CN113665557A - Method and device for testing full braking and full relieving time of vehicle speed reducer - Google Patents

Method and device for testing full braking and full relieving time of vehicle speed reducer Download PDF

Info

Publication number
CN113665557A
CN113665557A CN202111105999.2A CN202111105999A CN113665557A CN 113665557 A CN113665557 A CN 113665557A CN 202111105999 A CN202111105999 A CN 202111105999A CN 113665557 A CN113665557 A CN 113665557A
Authority
CN
China
Prior art keywords
state
time
full
power
speed reducer
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN202111105999.2A
Other languages
Chinese (zh)
Other versions
CN113665557B (en
Inventor
成会芳
张辉
杨建�
阎大志
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Tianjin Railway Signal Co Ltd
Original Assignee
Tianjin Railway Signal Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Tianjin Railway Signal Co Ltd filed Critical Tianjin Railway Signal Co Ltd
Priority to CN202111105999.2A priority Critical patent/CN113665557B/en
Publication of CN113665557A publication Critical patent/CN113665557A/en
Application granted granted Critical
Publication of CN113665557B publication Critical patent/CN113665557B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)

Abstract

The invention discloses a method for testing full braking and full relieving time of a vehicle speed reducer, which comprises the following steps: step S1, acquiring a brake representation relay ZBJ and a release representation relay HBJ power-on and power-off state in a vehicle retarder control box, and acquiring the current working state of the vehicle retarder; step S2, when the relief indicates that the relay HBJ is electrified, the current working state of the vehicle speed reducer is a relief state, and a preset full braking time obtaining operation is executed to obtain the full braking time of the vehicle speed reducer; when the brake indicates that the relay ZBJ is electrified, the current working state of the vehicle speed reducer is a brake state, and the preset full relief time obtaining operation is executed to obtain the full relief time of the vehicle speed reducer. The invention also discloses a device for testing the full braking and full relieving time of the vehicle speed reducer. The invention can accurately and reliably obtain the full braking and full releasing time of the vehicle speed reducer and meet the time regulation of the railway standard on the full braking and the full releasing.

