KR100317558B1 - A trialrun efficiency test equipment for railroad carriage - Google Patents

Abstract

The present invention relates to a performance test control method and apparatus thereof for commissioning a railway vehicle for easy and convenient measurement and analysis of data related to a railway vehicle trial run test item. Input unit for receiving generator output voltage and current signal, ATS operation signal, brake tube pressure signal, flow sensor signal, engine speed controller electronic signal, rear secondary signal, speed signal, moving distance, driving map, NOTCH Signal processing unit for measuring the operation rate, air compressor operation rate, ATS operation time, output voltage and current, fuel consumption amount and braking related data, and displays the signal processed by the signal processing unit on the LCD screen and outputs it to the printer unit. It is characterized by including a host computer.

As described above, the present invention provides an effect of improving the reliability of the performance test during the test operation of the train by simply and conveniently measuring and analyzing data related to the test run of the railway vehicle.

Description

Performance test control method and device for trial run of railway vehicle {A trialrun efficiency test equipment for railroad carriage}

The present invention relates to a method and apparatus for controlling performance test during trial run of a railway vehicle applied to a vehicle such as an automobile or an aircraft, and in particular, a railway vehicle that enables simple and convenient measurement and analysis of data related to a trial run of a railway vehicle. It relates to a performance test control method and a device therefor during commissioning.

In general, a comprehensive test performance test at the time of introduction of a new load is essential to verify the reliability of the manufactured vehicle for both the vehicle manufacturer and the operator.

However, in the current test performance test, there may be individual error according to the tester, and in some fields, the lack of reliability and objectivity of the test results that may be caused by the use of unspecialized instruments may be necessary to supplement, develop, maintain, and repair the vehicle in the future. There are many difficulties in the accumulation of data.

In addition, the vehicle's test performance test items are measured in various fields such as electrical, mechanical, and operational items, and therefore, specialized personnel in each field are required to accurately measure them. In addition, some specialized test items require a lot of time to prepare for the actual test and to analyze the data.

In addition, a test apparatus possessed by a domestic railway vehicle manufacturer is illustrated in FIG. 1.

FIG. 1 is a block diagram of a conventional railway vehicle testing apparatus for measuring and analyzing data related to speed and distance during traveling of a railway vehicle, and the conventional railway vehicle testing apparatus is provided from the railway vehicle 10 as shown in FIG. An input unit 20 for receiving a signal of a signal, a signal processor 30 for processing the input signal, a main computer 40 for storing and outputting the processed signal data, and a reset for adjusting the moving distance to 0 An LCD (90) for displaying the switch (50), the speed (60) and the travel distance (70) in a graph, calculating the slip of the wheel at acceleration and the sliding (80) at deceleration, and displaying this calculated value; , An analog signal output unit 110 for outputting a signal proportional to acceleration, average speed, average acceleration, and moving distance as an analog signal, a printer unit 120 for printing a screen state, and the speed, average speed, and movement. RS-2 to output distance data It consists of 32C (130).

The operation of the conventional railway vehicle test apparatus configured as described above is as follows.

First, the input unit 20 receives four encoder signals generated from the wheel of the vehicle and accommodates both a digital method (high: + 12V, low: 0V) and an analog method (sine wave).

Therefore, the signal processor 30 calculates the speed 60, the movement distance 70, the slip SLIP of the wheel during acceleration, and the sliding slip when decelerating using the signal input to the input unit 20.

Here, the measured data is output in various ways as follows.

First: the speed and movement distance can be output as a graph on the LCD screen, and the time and movement distance output method can be changed and the speed and movement distance can be measured while moving the cursor by stopping for a while.

Secondly, the state of the screen may be output to the printer unit 120.

Third: The present average speed and the moving distance are displayed on the segment display, the moving distance is the cumulative distance and adjusted to '0' by the reset switch 50.

Fourth: The slip / sliding 80 generated during acceleration and deceleration is displayed on the LCD 90.

Fifth: A signal proportional to each speed, acceleration, average speed, average acceleration, and moving distance is output to the analog signal output unit 110.

Sixth: Output the measurement data (each speed, average speed, moving distance) to the RS-232C (130).

Seventh: Measured data (speed, average speed, and moving distance) are stored on diskette, and the saved data can be analyzed later by programs such as Excel and Lotus 1-2-3.

However, the initial products of the conventional railway vehicle test apparatus are limited to the maximum speed because they are manufactured for electric vehicles, and the test items also have limitations as a comprehensive test operation apparatus by processing only data related to speed and distance.

