CN110217217A - Railway freight-car air damping fault distinguishing method - Google Patents
Railway freight-car air damping fault distinguishing method Download PDFInfo
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- CN110217217A CN110217217A CN201910430997.7A CN201910430997A CN110217217A CN 110217217 A CN110217217 A CN 110217217A CN 201910430997 A CN201910430997 A CN 201910430997A CN 110217217 A CN110217217 A CN 110217217A
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- air pressure
- pressure
- checking cylinder
- train pipe
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
Abstract
The present invention provides a kind of railway freight-car air damping fault distinguishing method, belongs to train braking system breakdown judge technical field.This method judges train braking fault type according to the pace of change of checking cylinder upstream air pressure, checking cylinder air downstream pressure, train pipe air pressure, auxiliary reservoir air pressure and above-mentioned each pressure.The present invention can accurate judgement train braking system fault type, reduce the manual inspection of brake failure, omission factor substantially reduces, traffic safety is further improved, meanwhile, reduce train overhaul personnel labor intensity, overhaul efficiency is improved, train conevying efficiency is improved.
Description
Technical field
The present invention relates to train brake control technical fields, and in particular to one kind being capable of accurate judgement train braking failure classes
The railway freight-car air damping fault distinguishing method of type.
Background technique
Expanding on Dalian-Qinhuangdao Railway is the extremely important heavy haul railway in China, is achieved that 30,000 tons of heavy haul train examinations early in April, 2014
Test operation, nearly 4 kilometers of block length.It is right that ground has been built in order to guarantee the traffic safety of expanding on Dalian-Qinhuangdao Railway lorry, along expanding on Dalian-Qinhuangdao Railway
Vehicle vehicle operational safety takes precautions against early warning system (5T system), realizes ground installation to the dynamic detection of lorry operational safety, shows
Work improves safety of railway traffic prevention ability.
But currently, often occurring the train brakings such as train undesirable emergency braking, spontaneous braking and band-type brake in train operation
Failure.And inspection of the currently available technology for brake failure, the manual inspection stage is currently still rested on, there are no realizations
Real-time monitoring.Is easy to produce by missing inspection, will affect row when serious by manually confirming to braking ability for long and big train
Vehicle safety.Meanwhile inspection operating personnel is arranged throughout the year in open work, large labor intensity, labor efficiency is low, constrains Qun Dynasty's iron significantly
The raising of road conevying efficiency.
Summary of the invention
The railway freight-car for capableing of accurate judgement train braking system fault type the purpose of the present invention is to provide one kind is empty
Gas brake fault method of discrimination, to solve technical problem present in above-mentioned background technique.
To achieve the goals above, this invention takes following technical solutions:
A kind of railway freight-car air damping fault distinguishing method, comprising:
Checking cylinder upstream air pressure, checking cylinder air downstream pressure, train pipe air pressure and secondary wind are acquired respectively
Cylinder air pressure；
According to the checking cylinder upstream air pressure, the checking cylinder air downstream pressure, the train pipe air pressure
And the auxiliary reservoir air pressure calculates separately and obtains checking cylinder upstream air pressure pace of change, checking cylinder air downstream pressure
Power pace of change, train pipe air pressure variations speed and auxiliary reservoir air pressure variations speed；
According to the checking cylinder upstream air pressure, the checking cylinder air downstream pressure, the train pipe air pressure,
The auxiliary reservoir air pressure, the checking cylinder upstream air pressure pace of change, the checking cylinder air downstream pressure change
Speed, the train pipe air pressure variations speed and the auxiliary reservoir air pressure variations velocity estimated train braking failure
Type.
It further, is that line of demarcation is divided into number according to failure compartment by the train pipe air pressure in all compartments of train
It is worth not equal two groups, if the pressure difference between two groups of train pipe air pressures is greater than 50KPa, judges the dog-ear in the failure compartment
Cock is closed；
The train for reaching 70kPa/s to train pipe air pressure variations speed carries out time-sequencing, by train pipe air pressure
The train that power pace of change reaches 70kPa/s at first is judged as the starting train of emergency braking；
Calculate the variation before and after the train pipe air pressure variations in failure compartment and two compartments adjacent with failure compartment
Value, if the changing value >=30KPa in two compartments adjacent with failure compartment, and the changing value in failure compartment is 0, then judges event
The cutout cock for hindering compartment is closed.
