CN114368378B - Locomotive brake monitoring device and method - Google Patents
Locomotive brake monitoring device and method Download PDFInfo
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- CN114368378B CN114368378B CN202210026877.2A CN202210026877A CN114368378B CN 114368378 B CN114368378 B CN 114368378B CN 202210026877 A CN202210026877 A CN 202210026877A CN 114368378 B CN114368378 B CN 114368378B
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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
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Abstract
The utility model provides a locomotive braking monitoring devices belongs to locomotive braking technical field. The device comprises a braking unit, a collecting unit and a control unit. The brake unit can comprise a brake cylinder and a lead screw arranged in the brake cylinder, the lead screw can transmit the braking force in the brake cylinder to the brake shoe, and the brake shoe is embraced with a locomotive wheel to complete braking. The collecting unit can be installed in the lead screw, and the collecting unit can reflect the pressure state between brake shoe and the wheel through the monitoring parameter of gathering the lead screw, and the monitoring parameter includes the pressure value of lead screw and the change of displacement value. The control unit can receive the monitoring parameters acquired by the acquisition unit and judge the safety of the brake unit according to the monitoring parameters. Therefore, the real action state between the brake shoe and the wheel can be truly and accurately reflected, and whether the locomotive brake unit is in a safe state or not can be accurately judged.
Description
Technical Field
The disclosure relates to the technical field of locomotive braking, in particular to a locomotive braking monitoring device and method.
Background
The braking device of the locomotive is an important actuating mechanism for deceleration and stop in the braking process of the locomotive, if the braking device fails or fails to send out unexpected braking, serious damage can be brought to the locomotive, and even a serious accident that the whole locomotive is disconnected can be caused. However, the existing locomotive brake monitoring system cannot monitor the real action state between the brake shoe and the wheel when the locomotive sends the brake, so that whether the locomotive brake is in a safe state cannot be truly and accurately judged, and further the safety of the locomotive operation is influenced.
The above information disclosed in this background section is only for enhancement of understanding of the background of the disclosure and therefore it may contain information that does not form the prior art that is already known to a person of ordinary skill in the art.
Disclosure of Invention
The invention aims to provide a locomotive brake monitoring device and method, which can monitor the safety state of a locomotive brake unit in real time and improve the safety of locomotive braking.
In order to achieve the purpose of the invention, the following technical scheme is adopted in the disclosure:
according to a first aspect of the present disclosure, there is provided a locomotive brake monitoring device, the locomotive brake monitoring system comprising:
the brake unit comprises a brake cylinder and a lead screw arranged in the brake cylinder, the lead screw can transmit the brake force in the brake cylinder to a brake shoe, and the brake shoe is embraced with a locomotive wheel to complete braking;
the acquisition unit is arranged on the lead screw and can reflect the pressure state between the brake shoe and the wheel by acquiring monitoring parameters of the lead screw, wherein the monitoring parameters comprise the pressure value of the lead screw and the variation of the displacement value;
and the control unit can receive the monitoring parameters acquired by the acquisition unit and judge the safety of the brake unit according to the monitoring parameters.
In an exemplary embodiment of the present disclosure, the acquisition unit includes a video monitor capable of acquiring a clearance state between the shoe and the wheel.
In an exemplary embodiment of the present disclosure, the collection unit further comprises a temperature sensor mounted to the brake shoe, the temperature sensor being capable of acquiring the brake shoe temperature value.
In an exemplary embodiment of the disclosure, the locomotive brake monitoring device further comprises a display unit, the display unit is connected with the control unit, and the display unit can display the monitored parameters of the lead screw in real time.
In an exemplary embodiment of the disclosure, the locomotive brake monitoring device further includes an alarm device, the alarm device is connected to the control unit, when the control unit determines that the brake unit is in an unsafe state, the control unit sends an alarm signal, and the alarm device can send out an alarm in response to the alarm signal.
