CN111762214A - Air compressor working state adjusting device and method for railway vehicle - Google Patents

Air compressor working state adjusting device and method for railway vehicle Download PDF

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Publication number
CN111762214A
CN111762214A CN202010703786.9A CN202010703786A CN111762214A CN 111762214 A CN111762214 A CN 111762214A CN 202010703786 A CN202010703786 A CN 202010703786A CN 111762214 A CN111762214 A CN 111762214A
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China
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air compressor
air
pressure
total
threshold value
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张波
曹宏发
张建海
宫明兴
裴正武
孙正军
孔德帅
贾立宾
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China Academy of Railway Sciences Corp Ltd CARS
Locomotive and Car Research Institute of CARS
Beijing Zongheng Electromechanical Technology Co Ltd
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China Academy of Railway Sciences Corp Ltd CARS
Locomotive and Car Research Institute of CARS
Beijing Zongheng Electromechanical Technology Co Ltd
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Priority to CN202010703786.9A priority Critical patent/CN111762214A/en
Publication of CN111762214A publication Critical patent/CN111762214A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D27/00—Heating, cooling, ventilating, or air-conditioning
    • B61D27/0018—Air-conditioning means, i.e. combining at least two of the following ways of treating or supplying air, namely heating, cooling or ventilating

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Positive-Displacement Pumps (AREA)

Abstract

The application provides an air compressor machine operating condition adjusting device and method for rail vehicle, the device includes: cut cock (6), overflow valve (8) and silencer (9) that set gradually on vehicle main air line exhaust bypass still include: and the flow type electric proportional valve (7) is connected with a train control and management system of a vehicle, is arranged between the stop cock (6) and the overflow valve (8), and is used for adjusting the outward displacement of the total air pipeline of the vehicle according to a control command of the train control and management system, wherein the control command is generated by the train control and management system according to the rising speed of the total air pressure in the total air pipeline of the vehicle. This application utilizes air compressor machine operating condition adjusting device for rail vehicle, can adjust the external displacement of vehicle total wind pipeline, lets the air compressor machine keep higher work rate, reduces the emergence of lubricating oil emulsification in the air compressor machine.

Description

Air compressor working state adjusting device and method for railway vehicle
Technical Field
The application relates to a rail vehicle air source system, in particular to a device and a method for adjusting the working state of an air compressor for a rail vehicle.
Background
The wind supply capability and the wind supply stability of the wind source system have great influence on the running safety of the vehicle. The air compressor is a core component of the air source system and is used for providing an air source for a main air pipeline of the railway vehicle and supporting the operation of a braking system, an air spring system, a pantograph lifting system and other auxiliary systems of the railway vehicle. Generally, the air compressor is started and stopped according to the air pressure in the main air pipeline, when the air pressure in the air pipeline is large, the air compressor stops working, however, lubricating oil in the air compressor is easy to emulsify when the air compressor is in a stopped state, and the emulsified lubricating oil can affect the running state of the air compressor, so that the running safety of a railway vehicle is threatened. For solving this problem, the prior art usually installs an air compressor operating condition adjusting device on the bypass of the main air pipeline, see fig. 1, and this air compressor operating condition adjusting device includes: the device comprises a cut-off cock 1, a two-position three-way electromagnetic valve 2, an overflow valve 3, a throttle valve 4 and a silencer 5. The throttle valve 4 is usually operated manually to reduce the pressure of the main air pipeline of the vehicle, so that the running time of the air compressor is prolonged, and the shutdown time of the air compressor is reduced. However, this method can only be implemented during commissioning of the rail vehicle in storage, and cannot be adjusted dynamically in real time during operation of the rail vehicle. In the prior art, in order to reduce the pressure of the main air pipeline, the electromagnetic valve and the overflow valve which are arranged beside the main air pipeline can only open the external exhaust function under the running state of the air compressor and can not exhaust the air outwards under the shutdown state of the air compressor.
Disclosure of Invention
To the problems in the prior art, the application provides an air compressor machine operating condition adjusting device and method for rail vehicle, can let the air compressor machine keep higher work rate, reduce the emergence of lubricating oil emulsification in the air compressor machine.
In order to solve the technical problem, the application provides the following technical scheme:
in a first aspect, the present application provides an air compressor machine operating condition adjusting device for rail vehicle, includes: the shutoff cock 6, overflow valve 8 and the silencer 9 that set gradually on vehicle total wind pipeline exhaust bypass still include: and the flow type electric proportional valve 7 is connected with a train control and management system of a vehicle, is arranged between the stop cock 6 and the overflow valve 8, and is used for adjusting the outward displacement of the total air pipeline of the vehicle according to a control instruction of the train control and management system, wherein the control instruction is generated by the train control and management system according to the rising speed of the total air pressure in the total air pipeline of the vehicle.
Further, the air compressor machine operating condition adjusting device for rail vehicle still include: and the pressure sensor is arranged on the vehicle main air pipeline and used for measuring the total air pressure of the vehicle main air pipeline.
In a second aspect, the present application provides a method for adjusting an operating state of an air compressor for a rail vehicle, including:
acquiring the total wind pressure of a vehicle total wind pipeline in real time;
and adjusting the working state of the air compressor according to the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor, the pressure threshold value of the independent starting of the main air compressor, the pressure threshold value of the air supply stopping of the air compressor and the total air pressure.
Further, the method for adjusting the working state of the air compressor for the railway vehicle further comprises the following steps:
and when the total air pressure is smaller than the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor, controlling the simultaneous starting of the main air compressor and the auxiliary air compressor until the total air pressure is equal to the pressure threshold value of the air compressor stopping air supply.
Further, the method for adjusting the working state of the air compressor for the railway vehicle further comprises the following steps:
when the total air pressure is greater than a pressure threshold value of simultaneous starting of the main air compressor and the auxiliary air compressor and is less than or equal to a pressure threshold value of independent starting of the main air compressor, judging whether a first time length required by the total air pressure rising to the pressure threshold value of stopping air supply of the air compressors is less than a first preset time length;
and if so, controlling the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline to exhaust outwards.
Further, the controlling the flow rate type electric proportional valve on the vehicle main air pipeline exhaust bypass to exhaust outside comprises the following steps:
and controlling the conduction sectional area of the flow type electric proportional valve according to the first time length.
Further, the controlling the cross-sectional conducting area of the flow type electric proportional valve according to the first time length comprises:
acquiring current total wind pressure, and calculating the difference value between the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air;
acquiring the rising speed of the total wind pressure, and calculating the first time length according to the difference value of the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air and the rising speed of the total wind pressure;
calculating the external exhaust speed according to the proportional relation between the first duration and the first preset duration;
and obtaining the conduction sectional area of the flow type electric proportional valve according to the external exhaust speed.
Further, the method for adjusting the working state of the air compressor for the railway vehicle further comprises the following steps:
when the total wind pressure is greater than the pressure threshold value of the independent start of the main air compressor, judging whether the time length of stopping the wind supply of the main air compressor is greater than or equal to a second preset time length;
if yes, controlling a flow type electric proportional valve on a vehicle main air pipeline exhaust bypass to exhaust outwards, and starting the main air compressor when the total air pressure is reduced to a pressure threshold value for independently starting the main air compressor;
judging whether a second time required by the total wind pressure rising to a pressure threshold value for stopping wind supply of the air compressor is shorter than a third preset time or not;
and if so, controlling the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline to exhaust outwards.
Further, the controlling the flow rate type electric proportional valve on the vehicle main air pipeline exhaust bypass to exhaust outside comprises the following steps:
and controlling the conduction sectional area of the flow type electric proportional valve according to the second time length.