Description

Method and device for testing full braking and full relieving time of vehicle speed reducer
Technical Field
The invention relates to the technical field of intelligent monitoring of vehicle speed reducers, in particular to a method and a device for testing full braking and full relieving time of a vehicle speed reducer.
Background
The marshalling station is responsible for disassembling and marshalling a large number of freight trains in the railway transportation process of China. With the increase of the running speed of the train and the operation of the heavy-duty freight train, the transportation task of the marshalling yard is increasingly heavy, and the automation and intelligent technology of the marshalling yard urgently needs to be continuously innovated and improved.
The vehicle speed reducer is the main speed regulating equipment of hump marshalling station, and is used for controlling the speed of vehicle in sliding and making the vehicle slide into marshalling line to meet the requirement of safe connection. The hump marshalling station can improve the uncoiling capability, ensure the operation and personal safety and reduce the labor intensity by installing the vehicle speed reducer.
The intelligent monitoring system for the vehicle speed reducer is an important tool which follows up the development trend of intelligent operation and maintenance, monitors the state of the vehicle speed reducer in real time, improves the marshalling operation efficiency of a marshalling station, ensures the operation safety of the marshalling station, can change a maintenance mode, changes manual inspection or maintenance after equipment failure into intelligent monitoring and diagnosis, realizes the cross-over development of the maintenance work of the vehicle speed reducer and realizes signal maintenance management.
For the vehicle speed reducer, the full braking time and the full relieving time are important indexes of the vehicle speed reducer, the indexes directly reflect the action speed of the vehicle speed reducer, and the time directly influences the speed control precision of the vehicle speed reducer; meanwhile, the general speed railway signal maintenance rule of the Chinese railway general company has a clear regulation that the index is an important detection item for equipment maintenance.
It should be noted that the full braking time of the vehicle retarder is the time from the start of receiving a braking command by the power control unit in the vehicle retarder to the time when the retarder reaches the braking state size. When the full brake time does not meet the standard requirements, the exit speed of the yo-yo vehicle may be over-speeding or unreasonable yo-yo intervals may result. The full relief time of a vehicle retarder is the time required for a power control unit in the vehicle retarder to reach the relief state size from the moment the power control unit receives a relief command. When the full remission time does not meet the standard requirements, a rolling vehicle trip or unreasonable rolling interval may result. This is a common technical knowledge of the prior art vehicle retarder and will not be described in detail herein.
In the prior art, the detection of the full braking time and the full relieving time of the vehicle speed reducer does not have manual testing conditions. Meanwhile, the prior art does not meet the time regulation of the railway standard for full braking and full release, and the full braking time and the full release time of the vehicle speed reducer cannot be accurately and reliably obtained.
Disclosure of Invention
The invention aims to provide a method and a device for testing the full braking and full relieving time of a vehicle speed reducer, aiming at the technical defects in the prior art.
Therefore, the invention provides a method for testing the full braking and full relieving time of a vehicle retarder, which comprises the following steps:
step S1, acquiring a brake representation relay ZBJ and a release representation relay HBJ power-on and power-off state in a vehicle retarder control box, and acquiring the current working state of the vehicle retarder;
step S2, when the release indicates that the relay HBJ is electrified, the release indicates that the loop is in a conducting state, the current working state of the vehicle speed reducer is in a release state, and a preset full braking time obtaining operation is executed to obtain the full braking time of the vehicle speed reducer;
when the brake indicates that the relay ZBJ is electrified, the brake of the vehicle speed reducer indicates that the loop is in a conduction state, the current working state of the vehicle speed reducer is a brake state at the moment, and the preset full relief time obtaining operation is executed to obtain the full relief time of the vehicle speed reducer.
Preferably, in step S2, the preset full braking time obtaining operation specifically includes the following sub-steps:
the method comprises the following steps that firstly, when the current working state of the vehicle speed reducer is in a relieving state, the power-on and power-off states of three electromagnetic valves CT1, CT2 and CT3 in a vehicle speed reducer control box are collected in real time, the grade of a specific braking state of the vehicle speed reducer entering from the current relieving state is judged according to a preset judgment rule, and the starting time of the specific braking state entering the grade is recorded as the starting time of a full braking time test of the vehicle speed reducer;
the second substep, after recording the starting time of the full braking time test of the vehicle retarder, acquiring the power-on and power-off state of a brake representation relay ZBJ in a vehicle retarder control box in real time, when the brake representation relay ZBJ is powered on, indicating that the vehicle retarder reaches a brake position, and recording the power-on time of the brake representation relay ZBJ as the finishing time of the full braking time test of the vehicle retarder;
and a third substep of obtaining the full braking time of the vehicle retarder through a difference operation according to the starting time of the full braking time test of the vehicle retarder and the finishing time of the full braking time test of the vehicle retarder.
Preferably, for the first sub-step, the following operations are specifically included:
if the electromagnetic valves CT1, CT2 and CT3 are in the non-electric state at the same time, the working state of the vehicle retarder is judged to enter a first-stage braking state from a relieving state, and the initial starting time of the electromagnetic valves CT1, CT2 and CT3 in the non-electric state at the same time is recorded as the starting time of the full braking time test of the vehicle retarder, namely the starting time of entering the first-stage braking state;
if the electromagnetic valve CT2 is in the power-on state and the electromagnetic valves CT1 and CT3 are in the power-off state, the working state of the vehicle retarder is judged to enter a secondary braking state from the relieving state, and the initial starting time of the electromagnetic valve CT2 in the power-on state and the electromagnetic valves CT1 and CT3 in the power-off state is recorded as the starting time of the full braking time test of the vehicle retarder, namely the starting time of entering the secondary braking state;
if the solenoid valves CT2 and CT3 are in the power-on state and the solenoid valve CT1 is in the power-off state, the working state of the vehicle retarder is judged to enter the three-stage braking state from the relieving state, and the initial starting time when the solenoid valves CT2 and CT3 are in the power-on state and the solenoid valve CT1 is in the power-off state is recorded as the starting time of the full braking time test of the vehicle retarder, namely the starting time of entering the three-stage braking state.
Preferably, Hall current sensors L1, L2 and L3 are respectively connected with power supply leads of three original electromagnetic valves CT1, CT2 and CT3 in a vehicle speed reducer control box to respectively detect the power-on states of the electromagnetic valves CT1, CT2 and CT 3;
the detection of the power-on state of the brake indication relay ZBJ is achieved by connecting the Hall current sensor L4 to the power supply lead of the original brake indication relay ZBJ in the vehicle retarder control box.
Preferably, in step S2, the preset full-mitigation-time obtaining operation specifically includes the following sub-steps:
firstly, when the current working state of the vehicle speed reducer is a braking state, acquiring the power-on and power-off states of three electromagnetic valves CT1, CT2 and CT3 in a vehicle speed reducer control box in real time, if the electromagnetic valve CT1 is in the power-on state and the electromagnetic valves CT2 and CT3 are in the power-off state, judging that the working state of the vehicle speed reducer enters a relieving state from the braking state, and enabling the electromagnetic valve CT1 to be in the power-on state, wherein the initial starting time of the electromagnetic valves CT2 and CT3 in the power-off state is used as the starting time of a full-relieving time test of the vehicle speed reducer;
secondly, after the initial time of the full-relief time test of the vehicle speed reducer is recorded, acquiring the power-on and power-off state of a relief indication relay HBJ in a vehicle speed reducer control box in real time, when the relief indication relay HBJ is powered on, indicating that the vehicle speed reducer reaches a relief position, indicating the power-on time of the relay HBJ with the relief, and recording the finish time of the full-relief time test as the vehicle speed reducer;
