CN112428976A - Railway wagon brake cylinder monitoring device and system and railway wagon - Google Patents
Railway wagon brake cylinder monitoring device and system and railway wagon Download PDFInfo
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- CN112428976A CN112428976A CN202011476599.8A CN202011476599A CN112428976A CN 112428976 A CN112428976 A CN 112428976A CN 202011476599 A CN202011476599 A CN 202011476599A CN 112428976 A CN112428976 A CN 112428976A
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- brake cylinder
- railway wagon
- control device
- sensing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
Abstract
The application provides a railway freight car brake cylinder monitoring devices, system and railway freight car. The railway wagon brake cylinder monitoring device comprises: the device comprises a measuring line, a rotating shaft, an induction magnet, a magnetic resistance induction device, an absolute value encoder and a control device. One end of the measuring wire is arranged to be fixedly connected to the brake cylinder piston rod. The other end of the measuring wire is wound around the rotating shaft. The induction magnet is fixed to the rotating shaft. The magnetic resistance sensing device is coupled with the sensing magnet. The magnetic resistance sensing device is used for determining whether to output the trigger signal according to the distance between the sensing magnet and the magnetic resistance sensing device. The absolute value encoder is coupled with the induction magnet. The control device is respectively electrically connected with the magnetic resistance sensing device and the absolute value encoder. When the control device receives the trigger signal, the control device measures the current rotation stroke of the induction magnet through the absolute value encoder, and determines the working state of the brake cylinder according to the current rotation stroke.
Description
Technical Field
The application relates to the technical field of railway wagons, in particular to a railway wagon brake cylinder monitoring device, a railway wagon brake cylinder monitoring system and a railway wagon.
Background
The railway transportation has the characteristics of high efficiency and environmental protection, and the advantages of the railway transportation can be reflected more and more along with the development of the world economy. With the rapid development of world economy, the transportation of bulk goods such as abundant minerals, grains, chemical raw materials and the like creates a solid and stable material foundation for the long-term and efficient operation of world railway freight.
Piston rod travel and position of a brake cylinder of a railway freight car need to be detected during braking of the railway freight car. At present, the piston rod stroke and position (namely the working state of the brake cylinder) of the brake cylinder of the railway freight car are detected by manually checking after the railway freight car is stopped, and the detection efficiency is low.
Disclosure of Invention
On the basis, the brake cylinder monitoring device and system for the railway freight car and the railway freight car are needed to be provided aiming at the problem that the detection efficiency is low due to the fact that the working state of the brake cylinder of the existing railway freight car is detected in a manual checking mode.
The utility model provides a railway freight car brake cylinder monitoring devices, is applied to 25t axle load aluminum alloy coal hopper car, includes:
a measurement line having one end for fixed connection with a brake cylinder piston rod;
the other end of the measuring line is wound around the rotating shaft;
an induction magnet fixed to the rotating shaft;
the magnetic resistance sensing device is coupled with the sensing magnet and used for determining whether a trigger signal is output or not according to the distance between the magnetic resistance sensing device and the sensing magnet;
an absolute value encoder coupled to the induction magnet; and
and the control device is respectively and electrically connected with the magnetic resistance sensing device and the absolute value encoder, and when the control device receives the trigger signal, the control device measures the current rotation stroke of the sensing magnet through the absolute value encoder and determines the working state of the brake cylinder according to the current rotation stroke.
In one embodiment, when the control device receives the trigger signal, the control device measures a current rotation stroke of the induction magnet through the absolute value encoder, determines whether the induction magnet is static according to the current rotation stroke, when the induction magnet is determined to be static, the control device compares the current rotation stroke with a rotation stroke of the control device before last sleep, determines that the brake cylinder is in a braking state if the current rotation stroke is larger than the rotation stroke before last sleep, and determines that the brake cylinder is in a relieving state if the current rotation stroke is smaller than the rotation stroke before last sleep.
In one embodiment, the control device is configured to compare the current rotational stroke with a rotational stroke measured at a previous time, and determine that the induction magnet is stationary if the current rotational stroke is equal to the rotational stroke measured at the previous time.