Further, the train pipe air pressure is carried out alleviating/service lap according to 500KPa, if auxiliary reservoir air
Pressure >=520KPa then judges that the brake fault type of train overcharges for auxiliary reservoir；Alternatively,
The train pipe air pressure is carried out alleviating/service lap according to 600KPa, if auxiliary reservoir air pressure >=
620KPa then judges that the brake fault type of train overcharges for auxiliary reservoir；
The train pipe air pressure alleviate/service lap during, if train pipe air pressure variations speed
When≤- 20KPa/min, then judge that train has pipe to sew failure.
Further, when train pipe does not occur and sewing failure, during service lap, checking cylinder upstream air pressure is recorded
At the beginning of power declines and alleviate the time finished, if time started and alleviation finish difference≤1min between the time,
Then judge the brake fault type of train for natural remission.
Further, after train pipe level pressure, if train pipe air pressure is begun to decline to constant pressure, and train pipe is empty
Atmospheric pressure pace of change≤- 10KPa, train pipe air pressure variations difference >=, checking cylinder upstream air pressure < 10KPa, then
Judge the control valve brakeless failure of train；
In braking process, if checking cylinder upstream air pressure rises, checking cylinder air downstream pressure does not rise, then sentences
The empty and load brake regulator brakeless failure of disconnected train.
Further, if checking cylinder upstream air pressure >=20kPa, and the train pipe air pressure in 3s before and after the moment
Power pace of change >=-40kPa/min then judges train for spontaneous braking.
Further, train pipe depressurizes, after train service braking, train pipe air pressure variations speed >=2kPa/s, into
Row is alleviated, and during alleviation, if the alleviation of checking cylinder upstream air pressure finishes time >=1min, judges the control of train
Valve has brake fault；Or
Train pipe decompression, after train emergency braking, train pipe air pressure variations speed >=2kPa/s is alleviated, if
Train pipe air pressure level pressure is 500kPa, then starts timing when train pipe air pressure reaches 360kPa, if checking cylinder upstream
Air pressure alleviation finishes time >=1min, then judges that the control valve of train has brake fault；If train pipe air pressure level pressure
For 600kPa, then start timing when train pipe air pressure reaches 4, if the alleviation of checking cylinder upstream pressure finishes time >=1min,
Then judge that the control valve of train has brake fault.
Further, during alleviation, if the alleviation of checking cylinder upstream air pressure is finished to≤20kPa, 1min is waited
Afterwards, if checking cylinder air downstream pressure >=5kPa, judges that the empty and load brake regulator of train has brake fault.
Further, when train braking pressure maintaining, checking cylinder air downstream pressure continues to decline time > 1min, works as pressure
Power stops decline after dropping to 20-40kPa, then judges that the train has checking cylinder to sew failure.
Further, when train braking, when train pipe air pressure slippage >=100kPa, if empty wagons brake-cylinder pressure >=
170kPa or fully loaded brake-cylinder pressure≤190kPa judges that the train has empty and load translation exception.
The invention has the advantages that: can accurate judgement train braking system fault type, reduce the people of brake failure
Work inspection, omission factor substantially reduce, and further improve traffic safety, meanwhile, train overhaul personnel labor intensity is reduced, is mentioned
High overhaul efficiency, improves train conevying efficiency.
The additional aspect of the present invention and advantage will be set forth in part in the description, these will become from the following description
Obviously, or practice through the invention is recognized.
Detailed description of the invention
In order to illustrate the technical solution of the embodiments of the present invention more clearly, required use in being described below to embodiment
Attached drawing be briefly described, it should be apparent that, drawings in the following description are only some embodiments of the invention, for this
For the those of ordinary skill of field, without creative efforts, it can also be obtained according to these attached drawings others
Attached drawing.