and thirdly, obtaining the full relief time of the vehicle speed reducer through a difference operation according to the starting time of the full relief time test of the vehicle speed reducer and the finishing time of the full relief time test of the vehicle speed reducer.
Preferably, Hall current sensors L1, L2 and L3 are respectively connected with power supply leads of three original electromagnetic valves CT1, CT2 and CT3 in a vehicle speed reducer control box to respectively detect the power-on states of the electromagnetic valves CT1, CT2 and CT 3;
the power-on state of the release indication relay HBJ is detected by connecting the Hall current sensor L5 with the power supply lead of the original release indication relay HBJ in the control box of the vehicle speed reducer.
In addition, the invention also provides a device for testing the full braking and full relieving time of the vehicle retarder, which comprises: the device comprises acquisition equipment U1, a power supply module, five Hall current sensors L1, L2, L3, L4 and L5;
the power supply module is respectively connected with power supply ends of the Hall current sensors L1, L2, L3, L4 and L5 and is used for supplying working power to the Hall current sensors L1, L2, L3, L4 and L5;
the signal output ends of the Hall current sensors L1, L2, L3, L4 and L5 are respectively connected with five signal input ends of the acquisition equipment U1;
hall current sensors L1, L2 and L3 are respectively connected with power supply leads of three original electromagnetic valves CT1, CT2 and CT3 in a vehicle speed reducer control box and are respectively used for detecting the power-on states of the electromagnetic valves CT1, CT2 and CT 3;
hall current sensors L4 and L5, which are respectively connected with the power supply leads of an original brake representation relay ZBJ and a brake representation relay HBJ in a control box of the vehicle retarder and are respectively used for detecting the power-on states of the brake representation relay ZBJ and the brake representation relay HBJ;
the acquisition equipment U1 is used for acquiring a brake representation relay ZBJ and relieving a power-on and power-off state of a representation relay HBJ in a vehicle retarder control box through Hall current sensors L4 and L5 to obtain the current working state of the vehicle retarder; when the release indicates that the relay HBJ is electrified, the vehicle speed reducer release indicates that the loop is in a conduction state, the current working state of the vehicle speed reducer is in a release state, and the acquisition device U1 executes a preset full braking time acquisition operation to acquire the full braking time of the vehicle speed reducer;
when the brake indicates that the relay ZBJ is electrified, the brake in the vehicle speed reducer indicates that the loop is in a conducting state, the current working state of the vehicle speed reducer is the braking state at the moment, and the acquisition device U1 executes a preset full relief time acquisition operation to acquire the full relief time of the vehicle speed reducer.
Preferably, the brake representation relay ZBJ power supply conductor in the vehicle retarder control box is in series with the dry contact ZB in the existing vehicle retarder contact box;
the mitigation in the vehicle retarder control box indicates that the supply conductor of the relay HBJ is in series with the dry contact HB in the existing vehicle retarder contact box.
Preferably, the hall current sensors L1, L2, L3, L4, and L5 are non-contact type perforated hall current sensors.
Compared with the prior art, the method and the device for testing the full braking and full releasing time of the vehicle speed reducer have the advantages that the design is scientific, the conduction state of the indicating loop of the vehicle speed reducer and the working state of the vehicle speed reducer are obtained by acquiring the braking indicating relay ZBJ and the power-on and power-off state of the releasing indicating relay HBJ in the control box of the vehicle speed reducer, then the corresponding power-on and power-off time of the electromagnetic valve and the power-on and power-off time of the indicating relay are acquired according to different working states of the vehicle speed reducer, so that the full braking time and the full releasing time are respectively calculated and obtained, the full braking time and the full releasing time of the vehicle speed reducer can be accurately and reliably obtained, the time regulation of railway standards on the full braking and the full releasing is met, and the method and the device have great practical significance.
Drawings
FIG. 1 is a basic work flow diagram of a method for testing full braking and full release time of a vehicle retarder according to the present invention;
FIG. 2 is an overall flowchart of a method for testing full braking and full mitigation time of a vehicle retarder according to the present invention;
fig. 3 is a schematic circuit diagram of a testing device for full braking and full release time of a vehicle retarder provided by the invention, which is a schematic circuit diagram for acquiring the electromagnetic valve and the power-on state of a relay coil in a control box of the vehicle retarder by using a non-contact hall sensor.
Detailed Description
The technical solutions of the present invention will be described clearly and completely with reference to the following embodiments of the present invention, and it should be understood that the described embodiments are only a part of the embodiments of the present invention, and not all of the 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 invention.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art through specific situations.
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
Referring to fig. 1 to 3, the present invention provides a method for testing full braking and full release time of a vehicle retarder, comprising the steps of:
step S1, acquiring a brake representation relay ZBJ and a release representation relay HBJ power-on and power-off state in a vehicle retarder control box, and acquiring the current working state of the vehicle retarder;
step S2, when the release indicates that the relay HBJ is electrified, the release indicates that the loop is in a conduction state, the current working state of the vehicle speed reducer is in a release state, and a preset full braking time obtaining operation is executed to obtain the full braking time (namely duration) of the vehicle speed reducer;
when the brake indicates that the relay ZBJ is electrified, the brake of the vehicle speed reducer indicates that the loop is in a conduction state, the current working state of the vehicle speed reducer is a brake state at the moment, and the preset full relief time obtaining operation is executed to obtain the full relief time (namely the duration) of the vehicle speed reducer.
In the present invention, in step S1, the vehicle retarder indicates a circuit including a brake indicating circuit of the vehicle retarder and a release indicating circuit of the vehicle retarder.
In the present invention, in step S2, the preset full braking time obtaining operation specifically includes the following sub-steps:
the method comprises the following steps that firstly, when the current working state of the vehicle speed reducer is in a relieving state, the power-on and power-off states of three electromagnetic valves CT1, CT2 and CT3 in a vehicle speed reducer control box are collected in real time, the grade of a specific braking state of the vehicle speed reducer entering from the current relieving state is judged according to a preset judgment rule, and the starting time of the specific braking state entering the grade is recorded as the starting time of a full braking time test of the vehicle speed reducer;
in particular implementation, for the first substep, see table 1, the following operations are specifically included:
referring to table 1, if the solenoid valves CT1, CT2 and CT3 are in the non-power state at the same time, it is determined that the operating state of the vehicle retarder has entered the first-stage braking state from the mitigation state, and the initial starting time of the solenoid valves CT1, CT2 and CT3 in the non-power state at the same time (i.e., the time when all three solenoid valves reach the corresponding states, i.e., the initial time when the vehicle retarder enters the first-stage braking state) is recorded as the starting time of the full braking time test of the vehicle retarder, i.e., as the starting time of entering the first-stage braking state;
if the electromagnetic valve CT2 is in the power-on state and the electromagnetic valves CT1 and CT3 are in the power-off state, the working state of the vehicle retarder is judged to enter the secondary braking state from the relieving state, the electromagnetic valve CT2 is in the power-on state and the initial starting time of the electromagnetic valves CT1 and CT3 in the power-off state (namely the time when all three electromagnetic valves reach the corresponding states, namely the initial time when the vehicle retarder enters the secondary braking state) is recorded as the starting time of the full braking time test of the vehicle retarder, namely the starting time of entering the secondary braking state;
