CN111634310A - Monitoring facility for subway emergency brake - Google Patents
Monitoring facility for subway emergency brake Download PDFInfo
- Publication number
- CN111634310A CN111634310A CN202010517167.0A CN202010517167A CN111634310A CN 111634310 A CN111634310 A CN 111634310A CN 202010517167 A CN202010517167 A CN 202010517167A CN 111634310 A CN111634310 A CN 111634310A
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- Prior art keywords
- subway
- speed sensor
- channel
- monitoring
- emergency brake
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/009—On-board display devices
Abstract
A monitoring facility for subway emergency brake comprises a single chip microcomputer, a sampling module, an AD conversion module, a kernel component and a flash memory are integrated in the single chip microcomputer, and the single chip microcomputer is embedded in a control cabinet of a traction head of a subway; the control cabinet is a cabinet body which is assembled in a VCU for subway running in a traction head of the subway and is used for acquiring common data in the running of the subway and transmitting electric power to the single chip microcomputer. The defects that in the prior art, the traction head of the subway and the carriage unit of the subway cannot clear responsibility because of mutual dispute, the problems are caused by incapability of real-time replacement of a problem component of the subway, and incapability of clearing the problems, so that the reliable running of the subway is not facilitated due to long-time association of the problems are effectively overcome by combining other structures and methods.
Description
Technical Field
The invention relates to the technical field of subways, also belongs to the technical field of emergency brakes, and particularly relates to a monitoring facility for an emergency brake of a subway.
Background
Subway is a form of Subway rail transportation, and refers to an urban rail transit system mainly operated underground, namely an underground railway or an underground railway (Subway, tube, underground). From the last century to the present, there are often unexpected emergency braking events during the driving of subways; as long as the subway has emergency brake during running, the problems of breakage and disconnection of the subway coupling head are often caused; after the problem occurs, the current mode is not easy to identify the part of the subway with the problem, and is not easy to identify as the traction head of the subway to cause the emergency brake of the subway or the carriage of the subway to cause the emergency brake of the subway, so that the traction head of the subway and the carriage unit of the subway compete with each other continuously, and the problem cannot clear responsibility; in addition, when the failure of the subway component occurs due to the failure of the subway component, the problem component of the subway cannot be replaced in real time because the failure of the subway component cannot be cleared, the problem cannot be cleared and is blurred for a long time to accompany, and the reliable running of the subway is not facilitated; various driving reliability of subway rails is paid more and more attention by units, and it has been proposed that subway rail related units take measures to seek subway emergency brake monitoring facilities, and high-tech measures are used for monitoring subway faults, so that the problems in subway driving can be removed in real time, and the problems cannot be cleared and are blurred; therefore, how to correctly identify the origin and the location of the emergency brake of the subway and ensure the reliable running of the subway is an urgent target to be achieved.
Disclosure of Invention
In order to solve the problems, the invention provides a monitoring facility for an emergency brake of a subway, which effectively avoids the defects that in the prior art, the traction head of the subway and the carriage unit of the subway are struggled with each other, so that the responsibility cannot be cleared, the problems are caused by the fact that the components which cannot clear the subway cannot be replaced in real time, and the problems cannot be cleared, so that the reliable running of the subway is not facilitated due to the fact that the components cannot be replaced for a long time.
In order to overcome the defects in the prior art, the invention provides a solution for a monitoring facility of a subway emergency brake, which comprises the following specific steps:
a monitoring facility for emergency braking of a subway, comprising:
the pressure detector 5 is used for monitoring the pressure value of the subway brake channel, the first speed sensor 3 and the second speed sensor 4 are used for monitoring the flow speed change of the subway brake channel, and the single chip microcomputer and the liquid crystal screen are formed;
the single chip microcomputer is internally integrated with a sampling module, an AD conversion module, a kernel component and a flash memory, and is embedded in a control cabinet of a drawing head of a subway; the control cabinet is a cabinet body which is assembled in a VCU for subway running in a traction head of the subway and is used for acquiring common data in the running of the subway and transmitting electric power to the single chip microcomputer.
The core component chip utilizes ARM series chips, signal ends of the pressure detector 5, the speed sensor I3 and the speed sensor II 4 are connected with a connection inlet end of a sampling module in the single chip microcomputer, a lead-out end of the AD conversion module is connected with a connection inlet end of the core component, and the lead-out end of the core component is connected with a connection inlet end of the flash memory and the liquid crystal screen.