In one embodiment, when the distance between the magnetoresistive sensing device and the sensing magnet is less than or equal to a first sensing distance, the magnetoresistive sensing device outputs the trigger signal;
when the distance between the magnetic resistance sensing device and the sensing magnet is larger than the first sensing distance, the magnetic resistance sensing device does not output the trigger signal.
In one embodiment, when the control device does not receive the trigger signal, the control device is in a sleep state, and when the control device receives the trigger signal, the control device is switched from the sleep state to an awake state.
In one embodiment, the number of the induction magnets is five, and the five induction magnets are uniformly distributed along the circumferential direction of the rotating shaft.
In one embodiment, the brake cylinder monitoring device for a railway wagon further comprises:
and the LoRa communication device is in communication connection with the control device and is used for being in communication connection with a vehicle-mounted gateway arranged on the railway wagon.
In one embodiment, the magnetoresistive sensing device is a tunneling magnetoresistive sensor.
A railway wagon brake cylinder monitoring system comprising a railway wagon brake cylinder monitoring device as described in any one of the above embodiments, the railway wagon brake cylinder monitoring device being provided to a railway wagon; and
and the vehicle-mounted gateway is arranged on the railway wagon and is in communication connection with the control device.
In one embodiment, the brake cylinder monitoring system for a railway wagon further comprises:
and the upper computer is in communication connection with the vehicle-mounted gateway and is used for determining whether to trigger alarm according to the working state of the brake cylinder.
A railway wagon comprises the railway wagon brake cylinder monitoring device in any one of the above embodiments, the railway wagon brake cylinder monitoring device is arranged on a railway wagon, the number of the railway wagon brake cylinder monitoring devices is multiple, and each railway wagon brake cylinder monitoring device corresponds to one brake cylinder.
Compared with the prior art, according to the railway wagon brake cylinder monitoring device, the railway wagon brake cylinder monitoring system and the railway wagon, one end of the measuring line is fixedly connected with the brake cylinder piston rod, and the other end of the measuring line is wound around the rotating shaft. Fixing the induction magnet to the rotating shaft. The magnetic resistance sensing device determines whether to output a trigger signal according to a distance between the sensing magnet and the magnetic resistance sensing device. When the magnetic resistance sensing device outputs the trigger signal to the control device, the control device is awakened and measures the current rotation stroke of the sensing magnet through the absolute value encoder. The control device determines the working state of the brake cylinder according to the current rotation stroke, so that the stroke and the position of the piston rod of the brake cylinder are detected, potential safety hazards existing in manual checking are effectively avoided, and meanwhile detection efficiency is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments or the conventional technologies of the present application, the drawings used in the descriptions of the embodiments or the conventional technologies will be briefly introduced below, it is obvious that the drawings in the following descriptions are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a brake cylinder monitoring device for a railway wagon according to an embodiment of the present application;
FIG. 2 is a schematic partial structural view of a brake cylinder monitoring device for a railway wagon according to an embodiment of the present disclosure;
FIG. 3 is a schematic block circuit diagram of a brake cylinder monitoring device for a railway wagon according to an embodiment of the present disclosure;
FIG. 4 is a block circuit diagram of a brake cylinder monitoring device for a railway wagon according to an embodiment of the present disclosure;
FIG. 5 is a block circuit diagram of a brake cylinder monitoring system for a railway wagon according to an embodiment of the present disclosure;
fig. 6 is a block circuit diagram of a railway wagon according to an embodiment of the present application.
Description of reference numerals:
10. a rail wagon brake cylinder monitoring device; 100. measuring a line; 20. a rail wagon; 210. a rotating shaft; 220. an induction magnet; 30. a rail wagon brake cylinder monitoring system; 300. a magnetoresistive sensing device; 400. an absolute value encoder; 500. a control device; 501. a power supply device; 600. a LoRa communication device; 610. a vehicle-mounted gateway; 700. and (4) an upper computer.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present application more comprehensible, embodiments accompanying the present application are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is capable of embodiments in many different forms than those described herein and those skilled in the art will be able to make similar modifications without departing from the spirit of the application and it is therefore not intended to be limited to the embodiments disclosed below.