Fig. 1 is the vehicle-mounted brake pressure monitoring device functional schematic block diagram of railway freight-car described in the embodiment of the present invention.
Fig. 2 is the mainframe box structure chart of the vehicle-mounted brake pressure monitoring device of railway freight-car described in the embodiment of the present invention.
Fig. 3 is the structure of the host block of the vehicle-mounted brake pressure monitoring device of railway freight-car described in the embodiment of the present invention
Figure.
Fig. 4 is the mainframe box and host block of the vehicle-mounted brake pressure monitoring device of railway freight-car described in the embodiment of the present invention
Connection structure diagram.
Fig. 5 is the mainframe box internal structure of the vehicle-mounted brake pressure monitoring device of railway freight-car described in the embodiment of the present invention
Figure.
Fig. 6 is that the mainframe box Internal cable of the vehicle-mounted brake pressure monitoring device of railway freight-car described in the embodiment of the present invention connects
Connect status diagram.
Fig. 7 is the mounting structure schematic diagram of wireless signal transmitter and U-shaped flap seat described in the embodiment of the present invention.
Fig. 8 is the structure chart of pressure acquisition unit described in the embodiment of the present invention.
Fig. 9 is the structure chart of threeway pressure-measuring pipe described in the embodiment of the present invention.
Figure 10 is the structure chart of the first straight-through pressure-measuring pipe described in the embodiment of the present invention.
Figure 11 is the structure chart of the second straight-through pressure-measuring pipe described in the embodiment of the present invention.
Figure 12 is the realization principle flow chart of railway freight-car air damping fault distinguishing method described in the embodiment of the present invention.
Wherein: 1- mainframe box；2- wireless signal transmitter；3- backing plate；4-U type flap seat；5- through-hole；6- wire outlet seat；7-
One bolt；The second bolt of 8-；9- cylinder；10- screwed pipe；11- wiring hole；12- threeway pressure-measuring pipe；13- first leads directly to pressure-measuring pipe；
14- second leads directly to pressure-measuring pipe；15- screwed pipe connecting hole；16- host block；17- cable connects hole；18- bolt hole；19- first
Bolt receiving hole；20- upper cover；21- first circuit board；22- second circuit board；23- senses cable；24- pressure sensor；25-
Accommodating chamber；26- power supply；27- connector；28- line collecting plate；29- power supply mounting rack；30- side cover；31- sealing ring；32- blind hole.
Specific embodiment
Embodiments of the present invention are described below in detail, the example of the embodiment is shown in the accompanying drawings, wherein from beginning
Same or similar element or module with the same or similar functions are indicated to same or similar label eventually.Below by ginseng
The embodiment for examining attached drawing description is exemplary, and for explaining only the invention, and is not construed as limiting the claims.
Those skilled in the art of the present technique are appreciated that unless otherwise defined, all terms used herein (including technology
Term and scientific term) there is meaning identical with the general understanding of those of ordinary skill in fields of the present invention.Also answer
It should be appreciated that those terms such as defined in the general dictionary should be understood that have in the context of the prior art
The consistent meaning of meaning, and unless defined as here, it will not be explained in an idealized or overly formal meaning.
In order to facilitate understanding of embodiments of the present invention, further by taking specific embodiment as an example below in conjunction with attached drawing to be solved
Explanation is released, and embodiment does not constitute the restriction to the embodiment of the present invention.
Those of ordinary skill in the art are it should be understood that attached drawing is the schematic diagram of one embodiment, the portion in attached drawing
Part or device are not necessarily implemented necessary to the present invention.