if the electromagnetic valves CT2 and CT3 are in the power-on state and the electromagnetic valve CT1 is in the power-off state, the working state of the vehicle retarder is judged to enter a three-stage braking state from the relieving state, and the initial starting time (namely the time when all three electromagnetic valves reach the corresponding state, namely the initial time when the vehicle retarder enters the three-stage braking state) when the electromagnetic valves CT2 and CT3 are in the power-on state and the electromagnetic valve CT1 is in the power-off state is recorded as the starting time of the full braking time test of the vehicle retarder, namely the starting time of entering the three-stage braking state;
table 1: the invention relates to a corresponding table of braking and relieving states of a vehicle speed reducer and power-on and power-off states of an electromagnetic valve in a control box.
Serial number CT1 CT2 CT3 Operating state of speed reducer
1 Without electricity Without electricity Without electricity One-stage brake
2 Without electricity With electricity Without electricity Two-stage brake
3 Without electricity With electricity With electricity Three-stage brake
4 With electricity Without electricity Without electricity Mitigation
The second substep, after recording the starting time of the full braking time test of the vehicle retarder, acquiring the power-on and power-off state (namely, the conducting state) of a brake representation relay ZBJ in a vehicle retarder control box in real time, when the brake representation relay ZBJ is powered on, indicating that the braking action (namely, the full braking working process) of the vehicle retarder is finished (namely, the vehicle retarder reaches a braking position), and recording the power-on time of the brake representation relay ZBJ as the finishing time of the full braking time test of the vehicle retarder;
and a third substep of obtaining the full braking time (i.e., duration) of the vehicle retarder through a difference operation according to the starting time of the full braking time test of the vehicle retarder and the ending time of the full braking time test of the vehicle retarder.
In the present invention, in step S2, the preset full remission time obtaining operation specifically includes the following sub-steps:
firstly, when the current working state of the vehicle speed reducer is a braking state, acquiring the power-on and power-off states of three electromagnetic valves CT1, CT2 and CT3 in a vehicle speed reducer control box in real time, if the electromagnetic valve CT1 is in the power-on state and the electromagnetic valves CT2 and CT3 are in the power-off state, judging that the working state of the vehicle speed reducer enters a relieving state from the braking state, and enabling the electromagnetic valve CT1 to be in the power-on state, wherein the initial starting time of the electromagnetic valves CT2 and CT3 in the power-off state (namely the time when all three electromagnetic valves reach corresponding states, namely the initial time of entering the relieving state) is taken as the starting time of a full-relieving time test of the vehicle speed reducer;
secondly, after the initial moment of the full-relief time test of the vehicle speed reducer is recorded, acquiring a relief indication power-on/power-off state (namely a conducting state) of the relay HBJ in the vehicle speed reducer control box in real time, when the relief indication power-on state of the relay HBJ indicates that the relief action (namely the full-relief working process) of the vehicle speed reducer is finished (namely the vehicle speed reducer reaches a relief position), and recording the power-on moment of the relay HBJ as the finish moment of the full-relief time test of the vehicle speed reducer;
and thirdly, obtaining the full relief time (namely duration) of the vehicle speed reducer through a difference operation according to the starting time of the full relief time test of the vehicle speed reducer and the finishing time of the full relief time test of the vehicle speed reducer.
In the invention, the vehicle speed reducer control box is provided with three electromagnetic valves CT1, CT2 and CT 3.
According to the invention, the power-on states of the three electromagnetic valves CT1, CT2 and CT3 are different, so that the braking state or the releasing time of the deceleration of the vehicle can be judged and captured, and the power-on states of the three electromagnetic valves are collected and are time collection points for starting timing at the full braking time and the full releasing time.
In the present invention, the control box of the vehicle retarder having the three solenoid valves CT1, CT2, and CT3 may be a control box of a conventional vehicle retarder using hydraulic oil as a power source, that is, a control box of an electro-hydraulic vehicle retarder. For example, the control box of the electro-hydraulic vehicle retarder manufactured by tianjin railway signal limited liability company, such as the t.jcdy type electro-hydraulic vehicle retarder manufactured by tianjin railway signal limited liability company, or the control box of the retarder such as the TJDY type electro-hydraulic vehicle retarder manufactured by seian advanced railway new technology limited liability company. Of course, not limited to these particular types or models.
It should be noted that any vehicle retarder (for example, an electro-hydraulic vehicle retarder) can be applied as long as the correspondence between the power-on/power-off states of the three electromagnetic valves in the control box and the braking and relieving states of the vehicle retarder satisfies the requirements shown in table 1.
In the present invention, it should be noted that the three solenoid valves CT1, CT2 and CT3 are original three solenoid valves in the existing electrohydraulic vehicle retarder control box.
In particular, the three solenoid valves CT1, CT2 and CT3 may be control switches in a control box of a plurality of electro-hydraulic vehicle retarders, for example, control switches (control valves) in a retarder control box such as a t.jcdy type electro-hydraulic vehicle retarder manufactured by tianjin railway signal limited liability company, or a TJDY type electro-hydraulic vehicle retarder of the new technology limited liability company of the west ampere major railway. The corresponding relation between the power-on and power-off states of the three electromagnetic valves CT1, CT2 and CT3 and the braking and relieving states of the vehicle retarder meets the requirement shown in the table 1. The electromagnetic valve CT1 is a switching electromagnetic valve for braking action and damping action in the existing electro-hydraulic vehicle retarder; the electromagnetic valve CT2 is a control electromagnetic valve for performing secondary braking in the existing electro-hydraulic vehicle retarder; the solenoid valve CT3 is a control solenoid valve for three-stage braking in the existing electro-hydraulic vehicle retarder.
In the present invention, the three solenoid valves CT1, CT2, and CT3 are all pilot-operated solenoid valves. And the three electromagnetic valves are in an electrified or power-off state, so that the valves of the electromagnetic valves are correspondingly opened or closed.
The electromagnetic valves CT1, CT2 and CT3 are all electroless, when the valves are closed, hydraulic oil of the vehicle speed reducer passes through a primary brake passage (also called a primary brake oil passage) in the vehicle speed reducer, and the speed reducer enters a primary brake state to form primary brake pressure.
The electromagnetic valves CT1 and CT3 are both non-powered, the valve is closed, the CT2 is powered, when the valve is opened, hydraulic oil of the vehicle retarder passes through a secondary braking passage (also called as a secondary braking oil passage) in the vehicle retarder, and the vehicle retarder enters a secondary braking state to form secondary braking pressure.
When the valve is opened, hydraulic oil of the vehicle speed reducer passes through a three-level brake passage (also called as a three-level brake oil passage) in the vehicle speed reducer, and the vehicle speed reducer enters a three-level brake state to form three-level brake pressure.
When the valve is closed, hydraulic oil of the vehicle speed reducer passes through a relieving passage (also called a relieving oil passage) in the vehicle speed reducer, and the vehicle speed reducer enters a relieving state.
For the present invention, the corresponding relationship between the braking and damping states of the existing vehicle retarder and the power-on and power-off states of the three solenoid valves CT1, CT2 and CT3 in the vehicle retarder control box is shown in table 1.
For the invention, three electromagnetic valves CT1, CT2 and CT3 are respectively used for controlling hydraulic oil of the vehicle retarder to pass through different oil passages (such as a primary braking passage, a secondary braking passage, a tertiary braking passage and a release passage) so as to form different braking pressures, and the retarder enters different working states under different combination states.
The vehicle speed reducer has a primary braking state, a secondary braking state and a tertiary braking state, and the pressures of the three braking states are different and are increased step by step.
In the invention, it should be noted that, according to the definition of the full braking and full release time of the vehicle retarder, when the braking of the vehicle retarder control box indicates that the relay ZBJ or the release indicates that the relay HBJ is powered on, the end of the full braking process or the full release process of the vehicle retarder is correspondingly marked, so that the acquisition of the braking indicates that the relay ZBJ or the release indicates the powered on state of the coil of the relay HBJ, and the acquisition point is the acquisition point of the full braking or full release end time.