The numbering of the components as such, e.g., "first", "second", etc., is used herein for the purpose of describing the objects only, and does not have any sequential or technical meaning. The term "connected" and "coupled" when used in this application, unless otherwise indicated, includes both direct and indirect connections (couplings). In the description of the present application, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present application and for simplicity in description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, are not to be considered as limiting the present application.
In this application, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
Referring to fig. 1 to 3, an embodiment of the present application provides a brake cylinder monitoring device 10 for a railway wagon, which is applied to a railway wagon 20. Specifically, the brake cylinder monitoring device 10 for the railway wagon can be applied to a 25t axle load aluminum alloy coal hopper wagon in the railway wagon 20.
The railway wagon brake cylinder monitoring device 10 comprises: a measuring line 100, a rotating shaft 210, an induction magnet 220, a magnetoresistive sensing device 300, an absolute value encoder 400, and a control device 500. One end of measurement line 100 is fixedly connected to a brake cylinder piston rod. The other end of the measuring line 100 is wound around the rotating shaft 210. The induction magnet 220 is fixed to the rotation shaft 210. The magnetoresistive sensing device 300 is coupled to the sensing magnet 220. The magneto-resistive sensing device 300 is configured to determine whether to output a trigger signal according to a distance between the sensing magnet 220 and the magneto-resistive sensing device 300.
The absolute value encoder 400 is coupled to the induction magnet 220. The control device 500 is electrically connected to the magnetoresistive sensing device 300 and the absolute value encoder 400, respectively. When the control device 500 receives the trigger signal, the control device 500 measures the current rotation stroke of the induction magnet 220 through the absolute value encoder 400, and determines the brake cylinder operating state according to the current rotation stroke.
It is understood that the specific material of the measuring line 100 is not limited as long as the rotating shaft 210 is driven to rotate. In one embodiment, the measuring line 100 may be a nylon rope. In one embodiment, the measuring line 100 may be a rope made of other materials (e.g., plastic rope). In use, an end of the measurement line 100 may be secured to the brake cylinder piston rod. Thus when the brake cylinder piston rod is actuated, the brake cylinder piston rod moves the measurement wire 100, the measurement wire 100 further moves the rotating shaft 210, and the rotating shaft 210 further moves the induction magnet 220. That is, the sensing magnet 220 is rotated by the measuring line 100, so that the distance between the sensing magnet 220 and the magnetic resistance sensing device 300 is shortened, thereby triggering the magnetic resistance sensing device 300 to operate.
It is understood that the specific material of the induction magnet 220 is not limited as long as it has a function of disturbing the magnetic field intensity. In one embodiment, the induction magnet 220 may be a common magnet. The induction magnet 220 may also be a composite material containing a magnetic material. It is understood that the manner of fixing the induction magnet 220 to the rotation shaft 210 is not limited, as long as the induction magnet 220 and the rotation shaft 210 are fixed to each other. In one embodiment, the induction magnet 220 may be embedded within the rotating shaft 210. In one embodiment, the induction magnet 220 may also be fixed to the rotation shaft 210 by a snap. Fixing the induction magnet 220 to the rotation shaft 210 allows the induction magnet 220 to rotate synchronously with the rotation shaft 210.
In use, the measuring line 100 is wound around the rotating shaft 210. Thus, when the brake cylinder is actuated, the brake cylinder piston rod drives the measuring wire 100 to move, and the measuring wire 100 further drives the rotating shaft 210 and the induction magnet 220 to move synchronously. That is, the rotating shaft 210 is rotated by the measuring line 100, so that the distance between the sensing magnet 220 and the magnetic resistance sensing device 300 is shortened, and the magnetic resistance sensing device 300 is triggered to operate.
In one embodiment, the number of the induction magnets 220 may be plural, and the plural induction magnets 220 are uniformly distributed along the circumferential direction of the rotation shaft 210. In one embodiment, when the measuring line 100 drives the rotating shaft 210 to move, the rotating shaft 210 synchronously drives the plurality of sensing magnets 220 to move, and the sensing magnet 220 with the shortest distance to the magnetic resistance sensing device 300 in the plurality of sensing magnets 220 is gradually close to the magnetic resistance sensing device 300, so that the distance between the sensing magnet 220 and the magnetic resistance sensing device 300 is gradually shortened. By driving the rotating shaft 210 to rotate, the distance between the sensing magnet 220 and the magnetic resistance sensing device 300 is gradually shortened, and the magnetic resistance sensing device 300 can be triggered to operate.