Embodiment
As shown in Figure 1, using the dress the embodiment of the invention provides a kind of train braking system brake pressure monitoring device
Checking cylinder upstream air pressure, checking cylinder air downstream pressure, train pipe air pressure and auxiliary reservoir air pressure can be acquired by setting
Power.The device is equipped with power supply and connector in the mainframe box 1 including including mainframe box 1；The connection is connected by cable
It is separately connected wireless communication unit and pressure acquisition unit；
The pressure acquisition unit includes checking cylinder downstream pressure acquisition unit, checking cylinder upstream pressure acquisition unit, pair
Cylinder pressure acquisition unit and train tube pressure acquisition unit；
The power supply is the memory, the wireless communication unit, the checking cylinder downstream pressure acquisition unit, described
Checking cylinder upstream pressure acquisition unit, the auxiliary reservoir pressure acquisition unit and the train tube pressure acquisition unit provide electricity
Energy；
The checking cylinder downstream pressure acquisition unit, for acquiring the air pressure signal in checking cylinder downstream line；
The checking cylinder upstream pressure acquisition unit, for acquiring the air pressure signal in checking cylinder downstream line；
The auxiliary reservoir pressure acquisition unit, for acquiring the air pressure signal in auxiliary reservoir；
The train tube pressure acquisition unit, for acquiring the air pressure signal in train pipe；
The wireless communication unit, for by air pressure signal, the checking cylinder in the checking cylinder downstream line
Air pressure signal in downstream line, the air pressure signal in the auxiliary reservoir and the air pressure in the train pipe
Signal is sent to train ground readout equipment.
Fig. 5 is the internal structure chart of mainframe box, and Fig. 6 is main cabinet inside cable connection status diagram.Such as Fig. 5 to Fig. 6
Shown, the two sidewalls of the mainframe box 1 are equipped with cable and connect hole 17, and the inside of the mainframe box 1 is equipped with line collecting plate 28, line collecting plate
The connector 27 is installed, the interior bottom of the mainframe box 1 is equipped with power supply mounting rack 29, installs on power supply mounting rack 29 on 28
There is the power supply 26, the power supply 26 is electrically connected the connector 27；The side of the mainframe box 1 is equipped with side cover 30, the side
Sealing ring 31 is equipped between lid 30 and mainframe box 1.Checking cylinder downstream pressure is separately connected by connector 27 using cable to acquire
Unit, checking cylinder upstream pressure acquisition unit, auxiliary reservoir pressure acquisition unit and train tube pressure acquisition unit are completed and wireless
The interconnection and interflow of signal between communication unit.
Fig. 7 is the mounting structure schematic diagram of wireless signal transmitter and U-shaped flap seat described in the embodiment of the present invention.Such as Fig. 7
Shown, the wireless communication unit is wireless signal transmitter 2.The wireless signal transmitter 2 is installed on a backing plate 3, institute
The bottom that backing plate 3 is mounted on U-shaped flap seat 4 is stated, the bottom of the U-shaped flap seat 4 is equipped with through-hole 5, and the backing plate 3, which is equipped with, stretches out institute
State the wire outlet seat 6 of through-hole 5.The wireless signal transmitter 2 is connected on the backing plate 3 by the first bolt 7, the backing plate 3
It is connected on the U-shaped flap seat 4 by the second bolt 8.The two sides of the bottom through-hole 5 of the U-shaped flap seat 4 hold equipped with the first bolt
Receive hole 19.
Fig. 8 is the structure chart of pressure acquisition unit described in the embodiment of the present invention.As shown in figure 8, the pressure acquisition list
Member includes a cylinder 9, is from top to bottom successively arranged first circuit board 21 and second circuit board 22 in the cylinder 9, and described first
Sensing cable 23, microcontroller and memory are connected on circuit board 21, the lower surface of the second circuit board 22 is equipped with pressure
Sensor 24；The bottom of the cylinder 9 is equipped with one with externally threaded screwed pipe 10, and the top of the cylinder 9 is equipped with upper cover 20, on
Lid 20 is equipped with the wiring hole 11 passed through for sensing cable 23；The inner bottom of the cylinder 9, which is equipped with, accommodates the pressure sensing
The accommodating chamber 25 of device 24, the accommodating chamber 25 are connected to the screwed pipe 10.Pass through between first circuit board and second circuit board
Mother daughter board connector carries out electric signal connection.The sensor on microcontroller control second circuit board on first circuit board carries out gas
Body pressure calculates, and obtained pressure data is stored in the memory on first circuit board.The outside of cylinder 9 is also settable more
A blind hole 32, using in metallic rod insertion blind hole 32, can facilitate screwed pipe using lever principle when installing pressure acquisition unit
Connection is screwed between 10 and screwed pipe connecting hole 15.