The pressure detector is assembled on a subway channel 8 of a traction head brake cabinet 1 of a subway and used for monitoring pressure variation of the subway channel, and the first speed sensor 3 and the second speed sensor 4 are used for monitoring flow velocity variation of high-pressure air flow in the subway channel.
The monitoring facility for the subway emergency brake further comprises a first base 9 and a second base 10, wherein the first base 9 and the second base 10 are used for fixedly connecting a first speed sensor 3 and a second speed sensor 4 respectively, the base is made of cast iron, and two pairs of screw ports are formed in the wall where the central port is located and used for fixedly connecting the speed sensors. The center of the base is provided with a through hole with the same diameter as the sub-passage 6 of the subway channel, the base is welded on the sub-passage 6 of the subway channel between the cover plate 32 at the turn of the subway channel and the cover plate 33 for preventing impact on the traction head of the subway through the through hole, a columnar opening 22 with the diameter of 0.3CM is arranged on the base in the vertical direction with the center line of the through hole, and the columnar opening 22 is communicated with the through hole 12 and used for extending the induction head of the speed sensor into the sub-passage 6 of the subway channel.
And a sealing plate is arranged between the first speed sensor and the second speed sensor and the corresponding first base 8 and second base 10 respectively, and the sealing plate is sealed by a pair of sealing rings to ensure the leakage resistance of the subway channel. The subway is formed by a traction head of the subway and a carriage body of the subway, two ends of the traction head of the subway are driver rooms, one end of the traction head is connected to the subway and the other end of the traction head is controlled during operation, at the moment, no speed exists in the speed sensor 3, the subway is in a waiting state, and the speed sensor 2 achieves flow monitoring. The detailed monitoring process is as follows:
when the subway runs towards the right, the speed sensor I3 is located at the position where a traction head of the subway is connected with a carriage body of the subway, and the pressure detector 5 and the speed sensor 2 are used for monitoring the pressure and the flow speed in a subway channel;
if the subway has emergency brake, high-pressure gas in the subway channel is wholly discharged, the pressure of the subway channel becomes 0, the subway emergency brake is represented, the speed sensor I3 can monitor the vector magnitude of the flow velocity of compressed air in the subway channel by means of the position where the air is discharged during the emergency brake, at the moment, the pressure detector 5 and the speed sensor 2 can lead out the pressure and flow velocity change data in the subway channel to the AD conversion module through the sampling module and then transmit the data to the kernel component chip, the kernel component chip pushes, analyzes and stores the data, and when the speed sensor 2 monitors that the compressed air in the subway channel flows towards one side, the traction head of the subway is judged to facilitate the emergency brake; when the speed sensor 2 monitors that the compressed air in the subway channel flows towards the other side, the subway carriage is judged to achieve emergency braking; the change range of the flow velocity can be relied on in step, and the place where the emergency brake is aroused by the railway carriage or compartment body of the subway is wholly identified. The kernel component sends the deduction judgment value to the liquid crystal display for displaying, and executes audio alarm and character display.
The method can register the time, the place, the subway running speed and the like of emergency braking when the subway runs by combining the general data of the running control of the traction head of the subway, and is beneficial to later retrieval.
The invention has the beneficial effects that:
the subway emergency brake monitoring system is good in structural innovation, can monitor the reason of emergency brake during subway running in real time, can correctly distinguish whether the subway traction head or the subway carriage brings the emergency brake by means of the flow direction of the compressed air in the speed sensor, and is beneficial to later analysis and judgment; after emergency braking occurs to the subway, the position of the part of the subway with problems can be roughly determined according to the flow in the speed sensor, and the searching range is reduced; the flash memory can register and store data; the alarm device can execute audio alarm and character display, and the alarm data can be retrieved; such structure is applicable to the tractor and the subway of subway.
Drawings
Fig. 1 is a partial schematic view of a monitoring facility for subway emergency brakes according to the present invention.
Fig. 2 is another schematic view of a monitoring facility for subway emergency brakes according to the present invention.
Detailed Description
The invention will be further described with reference to the following figures and examples.