In one embodiment, the coupling connection between the magnetoresistive sensing device 300 and the sensing magnet 220 is: the magnetoresistive sensing device 300 is magnetically coupled to the sensing magnet 220. It is understood that the specific structure of the magneto-resistive sensing device 300 is not limited as long as it has a function of determining whether to output a trigger signal according to the distance between the sensing magnet 220 and the magneto-resistive sensing device 300. In one embodiment, the magnetoresistive sensing device 300 may be a Tunneling Magnetoresistive (TMR) sensor. Specifically, whether to output a trigger signal may be determined by the TMR sensor according to the distance between the sensing magnet 220 and the magnetoresistance sensing device 300. By adopting the TMR sensor, the railway wagon 20 can normally run under different temperature conditions of high temperature and low temperature, and the stability under the complex environment is improved. And meanwhile, the TMR sensor is used, so that the overall power consumption can be reduced. The magnetoresistive sensing device 300 is a non-contact sensor, which can avoid problems such as mechanical wear caused by the use of other switch-type sensors.
In one embodiment, the magnetoresistive sensing device 300 is configured to determine whether to output a trigger signal according to a distance between the sensing magnet 220 and the magnetoresistive sensing device 300. Specifically, when the distance between the magnetoresistive sensing device 300 and the sensing magnet 220 is less than or equal to a first sensing distance, the magnetoresistive sensing device 300 outputs the trigger signal. Thus, when the measuring line 100 rotates the rotating shaft 210, the distance between the sensing magnet 220 and the magnetoresistive sensing device 300 is gradually shortened.
That is, when the distance between the magneto-resistive sensing device 300 and the sensing magnet 220 is less than or equal to the first sensing distance, the magneto-resistive sensing device 300 outputs the trigger signal. In one embodiment, the trigger signal may be low. On the contrary, when the distance between the magnetoresistive sensing device 300 and the sensing magnet 220 is greater than the first sensing distance, the magnetoresistive sensing device 300 does not output the trigger signal or outputs a high level, and the control device 500 is not triggered.
In one embodiment, the absolute value encoder 400 may be a magneto-electric absolute value encoder. In one embodiment, the absolute value encoder 400 coupled to the induction magnet 220 refers to: the absolute value encoder 400 is magnetically coupled to the induction magnet 220.
It is to be understood that the specific structure of the control device 400 is not limited as long as the control device 500 has a function of measuring the current rotation stroke of the induction magnet 220 by the absolute value encoder 400 when the control device 500 receives the trigger signal, and determining the brake cylinder operation state according to the current rotation stroke. In one embodiment, the control device 400 may be an MCU (micro control unit). The control device 400 may also be an integrated control chip.
When the magnetoresistive sensing device 300 outputs the trigger signal to the control device 500, the control device 500 measures the current rotational stroke of the sensing magnet 220 through the absolute value encoder 400. Specifically, when the rotating shaft 210 starts to rotate and the control device 500 receives the trigger signal, the control device 500 starts to operate and supplies power to the absolute value encoder 400, so that the absolute value encoder 400 starts to operate. When the rotation of the rotary shaft 210 is stopped, the control device 500 reads data information currently recorded by the absolute value encoder 400.
The currently recorded data information is characterized by the current rotation stroke of the induction magnet 220. That is, when the induction magnet 220 stops rotating, the control device 500 reads the current rotation stroke of the induction magnet 220. In one embodiment, the current rotational stroke refers to the number of revolutions and the angle at which the rotation is characterized when the rotation is less than one revolution.