Further, the controlling the conduction sectional area of the flow type electric proportional valve according to the second time length comprises:
acquiring current total wind pressure, and calculating the difference value between the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air;
acquiring the rising speed of the total wind pressure, and calculating the second time length according to the difference value of the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air and the rising speed of the total wind pressure;
calculating the external exhaust speed according to the proportional relation between the second duration and the third preset duration;
and obtaining the conduction sectional area of the flow type electric proportional valve according to the external exhaust speed.
In a third aspect, the present application provides a train control and management system, comprising:
the total wind pressure acquisition unit is used for acquiring the total wind pressure of a vehicle total wind pipeline in real time;
and the working state adjusting unit is used for adjusting the working state of the air compressor according to the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor, the pressure threshold value of the independent starting of the main air compressor, the pressure threshold value of the stop air supply of the air compressor and the total air pressure.
Further, the train control and management system further comprises:
and the air compressor starting unit is used for controlling the simultaneous starting of the main air compressor and the auxiliary air compressor when the total air pressure is smaller than the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor until the total air pressure is equal to the pressure threshold value of the stop air supply of the air compressor.
Further, the train control and management system further comprises:
the preset duration judging unit is used for judging whether a first duration required by the total wind pressure rising to the pressure threshold for stopping wind supply of the air compressors is less than a first preset duration or not when the total wind pressure is greater than the pressure threshold for simultaneously starting the main air compressor and the auxiliary air compressor and is less than or equal to the pressure threshold for independently starting the main air compressor;
and the exhaust unit is used for controlling the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline to exhaust outwards when the first time length is less than the first preset time length.
Further, the exhaust unit is specifically configured to control the conduction sectional area of the flow type electric proportional valve according to the air exhaust amount of the main air compressor and a first time required for the total air pressure to rise to a pressure threshold value at which the air compressor stops supplying air.
Further, the exhaust unit includes:
the difference value calculation module is used for acquiring the current total air pressure and calculating the difference value between the current total air pressure and the pressure threshold value of the air compressor for stopping air supply;
the time length calculation module is used for acquiring the rising speed of the total wind pressure and calculating the first time length according to the difference value of the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air and the rising speed of the total wind pressure;
the exhaust speed calculation module is used for calculating the external exhaust speed according to the proportional relation between the first duration and the first preset duration;
and the sectional area calculation module is used for obtaining the conduction sectional area of the flow type electric proportional valve according to the external exhaust speed.
Further, the train control and management system further comprises:
the preset duration judging unit is used for judging whether the duration of stopping air supply of the main air compressor is greater than or equal to a second preset duration or not when the total air pressure is greater than the pressure threshold value of independent starting of the main air compressor;
the air exhaust unit is used for controlling a flow type electric proportional valve on an exhaust bypass of a vehicle main air pipeline to exhaust air outwards when the air supply stopping time of the main air compressor is longer than or equal to a second preset time, and starting the main air compressor when the total air pressure is reduced to a pressure threshold value for independently starting the main air compressor;
the preset duration judging unit is further used for judging whether a second duration required by the total wind pressure rising to the pressure threshold value for stopping wind supply of the air compressor is less than a third preset duration or not;
and the exhaust unit is also used for controlling the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline to exhaust outwards when the second duration is less than the third preset duration.
Further, the exhaust unit is specifically further configured to control the conduction sectional area of the flow type electric proportional valve according to the air exhaust amount of the main air compressor and a second time required for the total air pressure to rise to the pressure threshold value at which the air compressor stops supplying air.
Further, the exhaust unit further includes:
the difference value calculation module is used for acquiring the current total air pressure and calculating the difference value between the current total air pressure and the pressure threshold value of the air compressor for stopping air supply;
the time length calculation module is used for acquiring the rising speed of the total wind pressure and calculating the second time length according to the difference value of the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air and the rising speed of the total wind pressure;
the exhaust speed calculation module is used for calculating the external exhaust speed according to the proportional relation between the second duration and the third preset duration;
and the sectional area calculation module is used for obtaining the conduction sectional area of the flow type electric proportional valve according to the external exhaust speed.
In a fourth aspect, the present application provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method for adjusting the operating state of the air compressor for a railway vehicle when executing the program.
In a fifth aspect, the present application provides a computer-readable storage medium having stored thereon a computer program which, when being executed by a processor, carries out the steps of the method for adjusting an operating condition of an air compressor for a rail vehicle.
According to the technical scheme, the air compressor working state adjusting device and method for the railway vehicle can adjust the external air displacement of the total air pipeline of the vehicle by utilizing the air compressor working state adjusting device for the railway vehicle, so that the air compressor keeps high working rate, and the emulsification of lubricating oil in the air compressor is reduced.
Drawings
Fig. 1 is a schematic structural diagram of a conventional air compressor operating condition adjusting device for a railway vehicle.
Fig. 2 is a schematic structural diagram of an air compressor operating condition adjusting device for a railway vehicle in the embodiment of the present application.
Fig. 3 is a flowchart of a method for adjusting an operating state of an air compressor for a railway vehicle according to an embodiment of the present application.
Fig. 4 is a second flowchart of a method for adjusting an operating condition of an air compressor for a railway vehicle according to an embodiment of the present application.
Fig. 5 is a flowchart of a flow control method in an embodiment of the present application.
Fig. 6 is a third flowchart of a method for adjusting an operating state of an air compressor for a railway vehicle according to an embodiment of the present application.
Fig. 7 is a second flowchart of a flow control method in the embodiment of the present application.
Fig. 8 is a diagram illustrating a structure of a train control and management system according to an embodiment of the present application.
Fig. 9 is a second block diagram of a train control and management system according to an embodiment of the present application.
Fig. 10 is a structural view of an exhaust unit in the embodiment of the present application.
Fig. 11 is a schematic structural diagram of an electronic device in an embodiment of the present application.
[ description of figures ]
1. The cock is cut off;
2. a two-position three-way electromagnetic valve;
3. an overflow valve;
4. a throttle valve;
5. a muffler;
6. the cock is cut off;
7. a flow-type electric proportional valve;
8. an overflow valve;
9. a muffler.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
Referring to fig. 2, in order to improve the operating rate of the air compressor and reduce the emulsification of the lubricating oil in the air compressor, an embodiment of the present application provides an air compressor operating condition adjusting device for a rail vehicle, including: and a cut-off cock 6, an overflow valve 8, a muffler 9 and a flow type electric proportional valve 7 are sequentially arranged on the exhaust bypass of the vehicle main air pipeline.
The flow type electric proportional valve 7 is connected with a train control and management system of a vehicle, is arranged between the cut-off cock 6 and the overflow valve 8, and is used for adjusting the outward displacement of a total air pipeline of the vehicle according to a control instruction of the train control and management system, wherein the control instruction is generated by the train control and management system according to the rising speed of the total air pressure in the total air pipeline of the vehicle.
The adjustment of the working state of the air compressor means the adjustment of the working rate of the air compressor. The working rate of the air compressor is the ratio of the running time of the air compressor to the sum of the running time and the shutdown time of the air compressor.
It can be understood that, under the air compressor machine off-state, the inside lubricating oil of air compressor machine takes place the emulsification easily, and the operating condition of air compressor machine can be influenced to the lubricating oil after the emulsification, and then threatens rail vehicle's operation safety. For solving this problem, in actual engineering, generally can open up the bypass on rail vehicle's total wind pipeline, set up exhaust apparatus, through reducing the total wind pressure in the total wind pipeline, make the air compressor machine extension operating duration, also improve the operating rate promptly to reduce the inside lubricating oil of air compressor machine and take place the possibility of emulsification.