Example 2:
as shown in fig. 1-2, the monitoring facility for subway emergency brake includes:
the pressure detector 5 is used for monitoring the pressure value of the subway brake channel, the first speed sensor 3 and the second speed sensor 4 are used for monitoring the flow speed change of the subway brake channel, and the single chip microcomputer and the liquid crystal screen are formed;
the single chip microcomputer is internally integrated with a sampling module, an AD conversion module, a kernel component and a flash memory, and is embedded in a control cabinet of a drawing head of a subway; the control cabinet is a cabinet body which is assembled in a VCU for subway running in a traction head of the subway and is used for acquiring common data in the running of the subway and transmitting electric power to the single chip microcomputer.
The core component chip utilizes ARM series chips, signal ends of the pressure detector 5, the speed sensor I3 and the speed sensor II 4 are connected with a connection inlet end of a sampling module in the single chip microcomputer, a lead-out end of the AD conversion module is connected with a connection inlet end of the core component, and the lead-out end of the core component is connected with a connection inlet end of the flash memory and the liquid crystal screen.
The pressure detector is assembled on a subway channel 8 of a traction head brake cabinet 1 of a subway and used for monitoring pressure variation of the subway channel, and the first speed sensor 3 and the second speed sensor 4 are used for monitoring flow velocity variation of high-pressure air flow in the subway channel.
The monitoring facility for the subway emergency brake further comprises a first base 9 and a second base 10, wherein the first base 9 and the second base 10 are used for fixedly connecting a first speed sensor 3 and a second speed sensor 4 respectively, the base is made of cast iron, and two pairs of screw ports are formed in the wall where the central port is located and used for fixedly connecting the speed sensors. The center of the base is provided with a through hole with the same diameter as the sub-passage 6 of the subway channel, the base is welded on the sub-passage 6 of the subway channel between the cover plate 32 at the turn of the subway channel and the cover plate 33 for preventing impact on the traction head of the subway through the through hole, a columnar opening 22 with the diameter of 0.3CM is arranged on the base in the vertical direction with the center line of the through hole, and the columnar opening 22 is communicated with the through hole 12 and used for extending the induction head of the speed sensor into the sub-passage 6 of the subway channel.
And a sealing plate is arranged between the first speed sensor and the second speed sensor and the corresponding first base 8 and second base 10 respectively, and the sealing plate is sealed by a pair of sealing rings to ensure the leakage resistance of the subway channel. The subway is formed by a traction head of the subway and a carriage body of the subway, two ends of the traction head of the subway are driver rooms, one end of the traction head is connected to the subway and the other end of the traction head is controlled during operation, at the moment, no speed exists in the speed sensor 3, the subway is in a waiting state, and the speed sensor 2 achieves flow monitoring. The detailed monitoring process is as follows:
when the subway runs towards the right, the speed sensor I3 is located at the position where a traction head of the subway is connected with a carriage body of the subway, and the pressure detector 5 and the speed sensor 2 are used for monitoring the pressure and the flow speed in a subway channel;
example 2:
as shown in fig. 1-2, the monitoring facility for subway emergency brake includes:
the pressure detector 5 is used for monitoring the pressure value of the subway brake channel, the first speed sensor 3 and the second speed sensor 4 are used for monitoring the flow speed change of the subway brake channel, and the single chip microcomputer and the liquid crystal screen are formed;
the single chip microcomputer is internally integrated with a sampling module, an AD conversion module, a kernel component and a flash memory, and is embedded in a control cabinet of a drawing head of a subway; the control cabinet is a cabinet body which is assembled in a VCU for subway running in a traction head of the subway and is used for acquiring common data in the running of the subway and transmitting electric power to the single chip microcomputer.
The core component chip utilizes ARM series chips, signal ends of the pressure detector 5, the speed sensor I3 and the speed sensor II 4 are connected with a connection inlet end of a sampling module in the single chip microcomputer, a lead-out end of the AD conversion module is connected with a connection inlet end of the core component, and the lead-out end of the core component is connected with a connection inlet end of the flash memory and the liquid crystal screen.
The pressure detector is assembled on a subway channel 8 of a traction head brake cabinet 1 of a subway and used for monitoring pressure variation of the subway channel, and the first speed sensor 3 and the second speed sensor 4 are used for monitoring flow velocity variation of high-pressure air flow in the subway channel.
