The abnormal detection and alarm system for the handbrake of a railway locomotive according to claim 1, characterized in that: It also includes a human-computer interaction and display module, which is electrically connected to the central processing module; the module includes a display screen and at least one function button, and the display screen is divided into a system status display area, an equipment operation status display area and a locomotive data display area.

7. A fault detection and alarm system for the handbrake of a railway locomotive according to claim 6, characterized in that: The central processing module is configured to continuously output a drive signal once the alarm condition is met, provided that no stop command is received from the function key; and the system does not have a physical button for directly cutting off the alarm.

8. The abnormal detection and alarm system for the handbrake of a railway locomotive according to claim 1, characterized in that: It further includes an interface specifically for connecting the locomotive speed sensor and pressure sensor; the connection method is as follows: the power supply circuit in the central processing module supplies power to the speed sensor and pressure sensor, and disconnects the original vehicle's power supply line to these two sensors.

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