When the rail vehicle needs the air compressor to supply air to the main air pipeline, if the pressure in the main air pipeline is relatively low, the main air compressor and the auxiliary air compressor are required to supply air simultaneously, and the threshold value of the pressure is called as a pressure threshold value P2 for the simultaneous starting of the main air compressor and the auxiliary air compressor; if the pressure in the main air pipeline is not too low relatively, the air compressor is still required to supply air to the main air pipeline, only the main air compressor can supply air at the moment, the auxiliary air compressor is stopped, and the pressure threshold is called as the pressure threshold P1 for the independent starting of the main air compressor; if the pressure in the main air pipeline is relatively high, the air compressor does not need to supply air to the main air pipeline any more, and the threshold value of the pressure is called as the pressure threshold value P0 for stopping air supply of the air compressor.
Generally, the value of P2 is between 700kPa and 750 kPa; the value of P1 is 750 kPa-800 kPa; the value of P0 is 900 kPa-950 kPa; the three values are specifically determined according to the performance of an air compressor assembled on the railway vehicle; and P2< P1< P0.
In one embodiment, the cutoff cock 6 is used for disconnecting or connecting an air passage between the air compressor operation state adjusting device and a rail vehicle main air pipeline. When the flow type electric proportional valve 7, the overflow valve 8 and the silencer 9 in the air compressor working state adjusting device need to be disassembled or overhauled, the cut-off cock 6 can be disconnected, and the total wind leakage of a vehicle is prevented; when the air compressor working state adjusting device needs to work, the intercepting cock 6 can be opened to exhaust air.
The overflow valve 8 has the function that when the total wind pressure of the total wind pipeline exceeds a certain value, the overflow valve 8 is opened to discharge a part of gas in the total wind pipeline into the atmosphere, so that the total wind pressure in the total wind pipeline does not exceed the value, and the total wind pipeline is prevented from accidents caused by overhigh pressure.
The value corresponding to the pressure threshold value for opening the overflow valve 8 should consider the total wind pressure when the air compressor needs to be started. Setting the opening pressure threshold of the overflow valve 8 as POverflowThen POverflowShould be between P1-50kPa to P1.
The muffler 9 is used for reducing the noise generated when the air compressor working state adjusting device exhausts air to the outside on the road beside the main air pipeline.
In addition, the flow type electric proportional valve 7 can adjust the communicated sectional area thereof by receiving a control command of a train control and management system, and further adjust the external displacement of the total air pipeline of the vehicle. And the control instruction of the train control and management system is generated by the train control and management system according to the rising speed of the total wind pressure in the vehicle total wind pipeline. If the rising speed is too fast, the flow control type electric proportional valve 7 is required to increase the conduction sectional area to increase the exhaust gas amount, otherwise, the exhaust gas amount is appropriately decreased. The control commands are embodied as the magnitude of the input current of the flow type electric proportional valve 7, and the sectional area of the flow type electric proportional valve 7 can be controlled and adjusted through the input current, so that the outward exhaust volume of the main air pipeline is adjusted.
According to the air compressor working state adjusting device for the railway vehicle, the external air displacement of the total air pipeline of the vehicle can be adjusted, the air compressor is enabled to keep high working rate, and the emulsification of lubricating oil in the air compressor is reduced.
In order to obtain the total wind pressure of the total wind pipeline of the railway vehicle, the working state adjusting device of the air compressor for the railway vehicle further comprises: and the pressure sensor is arranged on the main air pipeline and used for measuring the total air pressure of the main air pipeline.
It can be understood that, in order to obtain the total wind pressure of the total wind pipeline of the railway vehicle, a pressure sensor can be installed on the total wind pipeline of the railway vehicle, and the total wind pressure value in the total wind pipeline can be accurately obtained at any time through dynamic real-time measurement, so that a basis is provided for subsequent control.
According to the air compressor working state adjusting device for the railway vehicle, the pressure sensor is arranged on the main air pipeline of the railway vehicle, so that the total air pressure of the main air pipeline of the railway vehicle can be obtained, and a basis is provided for follow-up control.
Referring to fig. 3, in order to improve the operating rate of the air compressor and reduce the emulsification of the lubricating oil in the air compressor, an embodiment of the present application provides a method for adjusting the operating state of the air compressor for a rail vehicle, including:
s301: acquiring the total wind pressure of a vehicle total wind pipeline in real time;
it is understood that a Train Control and Management System (TCMS) is generally equipped on a rail vehicle, and the TCMS can acquire a value of the total wind pressure of the vehicle total wind pipe in real time. The value of the total wind pressure provides reference basis for the action of the air compressor working state adjusting device for the railway vehicle.
S302: and adjusting the working state of the air compressor according to the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor, the pressure threshold value of the independent starting of the main air compressor, the pressure threshold value of the air supply stopping of the air compressor and the total air pressure.
It can be understood that when the total air pressure in the vehicle total air pipeline is too low, the support cannot be provided for the operation of the braking system, the air spring system, the pantograph-raising system and other auxiliary systems of the rail vehicle, and the vehicle cannot normally operate.
When the total air pressure in the vehicle main air pipeline is too high, in order to prevent the total air pipeline from being broken and threaten the running safety of the train, the main air compressor and the auxiliary air compressor need to be stopped in time, and the corresponding threshold value is the pressure threshold value for stopping air supply of the air compressors.
When the total air pressure in the vehicle total air pipeline is higher than the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor and is lower than the pressure threshold value of the air supply stopping of the air compressors, whether the main air compressor needs to be started independently to provide a proper amount of air source for the rail vehicle can be judged, the operation of a braking system, an air spring system, a pantograph lifting system and other auxiliary systems of the rail vehicle is supported, and the corresponding pressure value is the pressure threshold value of the independent starting of the main air compressor.
Therefore, the working state of the air compressor needs to be adjusted according to the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor, the pressure threshold value of the independent starting of the main air compressor, the pressure threshold value of the stop air supply of the air compressor and the real-time actual total air pressure in the total air pipeline of the railway vehicle. The operation of adjusting total wind pressure can adjust the air compressor machine is long, that is to say, utilizes air compressor machine operating condition adjusting device initiative for rail vehicle to airing exhaust outward, and the operation that can prolong the air compressor machine is long, and it is long when reducing the shut down of air compressor machine to reduce the emergence of lubricating oil emulsification in the air compressor machine.
According to the working state adjusting method for the air compressor for the railway vehicle, the working state adjusting device for the air compressor for the railway vehicle is utilized, the external air displacement of the total air pipeline of the vehicle can be adjusted, the air compressor is enabled to keep a high working rate, and the emulsification of lubricating oil in the air compressor is reduced.
In order to control the main air compressor and the auxiliary air compressor to be started simultaneously when the total air pressure is too low, an embodiment of the application provides a method for adjusting the working state of the air compressor for the rail vehicle, which further comprises:
and when the total air pressure is smaller than the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor, controlling the simultaneous starting of the main air compressor and the auxiliary air compressor until the total air pressure is equal to the pressure threshold value of the air compressor stopping air supply.