The monitoring facility for the subway emergency brake further comprises a first base 9 and a second base 10, wherein the first base 9 and the second base 10 are used for fixedly connecting a first speed sensor 3 and a second speed sensor 4 respectively, the base is made of cast iron, and two pairs of screw ports are formed in the wall where the central port is located and used for fixedly connecting the speed sensors. The center of the base is provided with a through hole with the same diameter as the sub-passage 6 of the subway channel, the base is welded on the sub-passage 6 of the subway channel between the cover plate 32 at the turn of the subway channel and the cover plate 33 for preventing impact on the traction head of the subway through the through hole, a columnar opening 22 with the diameter of 0.3CM is arranged on the base in the vertical direction with the center line of the through hole, and the columnar opening 22 is communicated with the through hole 12 and used for extending the induction head of the speed sensor into the sub-passage 6 of the subway channel.
And a sealing plate is arranged between the first speed sensor and the second speed sensor and the corresponding first base 8 and second base 10 respectively, and the sealing plate is sealed by a pair of sealing rings to ensure the leakage resistance of the subway channel. The subway is formed by a traction head of the subway and a carriage body of the subway, two ends of the traction head of the subway are driver rooms, one end of the traction head is connected to the subway and the other end of the traction head is controlled during operation, at the moment, no speed exists in the speed sensor 3, the subway is in a waiting state, and the speed sensor 2 achieves flow monitoring. The detailed monitoring process is as follows:
when the subway runs towards the right, the speed sensor I3 is located at the position where a traction head of the subway is connected with a carriage body of the subway, and the pressure detector 5 and the speed sensor 2 are used for monitoring the pressure and the flow speed in a subway channel;
if the subway has emergency brake, high-pressure gas in the subway channel is wholly discharged, the pressure of the subway channel becomes 0, the subway emergency brake is represented, the speed sensor I3 can monitor the vector magnitude of the flow velocity of compressed air in the subway channel by means of the position where the air is discharged during the emergency brake, at the moment, the pressure detector 5 and the speed sensor 2 can lead out the pressure and flow velocity change data in the subway channel to the AD conversion module through the sampling module and then transmit the data to the kernel component chip, the kernel component chip pushes, analyzes and stores the data, and when the speed sensor 2 monitors that the compressed air in the subway channel flows towards one side, the traction head of the subway is judged to facilitate the emergency brake; when the speed sensor 2 monitors that the compressed air in the subway channel flows towards the other side, the subway carriage is judged to achieve emergency braking; the change range of the flow velocity can be relied on in step, and the place where the emergency brake is aroused by the railway carriage or compartment body of the subway is wholly identified. The kernel component sends the deduction judgment value to the liquid crystal display for displaying, and executes audio alarm and character display.
The method can register the time, the place, the subway running speed and the like of emergency braking when the subway runs by combining the general data of the running control of the traction head of the subway, and is beneficial to later retrieval.
While the present invention has been described above in terms of procedures illustrated in embodiments, it will be understood by those skilled in the art that the present disclosure is not limited to the embodiments described above, and that various changes, modifications, and substitutions may be made without departing from the scope of the present invention.
Claims (5)
1. A monitoring facility of subway emergency brake, characterized in that includes:
the pressure detector is used for monitoring the pressure value of the subway brake channel, the first speed sensor and the second speed sensor are used for monitoring the flow speed change of the subway brake channel, the single chip microcomputer and the liquid crystal screen are formed;
the single chip microcomputer is internally integrated with a sampling module, an AD conversion module, a kernel component and a flash memory, and is embedded in a control cabinet of a drawing head of a subway; the control cabinet is a cabinet body which is assembled in a VCU for subway running in a traction head of the subway and is used for acquiring common data in the running of the subway and transmitting electric power to the single chip microcomputer.
2. A monitoring facility of an emergency brake of a subway according to claim 1, wherein said core component chip uses an ARM series chip, signal terminals of the pressure detector, the first speed sensor and the second speed sensor are connected to a connection terminal of a sampling module in the single chip microcomputer, a lead-out terminal of the AD conversion module is connected to a connection terminal of the core component, and the lead-out terminal of the core component is connected to a connection terminal of the flash memory and the liquid crystal display.
3. A monitoring facility for emergency brake of subway as claimed in claim 2, wherein said pressure detector is mounted on the subway tunnel of the tractor brake cabinet of subway for monitoring the pressure variation of subway tunnel, said speed sensor is used for monitoring the flow speed variation of high pressure air flow in subway tunnel.