Fig. 9 is the structure of 20 threeway pressure-measuring pipe of DN (nominaldiameter, nominal diameter) described in the embodiment of the present invention
Figure, Figure 10 are the structure chart that DN20 described in the embodiment of the present invention leads directly to pressure-measuring pipe, and Figure 11 is described in the embodiment of the present invention
DN25 leads directly to the structure chart of pressure-measuring pipe.As shown in Fig. 9 to Figure 11, the screwed pipe of the checking cylinder downstream pressure acquisition unit is logical
Cross the downstream pipe that DN20 threeway pressure-measuring pipe 12 connects the checking cylinder；The screwed pipe of the checking cylinder upstream pressure acquisition unit
Pressure-measuring pipe 13 is led directly to by a DN20 first with the screwed pipe of the auxiliary reservoir pressure acquisition unit and is separately connected the checking cylinder
Upstream and the auxiliary reservoir pipeline；The screwed pipe of the train tube pressure acquisition unit is straight-through by DN25 second
Pressure-measuring pipe 14 connects the train pipe.The DN20 threeway pressure-measuring pipe 12, the DN20 lead directly to pressure-measuring pipe 13 and the DN25 the
Screwed pipe connecting hole 15 is equipped on two straight-through pressure-measuring pipes 14.
Fig. 2 is the mainframe box structure chart of the vehicle-mounted brake pressure monitoring device of railway freight-car described in the embodiment of the present invention, Fig. 3
For the structure chart of mainframe box seat, Fig. 4 is the connection structure diagram of mainframe box and host block.As shown in Figures 2 to 4, the host
Case is installed on a host block 16, and the bottom of the mainframe box is connect by bolt with the host block 16, the host
Block 16 is bolted on 120 valves of train.The bottom of the mainframe box, the front end of the host block and described
The rear end of host block is equipped with bolt hole 18.
Figure 12 is the realization principle flow chart of railway freight-car air damping fault distinguishing method described in the embodiment of the present invention,
As shown in figure 12, this method collects checking cylinder upstream air pressure, checking cylinder air downstream pressure, column using above-mentioned device
Vehicle pipe air pressure and auxiliary reservoir air pressure, according to the checking cylinder upstream air pressure, the checking cylinder air downstream
Pressure, the train pipe air pressure and the auxiliary reservoir air pressure, which calculate separately, obtains the change of checking cylinder upstream air pressure
Change speed, checking cylinder air downstream rate of pressure change, train pipe air pressure variations speed and auxiliary reservoir air pressure to become
Change speed.In figure, V1, V2, V3, V4 respectively indicate the pressure change of train pipe, checking cylinder upstream, checking cylinder downstream, auxiliary reservoir
Speed (positive value indicates pressurising, and negative value indicates decompression).P1, P2, P3, P4 are respectively indicated under train pipe, checking cylinder upstream, checking cylinder
It swims, the pressure of auxiliary reservoir.In decision block, the position default of the Y and N that do not demarcate start back to flow chart.
According to the checking cylinder upstream air pressure, the checking cylinder air downstream pressure, the train pipe air pressure
Described, the described auxiliary reservoir air pressure, the checking cylinder upstream air pressure pace of change, the checking cylinder air downstream pressure
Pace of change, the train pipe air pressure variations speed and the auxiliary reservoir air pressure variations velocity estimated train braking
Fault type.
Specifically, the definition of train braking fault type and distinguishing rule are as follows:
(1) the starting train of emergency braking
Definition: train pipe does not occur train when emergency brake signal and emergency braking effect occurs.