It can be understood that when the total air pressure in the vehicle total air pipeline is too low, the support can not be provided for the operation of the braking system, the air spring system, the pantograph lifting system and other auxiliary systems of the railway vehicle, and the vehicle can not operate normally. The braking system of the railway vehicle is usually realized by adopting an air braking principle, the air spring system can effectively relieve the impact of various aspects to the railway vehicle by utilizing compressed air, and the lifting of the pantograph and other auxiliary systems also need to use the compressed air. Therefore, the total wind pressure in the vehicle's main wind line must be maintained at a basic level for proper operation of the vehicle. When the total air pressure in the vehicle total air pipeline is too low, the main air compressor and the auxiliary air compressor need to be started simultaneously and operate cooperatively, so that the lowest total air pressure corresponding to the normal work of each part above the vehicle is reached as soon as possible, namely the pressure threshold value for the simultaneous starting of the main air compressor and the auxiliary air compressor is obtained.
Because the situation is the basic requirement for guaranteeing the normal operation of the train, the problem of the working rate of the air compressors does not need to be considered, and only the main air compressor and the auxiliary air compressor need to be controlled to be started simultaneously until the total air pressure reaches the pressure threshold value for stopping air supply of the air compressors.
According to the method for adjusting the working state of the air compressor for the railway vehicle, when the total air pressure of a total air pipeline of the vehicle is too low, the main air compressor and the auxiliary air compressor are controlled to be started simultaneously, and the total air pressure can be increased to a value capable of maintaining normal operation of the railway vehicle as soon as possible.
Referring to fig. 4, in order to adjust the total air pressure in the total air pipeline of the vehicle after the total air pressure reaches the pressure threshold value at which the main air compressor and the auxiliary air compressor are simultaneously started, and further improve the operating rate of the air compressors, an embodiment of the application provides a method for adjusting the operating state of the air compressors for rail vehicles, which further includes:
s401: and when the total air pressure is greater than the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor and is less than or equal to the pressure threshold value of the independent starting of the main air compressor, judging whether the first time required by the pressure threshold value of the air compressor for stopping air supply is less than a first preset time.
It can be understood that when the total air pressure in the vehicle total air pipeline is higher than the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor and is lower than the pressure threshold value of the stopping of the air supply of the air compressors, whether the main air compressor needs to be started independently to provide a proper amount of air source for the rail vehicle can be judged, and if the total air pressure is lower than the pressure threshold value of the independent starting of the main air compressor at the moment, the main air compressor needs to be started to supply air to a vehicle air source system.
Along with the operation of the main air compressor, the total air pressure in the total air pipeline can be gradually increased and finally reaches the pressure threshold value of the air compressor for stopping air supply, the time required by the process is defined as a first time, and the first time is calculated by a Train Control and Management System (TCMS) usually equipped on a vehicle according to the rising speed of the total air pressure in the total air pipeline. The detailed method is shown in step S502.
And the first preset time is the start-stop interval of the main air compressor determined according to the past experience after the passenger flow volume of the rail vehicle, the temperature and the humidity of the operating environment are comprehensively considered, and the value of the first preset time is between 4 minutes and 7 minutes.
S402: and if so, controlling the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline to exhaust outwards.
It can be understood that if the first duration is less than the first preset duration, it indicates that the working duration of the main air compressor is short at this time, and the working rate is not high, and then the flow type electric proportional valve on the exhaust bypass of the main air pipeline of the vehicle needs to be controlled to exhaust outwards, so that the total air pressure in the main air pipeline is reduced, the working duration of the main air compressor is prolonged, and the working rate of the main air compressor is improved.
S403: if not, the main air compressor starts air supply until the total air pressure reaches the pressure threshold value of the air compressor stopping air supply.
It can be understood that if the first time length is not less than the first preset time length, it indicates that the working time length of the main air compressor is relatively short, and the working rate of the main air compressor is still enough, so that the main air compressor only needs to start air supply until the total air pressure reaches the pressure threshold value of the air compressor stopping air supply.
According to the method for adjusting the working state of the air compressor for the railway vehicle, after the total air pressure reaches the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor, the total air pressure in the vehicle total air pipeline is adjusted, the working time of the main air compressor can be prolonged, and the working rate of the air compressor is improved.
In order to control the flow type electric proportional valve on the vehicle main air pipeline exhaust bypass to exhaust outwards, the control of the flow type electric proportional valve on the vehicle main air pipeline exhaust bypass to exhaust outwards comprises the following steps:
and controlling the conduction sectional area of the flow type electric proportional valve according to the first time length.
It can be understood that the control of the external exhaust of the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline is realized by controlling the conduction sectional area of the flow type electric proportional valve, and the adjustment of the conduction sectional area is based on the first time required for the exhaust air volume of the main air compressor and the pressure of the main air to rise to the pressure threshold value of the air compressor stopping air supply.
When the air compressor leaves a factory, the air discharge amount of the air compressor is rated, and under the condition that other parameters are the same, for the air compressor with large air discharge amount, when the air compressor needs to discharge air outwards, the conduction sectional area of the flow type electric proportional valve is inevitably relatively increased, and conversely, the conduction sectional area is decreased. In addition, if the first time length is longer, the working time length of the main air compressor is not short, and the working rate is not too low, so that only a relatively smaller conduction sectional area needs to be set, and relatively less wind is discharged to the outside, otherwise, a relatively larger conduction sectional area needs to be set. It can be seen that the setting of the size of the conduction sectional area is related to the air discharge amount of the main air compressor and the first time length required for the total air pressure to rise to the pressure threshold value for stopping air supply of the air compressor.
According to the method for adjusting the working state of the air compressor for the railway vehicle, the size of the conduction sectional area of the flow type electric proportional valve can be set according to the air exhaust amount of the main air compressor and the first time required by the pressure threshold value when the air compressor stops supplying air when the total air pressure rises, and the external air exhaust amount of the total air pipeline is reasonably controlled.
Referring to fig. 5, in order to determine the conduction sectional area of the flow type electric proportional valve, controlling the conduction sectional area of the flow type electric proportional valve according to the first period of time includes:
s501: acquiring current total wind pressure, and calculating the difference value between the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air;
it can be understood that, in order to determine the cross-sectional area of the flow-type electric proportional valve, the current total wind pressure of the rail vehicle main wind pipeline is firstly obtained, and the total wind pressure can be measured by a pressure sensor arranged on the main wind pipeline. On the premise of knowing the pressure threshold value of the air compressor for stopping air supply, the pressure difference between the current total air pressure and the pressure threshold value of the air compressor for stopping air supply can be calculated through a simple difference calculation method, and the pressure value can be a gauge pressure value.
S502: acquiring the rising speed of the total wind pressure, and calculating the first time length according to the difference value of the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air and the rising speed of the total wind pressure;
it will be appreciated that when the air compressor starts to supply air, the train control and management system can measure the total wind pressure at short intervals, which may be 0.2 seconds. And calculating a difference value according to the total wind pressure acquired by the train control and management system twice in the adjacent process, and dividing the difference value by the time interval to obtain the rising speed of the total wind pressure in the current time interval. The total wind pressure rising speed obtained here is the total wind pressure rising speed in the first time interval after the air compressor is started.
Wherein, the air discharge of air compressor machine is for leaving factory fixed numerical value, therefore the rising speed of total wind pressure mainly embodies: when the rising speed of the total wind pressure is relatively slow, the wind consumption of the rail vehicle is large; when the rising speed of the total wind pressure is quicker, the wind consumption of the rail vehicle is small.
And dividing the difference value of the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air by the rising speed of the total wind pressure to obtain a first time length by calculation.
S503: calculating the external exhaust speed according to the proportional relation between the first duration and the first preset duration;
it can be understood that, since there is a certain proportional relationship between the first duration and the first preset duration, for example, the proportional relationship is 1:3, the external exhaust speed required by the current situation, for example, the current intake speed in the main air pipeline is A m, can be calculated according to the proportional relationship3Min, then if the first duration is 1/3 of the first preset duration, it can be concluded that the intake air speed now needs to be adjusted to A/3m3Permin, i.e. the exhaust velocity to the outside needs to be 2A/3m3/min。
S504: and obtaining the conduction sectional area of the flow type electric proportional valve according to the external exhaust speed.