4. A monitoring facility for an emergency brake of a subway as claimed in claim 2, further comprising a pair of a first base and a second base for respectively fixedly connecting the first speed sensor and the second speed sensor, wherein the base is made of cast iron, and two pairs of screw sockets are provided on the wall where the central socket is located for fixedly connecting the speed sensors. The sensor comprises a base, a through hole is formed in the middle of the base, the diameter of the through hole is the same as that of a sub-passage of a subway channel, the base is welded to the sub-passage of the subway channel between a cover plate at the corner of the subway channel and a cover plate for preventing impact on a traction head of the subway through the through hole in a welding mode, a columnar hole with the diameter of 0.3CM is formed in the base in the vertical direction with the center line of the through hole, and the columnar hole is communicated with the through hole and used for enabling an induction head of a speed sensor to extend into the sub-passage of the subway channel.
5. A facility for monitoring emergency brakes of subways as recited in claim 2, wherein said first speed sensor and said second speed sensor are further provided with a sealing plate respectively disposed between the first base and the second base, and said sealing plate is sealed by a pair of sealing rings to ensure leakage prevention of subway tunnels. The subway is formed by a traction head of the subway and a carriage body of the subway, two ends of the traction head of the subway are driver rooms, one end of the traction head is connected to the subway and the other end of the traction head is controlled during operation, at the moment, no speed exists in the speed sensor 3, the subway is in a waiting state, and the speed sensor achieves flow monitoring. The detailed monitoring process is as follows:
when the subway runs towards the right, the first speed sensor is located at the position where a traction head of the subway is connected with a carriage body of the subway, and the pressure detector and the speed sensor are used for monitoring the pressure and the flow speed in a subway channel;
if the subway has emergency brake, high-pressure gas in the subway channel is wholly discharged, the pressure of the subway channel becomes 0, the subway emergency brake is represented, the vector magnitude of the flow velocity of compressed air in the subway channel can be monitored by the speed sensor by depending on the position where the air is discharged during the emergency brake, at the moment, the pressure detector and the speed sensor lead out the pressure and flow velocity change data in the subway channel to the AD conversion module through the sampling module and then transmit the data to the kernel component chip, the kernel component chip pushes, analyzes and stores the data, and when the speed sensor 2 monitors that the compressed air in the subway channel flows towards one side, the situation that a traction head of the subway facilitates the emergency brake is judged; when the speed sensor monitors that the compressed air in the subway channel flows towards the other side, the subway carriage is judged to achieve emergency braking; the change range of the flow velocity can be relied on in step, and the place where the emergency brake is aroused by the railway carriage or compartment body of the subway is wholly identified. The kernel component sends the deduction judgment value to the liquid crystal display for displaying, and executes audio alarm and character display.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010517167.0A CN111634310A (en) | 2020-06-09 | 2020-06-09 | Monitoring facility for subway emergency brake |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010517167.0A CN111634310A (en) | 2020-06-09 | 2020-06-09 | Monitoring facility for subway emergency brake |
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| CN111634310A true CN111634310A (en) | 2020-09-08 |
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| CN202010517167.0A Pending CN111634310A (en) | 2020-06-09 | 2020-06-09 | Monitoring facility for subway emergency brake |
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| CN108657218A (en) * | 2018-07-11 | 2018-10-16 | 中铁磁浮科技（成都）有限公司 | A kind of auxiliary braking control device and method for magnetic-levitation train |
| AT519966B1 (en) * | 2017-05-05 | 2018-12-15 | Pj Messtechnik Gmbh | Method for carrying out an automatic brake test on a train and carriage designed for this purpose |
| CN110441077A (en) * | 2018-05-04 | 2019-11-12 | 中车齐齐哈尔车辆有限公司 | Simulation system, the method and device of locomotive brake |
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2020
- 2020-06-09 CN CN202010517167.0A patent/CN111634310A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102050138A (en) * | 2010-11-30 | 2011-05-11 | 张兴莲 | Wheel axle temperature and wind pressure monitoring device based on wireless ad hoc networks and method for railway passenger cars or wagons |
| CN102121877A (en) * | 2010-12-06 | 2011-07-13 | 昆明铁路局科学技术研究所 | Brake test detecting device for railway train |
| CN102390408A (en) * | 2011-10-25 | 2012-03-28 | 张健 | Safety monitoring system of rail wagon |
| CN105083340A (en) * | 2015-09-10 | 2015-11-25 | 北京交通大学 | Train braking testing system wireless control device using intelligent terminal and method |
| AT519966B1 (en) * | 2017-05-05 | 2018-12-15 | Pj Messtechnik Gmbh | Method for carrying out an automatic brake test on a train and carriage designed for this purpose |
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Application publication date: 20200908 |