In one embodiment, the brake cylinder condition is assumed to be a relieved condition (i.e., the brake cylinder is in a non-braking condition). When the brake cylinder is switched from a relaxed state to a braked state, the brake cylinder piston rod moves the measurement line 100, the measurement line 100 further moves the rotating shaft 210, and the rotating shaft 210 further moves the induction magnet 220. That is, the sensing magnet 220 is rotated by the measuring line 100, so that the distance between the sensing magnet 220 and the magnetic resistance sensing device 300 is shortened, thereby triggering the magnetic resistance sensing device 300 to output the trigger signal to the control device 500. At this time, the control device 500 measures the current rotational stroke of the induction magnet 220 through the absolute value encoder 400, and determines whether the induction magnet 220 is stationary according to the current rotational stroke.
Specifically, in the process of measuring the current rotational stroke of the induction magnet 220, the control device 500 reads the rotational stroke measured by the absolute value encoder 400 in real time. Meanwhile, the current rotation stroke is compared with the rotation stroke measured at the previous time, and the specific comparison method is not limited, for example, the control device 500 may compare the difference between the current rotation stroke and the rotation stroke measured at the previous time. If the current rotation stroke is equal to the rotation stroke measured at the previous time, it is determined that the induction magnet 220 is stationary, and at this time, the working state of the brake cylinder may be further determined according to the current rotation stroke.
On the contrary, if the current rotation stroke is not equal to the rotation stroke measured at the previous time, it is determined that the induction magnet 220 is not stationary. I.e. the sense magnet 220 is still rotating, i.e. the piston rod of the brake cylinder is still moving, and the working condition of the brake cylinder is not determined. That is, the control device 500 may further determine the operating condition of the brake cylinder only if the piston rod of the brake cylinder is at rest.
When the control means 500 determines that the induction magnet 220 is stationary, i.e. that the control means 500 determines that the piston rod of the brake cylinder is stationary, the control means 500 may compare the current rotational stroke with the rotational stroke of the control means 500 before the last sleep. For example, the control device 500 may compare the current rotation stroke with the rotation stroke of the control device 500 before the last sleep. And if the current rotation stroke is smaller than the rotation stroke before the last sleep, determining that the brake cylinder is in a release state. I.e. when the brake cylinder is in an unbraked state. That is, the brake cylinder piston rod is in a relaxed state at this time.
And if the current rotation stroke is larger than the rotation stroke before the last sleep, determining that the brake cylinder is in a brake state. I.e. when the brake cylinder is in a braking state. Therefore, the control device 500 can determine the working state of the brake cylinder according to the rotation stroke, so that the stroke and the position of the brake cylinder piston rod can be detected, potential safety hazards caused by manual checking are effectively avoided, and safety is improved.
In one embodiment, the rotational stroke before last sleep refers to: the control device 500 measures the rotational stroke by the absolute value encoder 400 in the previous measurement cycle. That is, the rotation stroke measured by the absolute value encoder 400 in the previous measurement cycle is the rotation stroke before the last sleep. In one embodiment, a measurement cycle refers to: the period in which the control device 500 switches from the sleep state to the active state and from the active state to the sleep state.
In this embodiment, one end of measurement line 100 is fixedly connected to the piston rod of the brake cylinder and the other end of the measurement line is wound around rotating shaft 210. The induction magnet 220 is fixed to the rotation shaft 210. The magneto-resistive sensing device 300 determines whether to output a trigger signal according to a distance between the sensing magnet 220 and the magneto-resistive sensing device 300. When the magnetoresistive sensing device 300 outputs the trigger signal to the control device 500, the control device 500 is awakened while the current rotational stroke of the sensing magnet 220 is measured by the absolute value encoder 400. The control device 500 determines the working state of the brake cylinder according to the current rotation stroke, so that the stroke and the position of the brake cylinder piston rod are detected, potential safety hazards caused by manual checking are effectively avoided, and meanwhile detection efficiency is improved.
In one embodiment, the control device 500 is in a sleep state when the control device 500 does not receive the trigger signal. That is, when the trigger signal is not output from the magneto-resistive sensing device 300, the control device 500 is in a sleep state. This reduces the overall power consumption of the brake cylinder monitoring device 10 for a railway wagon. When the control device 500 receives the trigger signal, the control device 500 is switched from the sleep state to the wake-up state. That is, when the control device 500 is not woken up, the control device 500 is in a sleep state. When the control device 500 receives the trigger signal, the control device 500 is awakened, and the control device 500 starts to operate. In this embodiment, the control device 500 adopts the above wake-up manner, so that the overall power consumption of the brake cylinder monitoring device 10 for a railway wagon can be reduced.