Criterion: the train for reaching 70kPa/s to train pipe decompression rate carries out time-sequencing, and train pipe decompression rate is arranging
Reach 70kPa/s in vehicle at first, judges the train for the starting train of emergency braking.
(2) angle cock is closed
Definition: adjacent two workshop angle cock is closed in train.
Criterion: the train pipe air pressure in all compartments of train is divided into what numerical value did not waited according to failure compartment for line of demarcation
Two groups, if the pressure difference between two groups of train pipe air pressures is greater than 50KPa, judge that the angle cock in the failure compartment closes
It closes.
(3) train pipe reveals failure
Definition: when alleviating pressure maintaining or service lap, train tube pressure continues to decline train.
Criterion: train pipe fills pressure maintaining after wind to level pressure 500kPa or 600kPa, in train pressure maintaining period, train tube pressure
Decline >=20kPa/min then judges that train has pipe to sew failure.
(4) spontaneous braking
Definition: when train pipe does not occur brake signal, braking action occurs for locomotive brake.
Criterion: monitoring checking cylinder upstream pressure >=20kPa, and does not monitor train in front and back 3s at the time point
Pipe pressure decrease speed >=40kPa/min is judged as the vehicle spontaneous braking.
(5) natural remission
Definition: during service lap, train pipe does not occur mitigation signal, and relaxation effect occurs for locomotive brake.
Criterion: train pipe continues in pressure maintaining period after braking, the decline of checking cylinder upstream pressure, and from beginning to decline alleviation
The time finished≤1min judges the brake fault type of train for natural remission.
(6) Braking Action None (control valve failure)
Definition: when brake signal occurs in train pipe, braking action does not occur for control valve.
Criterion: train pipe has apparent pressure decline (speed >=10kPa/s), decline from level pressure 500kPa or 600kPa
Pressure >=30kPa, train braking cylinder upstream pressure < 10kPa judge the brake fault type of the train for Braking Action None.
(7) Braking Action None (empty and load brake regulator failure)
Definition: when braking action occurs for control valve, checking cylinder no pressure.
Criterion: in braking process, checking cylinder upstream pressure rises, and checking cylinder downstream pressure does not rise, and is judged as this
Vehicle brakeless (has empty and load brake regulator failure).
(8) improper release (control valve failure)
Definition: when mitigation signal occurs in train pipe, control valve is alleviated slow or is not alleviated.
Criterion: train pipe decompression, train occur service braking effect after, the train pipe wind pressure rate of climb >=2kPa/s into
Row is alleviated, and during alleviation, the alleviation of checking cylinder upstream pressure finishes time >=1min, is judged as the vehicle improper release (main valve
Failure).After emergency braking, the train pipe wind pressure rate of climb >=2kPa/s is alleviated, and (train pipe level pressure is
500kPa, train tube pressure reach 360kPa and start timing；Train pipe level pressure is 600kPa, and train tube pressure reaches 4 and starts to count
When), during alleviation, the alleviation of checking cylinder upstream pressure finishes time >=1min, is judged as that the vehicle improper release (has main valve event
Barrier).
(9) improper release (empty and load brake regulator failure)
Definition: when relaxation effect occurs for control valve, checking cylinder is unable to complete incidence graph.
Criterion: during alleviation, checking cylinder upstream, which is alleviated, to be finished (≤20kPa), and 1min is waited, and rear checking cylinder downstream is slow
It solves not exclusively (>=5kPa), judges the improper release (having empty and load brake regulator failure) of the train.
(10) checking cylinder is sewed
Definition: during service lap, train braking cylinder pressure is continued to decline.
Criterion: when train braking pressure maintaining, checking cylinder downstream pressure continues to decline time > 1min, when pressure drops to 30
Stop decline after ± 10kPa, judges that the train has checking cylinder to sew failure.
(11) shutdown vehicle
Definition: train cutout cock is closed.