It can be understood that, finally, by inquiring the comparison table of the gauge pressure before the orifice and the diameter of the orifice of the flow type electric proportional valve, under the original total wind pressure, 2A/3m3The conduction sectional area of the flow type electric proportional valve corresponding to the exhaust speed per minute is the flow aperture of which millimeter, namely the conduction sectional area. In step S501, the gauge pressure before the orifice of the flow-type electric proportional valve is measured by a pressure sensor installed on the main air line.
As can be seen from the above description, in the method for adjusting the operating state of the air compressor for a railway vehicle, the conduction sectional area of the flow type electric proportional valve can be set according to the first time required for the exhaust air volume of the main air compressor and the total air pressure to rise to the pressure threshold value for stopping air supply of the air compressor.
Referring to fig. 6, in order to adjust the total air pressure in the total air pipeline of the vehicle and further improve the operating rate of the air compressor after the total air pressure is greater than the pressure threshold value for the independent start of the main air compressor, the method for adjusting the operating state of the air compressor for the rail vehicle further includes:
s601: when the total wind pressure is greater than the pressure threshold value of the independent start of the main air compressor, judging whether the time length of stopping the wind supply of the main air compressor is greater than or equal to a second preset time length;
it will be appreciated that when the total wind pressure in the vehicle's total wind circuit is greater, it may be greater than the pressure threshold for the main air compressor alone, in which case the main air compressor may be shut down. If the main air compressor has not been operated for a long time at this time, the time period for which the air supply is stopped may exceed a second preset time period.
S602: if yes, controlling a flow type electric proportional valve on a vehicle main air pipeline exhaust bypass to exhaust outwards, and starting the main air compressor when the total air pressure is reduced to a pressure threshold value for independently starting the main air compressor;
it can be understood that if the time period for which the main air compressor stops supplying air has reached or even exceeded the second preset time period, it indicates that the operation rate thereof is to be increased. At the moment, the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline is controlled to exhaust air outwards, and the main air compressor is started again when the total air pressure is reduced to the pressure threshold value of the independent start of the main air compressor, so that the work rate of the main air compressor is improved. The external air displacement of the flow type electric proportional valve is 20 to 60 percent of the air displacement of the main air compressor under the same atmospheric pressure. A Train Control and Management System (TCMS) may record the length of the bleed time.
S603: if not, the air compressor is not started;
it can be understood that if the time length of stopping the air supply of the main air compressor does not reach the second preset time length, the working rate of the main air compressor is still enough, and meanwhile, the main air compressor does not need to be started because the total air pressure in the vehicle main air pipeline is higher.
In addition, the second preset time period is determined according to past experience after the passenger flow of the rail vehicle, the temperature and the humidity of the operating environment, the start-stop interval of the air compressor, the volume of the air cylinder of the vehicle and the air displacement of the flow type electric proportional valve are comprehensively considered, and the value range of the second preset time period can be 10 minutes to 20 minutes.
In addition, before controlling the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline to exhaust air externally, whether the rail vehicle is in a passenger transport time period or not is judged, if so, the external exhaust action is carried out, otherwise, the external exhaust action is not carried out, and the air compressor is not started.
S604: (S602) judging whether a second time length required by the total wind pressure rising to the pressure threshold value for stopping wind supply of the air compressor is less than a third preset time length or not;
it can be understood that, along with the operation of the main air compressor, the total air pressure in the total air pipeline gradually rises and finally reaches the pressure threshold value at which the air compressor stops supplying air, the time required for the process is defined as a second time, the second time is calculated by a Train Control and Management System (TCMS) usually equipped on a vehicle according to the rising speed of the total air pressure in the total air pipeline, and the calculation method is similar to the calculation method of the first time, and is not described again. And the value of the third preset time period is determined by mainly considering the minimum working rate of the air compressor required for preventing the emulsification of the lubricating oil in the air compressor, and the value of the third preset time period is determined between 15% and 40% of the sum of the second preset time period and the exhaust time period recorded by a Train Control and Management System (TCMS) in the step S602.
S605: if yes, controlling a flow type electric proportional valve on an exhaust bypass of a main air pipeline of the vehicle to exhaust outwards;
it will be appreciated that if the second period of time is shorter than a third predetermined period of time, the Train Control and Management System (TCMS) will control the flow-type electro-proportional valve on the vehicle main air line exhaust bypass to exhaust outwardly.
S606: if not, the main air compressor starts air supply until the total air pressure reaches the pressure threshold value of the air compressor stopping air supply.
It can be understood that if the total air pressure is equal to or greater than the third preset time, the main air compressor starts air supply until the total air pressure reaches the pressure threshold value of the air compressor stopping air supply, and then the air supply is stopped.
According to the method for adjusting the working state of the air compressor for the railway vehicle, after the total air pressure is greater than the pressure threshold value of the independent start of the main air compressor, the Train Control and Management System (TCMS) can control the flow type electric proportional valve on the exhaust bypass of the main air pipeline of the vehicle to exhaust outwards by judging whether the time length of the air supply stop of the main air compressor and the second time length required by the total air pressure rising to the pressure threshold value of the air supply stop of the air compressor are less than the third preset time length or not, so that the total air pressure in the main air pipeline of the vehicle is adjusted, and the working rate of the air compressor is further improved.
In order to control the flow type electric proportional valve on the vehicle main air pipeline exhaust bypass to exhaust outwards, the control of the flow type electric proportional valve on the vehicle main air pipeline exhaust bypass to exhaust outwards comprises the following steps:
and controlling the conduction sectional area of the flow type electric proportional valve according to the second time length.
It can be understood that the control of the external exhaust of the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline is realized by controlling the conduction sectional area of the flow type electric proportional valve, and the adjustment of the conduction sectional area is based on the second time required for the exhaust volume of the main air compressor and the pressure of the main air to rise to the pressure threshold value of the air compressor stopping air supply.
When the air compressor leaves a factory, the air discharge amount of the air compressor is rated, and under the condition that other parameters are the same, for the air compressor with large air discharge amount, when the air compressor needs to discharge air outwards, the conduction sectional area of the flow type electric proportional valve is inevitably relatively increased, and conversely, the conduction sectional area is decreased. In addition, if the second duration is longer, the working duration of the main air compressor is not short, and the working rate is not too low, so that only a relatively small conduction sectional area needs to be set, and relatively less wind is discharged to the outside, otherwise, a relatively large conduction sectional area needs to be set. Therefore, the setting of the size of the conduction sectional area is related to the second time length required for the air exhaust quantity of the main air compressor and the total air pressure to rise to the pressure threshold value for stopping air supply of the air compressor.
According to the method for adjusting the working state of the air compressor for the railway vehicle, the size of the conduction sectional area of the flow type electric proportional valve can be set according to the air exhaust volume of the main air compressor and the second time required by the pressure threshold value when the total air pressure rises to stop air supply of the air compressor, and the reasonable air exhaust volume of the total air pipeline to the outside is achieved.
Referring to fig. 7, in order to control the conduction sectional area of the flow type electric proportional valve, controlling the conduction sectional area of the flow type electric proportional valve according to the air discharge amount of the main air compressor and the second time period required for the total air pressure to rise to the pressure threshold value at which the air compressor stops supplying air includes:
s701: acquiring current total wind pressure, and calculating the difference value between the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air;
s702: acquiring the rising speed of the total wind pressure, and calculating the second time length according to the difference value of the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air and the rising speed of the total wind pressure;
s703: calculating the external exhaust speed according to the proportional relation between the second duration and the third preset duration;
s704: and obtaining the conduction sectional area of the flow type electric proportional valve according to the external exhaust speed.