Therefore, the present invention was made to solve the above-mentioned problems in the related art, and an object thereof is to easily and conveniently measure and analyze data related to a railway vehicle test run test item to improve the reliability of a performance test during train test run. The present invention provides a method and apparatus for controlling test performance during vehicle commissioning.

In order to achieve the above object, the performance test control method for the trial run of a railway vehicle according to the present invention comprises the steps of: setting data for each environment necessary for the data measurement test; Returning to the screen, analyzing and storing driving data if the data is measured, determining whether the test mode is stored after storing the data, or ending the test, and testing acceleration and deceleration in the test mode. And analyzing the data.

Preferably, the step of analyzing the acceleration data in the acceleration test and storing the analyzed acceleration data, the step of determining whether the acceleration test after the data storage, and if it is determined or returned to the first step and the end of the acceleration test And returning to the driving test.

Preferably, the step of storing the deceleration data during the deceleration test, the step of determining whether the deceleration test after storage of the deceleration data, and if the deceleration test, the deceleration data is analyzed and analyzed to store the deceleration data Determining whether the deceleration test after the data storage is over or the speed is zero; storing deceleration data when the deceleration test is over and the speed is zero; and decelerating after the data storage. And determining whether the degree test is complete, and returning to the driving test when the result of the discrimination is the end of the deceleration test.

The performance test control apparatus for the test run of a railway vehicle having another feature of the present invention includes an input unit for receiving a signal from a railway vehicle, a signal processing unit for processing the input signal, and a main unit for storing and outputting the processed signal data. A computer, a reset switch that adjusts the travel distance to zero, an LCD that displays the speed and travel distance graphically, calculates the slip of the wheel during acceleration and the sliding during deceleration, and displays this calculated value; An analog signal output section for outputting signals proportional to speed, average acceleration, and travel distance as an analog signal, a printer section for printing the state of the screen, and RS-232C for outputting data of the speed, average speed, and travel distance. The speed signal, the air compressor operation signal, the main generator output voltage and current signal, the ATS operation signal, the brake tube pressure signal, the flow sensor signal, the engine speed An input unit for receiving an electronic signal, a rear secondary signal, and the like, and according to the input signal, a speed signal, a moving distance, a driving map, a NOTCH operation rate, an air compressor operation rate, an ATS operation time, an output voltage and a current, fuel consumption, braking related data, etc. And a main computer for displaying a signal processed by the signal processing unit on the LCD screen and outputting the signal to the printer unit.

1 is a block diagram of a conventional railway vehicle testing apparatus.

2 is a schematic configuration diagram of a test run performance tester system according to the present invention;

3 is a block diagram of a performance test control device during the trial run of a railway vehicle according to the present invention.

4 (A) and (B) are detailed views of the input unit and the signal processing unit in FIG.

5 is a curve table of a time reference driving diagram.

6 is a control table of the engine governor.

7 is a configuration diagram of an environment setting screen.

8 is a channel configuration screen configuration diagram.

9 is a main display screen measurement data table.

10 (A) is a screen table during the acceleration test.

10 (B) is a screen table at the deceleration test.

11 is a signal flow diagram of a method for controlling test performance during railway vehicle trial run according to the present invention.

12 is a signal flowchart at the time of data measurement.

13 is a signal flowchart at the time of environment setting.

14 is a signal flowchart at the time of an acceleration test.

15 is a signal flowchart at the time of a deceleration test.

16 is a signal flowchart at the time of data analysis.

Explanation of symbols for the main parts of the drawings

200: input unit 300: signal processing unit

400: host computer

Preferred embodiments of the present invention will be described in detail.

This preferred embodiment enables a better understanding of the objects, features and advantages of the present invention.

Hereinafter, with reference to the accompanying drawings it will be described in detail a preferred embodiment of the performance test control method and apparatus during the trial run of the railway vehicle according to the present invention.

FIG. 2 is a schematic configuration diagram of a test run performance tester system according to the present invention. As shown in FIG. 2, a data acquisition processing board, a BNC connector and a terminal block, and a data storage unit in a portablc industrial computor for a test run of a railroad vehicle ( 84GR HDD, 35 'FDD), Data Acquisition / Post-Processing Software, Data Management by Database and Automatic Report Creation Function are integrated to operate under optimal conditions.

In addition, as a means for transmitting the measurement data of the rear vehicle to the main system of all vehicles, a data acquisition and signal conditioning box using a laptop and an RF modem are configured as shown in FIG.