Calculate the train pipe air pressure at certain moment in failure compartment and two compartments adjacent with failure compartment with it is next
The changing value of the train pipe air pressure at moment, if the changing value >=30KPa in two compartments adjacent with failure compartment, and failure
The changing value in compartment is 0, then judges that the cutout cock of the train is closed.
(12) empty and load translation exception
Definition: when train braking, brake-cylinder pressure and load-carrying operating condition are inconsistent.
When criterion: less than train pipe pressure reduction >=100kPa, empty wagons brake-cylinder pressure >=170kPa or load brake cylinder pressure
Power≤190kPa judges that the train has empty and load translation exception.
(13) auxiliary reservoir overcharges
Definition: train auxiliary reservoir pressure is higher than train pipe level pressure.
Criterion: the train of level pressure 500kPa, auxiliary reservoir pressure >=520kPa, the train of level pressure 600kPa, auxiliary reservoir pressure
>=620kPa judges that the brake fault type of train overcharges for auxiliary reservoir.
In conclusion the present invention is by analyzing checking cylinder upstream air pressure, checking cylinder air downstream pressure under different operating conditions
The pace of change of power, auxiliary reservoir air pressure and train pipe air pressure and its above-mentioned each pressure, being capable of accurate judgement train system
Dynamic system failure type, reduces the manual inspection of brake failure, and omission factor substantially reduces, and further improves driving peace
Entirely, meanwhile, train overhaul personnel labor intensity is reduced, overhaul efficiency is improved, improve train conevying efficiency.
The foregoing is only a preferred embodiment of the present invention, but scope of protection of the present invention is not limited thereto,
In the technical scope disclosed by the present invention, any changes or substitutions that can be easily thought of by anyone skilled in the art,
It should be covered by the protection scope of the present invention.Therefore, protection scope of the present invention should be with scope of protection of the claims
Subject to.
Claims (10)
1. a kind of railway freight-car air damping fault distinguishing method characterized by comprising
It is empty that checking cylinder upstream air pressure, checking cylinder air downstream pressure, train pipe air pressure and auxiliary reservoir are acquired respectively
Atmospheric pressure；
According to the checking cylinder upstream air pressure, the checking cylinder air downstream pressure, the train pipe air pressure and
The auxiliary reservoir air pressure calculates separately and obtains checking cylinder upstream air pressure pace of change, checking cylinder air downstream pressure becomes
Change speed, train pipe air pressure variations speed and auxiliary reservoir air pressure variations speed；
According to the checking cylinder upstream air pressure, the checking cylinder air downstream pressure, the train pipe air pressure, described
Auxiliary reservoir air pressure, the checking cylinder upstream air pressure pace of change, the checking cylinder air downstream rate of pressure change,
The train pipe air pressure variations speed and the auxiliary reservoir air pressure variations velocity estimated train braking fault type.
2. railway freight-car air damping fault distinguishing method according to claim 1, it is characterised in that:
The train pipe air pressure in all compartments of train is divided into not equal two groups of numerical value according to failure compartment for line of demarcation,
If the pressure difference between two groups of train pipe air pressures is greater than 50KPa, judge that the angle cock in the failure compartment is closed；
The train for reaching 70kPa/s to train pipe air pressure variations speed carries out time-sequencing, and train pipe air pressure is become
The train that change speed reaches 70kPa/s at first is judged as the starting train of emergency braking；
The changing value before and after the train pipe air pressure variations in failure compartment and two compartments adjacent with failure compartment is calculated, if
Changing value >=the 30KPa in two compartments adjacent with failure compartment, and the changing value in failure compartment is 0, then judges disabled vehicle
The cutout cock in compartment is closed.
3. railway freight-car air damping fault distinguishing method according to claim 2, it is characterised in that:
The train pipe air pressure is carried out alleviating/service lap according to 500KPa, if auxiliary reservoir air pressure >=520KPa,
Then judge that the brake fault type of train overcharges for auxiliary reservoir；Alternatively,
The train pipe air pressure is carried out alleviating/service lap according to 600KPa, if auxiliary reservoir air pressure >=620KPa,
Then judge that the brake fault type of train overcharges for auxiliary reservoir；
The train pipe air pressure alleviate/service lap during, if train pipe air pressure variations speed≤-
When 20KPa/min, then judge that train has pipe to sew failure.