It can be understood that, the above calculation method has been explained in detail when the conduction cross-sectional area of the flow type electric proportional valve is controlled according to the air discharge amount of the main air compressor and the first time period required for the total air pressure to rise to the pressure threshold value for stopping air supply of the air compressor, and the principle is the same, and is not described herein again.
From the above description, according to the air compressor working state adjusting method for the railway vehicle, the conduction sectional area of the flow type electric proportional valve can be controlled according to the second time length required by the air exhaust amount of the main air compressor and the increase of the total air pressure to the pressure threshold value for stopping air supply of the air compressor.
In one embodiment, in order to reduce noise generated during the exhaust process, the external exhaust amount of the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline is controlled to be 20% to 60% of the exhaust amount of the main air compressor under the same atmospheric pressure.
From the above description, the working state adjusting method of the air compressor for the railway vehicle provided by the application can reduce the noise generated in the exhaust process by controlling the external exhaust amount of the flow type electric proportional valve.
The client device may have a communication module (i.e., a communication unit), and may be communicatively connected to a remote server to implement data transmission with the server. The server may include a server on the task scheduling center side, and in other implementation scenarios, the server may also include a server on an intermediate platform, for example, a server on a third-party server platform that is communicatively linked to the task scheduling center server. The server may include a single computer device, or may include a server cluster formed by a plurality of servers, or a server structure of a distributed apparatus.
In an embodiment, referring to fig. 8, the present application provides a train control and management system including a total wind pressure obtaining unit 801 and a working condition adjusting unit 802:
a total wind pressure obtaining unit 801, configured to obtain a total wind pressure of a vehicle total wind pipeline in real time;
and the working state adjusting unit 802 is configured to adjust the working state of the air compressor according to a pressure threshold value at which the main air compressor and the auxiliary air compressor are simultaneously started, a pressure threshold value at which the main air compressor is independently started, a pressure threshold value at which the air compressor stops supplying air, and the total air pressure.
In one embodiment, the train control and management system further includes:
and the air compressor starting unit is used for controlling the simultaneous starting of the main air compressor and the auxiliary air compressor when the total air pressure is smaller than the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor until the total air pressure is equal to the pressure threshold value of the stop air supply of the air compressor.
In an embodiment, referring to fig. 9, the train control and management system further includes a preset duration determining unit 901 and an exhaust unit 902:
a preset duration determining unit 901, configured to determine whether a first duration required for the total wind pressure to rise to a pressure threshold at which the air compressor stops supplying air is shorter than a first preset duration when the total wind pressure is greater than a pressure threshold at which the main air compressor and the auxiliary air compressor are started simultaneously and is less than or equal to a pressure threshold at which the main air compressor is started alone;
in one embodiment, the exhaust unit 902 is configured to control the flow-type electro-proportional valve on the exhaust bypass of the vehicle main air duct to exhaust air to the outside when the first time period is less than the first preset time period.
In one embodiment, the exhaust unit is specifically configured to control the conduction sectional area of the flow type electric proportional valve according to an exhaust air volume of the main air compressor and a first time period required for the total air pressure to rise to a pressure threshold value at which the air compressor stops supplying air.
In one embodiment, referring to fig. 10, the exhaust unit 902 comprises: a difference value calculation module 1001, a duration calculation module 1002, an exhaust speed calculation module 1003 and a cross-sectional area calculation module 1004.
A difference value calculation module 1001, configured to obtain a current total air pressure, and calculate a difference value between the current total air pressure and a pressure threshold value at which the air compressor stops supplying air;
the time length calculation module 1002 is configured to obtain a total wind pressure rising speed, and calculate the first time length according to a difference between the current total wind pressure and a pressure threshold value of stopping wind supply of the air compressor and the total wind pressure rising speed;
the exhaust speed calculation module 1003 is configured to calculate an external exhaust speed according to a proportional relationship between the first duration and the first preset duration;
and the sectional area calculating module 1004 is configured to obtain a conduction sectional area of the flow type electric proportional valve according to the external exhaust speed.
In one embodiment, the train control and management system further includes a preset duration determining unit 901 and an air exhausting unit 902:
the preset duration judging unit 901 is further configured to judge whether the duration of stopping air supply by the main air compressor is greater than or equal to a second preset duration when the total air pressure is greater than a pressure threshold value of the independent start of the main air compressor;
the exhaust unit 902 is further configured to control a flow type electric proportional valve on an exhaust bypass of a vehicle main air pipeline to exhaust air outwards when the time length for stopping air supply of the main air compressor is greater than or equal to a second preset time length, and start the main air compressor when the total air pressure is reduced to a pressure threshold value for independently starting the main air compressor;
the preset duration judging unit 901 is further configured to judge whether a second duration required by the total wind pressure rising to the pressure threshold value at which the air compressor stops supplying air is less than a third preset duration;
and the exhaust unit 902 is further configured to control the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline to exhaust air outwards when the second duration is less than the third preset duration.
In an embodiment, the exhaust unit is further specifically configured to control the conduction sectional area of the flow-type electric proportional valve according to an exhaust air volume of the main air compressor and a second time required for the total air pressure to rise to a pressure threshold value at which the air compressor stops supplying air.
In one embodiment, the exhaust unit includes: a difference value calculation module 1001, a duration calculation module 1002, an exhaust speed calculation module 1003 and a cross-sectional area calculation module 1004.
A difference value calculation module 1001, configured to obtain a current total air pressure, and calculate a difference value between the current total air pressure and a pressure threshold value at which the air compressor stops supplying air;
the time length calculation module 1002 is configured to obtain a total wind pressure rising speed, and calculate the second time length according to a difference between the current total wind pressure and a pressure threshold value of stopping wind supply of the air compressor and the total wind pressure rising speed;
the exhaust speed calculation module 1003 is configured to calculate an external exhaust speed according to a proportional relationship between the second time length and the third preset time length;
and the sectional area calculating module 1004 is configured to obtain a conduction sectional area of the flow type electric proportional valve according to the external exhaust speed.
From the hardware aspect, in order to adjust the external displacement of the total air pipeline of the vehicle, make the air compressor maintain a higher work rate, and reduce the emulsification of lubricating oil in the air compressor, the application provides an embodiment of an electronic device with whole or partial contents in the method for adjusting the working state of the air compressor for the rail vehicle, and the electronic device specifically includes the following contents:
a Processor (Processor), a Memory (Memory), a communication Interface (Communications Interface), and a bus; the processor, the memory and the communication interface complete mutual communication through the bus; the communication interface is used for realizing information transmission between the train control and management system and relevant equipment such as a core service system, a user terminal, a relevant database and the like; the logic controller may be a desktop computer, a tablet computer, a mobile terminal, and the like, but the embodiment is not limited thereto. In this embodiment, the logic controller may be implemented with reference to the embodiment of the method for adjusting the operating state of the air compressor for a rail vehicle and the embodiment of the train control and management system in the embodiment, and the contents thereof are incorporated herein, and repeated descriptions are omitted.
It is understood that the user terminal may include a smart phone, a tablet electronic device, a network set-top box, a portable computer, a desktop computer, a Personal Digital Assistant (PDA), an in-vehicle device, a smart wearable device, and the like. Wherein, intelligence wearing equipment can include intelligent glasses, intelligent wrist-watch, intelligent bracelet etc..