It should be noted that the full braking time of the vehicle retarder is the time from the start of receiving a braking command by the power control unit in the vehicle retarder to the time when the retarder reaches the braking state size. When the full brake time does not meet the standard requirements, the exit speed of the yo-yo vehicle may be over-speeding or unreasonable yo-yo intervals may result. The full relief time of a vehicle retarder is the time required for a power control unit in the vehicle retarder to reach the relief state size from the moment the power control unit receives a relief command. When the full remission time does not meet the standard requirements, a rolling vehicle trip or unreasonable rolling interval may result. This is a common technical knowledge of the prior art vehicle retarder and will not be described in detail herein.
In the invention, in order to collect the power getting and losing states of three electromagnetic valves CT1, CT2 and CT3 in a vehicle retarder control box, and collect the power getting and losing states (namely, the conducting state) of a release indication relay HBJ and the power getting and losing states (namely, the conducting state) of a brake indication relay ZBJ in the vehicle retarder control box, the invention also specially carries out technical research and development and comprises a collecting circuit;
the power getting and losing states of the three solenoid valves CT1, CT2 and CT3 in the vehicle speed reducer control box are collected through a collecting circuit, and the power getting and losing state (namely, the conducting state) of the relay HBJ and the power getting and losing state (namely, the conducting state) of the relay ZBJ are collected through relief in the vehicle speed reducer control box. The circuit structure of the acquisition circuit is shown in fig. 3.
For the testing method of the invention, in the steps of S1 and S2, Hall current sensors L1, L2 and L3 are respectively connected with power supply leads of three original electromagnetic valves CT1, CT2 and CT3 in a vehicle speed reducer control box, so as to respectively detect the power-on states of the electromagnetic valves CT1, CT2 and CT 3;
with the test method of the present invention, detecting the energized state of the brake indicating relay ZBJ is accomplished by connecting the hall current sensor L4 to the power conductor of the brake indicating relay ZBJ, which is present in the vehicle retarder control box, in step S1.
For the testing method of the present invention, in step S2, detecting the power-on state of the mitigation indicating relay HBJ is accomplished by connecting the hall current sensor L5 to the power supply conductor of the original mitigation indicating relay HBJ in the vehicle retarder control box.
Referring to fig. 3, in order to execute the method for testing the full braking and full release time of the vehicle retarder provided by the invention, the invention further provides a device for testing the full braking and full release time of the vehicle retarder, and the circuit structure of the device is shown in fig. 3.
The device specifically includes: the device comprises acquisition equipment U1, a power supply module (particularly a direct-current 5V power supply module), and five Hall current sensors L1, L2, L3, L4 and L5;
a power module (5V power module) respectively connected to power supply terminals (i.e. positive and negative terminals) of the hall current sensors L1, L2, L3, L4 and L5, and configured to provide working power to the hall current sensors L1, L2, L3, L4 and L5;
the signal output ends of the Hall current sensors L1, L2, L3, L4 and L5 are respectively connected with five signal input ends of the acquisition equipment U1;
hall current sensors L1, L2 and L3 are respectively connected with power supply leads of three original electromagnetic valves CT1, CT2 and CT3 in a vehicle speed reducer control box and are respectively used for detecting the power-on states of the electromagnetic valves CT1, CT2 and CT3, namely whether the electromagnetic valves are powered on or not;
hall current sensors L4 and L5 are respectively connected with power supply leads of an original brake representation relay ZBJ and a brake representation relay HBJ in a control box of the vehicle speed reducer and are respectively used for detecting the power-on states of the brake representation relay ZBJ and the brake representation relay HBJ, namely whether the power is on or not.
The acquisition equipment U1 is used for acquiring a brake representation relay ZBJ and relieving a power-on and power-off state of a representation relay HBJ in a vehicle retarder control box through Hall current sensors L4 and L5 to obtain the current working state of the vehicle retarder; when the relief indicates that the relay HBJ is powered on, it indicates that the vehicle retarder relief indicates that the loop is in a conduction state, at this time, the current working state of the vehicle retarder is a relief state, and the acquisition device U1 executes a preset full braking time acquisition operation (see the above specifically), so as to acquire the full braking time (i.e., duration) of the vehicle retarder;
when the brake indicates that the relay ZBJ is powered on, it indicates that the brake of the vehicle retarder indicates that the circuit is in a conducting state, at this time, the current working state of the vehicle retarder is a braking state, and the acquisition device U1 executes a preset full remission time acquisition operation (see the above description specifically), so as to obtain the full remission time (i.e., duration) of the vehicle retarder.
In particular, a brake representation relay ZBJ power supply lead in a vehicle retarder control box is connected in series with a dry contact ZB in the existing vehicle retarder contact box;
the mitigation in the vehicle retarder control box indicates that the supply conductor of the relay HBJ is in series with the dry contact HB in the existing vehicle retarder contact box.
In the vehicle retarder alleviation indicating circuit, when the vehicle retarder is operated to the alleviation position, the dry contact HB of the alleviation indicating circuit is turned on to the vehicle retarder alleviation indicating circuit, and the vehicle retarder is alleviated to the position.
For vehicle retarder braking representation: when the vehicle retarder acts to the braking position, the dry contact ZB of the braking indicating circuit is switched on to brake the vehicle retarder indicating circuit, and the vehicle retarder is braked in place.
In FIG. 3, the vehicle retarder brake represents a circuit comprising a ZBJ relay and a ZB dry contact; mitigation in a vehicle retarder represents a circuit that includes an HBJ relay and an HB dry contact.
In the invention, the contact box of the vehicle speed reducer is a mechanical structure for installing the dry contact ZB and the dry contact HB, is a contact box originally matched with the existing vehicle speed reducer and is used for installing and protecting the dry contact ZB and the dry contact HB.
In the present invention, dry contacts ZB and HB in the contact box of the vehicle retarder are both magnetic travel switches (i.e., magnetic proximity switches).
The dry contact ZB and the dry contact HB are original operation position monitoring devices for a conventional vehicle speed reducer, and the specific operation position monitoring functions are as follows: when the vehicle speed reducer acts to the relieving position (namely the vehicle speed reducer is relieved to the position), the dry contact HB is connected; the dry contact ZB is engaged when the vehicle retarder is actuated to the braking position (i.e., when the vehicle retarder is in position).
Referring to fig. 3, for the vehicle retarder, when the vehicle retarder operates to the release position, the HB dry contact is turned on, and the current output by the positive terminal KZ of the relay dc working power supply in the vehicle retarder control box reaches the negative terminal KF through the release indicating relay HBJ, the hall current sensor L5 and the dry contact HB in sequence, so as to form a conductive loop, and the release indicating loop of the vehicle retarder is in a conduction state.
Referring to fig. 3, for the vehicle retarder, when the vehicle retarder acts to a braking position, a dry contact ZB is switched on, and a current output by a positive terminal KZ of a relay direct-current working power supply in a vehicle retarder control box sequentially passes through a braking indicating relay ZBJ, a hall current sensor L4 and the dry contact ZB to reach a negative terminal KF to form a conductive loop, wherein the braking indicating loop of the vehicle retarder is in a conducting state.
In specific implementation, the acquisition device U1 may be a data processing module, for example, an existing common single chip microcomputer MCU or a programmable controller PLC may be used. Of course, any other type of module having data reading and processing functions is also possible.
In the invention, Hall current sensors L1, L2, L3, L4 and L5 are used for acquiring the power-on conditions of solenoid valves CT1-CT3 and dry contacts ZBJ and HBJ respectively.
In the present invention, the control box of the vehicle retarder may be a control box of a conventional vehicle retarder using hydraulic oil as a power source, that is, a control box of an electro-hydraulic vehicle retarder. For example, the control box of an electro-hydraulic vehicle retarder manufactured by Tianjin railway Signaling, Inc. is, of course, not limited to a particular type or model.