Referring to fig. 4, in an embodiment, the brake cylinder monitoring device 10 of a railway wagon further includes: the LoRa communication device 600. The LoRa communication device 600 is communicatively connected to the control device 500. The LoRa communication device 600 is configured to be communicatively connected to a vehicle gateway 610 provided in the railway wagon 20. In one embodiment, the LoRa communication device 600 may be replaced with other types of communication devices (e.g., 4G/5G wireless communication module, WiFi/bluetooth/ANT/ZigBee wireless communication module, etc.). When the control device 500 determines that the brake cylinder is in the braking state, monitoring information (that is, the brake cylinder is in the braking state) may be sent to the vehicle-mounted gateway 610 through the LoRa communication device 600, so that the vehicle-mounted gateway 610 uploads the monitoring information to a monitoring platform (such as an upper computer). In this embodiment, the control device 500 uploads the monitoring information to the vehicle-mounted gateway 610 through the LoRa communication device 600, and by adopting the communication mode realized by the LoRa communication device 600, the overall power consumption can be further reduced under the condition that the transmission distance is fixed.
In one embodiment, the railway wagon roof monitoring device 10 further comprises: the power supply means 501. The power supply device 501 is electrically connected to the magnetoresistive sensing device 300, the control device 500, and the LoRa communication device 600, respectively. It is to be understood that the specific structure of the power supply device 501 is not limited as long as it has a function of supplying power to the magnetoresistive sensing device 300, the absolute value encoder 400, the control device 500, and the LoRa communication device 600. In one embodiment, the power supply device 501 may be a dry cell battery. The power supply device 501 may also be a battery.
Referring to fig. 5, another embodiment of the present application provides a brake cylinder monitoring system 30 for a railway wagon. The railway wagon brake cylinder monitoring system 30 comprises the railway wagon brake cylinder monitoring device 10 according to any one of the above embodiments and an on-board gateway 610. The brake cylinder monitoring device 10 for the railway wagon is arranged on a railway wagon 20. The vehicle-mounted gateway 610 is disposed in the railway wagon 20. The vehicle gateway 610 is communicatively connected to the control device 500.
In one embodiment, the railway wagon brake cylinder monitoring device 10 may be secured to a brake cylinder housing in a railway wagon 20. Specifically, the railway wagon brake cylinder monitoring device 10 may be bolted to a brake cylinder housing in a railway wagon 20.
In one embodiment, the vehicle gateway 610 may employ a conventional vehicle gateway with information processing function. In one embodiment, the manner of disposing the vehicle-mounted gateway 610 on the railway wagon 20 is not limited, as long as the vehicle-mounted gateway 610 is secured to the railway wagon 20. In one embodiment, the on-board gateway 610 may be secured to the rail wagon 20 by screws. The on-board gateway 610 may also be secured to the railway wagon 20 by a snap fit. In one embodiment, the onboard gateway 610 may be communicatively coupled to the control device 500 via an LoRa communication device 600. By adopting the communication mode realized by the LoRa communication device 600, the overall power consumption of the wagon top cover monitoring system 30 can be further reduced under the condition of certain transmission distance.
In the brake cylinder monitoring system 30 for the railway wagon in the embodiment, through the cooperation between the vehicle-mounted gateway 610 and the brake cylinder monitoring device 10 for the railway wagon, the working state of the brake cylinder can be detected in the running process of the railway wagon 20, so that the potential safety hazard caused by manual checking is effectively avoided, and meanwhile, the detection efficiency can also be improved.
In one embodiment, the brake cylinder monitoring system 30 for a railway wagon further comprises: a battery management subsystem. The battery management subsystem is used for uniformly managing the power supply of the power supply device 501 and distributing energy according to the power consumption requirements of the magnetic resistance sensing device 300, the control device 500 and the LoRa communication device 600, so that the railway wagon brake cylinder monitoring system 30 achieves the purpose of low power consumption, and the service life of the system is prolonged.