FIG. 3 is a configuration diagram of a performance test control apparatus for a trial run of a railway vehicle according to the present invention. FIG. 4 (A) is a detailed view of an input unit in FIG. 3 and FIG. 4 (B) is a detailed view of a signal processing unit in FIG. 3 and 4, speed signal, air compressor operation signal, main generator output voltage and current signal, ATS operation signal, brake tube pressure signal, flow sensor signal, engine speed controller electronic signal, rear vehicle Measures the speed signal, moving distance, driving map, NOTCH operation rate, air compression operation rate, ATS operation time, output voltage and current, fuel consumption and braking data based on the input unit 200 that receives a signal and the like. And a main computer 400 for displaying the signal processed by the signal processing unit 300 on the LCD 90 screen and outputting the signal to the printer unit 120.

5 is a curve table of a time-based driving diagram, and FIG. 6 is a control table of the engine governor.

7 is a configuration screen configuration diagram, FIG. 8 is a channel configuration screen configuration diagram, and FIG. 9 is a main display screen measurement data table.

10 (A) is a screen table during the acceleration test, and FIG. 10 (B) shows a screen table during the deceleration test, respectively.

FIG. 11 is a signal flowchart of a method for controlling performance test during railway vehicle trial run according to the present invention, FIG. 12 is a signal flowchart at data measurement, and FIG. 13 is a signal flowchart at environment setting.

14 is a signal flowchart at the time of acceleration test, FIG. 15 is a signal flowchart at the time of acceleration test, and FIG. 16 is a signal flowchart at data analysis time. 11 to 16, setting data for each environment required for the test at the time of data measurement (S100) (S200) and determining whether to measure the data at the time of setting the data, or ending the test or returning to the initial screen. Step S300, and if the data is measured, analyzing the driving data and storing the data (S700), determining whether the test mode is stored after storing the data or ending the test (S800) and the test mode. Testing the acceleration and deceleration (S900), (S1000) and the step of analyzing the data (S2000).

In the acceleration test (S9001), analyzing the acceleration data and storing the analyzed acceleration data (S9002), and determining whether the acceleration test is terminated after the data storage (S9003), and if not determined as the first step The method further includes the step S9004 of returning and returning to the driving test when the acceleration test is finished.

In the deceleration test (S10001), storing deceleration data (S10002), determining whether the deceleration test is stored after storing the deceleration data (S10003), and analyzing the deceleration if the deceleration test is performed. Storing one deceleration data (S10004); determining whether the deceleration test after the data storage is finished or the speed is zero (S10005); and if the deceleration test is finished and the speed is zero, And storing the data (S10006), determining whether the deceleration test is finished after the data storage (S10007), and returning to the driving test (S10008) when the determination result is finished. consist of.

Operation effects according to the embodiment of the present invention configured as described above will be described in detail with reference to the drawings.

First, referring to the input unit 200 in detail, as shown in FIG. 4A, unlike the conventional apparatus, many signals are input.

That is, when a speed signal for calculating the deceleration, acceleration, and movement distance is input, the air compressor operating signal for the air compressor operation rate, the traction motor output voltage and current signal, the ATS operation signal, and the braking cylinder for calculating the braking related data. And a brake tube input signal, a flow sensor signal for measuring instantaneous and cumulative fuel consumption, an engine speed governor electronic signal for calculating a notch operation rate, a brake signal for a rear vehicle, a voltage current, and the like.

Therefore, a detailed view of the signal processor 300 is shown in FIG. 4 (B).

As shown in FIG. 4B, the speed, the moving distance, the driving speed, the operating speed of the NOTCH, the operating rate of the air compressor, the ATS operating time, the output voltage and current, the fuel consumption, the braking related data, etc. are calculated or measured.

Here, the speed signal uses a diffuse reflection type speed sensor having a detection distance of 70 cm using an infrared light emitting diode.

The signal output from the speed sensor outputs a pulse of 1 pulse per wheel revolution, and the speed is output from the signal and the wheel diameter.

The next travel distance is calculated by integrating the speed signal and is used to calculate the driving line and braking distance.

The driving diagram is also called the driving curve, and its use range is wide such as the situation of train driving time, driving performance comparison, economical comparison, signal positioning, and train interval determination.

In addition, the driving diagram refers to a curve indicating the relationship between the driving state of the train, that is, the driving speed, the hour and the distance, and the like. There are two types of driving diagrams, one based on distance and one based on time. Such driving diagrams may be represented as shown in FIG. 5 using time, speed, distance, and the like.

The next NOTCH utilization rate increases the locomotive output by moving the throttle handle from right to left. Handling this handle adjusts the engine speed by controlling the solenoids A, B, C, D and MR in the governor via a switch connection in the control station.