According to a second aspect of the present disclosure, there is provided a locomotive brake monitoring method applied to the foregoing locomotive brake monitoring device, wherein the locomotive brake monitoring method includes:
step S110, receiving a first detection signal; the detection signal comprises a brake cylinder parameter, and the brake cylinder parameter is a brake cylinder pressure value acquired by an acquisition unit;
step S120, determining a first set value, and judging whether the first set value exceeds the brake cylinder pressure value;
step S130, if the first set value is judged to exceed the brake cylinder pressure value, the brake unit is judged to be in a safe state;
step S140, receiving a second detection signal if the first set value is judged not to exceed the brake cylinder pressure value, wherein the second detection signal comprises brake shoe parameters, and the brake shoe parameters are brake shoe temperature values acquired by an acquisition unit;
step S150, determining a temperature set value, and judging whether the brake shoe temperature value exceeds the temperature set value;
step S160, if the brake shoe temperature value is judged to exceed the temperature set value, the brake unit is in an unsafe state;
and step S170, if the brake shoe temperature value is judged not to exceed the temperature set value, the brake unit is judged to be in a safe state.
In an exemplary embodiment of the present disclosure, the locomotive brake monitoring method further comprises:
if the first set value is judged not to exceed the brake cylinder pressure value, receiving a second detection signal, wherein the second detection signal further comprises a first lead screw parameter, and the first lead screw parameter is the lead screw pressure value obtained by the acquisition unit;
determining a pressure set value, and judging whether the lead screw pressure value and the brake shoe temperature value exceed the pressure set value and the temperature set value respectively;
if the pressure value of the lead screw and the temperature value of the brake shoe are judged to exceed the pressure set value and the temperature set value respectively, the brake unit is judged to be in an unsafe state;
and if the pressure value of the lead screw and the temperature value of the brake shoe are judged not to exceed the pressure set value and the temperature set value respectively, judging that the brake unit is in a safe state.
In an exemplary embodiment of the present disclosure, the locomotive brake monitoring method further includes:
if the first set value is judged not to exceed the brake cylinder pressure value, receiving a second detection signal, wherein the second detection signal further comprises a second lead screw parameter, and the second lead screw parameter is a lead screw displacement value obtained by the acquisition unit;
determining a displacement set value, and judging whether the screw displacement value, the screw pressure value and the brake shoe temperature value exceed the displacement set value, the pressure set value and the temperature set value;
if the lead screw displacement value, the lead screw pressure value and the brake shoe temperature value are judged to exceed the displacement set value, the pressure set value and the temperature set value respectively, the brake unit is judged to be in an unsafe state;
and if the lead screw displacement value, the lead screw pressure value and the brake shoe temperature value are judged not to exceed the displacement set value, the pressure set value and the temperature set value respectively, the brake unit is judged to be in a safe state.
In an exemplary embodiment of the disclosure, if it is determined that the lead screw displacement value, the lead screw pressure value, and the brake shoe temperature value all exceed the displacement set value, the pressure set value, and the temperature set value, respectively, determining that the brake unit is in an unsafe state includes:
if the lead screw displacement value, the lead screw pressure value and the brake shoe temperature value are judged to exceed the displacement set value, the pressure set value and the temperature set value respectively, an alarm signal is sent, and whether a gap exists between a brake shoe and a wheel is determined;
if the brake shoe is judged to have a gap with the wheel, the brake unit is judged to be in a safe state, and the sending of an alarm signal is cancelled;
and if the brake shoe is judged to have no clearance with the wheel, judging that the brake unit has a fault.
In an exemplary embodiment of the disclosure, the first lead screw parameter can be acquired through a strain gauge, the strain gauge can transmit the first lead screw parameter to a control unit, the second lead screw parameter can be acquired through a magnetic displacement sensor, and the magnetic displacement sensor can transmit the second lead screw parameter to the control unit.
In the disclosure, by installing the acquisition unit on the lead screw, the pressure state between the brake shoe and the wheel during braking of the locomotive can be reflected by acquiring the monitoring parameter of the lead screw, so as to reflect the real action state between the brake shoe and the wheel. The acquisition unit sends the monitoring parameters to the control unit, and the control unit can judge whether the current brake unit is in a safe state or not according to the monitoring parameters. The real action state between the brake shoe and the wheel can be truly and accurately reflected, so that whether the locomotive brake unit is in a safe state or not can be accurately judged.