In one embodiment, the brake cylinder monitoring system 30 for a railway wagon further comprises: and an upper computer 700. The upper computer 700 is in communication connection with the vehicle-mounted gateway 610. The upper computer 700 is used for determining whether to trigger alarm according to the working state of the brake cylinder. In one embodiment, the communication mode between the upper computer 700 and the vehicle-mounted gateway 610 is not limited, as long as the communication between the upper computer 700 and the vehicle-mounted gateway 610 is ensured. In one embodiment, the upper computer 700 and the vehicle-mounted gateway 610 may communicate with each other in a 4G/5G communication manner. The upper computer 700 and the vehicle-mounted gateway 610 can also adopt other communication modes to realize communication, such as WiFi, Bluetooth and the like.
The upper computer 700 is used for determining whether to trigger alarm according to the working state of the brake cylinder. Specifically, when the control device 500 determines that the brake cylinder is in the braking state, the control device 500 may transmit monitoring information (i.e., the brake cylinder operating state) to the host computer 700 through the vehicle gateway 610. When the upper computer 700 determines that the brake cylinder is in the braking state according to the monitoring information, the upper computer 700 gives an alarm, so that an operator is prompted that the brake cylinder is in the braking state. The alarm mode of the upper computer 700 is not limited, for example, the upper computer 700 may alarm through an indicator light. The upper computer 700 can also pop up a warning window through the display platform to give an alarm. In this embodiment, through host computer 700 with vehicle gateway 610's cooperation can realize right brake cylinder operating condition detects, effectively avoids adopting the artifical potential safety hazard of looking over the existence, can also improve detection efficiency simultaneously.
Referring to fig. 6, another embodiment of the present application provides a railway wagon 20. The railway wagon 20 comprises the railway wagon brake cylinder monitoring device 10 according to any one of the above embodiments. The brake cylinder monitoring device 10 for the railway wagon is arranged on a railway wagon 20. The number of the railway wagon brake cylinder monitoring devices 10 is multiple, and each railway wagon brake cylinder monitoring device 10 corresponds to one brake cylinder. The railway wagon 20 described in this embodiment detects the working state of the brake cylinder by the railway wagon brake cylinder monitoring device 10, thereby effectively avoiding the potential safety hazard caused by manual checking, and simultaneously improving the detection efficiency.
In summary, the present application provides for fixedly connecting one end of a measurement wire 100 to a brake cylinder piston rod, the other end of the measurement wire being wound around the rotary shaft 210. The induction magnet 220 is fixed to the rotation shaft 210. The magneto-resistive sensing device 300 determines whether to output a trigger signal according to a distance between the sensing magnet 220 and the magneto-resistive sensing device 300. When the magnetoresistive sensing device 300 outputs the trigger signal to the control device 500, the control device 500 is awakened while the current rotational stroke of the sensing magnet 220 is measured by the absolute value encoder 400. The control device 500 determines the working state of the brake cylinder according to the current rotation stroke, so that the stroke and the position of the brake cylinder piston rod are detected, potential safety hazards caused by manual checking are effectively avoided, and meanwhile detection efficiency is improved.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (11)
1. The utility model provides a railway freight car brake cylinder monitoring devices which characterized in that is applied to 25t axle load aluminum alloy coal hopper car, monitoring devices includes:
a measurement line (100), one end of the measurement line (100) being fixedly connected to the brake cylinder piston rod;
a rotating shaft (210) around which the other end of the measuring wire (100) is wound;
an induction magnet (220) fixed to the rotating shaft (210);
a magnetoresistive sensing device (300) coupled to the sensing magnet (220) for determining whether to output a trigger signal according to a distance between the sensing magnet (220) and the magnetoresistive sensing device (300);
an absolute value encoder (400) coupled to the induction magnet (220); and
and the control device (500) is respectively and electrically connected with the magnetic resistance sensing device (300) and the absolute value encoder (400), when the control device (500) receives the trigger signal, the control device (500) measures the current rotation stroke of the sensing magnet (220) through the absolute value encoder (400), and determines the working state of the brake cylinder according to the current rotation stroke.