Each position of the throttle increases the engine speed by 75 to 85 rpm for each notch raised from one notch to eight notches.

In addition, the notch of diesel locomotive can be classified into 11 positions including stop, low oil field and oil field. In addition, the operation rate of the notch is measured to grasp the operation frequency and the cumulative time of each notch when driving the designated section.

Therefore, the notch signal is constituted as shown in Table 1 shown in Fig. 6 by a combination of five electron sides such as A, B, C, D, and MR of the engine governor control circuit.

In addition, when the electronic valve is in contact, a voltage of DC74V is applied, and the input part receives a signal for the on / off contact of each electronic valve to calculate the operation time and the number of times of the notch.

The next air compressor operation rate is a two stage compressor with a low pressure cylinder and a high pressure cylinder, driven directly by the engine through a flexible coupling to the engine crank extension shaft.

The air is filtered in a dry or wet filter before entering the low pressure cylinder and then into the low pressure cylinder, which is mounted directly to each low pressure cylinder head.

Therefore, the air compressor can excite the load and no load from the on / off contact because the CCR circuit is excited when no load is applied and the voltage of DC74V is applied, and the CCR circuit is cut off when the compressor is operated. Calculate the utilization rate.

Next, the ATS operation time, a point controlled automatic train stop device using a frequency conversion type consisting of a vehicle and a ground apparatus is used for a diesel locomotive.

If the car box installed on the locomotive passes over the ground corresponding to the signal at the time of stop blood, the receiver is activated and the indicator lights red and the alarm rings.

When this alarm rings, the automatic brake valve handle must be placed in the lap or restraint position and the confirmation button must be pressed. At this time, the red light turns off, the bell stops and the white light turns on.

If the confirmation button is not pressed for 5 seconds after the alarm starts to ring, a penalty braking is concluded by stopping the train from the air solenoid valve (AMV).

In this case, the brake valve handle is moved to the emergency position to excite the air relay (EPR), and then the return switch must be pressed after the circuit configuration.

Therefore, the ATS receiver operates to measure the operation time from when the red light is turned on to the time when the braking is engaged.

In addition, the operation time is measured by drawing the on / off contact point from the ATS relay circuit or the ATS display circuit as the on / off contact point, and drawing the time point of the ATSMV to the on / off contact point to judge the braking point. do.

Since the output voltage of the next main generator is 900V, it is inputted by dropping the voltage at the input part and the current is received and processed by the current indicated by the load clock.

The following fuel consumption is only a fraction of the fuel supplied to the injector in the case of diesel locomotives are injected into the cylinder through the needle valve and the spray tip by the degree of load, and the excess fuel not used in the injector It flows through the injector to lubricate and cool the operating parts.

Therefore, the surplus fuel is connected to the return fuel manifold through the return fuel filter of the injector and returned to the fuel tank through the fuel return pipe.

Therefore, the fuel consumption amount is measured by measuring the flow rate of the return pipe returning to the fuel tank from the supply pipe flow pipe engine supplied from the fuel tank to the engine to measure the fuel consumption amount (supply flow rate-return flow rate).

Accordingly, the flow rate flows through the sensor by inserting the flexible hose equipped with the flow sensor in the fuel supply line and the return line to measure the fuel consumption, and calculates the instantaneous flow rate and the accumulated flow rate.

The following braking data shows that air brake is basically applied to all domestic railway vehicles, and the principle of air braking is that as the pressure of the braking pipe (BP) is reduced, the pressure of the air cylinder flows into the braking cylinder (BC), Exert.

Therefore, the brake tube pressure, decompression and recharge time of the locomotive and the whole vehicle are almost the same, so a pressure sensor of 10 / capacity is installed on the vehicle's vehicle valve to measure the change in pressure with the braking command time.

Therefore, since the brake tube pressure may be different from the locomotive and the customer car, each of the brake tube pressure lines is provided with the same pressure sensor used for measuring the pressure of the brake tube to measure the time and pressure of air filling during the braking command.

The braking pressure and braking tube pressure are calculated by receiving the braking tube and the braking tube pressure signal, and the deceleration and acceleration are calculated by differentiating the speed signal.

Therefore, the princess time and the braking distance can be calculated from the braking tube and the braking tube pressure and distance.

Next, the braking pressure and voltage current of the rear vehicle are used to transmit / receive data such as braking pressure, main generator output voltage and current between the front and rear vehicles up to 300m using RF (Radio Frequecy) modem. The specification of the was determined.