In practical applications, part of the method for adjusting the operating state of the air compressor for the rail vehicle may be performed on the electronic device side as described above, or all operations may be performed in the client device. The selection may be specifically performed according to the processing capability of the client device, the limitation of the user usage scenario, and the like. This is not a limitation of the present application. The client device may further include a processor if all operations are performed in the client device.
The client device may have a communication module (i.e., a communication unit), and may be communicatively connected to a remote server to implement data transmission with the server. The server may include a server on the task scheduling center side, and in other implementation scenarios, the server may also include a server on an intermediate platform, for example, a server on a third-party server platform that is communicatively linked to the task scheduling center server. The server may include a single computer device, or may include a server cluster formed by a plurality of servers, or a server structure of a distributed apparatus.
Fig. 11 is a schematic block diagram of a system configuration of an electronic device 9600 according to an embodiment of the present application. As shown in fig. 11, the electronic device 9600 can include a central processor 9100 and a memory 9140; the memory 9140 is coupled to the central processor 9100. Notably, this FIG. 11 is exemplary; other types of structures may also be used in addition to or in place of the structure to implement telecommunications or other functions.
In one embodiment, the function of the method for adjusting the working state of the air compressor for the railway vehicle can be integrated into the central processor 9100. The central processor 9100 may be configured to control as follows:
s301: acquiring the total wind pressure of a vehicle total wind pipeline in real time;
s302: and adjusting the working state of the air compressor according to the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor, the pressure threshold value of the independent starting of the main air compressor, the pressure threshold value of the air supply stopping of the air compressor and the total air pressure.
From the above description, the electronic device provided in the embodiment of the present application utilizes the train control and management system, can adjust the external displacement of the vehicle main air pipeline, allows the air compressor to keep a higher work rate, and reduces the occurrence of emulsification of lubricating oil in the air compressor.
In another embodiment, the train control and management system may be configured separately from the central processing unit 9100, for example, the train control and management system may be configured as a chip connected to the central processing unit 9100, and the function of the method for adjusting the operating state of the air compressor for a rail vehicle is realized by the control of the central processing unit.
As shown in fig. 11, the electronic device 9600 may further include: a communication module 9110, an input unit 9120, an audio processor 9130, a display 9160, and a power supply 9170. It is noted that the electronic device 9600 also does not necessarily include all of the components shown in fig. 11; in addition, the electronic device 9600 may further include components not shown in fig. 11, which may be referred to in the prior art.
As shown in fig. 11, a central processor 9100, sometimes referred to as a controller or operational control, can include a microprocessor or other processor device and/or logic device, which central processor 9100 receives input and controls the operation of the various components of the electronic device 9600.
The memory 9140 can be, for example, one or more of a buffer, a flash memory, a hard drive, a removable media, a volatile memory, a non-volatile memory, or other suitable device. The information relating to the failure may be stored, and a program for executing the information may be stored. And the central processing unit 9100 can execute the program stored in the memory 9140 to realize information storage or processing, or the like.
The input unit 9120 provides input to the central processor 9100. The input unit 9120 is, for example, a key or a touch input device. Power supply 9170 is used to provide power to electronic device 9600. The display 9160 is used for displaying display objects such as images and characters. The display may be, for example, an LCD display, but is not limited thereto.
The memory 9140 can be a solid state memory, e.g., Read Only Memory (ROM), Random Access Memory (RAM), a SIM card, or the like. There may also be a memory that holds information even when power is off, can be selectively erased, and is provided with more data, an example of which is sometimes called an EPROM or the like. The memory 9140 could also be some other type of device. Memory 9140 includes a buffer memory 9141 (sometimes referred to as a buffer). The memory 9140 may include an application/function storage portion 9142, the application/function storage portion 9142 being used for storing application programs and function programs or for executing a flow of operations of the electronic device 9600 by the central processor 9100.
The memory 9140 can also include a data store 9143, the data store 9143 being used to store data, such as contacts, digital data, pictures, sounds, and/or any other data used by an electronic device. The driver storage portion 9144 of the memory 9140 may include various drivers for the electronic device for communication functions and/or for performing other functions of the electronic device (e.g., messaging applications, contact book applications, etc.).
The communication module 9110 is a transmitter/receiver 9110 that transmits and receives signals via an antenna 9111. The communication module (transmitter/receiver) 9110 is coupled to the central processor 9100 to provide input signals and receive output signals, which may be the same as in the case of a conventional mobile communication terminal.
Based on different communication technologies, a plurality of communication modules 9110, such as a cellular network module, a bluetooth module, and/or a wireless local area network module, may be provided in the same electronic device. The communication module (transmitter/receiver) 9110 is also coupled to a speaker 9131 and a microphone 9132 via an audio processor 9130 to provide audio output via the speaker 9131 and receive audio input from the microphone 9132, thereby implementing ordinary telecommunications functions. The audio processor 9130 may include any suitable buffers, decoders, amplifiers and so forth. In addition, the audio processor 9130 is also coupled to the central processor 9100, thereby enabling recording locally through the microphone 9132 and enabling locally stored sounds to be played through the speaker 9131.
An embodiment of the present application further provides a computer-readable storage medium capable of implementing all steps in the method for adjusting an operating state of an air compressor for a rail vehicle, where an execution subject of the method is a server or a client in the above embodiment, where the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the computer program implements all steps of the method for adjusting an operating state of an air compressor for a rail vehicle, where an execution subject of the computer program is a server or a client, for example, the processor implements the following steps when executing the computer program:
s301: acquiring the total wind pressure of a vehicle total wind pipeline in real time;
s302: and adjusting the working state of the air compressor according to the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor, the pressure threshold value of the independent starting of the main air compressor, the pressure threshold value of the air supply stopping of the air compressor and the total air pressure.
From the above description, the electronic device provided in the embodiment of the present application utilizes the train control and management system, can adjust the external displacement of the vehicle main air pipeline, allows the air compressor to keep a higher work rate, and reduces the occurrence of emulsification of lubricating oil in the air compressor.
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, apparatus, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (devices), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
The principle and the implementation mode of the invention are explained by applying specific embodiments in the invention, and the description of the embodiments is only used for helping to understand the method and the core idea of the invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.

Claims (20)

1. An air compressor machine operating condition adjusting device for rail vehicle includes: cut cock (6), overflow valve (8) and silencer (9) that set gradually on vehicle main air line exhaust bypass, its characterized in that still includes:
and the flow type electric proportional valve (7) is connected with a train control and management system of a vehicle, is arranged between the stop cock (6) and the overflow valve (8), and is used for adjusting the external displacement of the total air pipeline of the vehicle according to a control command of the train control and management system, and the control command is generated by the train control and management system according to the rising speed of the total air pressure in the total air pipeline of the vehicle.
2. The air compressor operating condition adjusting device for the railway vehicle as claimed in claim 1, further comprising: and the pressure sensor is arranged on the vehicle main air pipeline and used for measuring the total air pressure of the vehicle main air pipeline.
3. A working state adjusting method of an air compressor for a railway vehicle is characterized by comprising the following steps:
acquiring the total wind pressure of a vehicle total wind pipeline in real time;
and adjusting the working state of the air compressor according to the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor, the pressure threshold value of the independent starting of the main air compressor, the pressure threshold value of the air supply stopping of the air compressor and the total air pressure.
4. The method for adjusting the operating condition of the air compressor for the railway vehicle according to claim 3, further comprising:
and when the total air pressure is smaller than the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor, controlling the simultaneous starting of the main air compressor and the auxiliary air compressor until the total air pressure is equal to the pressure threshold value of the air compressor stopping air supply.