Drawings
The above and other features and advantages of the present disclosure will become more apparent by describing in detail exemplary embodiments thereof with reference to the attached drawings.
Fig. 1 is a schematic structural diagram of a locomotive brake monitoring device according to an embodiment of the present disclosure.
FIG. 2 is a schematic diagram of another locomotive brake monitoring device according to an embodiment of the present disclosure.
FIG. 3 is a flowchart of a locomotive brake monitoring method according to an embodiment of the present disclosure
The reference numerals of the main elements in the figures are explained as follows:
1. a brake unit; 2. a collection unit; 3. a control unit; 4. a lead screw; 5. a strain gauge; 6. a magnetic displacement sensor.
Detailed Description
Example embodiments will now be described more fully with reference to the accompanying drawings. Example embodiments may, however, be embodied in many different forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the disclosure.
The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the disclosure. One skilled in the relevant art will recognize, however, that the embodiments of the disclosure can be practiced without one or more of the specific details, or with other methods, components, materials, and so forth. In other instances, well-known structures, materials, or operations are not shown or described in detail to avoid obscuring the primary technical ideas of the disclosure.
When a structure is "on" another structure, it may mean that the structure is integrally formed with the other structure, or that the structure is "directly" disposed on the other structure, or that the structure is "indirectly" disposed on the other structure via another structure.
The terms "a," "an," "the," and the like are used to denote the presence of one or more elements/components/parts; the terms "comprising" and "having" are intended to be inclusive and mean that there may be additional elements/components/etc. other than the listed elements/components/etc. The terms "first" and "second", etc. are used merely as labels, and are not limiting on the number of their objects.
The braking device of the locomotive is an important executing mechanism for deceleration and stop of the locomotive in the braking process, if the braking device fails or fails to send unexpected braking, serious damage can be brought to the locomotive, and even serious accidents that the whole locomotive is out of line can be caused. However, the existing locomotive brake monitoring system cannot monitor the real action state between the brake shoe and the wheel when the locomotive sends the brake, so that whether the locomotive brake is in a safe state cannot be truly and accurately judged, and further the safety of the locomotive operation is influenced.
Referring to fig. 1 to 2, the apparatus may include a braking unit 1, an acquisition unit 2, and a control unit 3. The brake unit 1 may include a brake cylinder and a lead screw 4 disposed in the brake cylinder, where the lead screw 4 can transmit a braking force in the brake cylinder to a brake shoe, and the brake shoe is engaged with a wheel of the locomotive to complete braking. The collecting unit 2 can be installed on the screw rod 4, and the collecting unit 2 can reflect the pressure state between the brake shoe and the wheel by collecting the monitoring parameters of the screw rod 4, wherein the monitoring parameters comprise the pressure value of the screw rod 4 and the variation of the displacement value. The control unit 3 can receive the monitoring parameters collected by the collecting unit 2 and judge the safety of the brake unit 1 according to the monitoring parameters.
In the present disclosure, by installing the collecting unit 2 on the lead screw 4, the pressure state between the brake shoe and the wheel during braking of the locomotive can be reflected by obtaining the monitoring parameter of the lead screw 4, and further the real action state between the brake shoe and the wheel can be reflected. The acquisition unit 2 sends the monitoring parameters to the control unit 3, and the control unit 3 can judge whether the current brake unit 1 is in a safe state according to the monitoring parameters. The real action state between the brake shoe and the wheel can be truly and accurately reflected, so that whether the locomotive brake unit 1 is in a safe state or not can be accurately judged.
The following detailed description of the components of the locomotive brake monitoring device according to the embodiment of the present disclosure is provided with reference to the accompanying drawings:
in one embodiment of the present disclosure, the brake unit 1 may further include a piston, a shoe slack adjuster, which is coupled to the brake cylinder. When the locomotive brakes, the compressed air in the brake cylinder drives the piston to move, so that the piston pushes the brake shoe gap to be adjusted and the lead screw 4 to move along the stress direction under the action of braking force, and further the pressure value and the displacement value of the lead screw 4 are changed. The brake force is transmitted to the brake shoe through the brake shoe slack adjuster and the lead screw 4, and the brake shoe is embraced with the wheel to complete the braking. This also reflects the actual state between the brake shoe and the wheel by the pressure value of the lead screw 4 and the amount of change in the displacement value. The pressure value and the displacement value of the lead screw 4 can be respectively obtained by using the sensor, so that different corresponding set values can be determined according to different locomotive models and different locomotive braking requirements, and whether the locomotive braking unit 1 is in a safe state or not can be judged by comparing the set values with the pressure value and the displacement value of the lead screw 4 obtained by using the sensor.