2. A brake cylinder monitoring arrangement for a railway wagon according to claim 1, wherein when the control device (500) receives the trigger signal, the control means (500) measures the current rotational stroke of the induction magnet (220) by means of the absolute value encoder (400) and determines whether the induction magnet (220) is stationary or not on the basis of the current rotational stroke, when it is determined that the induction magnet (220) is stationary, the control means (500) compares the current rotational stroke with a rotational stroke of the control means (500) before the last sleep, and if the current rotational stroke is greater than the rotational stroke before the last sleep, and determining that the brake cylinder is in a braking state, and if the current rotation stroke is smaller than the rotation stroke before the last sleep, determining that the brake cylinder is in a relieving state.
3. A brake cylinder monitoring arrangement for a railway wagon according to claim 2, wherein the control means (500) is adapted to compare the current rotational stroke with a rotational stroke measured at a previous moment and to determine that the induction magnet (220) is stationary if the current rotational stroke is equal to the rotational stroke measured at the previous moment.
4. A brake cylinder monitoring arrangement for a railway wagon according to claim 1, wherein the reluctance sensing device (300) outputs the trigger signal when the distance between the reluctance sensing device (300) and the sensing magnet (220) is less than or equal to a first sensing distance;
when the distance between the magneto-resistive sensing device (300) and the sensing magnet (220) is greater than the first sensing distance, the magneto-resistive sensing device (300) does not output the trigger signal.
5. A brake cylinder monitoring arrangement for a railway wagon according to claim 1, characterized in that the control device (500) is in a sleep state when the control device (500) does not receive the trigger signal, and the control device (500) is switched from the sleep state to an awake state when the control device (500) receives the trigger signal.
6. A brake cylinder monitoring device for a railway wagon according to claim 1, wherein the number of the induction magnets (220) is five, and the five induction magnets (220) are uniformly distributed in a circumferential direction of the rotating shaft (210).
7. A brake cylinder monitoring arrangement for a railway wagon according to any one of claims 1-6, further comprising:
the system comprises a LoRa communication device (600) which is in communication connection with the control device (500), wherein the LoRa communication device (600) is used for being in communication connection with a vehicle-mounted gateway (610) arranged on the railway wagon (20).
8. Railway wagon brake cylinder monitoring device according to any one of claims 1-6, wherein the magneto-resistive sensing element (300) is a tunnel magneto-resistive sensor.
9. A railway freight car brake cylinder monitoring system, comprising:
a railway wagon brake cylinder monitoring device as defined in any one of claims 1-8, which is provided to a railway wagon; and
and the vehicle-mounted gateway (610) is arranged on the railway wagon and is in communication connection with the control device (500).
10. A railway wagon brake cylinder monitoring system as defined in claim 9, further comprising:
and the upper computer (700) is in communication connection with the vehicle-mounted gateway (610) and is used for determining whether to trigger alarm according to the working state of the brake cylinder.
11. A railway wagon brake cylinder monitoring device according to any one of claims 1 to 8, wherein the railway wagon brake cylinder monitoring device is arranged on a railway wagon, the quantity of the railway wagon brake cylinder monitoring devices is multiple, and each railway wagon brake cylinder monitoring device corresponds to one brake cylinder.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202011476599.8A CN112428976B (en) | 2020-12-15 | 2020-12-15 | Railway wagon brake cylinder monitoring device and system and railway wagon |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202011476599.8A CN112428976B (en) | 2020-12-15 | 2020-12-15 | Railway wagon brake cylinder monitoring device and system and railway wagon |
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| CN112428976A true CN112428976A (en) | 2021-03-02 |
| CN112428976B CN112428976B (en) | 2022-03-25 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113511234A (en) * | 2021-05-28 | 2021-10-19 | 中车齐齐哈尔车辆有限公司 | Train network of railway wagon vehicle-mounted monitoring system |
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| CN201436223U (en) * | 2009-07-31 | 2010-04-07 | 南车长江车辆有限公司 | Brake cylinder of lorry brake device |
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| CN112428976B (en) | 2022-03-25 |
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