Referring to fig. 3, the brake indication relay ZBJ and the release indication relay HBJ are connected in parallel, and both are powered by a relay dc operating power supply (e.g., a 24V dc operating power supply), where the positive terminal of the relay dc operating power supply is KZ and the negative terminal thereof is KF.
For a vehicle speed reducer control box, power supply wires of the electromagnetic valves CT1, CT2 and CT3 are respectively connected with three fixed contacts of a three-pole three-throw switch QF 1;
three movable arms of the three-pole three-throw switch QF1 are respectively connected with the wiring terminals A, B and C;
one ends of the electromagnetic valves CT1, CT2 and CT3 are connected with the connecting terminal D after the confluence is crossed.
In the present invention, it should be noted that A, B, the C terminal and the D terminal in fig. 3 are the original terminals of the conventional vehicle retarder control box. In fig. 3, A, B and C terminal are used for connection to a superordinate control system. The D terminal is a power supply return wire; the upper control system controls A, B and a C connecting terminal in the control chart to be electrified according to the requirements of a vehicle sliding in a marshalling station; A. the power-on and power-off states of the B and C connecting terminals enable the electromagnetic valves CT1, CT2 and CT3 in the control box of the vehicle speed reducer to be powered on and off respectively; the different power-on conditions of the three electromagnetic valves CT1, CT2 and CT3 reflect the first-stage braking state to the third-stage braking state of the vehicle retarder.
In a specific implementation, the hall current sensors L1, L2, L3, L4, and L5 are existing non-contact type perforated hall current sensors, which can detect whether each power supply wire, which passes through the detection hole of the hall current sensor and is provided with an electromagnetic valve, has current, that is, is powered.
It should be noted that, when a current flows through a through wire in the hall current sensor, the output end of the hall current sensor outputs a voltage signal with a preset proportion to the acquisition device U1, so that it can be determined whether the electromagnetic valve connected in series in the detection circuit of the hall current sensor is energized.
It should be noted that, with the present invention, as shown in fig. 3, in order to collect three solenoid valves CT1, CT2, CT3 and brake representation relay ZBJ and relieve the power-on state of representation relay HBJ in the vehicle retarder control box, the power supply lines of solenoid valves CT1, CT2, CT3 and relays ZBJ, HBJ in the vehicle retarder control box are respectively passed through hall current sensors L1, L2, L3, L4 and L5 (i.e. through center detection holes on hall current sensors L1, L2, L3, L4 and L5), and when the vehicle retarder receives a control command to perform a braking action or a relieving action, the collecting device U1 can detect three solenoid valves CT1, CT2, CT3 and brake representation relay ZBJ and relieve the power-on state of representation relay HBJ by hall current sensors L1, L2, L3, L4 and L5. The non-contact acquisition mode is safe and reliable, and does not change or influence the previous circuit control mode.
In the invention, as shown in fig. 3, when a hall current sensor L5 connected with a collecting device U1 collects a release signal, which indicates that a relay HBJ is powered on, the vehicle retarder works in a release state; at the moment, the acquisition device U1 passes through Hall currentThe sensors L1, L2 and L3 collect the power-on and power-off states of the electromagnetic valves CT1, CT2 and CT3 in the control box. According to the table 1 above, the vehicle retarder can be judged to be in the working state of different braking levels from one level to three levels according to the power-on and power-off states of the electromagnetic valves CT1, CT2 and CT3, at this time, the time (i.e. the initial time of entering the working state of three different braking levels) can be recorded as the starting time t of the full braking time test of the vehicle retarder through the acquisition device U11；
When the retarder is moved to a predetermined position (the predetermined position is the braking position of the retarder, the retarder is in the braking state, and the braking state is indicated), as shown in fig. 3, the dry contact ZB in the contact box of the retarder is turned on, the brake in the control box indicates that the relay ZBJ is turned on, and the acquisition device U1 records the time as the ending time t of the full braking time test of the retarder2(ii) a From this, it can be seen that the full braking time of the vehicle retarder is tSystem for making＝t2-t1。
In the present invention, the dry contact ZB is a magnetic travel switch, and the travel switch is turned on when the vehicle retarder is braked to a proper position.
In the present invention, dry contact ZB is a magnetic travel switch that is turned on when the vehicle retarder is braked in place.
In the invention, as shown in FIG. 3, when a Hall sensor L4 connected with a collection device U1 collects the power of a brake indication relay ZBJ, the brake state of the vehicle retarder is indicated; at this time, if the collecting device collects that the electromagnetic valve CT1 in the control box of the vehicle speed reducer is electrified and the CT2 and the CT3 are not electrified through the Hall current sensors L1, L2 and L3, the vehicle speed reducer can be judged to be in the relieving working state according to the table 1, and the collecting device U1 records the moment (namely the initial moment when the vehicle speed reducer enters the relieving state) as the starting moment t of the full-relieving time test of the vehicle speed reducer3；
When the vehicle speed reducer acts to a specified position (the specified position is a release position of the vehicle speed reducer, the vehicle speed reducer is in a release state, and the release state is indicatedFunction of operating condition), as shown in fig. 3, the dry contact HB in the contact box of the vehicle retarder is switched on, the relief in the control box of the vehicle retarder indicates that the relay HBJ is switched on, and the acquisition device U1 records this moment as the end moment t of the test of the full relief time of the vehicle retarder4(ii) a From this, it can be seen that the full alleviation time of the vehicle retarder is tSlow＝t4-t3。
In the present invention, the dry contact HB is a magnetic travel switch, and the travel switch is turned on when the vehicle speed reducer is released in place.
It should be noted that, the invention is an online testing method for the full braking time and the full release time of the vehicle retarder, which can accurately measure the full braking time and the full release time of the vehicle retarder and provide a solution for the real-time monitoring equipment for the action time of the vehicle retarder positioned outside.
Based on the technical scheme, the testing device for the full braking and the full relieving time of the vehicle speed reducer is a matching device for the existing intelligent monitoring system for the hump vehicle speed reducer.
The test device of the present invention interfaces with the execution structure (including the presentation relay) of the vehicle retarder in order to obtain accurate and reliable test data. The circuit of the testing device provided by the invention acquires the action information of the vehicle speed reducer in a non-contact mode. In a specific structural aspect, the testing device of the present invention may be a PCB (printed circuit board) device integrating five hall sensors, a power module of DC5V, and a connection terminal.
When the testing device is installed, the testing device can be arranged in a control box of the vehicle speed reducer, the space of the control box in a vehicle speed reducer system is effectively utilized, an additional box is not added, and the engineering implementation is convenient, so that the installation is simple and reliable, and the cost is saved. The application of the testing device of the invention does not influence the normal work of the control box of the vehicle speed reducer, has good maintainability, and is a high-efficiency and feasible data acquisition and testing device.
In summary, compared with the prior art, the method and the device for testing the full braking and full releasing time of the vehicle speed reducer provided by the invention have scientific design, the conduction state of the indicating loop of the vehicle speed reducer and the working state of the vehicle speed reducer are obtained by acquiring the power-on and power-off states of the indicating relay ZBJ and the indicating relay HBJ in the control box of the vehicle speed reducer, and then the corresponding power-on and power-off time of the electromagnetic valve and the power-on and power-off time of the indicating relay are acquired according to different working states of the vehicle speed reducer, so that the full braking time and the full releasing time can be respectively calculated and obtained, the full braking time and the full releasing time of the vehicle speed reducer can be accurately and reliably obtained, the time specification of the railway standard for the full braking and the full releasing is met, and the method and the device have great practical significance.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.