4. railway freight-car air damping fault distinguishing method according to claim 3, it is characterised in that:
When train pipe do not occur sewing failure, during service lap, the beginning of record checking cylinder upstream air pressure decline
The time that time and alleviation finish judges train if time started and alleviation finish difference≤1min between the time
Brake fault type is natural remission.
5. railway freight-car air damping fault distinguishing method according to claim 4, it is characterised in that:
After train pipe level pressure, if train pipe air pressure is begun to decline to constant pressure, and train pipe air pressure variations speed
Degree≤- 10KPa, train pipe air pressure variations difference >=, checking cylinder upstream air pressure < 10KPa then judges the control of train
Valve brakeless failure processed；
In braking process, if checking cylinder upstream air pressure rises, checking cylinder air downstream pressure does not rise, then judges to arrange
The empty and load brake regulator brakeless failure of vehicle.
6. railway freight-car air damping fault distinguishing method according to claim 1, it is characterised in that:
If checking cylinder upstream air pressure >=20kPa, and before and after the moment train pipe air pressure variations speed in 3s >=-
40kPa/min then judges train for spontaneous braking.
7. railway freight-car air damping fault distinguishing method according to claim 5, it is characterised in that:
Train pipe depressurizes, and after train service braking, train pipe air pressure variations speed >=2kPa/s is alleviated, alleviated
In the process, if the alleviation of checking cylinder upstream air pressure finishes time >=1min, judge that the control valve of train has brake fault；Or
Person
Train pipe decompression, after train emergency braking, train pipe air pressure variations speed >=2kPa/s is alleviated, if train
Pipe air pressure level pressure is 500kPa, then starts timing when train pipe air pressure reaches 360kPa, if checking cylinder upstream air
Stress reduction finishes time >=1min, then judges that the control valve of train has brake fault；If train pipe air pressure level pressure is
600kPa starts timing when then train pipe air pressure reaches 4, if the alleviation of checking cylinder upstream pressure finishes time >=1min,
Judge that the control valve of train has brake fault.
8. railway freight-car air damping fault distinguishing method according to claim 7, it is characterised in that:
During alleviation, if the alleviation of checking cylinder upstream air pressure is finished to≤20kPa, after waiting 1min, if under checking cylinder
Air pressure >=5kPa is swum, then judges that the empty and load brake regulator of train has brake fault.
9. railway freight-car air damping fault distinguishing method according to claim 7, it is characterised in that:
When train braking pressure maintaining, checking cylinder air downstream pressure continues to decline time > 1min, when pressure drops to 20-
Stop decline after 40kPa, then judges that the train has checking cylinder to sew failure.
10. railway freight-car air damping fault distinguishing method according to claim 8, it is characterised in that:
When train braking, when train pipe air pressure slippage >=100kPa, if empty wagons brake-cylinder pressure >=170kPa or fully loaded
Brake-cylinder pressure≤190kPa judges that the train has empty and load translation exception.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910430997.7A CN110217217A (en) | 2019-05-22 | 2019-05-22 | Railway freight-car air damping fault distinguishing method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910430997.7A CN110217217A (en) | 2019-05-22 | 2019-05-22 | Railway freight-car air damping fault distinguishing method |
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| CN113415264A (en) * | 2021-07-30 | 2021-09-21 | 中车长春轨道客车股份有限公司 | Rail vehicle braking system and monitoring method thereof |
| CN115384475A (en) * | 2022-09-15 | 2022-11-25 | 中车株洲电力机车有限公司 | Fault management method, device, equipment and storage medium for locomotive distribution valve |
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| CN115384475A (en) * | 2022-09-15 | 2022-11-25 | 中车株洲电力机车有限公司 | Fault management method, device, equipment and storage medium for locomotive distribution valve |
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