Optionally, the acquisition unit 2 may further comprise a video monitor capable of acquiring the clearance state between the brake shoe and the wheel. When the locomotive unit 1 brakes, the brake shoes and the wheels can be in contact with each other, and when the locomotive unit does not brake, gaps exist between the brake shoes and the wheels, which indicates that the brake shoes are not in contact with the wheels, and the braking cannot be finished. Therefore, in the present disclosure, a video monitor is provided in the collecting unit 2, and the clearance state between the brake shoe and the wheel can be obtained in real time. When the locomotive brakes, namely the video monitor acquires the image information of the current brake shoe and wheel and sends the image information to the control unit 3, the control unit 3 judges whether a gap exists between the brake shoe and the wheel according to the image information. If the control unit 3 judges that the brake shoe and the wheel are in contact with each other in the current image information, the control unit 3 judges that the current brake unit 1 is normally applied for braking. If the control unit 3 judges that there is a gap between the brake shoe and the wheel in the current image information, the control unit 3 judges that the brake unit 1 does not normally apply the brake at present. Thus, it is possible to determine whether the locomotive brake unit 1 normally applies the brake using the video monitor.
Optionally, the acquisition unit 2 may further comprise a temperature sensor, which may be mounted to the brake shoe, and which may be connected to the control unit 3. The temperature sensor can acquire a brake shoe temperature value and can generate a brake shoe temperature value to the control unit 3. When the brake unit 1 of the locomotive applies the brake, the brake shoes embrace the wheels. During this time, a large amount of heat is generated and the temperature of the brake shoe is increased drastically. Thus, the current brake shoe temperature value can be detected by the temperature sensor. In this case, the set temperature value can be determined for different brake shoe models. When the locomotive braking unit 1 applies braking, the temperature sensor detects the current brake shoe temperature value and sends the brake shoe temperature value to the control unit 3, and the control unit 3 receives the brake shoe temperature value and judges whether the current brake shoe temperature value exceeds a set temperature value. If the control unit 3 judges that the current brake shoe temperature value exceeds the set temperature value, the current brake shoe temperature value is over-high, so that the control unit 3 judges that the current brake unit 1 applies brake accidentally and sends an alarm signal. If the control unit 3 judges that the current brake shoe temperature value does not exceed the set temperature value, the current brake shoe temperature value is normal, namely the control unit 3 judges that the current brake unit 1 applies the brake normally.
In an embodiment of the present disclosure, the locomotive brake monitoring device may further include a display unit, and the display unit may be connected to the control unit 3, and the display unit may be capable of displaying the monitored parameters of the lead screw 4 in real time. When the locomotive brakes, the display unit can display the pressure value and the displacement value of the lead screw 4 in the current braking unit 1, so that the state between the brake shoe and the wheel can be visually observed through the pressure value and the displacement value of the current lead screw 4, and the visibility of the locomotive braking device is improved.
Optionally, this display element also can be directly connected with temperature sensor, the display element can be used for showing current brake shoe temperature value in real time, apply the braking in-process at braking unit 1, temperature sensor can be the temperature value of real-time supervision brake shoe always to in sending this temperature value to the display element in real time, the display element can show current brake shoe temperature value promptly in real time, thereby whether the operating personnel of being convenient for tentatively judges current brake shoe temperature value is in normal range.
Alternatively, the display unit may be an LED display device disposed on the operation panel. The operator can visually acquire the fault information of the brake unit 1 through the display unit, so that the fault position can be determined.
Optionally, the normal range of the brake shoe temperature value may be 0-70 ℃, and the normal range of the brake shoe temperature value may also be 0-80 ℃. The normal range of the temperature value of the brake shoe is not limited in the present disclosure, and those skilled in the art can select different temperature ranges according to the actual needs.
Optionally, the locomotive brake monitoring device may further include an alarm unit, the alarm unit may be connected to the control unit 3, when the control unit 3 determines that the brake unit 1 is in an unsafe state, the control unit 3 may send an alarm signal, and the alarm unit may send an alarm in response to the alarm signal. The alarm may be displayed in the form of a warning tone, or the alarm may be able to display the word "brake unit 1 does not normally apply the brake" in the display unit.
Optionally, the alarm unit may include a speaker, a flashing light, etc., and the corresponding alarm may include an alarm voice, a flashing light, etc. The alarm unit can rapidly remind an operator that the electric locomotive brake system fails.
In one embodiment of the present disclosure, the control unit 3 may include a safety monitoring module, an electrically controlled emergency button, a truck length valve, an emergency braking module, a braking controller, a hook breakage protection module, a braking self-checking module, and a train pipe detection module. The safety monitoring module can be a locomotive operation monitoring device, the safety monitoring module can be connected with the brake unit 1 through a brake circuit, and the safety monitoring module is used for monitoring the operation state of the locomotive, for example, the safety monitoring module can monitor the operation speed of the electric locomotive, and when the operation speed of the electric locomotive is higher than the maximum allowable speed, the safety monitoring module can send a trigger signal to the brake unit 1; the electric control emergency module is an emergency brake button arranged on a driving operation panel of the locomotive, the electric control emergency module is connected with the brake unit 1 through a brake circuit, and when an emergency occurs, a locomotive main operator can brake the locomotive through one key of the electric control emergency module.
Optionally, the emergency brake button may be disposed on a main driving operation panel of the locomotive, and may also perform one-key braking on the locomotive, and different from the electronic control emergency module, the emergency brake button is connected to the brake unit 1 through a brake pipe. The brake pipeline is a pneumatic control pipeline, the emergency brake button can be used as a redundant unit of the electric control emergency module, and when the brake circuit breaks down, a locomotive main operator can brake the locomotive through the emergency brake button. The locomotive length valve is arranged on the assistant driving operation panel and is connected with the braking unit 1 through a braking pipeline, and an assistant operator of the locomotive can brake the locomotive by one key through the locomotive length valve.
The optional broken hook protection module can be connected with the brake unit 1 through a brake pipeline and is used for sending a trigger signal when a broken hook occurs to the locomotive to carry out emergency braking on the locomotive.
Alternatively, the brake controller may be connected to the brake unit 1 via a brake circuit for controlling the braking state of the locomotive, for example, the brake controller may control the braking length of the locomotive, and the brake controller may be connected to the brake unit 1 via a brake circuit.
Optionally, the braking self-checking module may be connected to the braking unit 1 through a braking circuit, and configured to detect an operating state of the braking unit 1, and when the braking unit 1 fails, the braking self-checking module may send a trigger signal to the braking unit 1, so as to control braking of the braking unit 1.
Optionally, the train pipe detection module may be connected to the brake unit 1 through a brake circuit, and is configured to detect an operation state of a pipeline on the locomotive, such as a brake pipeline, and when the pipeline fails, the train pipe detection module sends trigger information to the brake unit 1 to control the brake unit 1 to apply a brake.
In the exemplary embodiment, the brake circuit may include emergency relays, and input loops of the emergency relays are respectively connected to the safety monitoring module, the electronic control emergency module, the brake controller, the brake self-checking module, and the train pipe detection module. The output circuit of the emergency relay is connected to the brake unit 1. The emergency relay is used for sending a control signal to the control unit 3 according to a trigger signal sent by the safety monitoring module, the electric control emergency module, the brake controller, the brake self-checking module and the train pipe detection module, and the control signal is used for controlling the brake unit 1 to apply brake.
Optionally, in the locomotive, the safety monitoring module, the electronic control emergency module, the brake controller, the brake self-checking module and the train pipe detection module may be further connected to other circuits. For example: the electronically controlled emergency module may be connected to the lighting circuit. In order to prevent the brake unit 1 from interfering with the other circuits described above. In this exemplary embodiment, the braking circuit may further include a plurality of backward diodes, and the input ends of the plurality of backward diodes are respectively connected to the safety monitoring module, the electronic control emergency module, the braking controller, the braking self-checking module, and the train pipe detection module.
Optionally, the output terminal of the backward diode is connected to an emergency relay. The backward diode prevents the brake control unit 3 from transmitting signals to the brake control safety monitoring module, the electric control emergency protection module, the brake controller, the brake self-checking module and the train pipe detection module, so that the interference of the brake unit 1 to other circuits is avoided.
The embodiment of the disclosure also provides a locomotive brake monitoring method, which is applied to the locomotive brake monitoring device. Referring to fig. 3, the locomotive brake monitoring method may include:
step S110, receiving a first detection signal; the detection signal comprises brake cylinder parameters, and the brake cylinder parameters are brake cylinder pressure values acquired by the acquisition unit 2;
step S120, determining a first set value, and judging whether the first set value exceeds a brake cylinder pressure value;
step S130, if the first set value is judged to exceed the pressure value of the brake cylinder, the brake unit 1 is judged to be in a safe state;
step S140, if the first set value is judged not to exceed the brake cylinder pressure value, receiving a second detection signal, wherein the second detection signal comprises brake shoe parameters, and the brake shoe parameters are brake shoe temperature values acquired by the acquisition unit 2;
step S150, determining a temperature set value, and judging whether the temperature value of the brake shoe exceeds the temperature set value;
step S160, if the brake shoe temperature value is judged to exceed the temperature set value, the brake unit 1 is in an unsafe state;
step S170, if the brake shoe temperature value is not judged to exceed the temperature set value, the brake unit 1 is judged to be in a safe state.
By using the locomotive braking monitoring method, the pressure state between the brake shoe and the wheel during locomotive braking can be reflected by acquiring the monitoring parameters of the lead screw 4, so that the real action state between the brake shoe and the wheel can be reflected. Therefore, the accuracy of the locomotive brake monitoring method can be improved.
Optionally, step S140 may further include:
if the first set value is judged not to exceed the pressure value of the brake cylinder, a second detection signal is received, the second detection signal further comprises a first lead screw 4 parameter, and the first lead screw 4 parameter is the pressure value of the lead screw 4 acquired by the acquisition unit 2;
determining a pressure set value, and judging whether the pressure value of the screw rod 4 and the temperature value of the brake shoe exceed the pressure set value and the temperature set value respectively;
if the pressure value of the lead screw 4 and the temperature value of the brake shoe are judged to exceed the pressure set value and the temperature set value respectively, the brake unit 1 is judged to be in an unsafe state;
and if the pressure value of the lead screw 4 and the temperature value of the brake shoe are judged not to exceed the pressure set value and the temperature set value respectively, the brake unit 1 is judged to be in a safe state.
In the present disclosure, the safety state of the brake unit 1 can be further judged by increasing the pressure value of the lead screw 4. That is, when the locomotive brake unit 1 applies the brake, the brake unit 1 can be determined to be in an unsafe state only when the pressure value of the lead screw 4 and the temperature value of the brake shoe both exceed the pressure set value and the temperature set value.
It is understood that the pressure set point and the temperature set point may not be the same. Illustratively, the pressure set point may be 1kN, 2kN, 3kN, 4kN, and the like. The set temperature may be 60 deg.C, 70 deg.C, 80 deg.C, 90 deg.C, etc. This is not particularly limited in this disclosure, and other pressure set points and temperature set points can be obtained by one skilled in the art in light of the teachings of this disclosure.
Optionally, step S140 may further include:
if the first set value is judged not to exceed the pressure value of the brake cylinder, a second detection signal is received, the second detection signal further comprises a second lead screw 4 parameter, and the second lead screw 4 parameter is a lead screw 4 displacement value acquired by the acquisition unit 2;
determining a displacement set value, and judging whether the displacement value of the screw rod 4, the pressure value of the screw rod 4 and the temperature value of the brake shoe exceed the displacement set value, the pressure set value and the temperature set value;
if the displacement value of the screw rod 4, the pressure value of the screw rod 4 and the temperature value of the brake shoe are judged to exceed the displacement set value, the pressure set value and the temperature set value respectively, the brake unit 1 is judged to be in an unsafe state;
and if the displacement value of the screw rod 4, the pressure value of the screw rod 4 and the temperature value of the brake shoe are judged not to exceed the displacement set value, the pressure set value and the temperature set value respectively, the brake unit 1 is judged to be in a safe state.
Optionally, if it is determined that the displacement value of the lead screw 4, the pressure value of the lead screw 4 and the temperature value of the brake shoe respectively exceed the displacement set value, the pressure set value and the temperature set value, determining that the locomotive brake is in an unsafe state includes:
if the displacement value of the screw rod 4, the pressure value of the screw rod 4 and the temperature value of the brake shoe are judged to exceed the displacement set value, the pressure set value and the temperature set value respectively, an alarm signal is sent, and whether a gap exists between the brake shoe and a wheel is determined;
if the gap between the brake shoe and the wheel is judged, the brake unit 1 is judged to be in a safe state, and the sending of an alarm signal is cancelled;
if it is determined that there is no gap between the brake shoe and the wheel, it is determined that the brake unit 1 is malfunctioning.
In one example in the present disclosure, the first lead screw 4 parameter can be obtained by the strain gauge 5, the strain gauge 5 can transmit the first lead screw 4 parameter to the control unit 3, the second lead screw 4 parameter can be obtained by the magnetic displacement sensor 6, and the magnetic displacement sensor 6 can transmit the second lead screw 4 parameter to the control unit 3.
It should be noted that although the various steps of the methods of the present disclosure are depicted in the drawings in a particular order, this does not require or imply that these steps must be performed in this particular order, or that all of the depicted steps must be performed, to achieve desirable results. Additionally or alternatively, certain steps may be omitted, multiple steps combined into one step execution, and/or one step broken into multiple step executions, etc., are all considered part of this disclosure.
It is to be understood that the disclosure is not limited in its application to the details of construction and the arrangement of components set forth in the present specification. The disclosure is capable of other embodiments and of being practiced and carried out in various ways. The foregoing variations and modifications are within the scope of the present disclosure. It should be understood that the disclosure disclosed and defined in this specification extends to all alternative combinations of two or more of the individual features mentioned or evident from the text and/or drawings. All of these different combinations constitute various alternative aspects of the present disclosure. The embodiments of this specification illustrate the best mode known for carrying out the disclosure and will enable those skilled in the art to utilize the disclosure.
Claims (9)
1. A locomotive brake monitoring method is applied to a locomotive brake monitoring device, and is characterized in that the locomotive brake monitoring device comprises:
the brake unit comprises a brake cylinder and a lead screw arranged in the brake cylinder, the lead screw can transmit the braking force in the brake cylinder to a brake shoe, and the brake shoe is embraced with a locomotive wheel to complete braking;
the acquisition unit is arranged on the lead screw and can reflect the pressure state between the brake shoe and the wheel by acquiring monitoring parameters of the lead screw, wherein the monitoring parameters comprise the pressure value of the lead screw and the variation of the displacement value;
the control unit can receive the monitoring parameters acquired by the acquisition unit and judge the safety of the brake unit according to the monitoring parameters;
the locomotive brake monitoring method comprises the following steps:
step S110, receiving a first detection signal; the detection signal comprises brake cylinder parameters, and the brake cylinder parameters are brake cylinder pressure values acquired by the acquisition unit;
step S120, determining a first set value, and judging whether the first set value exceeds the brake cylinder pressure value;
step S130, if the first set value is judged to exceed the brake cylinder pressure value, the brake unit is judged to be in a safe state;
step S140, if the first set value is judged not to exceed the brake cylinder pressure value, receiving a second detection signal, wherein the second detection signal comprises brake shoe parameters, and the brake shoe parameters are brake shoe temperature values acquired by the acquisition unit;
step S150, determining a temperature set value, and judging whether the brake shoe temperature value exceeds the temperature set value;
step S160, if the brake shoe temperature value is judged to exceed the temperature set value, the brake unit is in an unsafe state;
step S170, if the brake shoe temperature value is judged not to exceed the temperature set value, the brake unit is judged to be in a safe state.
2. The locomotive brake monitoring method of claim 1, further comprising:
if the first set value is judged not to exceed the brake cylinder pressure value, receiving a second detection signal, wherein the second detection signal further comprises a first lead screw parameter, and the first lead screw parameter is the lead screw pressure value obtained by the acquisition unit;
determining a pressure set value, and judging whether the lead screw pressure value and the brake shoe temperature value respectively exceed the pressure set value and the temperature set value;
if the pressure value of the lead screw and the temperature value of the brake shoe are judged to exceed the pressure set value and the temperature set value respectively, the brake unit is judged to be in an unsafe state;
and if the pressure value of the lead screw and the temperature value of the brake shoe are not judged to exceed the pressure set value and the temperature set value respectively, the brake unit is judged to be in a safe state.
3. The locomotive brake monitoring method of claim 2, further comprising:
if the first set value is judged not to exceed the brake cylinder pressure value, receiving a second detection signal, wherein the second detection signal further comprises a second lead screw parameter, and the second lead screw parameter is a lead screw displacement value obtained by the acquisition unit;
determining a displacement set value, and judging whether the screw displacement value, the screw pressure value and the brake shoe temperature value exceed the displacement set value, the pressure set value and the temperature set value;
if the lead screw displacement value, the lead screw pressure value and the brake shoe temperature value are judged to exceed the displacement set value, the pressure set value and the temperature set value respectively, the brake unit is judged to be in an unsafe state;
and if the lead screw displacement value, the lead screw pressure value and the brake shoe temperature value are judged not to exceed the displacement set value, the pressure set value and the temperature set value respectively, the brake unit is judged to be in a safe state.
4. The locomotive brake monitoring method of claim 3, wherein determining that the brake unit is in an unsafe state if the lead screw displacement value, the lead screw pressure value, and the brake shoe temperature value are all determined to exceed the displacement set value, the pressure set value, and the temperature set value, respectively, comprises:
if the lead screw displacement value, the lead screw pressure value and the brake shoe temperature value are judged to exceed the displacement set value, the pressure set value and the temperature set value respectively, an alarm signal is sent, and whether a gap exists between a brake shoe and a wheel is determined;
if the brake shoe and the wheel are judged to have a gap, the brake unit is judged to be in a safe state, and the sending of an alarm signal is cancelled;
and if the brake shoe is judged to be not in clearance with the wheel, judging that the brake unit is in failure.
5. The locomotive brake monitoring method of claim 4, wherein the first lead screw parameter is obtainable by a strain gauge, the strain gauge is capable of transmitting the first lead screw parameter to a control unit, the second lead screw parameter is capable of being obtained by a magnetic displacement sensor, the magnetic displacement sensor is capable of transmitting the second lead screw parameter to the control unit.
6. The locomotive brake monitoring method of claim 1, wherein the acquisition unit comprises a video monitor capable of acquiring a clearance condition between the brake shoe and the wheel.
7. The locomotive brake monitoring method of claim 1, wherein the collection unit further comprises a temperature sensor mounted to the brake shoe, the temperature sensor being capable of obtaining the brake shoe temperature value.
8. The locomotive brake monitoring method according to claim 1, wherein the locomotive brake monitoring device further comprises a display unit, the display unit is connected with the control unit, and the display unit can display the monitored parameters of the lead screw in real time.
9. The locomotive brake monitoring method of claim 1, further comprising an alarm device coupled to the control unit, wherein the control unit sends an alarm signal when the control unit determines that the brake unit is in an unsafe condition, and wherein the alarm device is capable of generating an alarm in response to the alarm signal.
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| CN114802167B (en) * | 2022-05-18 | 2023-05-30 | 粤水电轨道交通建设有限公司 | Traction locomotive braking system, braking detection method and vehicle |
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| US11254422B2 (en) * | 2018-12-14 | 2022-02-22 | Hydro-Aire, Inc. | System and method for reducing aircraft brake wear |
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