Claims (9)

1. A method for testing the full braking and full relieving time of a vehicle speed reducer is characterized by comprising the following steps:
step S1, acquiring a brake representation relay ZBJ and a release representation relay HBJ power-on and power-off state in a vehicle retarder control box, and acquiring the current working state of the vehicle retarder;
step S2, when the release indicates that the relay HBJ is electrified, the release indicates that the loop is in a conducting state, the current working state of the vehicle speed reducer is in a release state, and a preset full braking time obtaining operation is executed to obtain the full braking time of the vehicle speed reducer;
when the brake indicates that the relay ZBJ is electrified, the brake of the vehicle speed reducer indicates that the loop is in a conduction state, the current working state of the vehicle speed reducer is a brake state at the moment, and the preset full relief time obtaining operation is executed to obtain the full relief time of the vehicle speed reducer.
2. The method for testing full braking and full release time of a vehicle retarder as claimed in claim 1, wherein the preset full braking time obtaining operation in step S2 specifically comprises the following sub-steps:
the method comprises the following steps that firstly, when the current working state of the vehicle speed reducer is in a relieving state, the power-on and power-off states of three electromagnetic valves CT1, CT2 and CT3 in a vehicle speed reducer control box are collected in real time, the grade of a specific braking state of the vehicle speed reducer entering from the current relieving state is judged according to a preset judgment rule, and the starting time of the specific braking state entering the grade is recorded as the starting time of a full braking time test of the vehicle speed reducer;
the second substep, after recording the starting time of the full braking time test of the vehicle retarder, acquiring the power-on and power-off state of a brake representation relay ZBJ in a vehicle retarder control box in real time, when the brake representation relay ZBJ is powered on, indicating that the vehicle retarder reaches a brake position, and recording the power-on time of the brake representation relay ZBJ as the finishing time of the full braking time test of the vehicle retarder;
and a third substep of obtaining the full braking time of the vehicle retarder through a difference operation according to the starting time of the full braking time test of the vehicle retarder and the finishing time of the full braking time test of the vehicle retarder.
3. The method for testing the full braking and full remission time of a retarder of a vehicle according to claim 2, characterized in that it comprises, for the first sub-step, in particular the following operations:
if the electromagnetic valves CT1, CT2 and CT3 are in the non-electric state at the same time, the working state of the vehicle retarder is judged to enter a first-stage braking state from a relieving state, and the initial starting time of the electromagnetic valves CT1, CT2 and CT3 in the non-electric state at the same time is recorded as the starting time of the full braking time test of the vehicle retarder, namely the starting time of entering the first-stage braking state;
if the electromagnetic valve CT2 is in the power-on state and the electromagnetic valves CT1 and CT3 are in the power-off state, the working state of the vehicle retarder is judged to enter a secondary braking state from the relieving state, and the initial starting time of the electromagnetic valve CT2 in the power-on state and the electromagnetic valves CT1 and CT3 in the power-off state is recorded as the starting time of the full braking time test of the vehicle retarder, namely the starting time of entering the secondary braking state;
if the solenoid valves CT2 and CT3 are in the power-on state and the solenoid valve CT1 is in the power-off state, the working state of the vehicle retarder is judged to enter the three-stage braking state from the relieving state, and the initial starting time when the solenoid valves CT2 and CT3 are in the power-on state and the solenoid valve CT1 is in the power-off state is recorded as the starting time of the full braking time test of the vehicle retarder, namely the starting time of entering the three-stage braking state.
4. The method for testing the full braking and full release time of the vehicle retarder as claimed in claim 2, characterized in that the power-on states of the solenoid valves CT1, CT2 and CT3 are respectively detected by connecting Hall current sensors L1, L2 and L3 with power supply leads of three original solenoid valves CT1, CT2 and CT3 in a vehicle retarder control box;
the detection of the power-on state of the brake indication relay ZBJ is achieved by connecting the Hall current sensor L4 to the power supply lead of the original brake indication relay ZBJ in the vehicle retarder control box.
5. The method for testing full braking and full remission time of a vehicle retarder as claimed in claim 1, wherein in step S2, the preset full remission time obtaining operation specifically comprises the following sub-steps:
firstly, when the current working state of the vehicle speed reducer is a braking state, acquiring the power-on and power-off states of three electromagnetic valves CT1, CT2 and CT3 in a vehicle speed reducer control box in real time, if the electromagnetic valve CT1 is in the power-on state and the electromagnetic valves CT2 and CT3 are in the power-off state, judging that the working state of the vehicle speed reducer enters a relieving state from the braking state, and enabling the electromagnetic valve CT1 to be in the power-on state, wherein the initial starting time of the electromagnetic valves CT2 and CT3 in the power-off state is used as the starting time of a full-relieving time test of the vehicle speed reducer;
secondly, after the initial time of the full-relief time test of the vehicle speed reducer is recorded, acquiring the power-on and power-off state of a relief indication relay HBJ in a vehicle speed reducer control box in real time, when the relief indication relay HBJ is powered on, indicating that the vehicle speed reducer reaches a relief position, indicating the power-on time of the relay HBJ with the relief, and recording the finish time of the full-relief time test as the vehicle speed reducer;
and thirdly, obtaining the full relief time of the vehicle speed reducer through a difference operation according to the starting time of the full relief time test of the vehicle speed reducer and the finishing time of the full relief time test of the vehicle speed reducer.
6. The method for testing the full braking and full release time of the vehicle retarder as claimed in claim 5, wherein the power-on states of the solenoid valves CT1, CT2 and CT3 are respectively detected by connecting Hall current sensors L1, L2 and L3 with power supply wires of three original solenoid valves CT1, CT2 and CT3 in a vehicle retarder control box respectively;
the power-on state of the release indication relay HBJ is detected by connecting the Hall current sensor L5 with the power supply lead of the original release indication relay HBJ in the control box of the vehicle speed reducer.
7. The utility model provides a testing arrangement of vehicle retarder full braking and full relief time which characterized in that includes: the device comprises acquisition equipment U1, a power supply module, five Hall current sensors L1, L2, L3, L4 and L5;
the power supply module is respectively connected with power supply ends of the Hall current sensors L1, L2, L3, L4 and L5 and is used for supplying working power to the Hall current sensors L1, L2, L3, L4 and L5;
the signal output ends of the Hall current sensors L1, L2, L3, L4 and L5 are respectively connected with five signal input ends of the acquisition equipment U1;
hall current sensors L1, L2 and L3 are respectively connected with power supply leads of three original electromagnetic valves CT1, CT2 and CT3 in a vehicle speed reducer control box and are respectively used for detecting the power-on states of the electromagnetic valves CT1, CT2 and CT 3;
hall current sensors L4 and L5, which are respectively connected with the power supply leads of an original brake representation relay ZBJ and a brake representation relay HBJ in a control box of the vehicle retarder and are respectively used for detecting the power-on states of the brake representation relay ZBJ and the brake representation relay HBJ;
the acquisition equipment U1 is used for acquiring a brake representation relay ZBJ and relieving a power-on and power-off state of a representation relay HBJ in a vehicle retarder control box through Hall current sensors L4 and L5 to obtain the current working state of the vehicle retarder; when the release indicates that the relay HBJ is electrified, the vehicle speed reducer release indicates that the loop is in a conduction state, the current working state of the vehicle speed reducer is in a release state, and the acquisition device U1 executes a preset full braking time acquisition operation to acquire the full braking time of the vehicle speed reducer;
when the brake indicates that the relay ZBJ is electrified, the brake in the vehicle speed reducer indicates that the loop is in a conducting state, the current working state of the vehicle speed reducer is the braking state at the moment, and the acquisition device U1 executes a preset full relief time acquisition operation to acquire the full relief time of the vehicle speed reducer.
8. The vehicle retarder full brake and full dwell test apparatus of claim 7, wherein the brake in the vehicle retarder control box represents the power conductor of the relay ZBJ, in series with the dry contact ZB in the existing vehicle retarder contact box;
the mitigation in the vehicle retarder control box indicates that the supply conductor of the relay HBJ is in series with the dry contact HB in the existing vehicle retarder contact box.
9. The apparatus for testing full braking and full release time of a retarder for vehicles of claim 7, wherein the Hall current sensors L1, L2, L3, L4 and L5 are non-contact type perforated Hall current sensors.
CN202111105999.2A 2021-09-22 2021-09-22 Method and device for testing full braking and full relieving time of vehicle speed reducer Active CN113665557B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202111105999.2A CN113665557B (en) 2021-09-22 2021-09-22 Method and device for testing full braking and full relieving time of vehicle speed reducer