5. The method for adjusting the operating condition of the air compressor for the railway vehicle according to claim 3, further comprising:
when the total air pressure is greater than a pressure threshold value of simultaneous starting of the main air compressor and the auxiliary air compressor and is less than or equal to a pressure threshold value of independent starting of the main air compressor, judging whether a first time length required by the total air pressure rising to the pressure threshold value of stopping air supply of the air compressors is less than a first preset time length;
and if so, controlling the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline to exhaust outwards.
6. The method for adjusting the working state of the air compressor for the railway vehicle as claimed in claim 5, wherein the step of controlling the flow type electric proportional valve on the exhaust bypass of the main air pipeline of the vehicle to exhaust air outwards comprises the following steps:
and controlling the conduction sectional area of the flow type electric proportional valve according to the first time length.
7. The method for adjusting the working state of the air compressor for the railway vehicle as claimed in claim 6, wherein the controlling the cross-sectional conducting area of the flow type electric proportional valve according to the first time period comprises:
acquiring current total wind pressure, and calculating the difference value between the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air;
acquiring the rising speed of the total wind pressure, and calculating the first time length according to the difference value of the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air and the rising speed of the total wind pressure;
calculating the external exhaust speed according to the proportional relation between the first duration and the first preset duration;
and obtaining the conduction sectional area of the flow type electric proportional valve according to the external exhaust speed.
8. The method for adjusting the operating condition of the air compressor for the railway vehicle according to claim 3, further comprising:
when the total wind pressure is greater than the pressure threshold value of the independent start of the main air compressor, judging whether the time length of stopping the wind supply of the main air compressor is greater than or equal to a second preset time length;
if yes, controlling a flow type electric proportional valve on a vehicle main air pipeline exhaust bypass to exhaust outwards, and starting the main air compressor when the total air pressure is reduced to a pressure threshold value for independently starting the main air compressor;
judging whether a second time required by the total wind pressure rising to a pressure threshold value for stopping wind supply of the air compressor is shorter than a third preset time or not;
and if so, controlling the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline to exhaust outwards.
9. The method for adjusting the working state of the air compressor for the railway vehicle as claimed in claim 8, wherein the step of controlling the flow type electric proportional valve on the exhaust bypass of the main air pipeline of the vehicle to exhaust air outwards comprises the following steps:
and controlling the conduction sectional area of the flow type electric proportional valve according to the second time length.
10. The method for adjusting the working state of the air compressor for the railway vehicle according to claim 9, wherein the controlling the conduction cross-sectional area of the flow type electric proportional valve according to the second time period comprises:
acquiring current total wind pressure, and calculating the difference value between the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air;
acquiring the rising speed of the total wind pressure, and calculating the second time length according to the difference value of the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air and the rising speed of the total wind pressure;
calculating the external exhaust speed according to the proportional relation between the second duration and the third preset duration;
and obtaining the conduction sectional area of the flow type electric proportional valve according to the external exhaust speed.
11. A train control and management system, comprising:
the total wind pressure acquisition unit is used for acquiring the total wind pressure of a vehicle total wind pipeline in real time;
and the working state adjusting unit is used for adjusting the working state of the air compressor according to the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor, the pressure threshold value of the independent starting of the main air compressor, the pressure threshold value of the stop air supply of the air compressor and the total air pressure.
12. The train control and management system of claim 11, further comprising:
and the air compressor starting unit is used for controlling the simultaneous starting of the main air compressor and the auxiliary air compressor when the total air pressure is smaller than the pressure threshold value of the simultaneous starting of the main air compressor and the auxiliary air compressor until the total air pressure is equal to the pressure threshold value of the stop air supply of the air compressor.
13. The train control and management system of claim 11, further comprising:
the preset duration judging unit is used for judging whether a first duration required by the total wind pressure rising to the pressure threshold for stopping wind supply of the air compressors is less than a first preset duration or not when the total wind pressure is greater than the pressure threshold for simultaneously starting the main air compressor and the auxiliary air compressor and is less than or equal to the pressure threshold for independently starting the main air compressor;
and the exhaust unit is used for controlling the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline to exhaust outwards when the first time length is less than the first preset time length.
14. The train control and management system according to claim 13, wherein the exhaust unit is specifically configured to control the cross-sectional area of conduction of the flow-type electric proportional valve according to an exhaust air volume of the main air compressor and a first time period required for the total air pressure to rise to a pressure threshold value at which the air compressor stops supplying air.
15. The train control and management system of claim 14, wherein the exhaust unit comprises:
the difference value calculation module is used for acquiring the current total air pressure and calculating the difference value between the current total air pressure and the pressure threshold value of the air compressor for stopping air supply;
the time length calculation module is used for acquiring the rising speed of the total wind pressure and calculating the first time length according to the difference value of the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air and the rising speed of the total wind pressure;
the exhaust speed calculation module is used for calculating the external exhaust speed according to the proportional relation between the first duration and the first preset duration;
and the sectional area calculation module is used for obtaining the conduction sectional area of the flow type electric proportional valve according to the external exhaust speed.
16. The train control and management system of claim 11, further comprising:
the preset duration judging unit is used for judging whether the duration of stopping air supply of the main air compressor is greater than or equal to a second preset duration or not when the total air pressure is greater than the pressure threshold value of independent starting of the main air compressor;
the air exhaust unit is used for controlling a flow type electric proportional valve on an exhaust bypass of a vehicle main air pipeline to exhaust air outwards when the air supply stopping time of the main air compressor is longer than or equal to a second preset time, and starting the main air compressor when the total air pressure is reduced to a pressure threshold value for independently starting the main air compressor;
the preset duration judging unit is further used for judging whether a second duration required by the total wind pressure rising to the pressure threshold value for stopping wind supply of the air compressor is less than a third preset duration or not;
and the exhaust unit is also used for controlling the flow type electric proportional valve on the exhaust bypass of the vehicle main air pipeline to exhaust outwards when the second duration is less than the third preset duration.
17. The train control and management system according to claim 16, wherein the exhaust unit is further configured to control a cross-sectional area of the flow-type electric proportional valve according to an exhaust air volume of the main air compressor and a second time period required for the total air pressure to rise to a pressure threshold value at which the air compressor stops supplying air.
18. The train control and management system of claim 17, wherein the exhaust unit further comprises:
the difference value calculation module is used for acquiring the current total air pressure and calculating the difference value between the current total air pressure and the pressure threshold value of the air compressor for stopping air supply;
the time length calculation module is used for acquiring the rising speed of the total wind pressure and calculating the second time length according to the difference value of the current total wind pressure and the pressure threshold value of the air compressor for stopping supplying air and the rising speed of the total wind pressure;
the exhaust speed calculation module is used for calculating the external exhaust speed according to the proportional relation between the second duration and the third preset duration;
and the sectional area calculation module is used for obtaining the conduction sectional area of the flow type electric proportional valve according to the external exhaust speed.
19. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor executes the program to implement the steps of the method for adjusting the operating condition of the air compressor for a railway vehicle according to any one of claims 3 to 10.
20. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps of the method for adjusting an operating state of an air compressor for a rail vehicle according to any one of claims 3 to 10.
CN202010703786.9A 2020-07-21 2020-07-21 Air compressor working state adjusting device and method for railway vehicle Pending CN111762214A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112721978A (en) * 2021-01-15 2021-04-30 中车青岛四方机车车辆股份有限公司 Main air supply unit control method and related equipment thereof

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112721978A (en) * 2021-01-15 2021-04-30 中车青岛四方机车车辆股份有限公司 Main air supply unit control method and related equipment thereof

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