Next, the main computer 400 outputs the data processed by the signal processor 300 to a screen or a printer, and has developed a program for this purpose.

This program was written using Visual Basic, based on Windows 98. The menu related to overall program operation is composed of buttons for easy use.

In addition, various test data are measured, stored and displayed in real time during the test run performance test of railroad cars.

The program also consists of environment setting, channel setting and performance test.

Here, the environment configuration is configured as shown in FIG. 7 and inputs basic data necessary for testing such as test date, ten times, number, test interval, test institute and tester, train maximum speed, trigger, and sampling rate.

And the channel setting is configured as shown in Figure 8 to record the data for each channel required for the test.

Figure 9 shows and stores the measurement data on the main display screen of the commissioning performance test.

Speed, distance, instantaneous flow rate, cumulative flow rate is displayed at the top, as shown in Figure 9, and the current notch voltage and current, ATS, the presence or absence of the operating boundary device is displayed at the stop, and the operation diagram is displayed at the bottom.

10 (A) and (B) show screens during the acceleration and deceleration tests, and display and store braking performance related data.

A. Deceleration and braking distance are displayed at the middle of the screen, and braking pressure is displayed as a graph at the bottom.

The above process will be described in more detail with reference to FIGS. 11 to 16.

First, the data for each environment required for the test at the time of data measurement (S100) is set (S200), and whether the data is measured at the time of data setting (S300). If it is determined that the data is not measured or not, the test ends (S400) and returns to the initial screen (S500).

Accordingly, if the data is measured, the driving data is analyzed and stored (S700), and it is determined whether the test mode (S800). If it is determined that the test mode is not in the test mode (S400) and the test mode, the acceleration (S900) and deceleration (S1000) is tested.

On the other hand, during the acceleration test (S9001) to analyze the acceleration data and store the acceleration data analyzed (S9002).

After the storage of the data, it is determined whether the acceleration test is finished (S9003) or the process returns to the first step and when the acceleration test ends, the process returns to the driving test (S9004).

On the other hand, in the deceleration test (S10001), the deceleration data is stored (S10002), and it is determined whether the deceleration test is stored after the data storage (S10003). If the result of the determination is a deceleration test, the deceleration is analyzed and the analyzed deceleration data is stored (S10004).

Therefore, it is determined whether the deceleration test is finished or the speed is zero after data storage (S10005). If the deceleration test is finished and the speed is zero, the deceleration data is stored (S10006), and the deceleration test after the data is finished. The authorization is determined (S10007).

If it is determined that the deceleration test is completed, the process returns to the driving test (S10008).

As described above, the present invention can measure all the test items related to the trial run of the railway vehicle. It is also possible to process and analyze measurement data simply and conveniently.

As described above, according to the present embodiment, it is possible to easily and conveniently measure and analyze data related to the railway vehicle trial run test item, thereby improving the reliability of the performance test during the trial run of the train.

Claims (4)

Setting environment-specific data necessary for a test during data measurement; Determining whether to measure data when setting the data, or ending the test to return to the initial screen; Analyzing and storing driving data if the data is measured; Determining whether the data is stored in the test mode after the data has been stored; Testing acceleration and deceleration in the test mode; Performance test control method during the test run of the railway vehicle, characterized in that it comprises the step of analyzing the data. The method of claim 1, further comprising: analyzing and analyzing the acceleration data during the acceleration test; Determining whether the acceleration test is finished after the data storage; If the result of the discrimination or return to the first step and the acceleration test is finished, the method further comprises the step of returning to the driving test performance test control method during the trial run of the railway vehicle. The method of claim 1, further comprising: storing deceleration data during the deceleration test; Determining whether to apply a deceleration test after storing the deceleration data; Analyzing the deceleration and storing the analyzed deceleration data if the deceleration test; Determining whether the deceleration test is finished or the speed is zero after the data storage; Storing deceleration data if the deceleration test is over and the speed is zero; Determining whether the deceleration test is finished after the data storage; And returning to the driving test when the deceleration test is completed as a result of the determination. An input unit for receiving a speed signal, an air compressor operation signal, a main generator output voltage and current signal, an ATS operation signal, a brake tube pressure signal, a flow sensor signal, an engine speed governor electronic signal, a rear vehicle signal, and the like while driving a railroad vehicle; A signal processor for measuring a speed signal, a movement distance, a driving diagram, a NOTCH operation rate, an air compression operation rate, an ATS operation time, an output voltage and a current, fuel consumption, and braking data based on the input signal; And a main computer for displaying the signal processed by the signal processor on an LCD screen and outputting the signal to a printer unit.