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202111105999.2A CN113665557B (en) 2021-09-22 2021-09-22 Method and device for testing full braking and full relieving time of vehicle speed reducer

Publications (2)

Publication Number Publication Date
CN113665557A true CN113665557A (en) 2021-11-19
CN113665557B CN113665557B (en) 2024-07-09

Family

ID=78549971

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202111105999.2A Active CN113665557B (en) 2021-09-22 2021-09-22 Method and device for testing full braking and full relieving time of vehicle speed reducer

Country Status (1)

Country Link
CN (1) CN113665557B (en)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08133035A (en) * 1994-11-09 1996-05-28 Nippon Trailmobile Co Ltd Brake controller for trailer
CN110208624A (en) * 2019-06-19 2019-09-06 河南辉煌科技股份有限公司 A kind of humping signal equipment on-line monitoring system and retarder on-line monitoring method
CN112327090A (en) * 2020-11-24 2021-02-05 中铁武汉电气化局集团第一工程有限公司 Railway signal hump speed reducer simulation test box and simulation method thereof
CN112629853A (en) * 2020-11-03 2021-04-09 中国铁道科学研究院集团有限公司通信信号研究所 Monitoring method for vehicle speed reducer

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08133035A (en) * 1994-11-09 1996-05-28 Nippon Trailmobile Co Ltd Brake controller for trailer
CN110208624A (en) * 2019-06-19 2019-09-06 河南辉煌科技股份有限公司 A kind of humping signal equipment on-line monitoring system and retarder on-line monitoring method
CN112629853A (en) * 2020-11-03 2021-04-09 中国铁道科学研究院集团有限公司通信信号研究所 Monitoring method for vehicle speed reducer
CN112327090A (en) * 2020-11-24 2021-02-05 中铁武汉电气化局集团第一工程有限公司 Railway signal hump speed reducer simulation test box and simulation method thereof

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
冯卫: "驼峰场减速器动作时间的监测", 铁道通信信号, vol. 41, no. 11, pages 22 *
李志兵: "分级制动减速器继电控制电路设计", 铁路通信信号工程技术, vol. 13, no. 4, pages 61 - 63 *

Also Published As

Publication number Publication date
CN113665557B (en) 2024-07-09

Similar Documents

Publication Publication Date Title
CN103935858B (en) A kind of traction machine brake automatic detection device
CN104002833A (en) Micro-electronic receiving system of phase-sensitive track circuit
CN102736621A (en) Detection system of electrical equipment of urban rail vehicle
CN203833408U (en) Automatic detection device for brake of traction machine
WO2018059504A1 (en) Single-phase voltage self-resetting module detection apparatus
CN205593736U (en) Elevator hauler stopper life testing equipment
CN212134837U (en) Subway shielded door monitoring system
CN109878489B (en) Command conversion control circuit for loopback or rescue of motor train unit
CN203902578U (en) Phase detecting track circuit microelectronic receiving system
CN208900466U (en) A kind of mine hoist hydraulic station online monitoring system
CN113665557A (en) Method and device for testing full braking and full relieving time of vehicle speed reducer
CN1218001A (en) Automatic online detection helping method for elevator faults
CN112829774B (en) Electric screen cabinet for rail transit vehicle and state monitoring method
CN205942397U (en) General type linkage console of intelligence with safety control system
CN111313367A (en) Power-down protection system and method for railway general controller
CN115107824B (en) Electrohydraulic vehicle speed reducer monitoring system
CN201233527Y (en) Hoister control device
CN113671939B (en) Testing device for vehicle-mounted traction brake fault control board
CN214225287U (en) Automatic fault diagnosis system for electric valve in electric system
CN109095298A (en) Elevator device
CN112379664B (en) Automatic fault diagnosis method for electric valve in electric system
CN110775096B (en) Automatic monitoring method and device for microelectronic turnout control panel
CN203133957U (en) Intelligent radio frequency control inspection system
CN221746196U (en) Hydraulic valve electromagnet on-line monitoring device
CN103106697B (en) Radio-frequency intelligent control inspection system and control method thereof

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant