CN115465252A - Truck brake unreleasing monitoring and handling device and control method thereof - Google Patents

Abstract

The invention discloses a truck brake unreleasing monitoring and handling device and a control method thereof, relates to the technical field of truck braking, and particularly relates to a truck brake unreleasing monitoring and handling device and a control method thereof. The vehicle-level host of the vehicle-level host system is arranged in a host control cabinet and is connected with a circuit control panel circuit through an external power supply, and the external power supply provides DC24V to carry out 485 communication through a twisted pair; the train-level host system is arranged in a locomotive cab, is in butt joint with a control module of the vehicle-level host through a wireless Wifi local area network, can receive, store and brake the non-release fault voice alarm and display brake information from the vehicle-level host, is communicated with the ground data receiving and processing system, and can send the brake information to the ground system; the acquisition and execution module is used for converting the acquired analog signals into digital signals and transmitting the digital signals to the vehicle-level host system, and the signals transmitted from the vehicle-level host system to the execution module are converted into electric signals to control the action of the electromagnetic valve, so that the purpose of automatic disposal after the brake does not relieve the fault is achieved.

Description

Monitoring and handling device and control method for unrelieved truck braking

technical field

The invention relates to a truck braking non-relief monitoring and processing device and a control method thereof, and relates to the technical field of truck braking, in particular to a truck braking non-relief monitoring and processing device and a control method thereof.

Background technique

Unrelieved brake failures of railway freight cars often occur during transportation. It is often impossible to reproduce the brake test when the train is stationary, and the fault law is difficult to grasp. At present, the unrelieved brake faults mainly rely on drivers and truck inspectors to detect with the naked eye. It is impossible to find out the full coverage of each vehicle at all times, and there is no detection means and measures to monitor the brakes and brakes of each vehicle. At least, the brake shoes and wheel treads will be worn out, causing smoke, and at worst, it will be scratched Wheels and rails are even off-line, affecting the safety of cargo transportation.

With the development of high-speed and heavy-duty trains, the research on brake valves for freight cars emerges in an endless stream. The application number applied by Song Xi and other inventors is: 201710139244.1, and the patent title is "A Monitoring and Processing Device for Train Brake Brake". The PLC unit automatically processes in time, and can also perform timely alarm and record braking-related data functions. However, this device only considers the failure of the brake valve, and does not consider the overall failure of the train braking system comprehensively. He Huacheng proposed a 120-type integrated air brake system, which integrates the components of the brake system into an integrated cabinet, and pre-positions, installs and connects internal pipelines for each component in the workshop, and conducts tests on it Detection is only to simplify the on-site assembly process.

In view of the problems existing in the above-mentioned prior art, it is very necessary to research and design a new type of monitoring and handling device for unrelieved braking of trucks and its control method, so as to overcome the existing problems in the prior art.

Contents of the invention

According to the existing monitoring and processing device proposed by the above-mentioned prior art, only the failure of the brake valve is considered, and the technical problem that the failure of the overall braking system of the train is not considered comprehensively, and a monitoring and processing device and its control method for the non-relieving braking of freight cars are provided; In this way, it is possible to analyze at any time whether there is a fault of unrelieved braking; timely start the fault processing device for unrelieved braking to solve the problem of brakes, and realize the problems of no parking, no deceleration and unmanned maintenance; real-time data transmission, easy to analyze and master the train system dynamic situation.

The technical means adopted in the present invention are as follows:

A monitoring and handling device for unrelieved braking of a freight car includes: a vehicle-level host system and a train-level host system;

Further, the vehicle-level host system includes: an acquisition and execution module and a vehicle-level host;

Furthermore, the vehicle-level main engine is installed in the main engine control cabinet, and is connected to the circuit control board circuit through an external power supply, and the external power supply provides DC24V for 485 communication through a twisted pair;

Furthermore, the train-level host system is installed in the locomotive cab, and is connected to the control module of the vehicle-level host through the wireless Wifi LAN, which can receive, store, and brake non-relieving fault voice alarms and display braking information from the vehicle-level host. The communication of the ground data receiving and processing system can send the braking information to the ground system;

Furthermore, the function of the acquisition and execution module is to convert the collected analog signal into a digital signal and transmit it to the vehicle-level host system, and convert the signal transmitted from the vehicle-level host system to the execution module into an electrical signal to control the action of the solenoid valve to achieve braking. Not for the purpose of automatic disposition after failure mitigation.

Further, the vehicle-level host includes: a PLC control module, a communication interface board and a power supply;

Further, the PLC control module is installed in the host control cabinet, designed based on the NXPLPC1788 high-performance processor with the core of ARMCortex-M3, the memory is 256M, and the 64Mflash memory manufactured by SST's proprietary high-performance CMOs ultra-flash memory technology is used, which integrates hardware gatekeepers. Dog, multi-channel serial port debugging and other functions in one;

Further, the communication interface board is installed in the host control cabinet, and CAN bus communication is used between the vehicle-level host and the train-level host to receive and send the current sampling values of each pressure sensor, the real-time calculation of the working status of the single-vehicle gas pipeline, and receive and Execute the command of the train host; use 485 communication between the vehicle-level host and the bottom sampling board;

Furthermore, the power supply is installed in the control cabinet of the main engine, and a lithium iron phosphate battery is used to provide electric energy for the vehicle and the main engine control.

Further, the acquisition and execution module includes: clips, sensors, one-way valves, solenoid valves, on-off valves, acquisition execution circuit boards, aviation plugs and image acquisition modules;

Furthermore, the clip is a thin plate made of super duralumin with a thickness of 14mm, which is installed between the control valve and the intermediate body; the overall size of the clip is 317X254mm, which looks like it is between the control valve and the intermediate body in appearance A thin plate is clamped, so it is called "clamp";

Furthermore, the dust-proof box is made of 3mm stainless steel plate bent and welded, the inner space of the dust-proof box is 100mm thick, and there are 4 studs welded to install the acquisition execution circuit board; the dust-proof box and the front bottom of the clip are used Hinge connection, which can realize 180° rotation; when the dustproof box is closed, it is tightened with screws and is dustproof and waterproof through rubber pads; there is a vent hole at the hinge installation position, which is used for the exhaust of the solenoid valve, and the air pressure is controlled by the vent hole. discharge;

Further, the dust cover is buckled on the back of the clip;

Furthermore, the sensor is installed in the dustproof box, the power supply voltage is DC24v, the range is 0~1000kpa, the signal output is 4mA~20mA, the accuracy is ≤0.3% (25°C), and it is connected by three-core twisted pair shielded wire, which can be used at -40 It can work normally in the temperature range of ℃～+70℃, and the function can collect braking related data;

Further, a one-way valve is installed on the channel of the sensor to control the opening and closing of the same channel;

Furthermore, the solenoid valve is a brake cylinder exhaust solenoid valve, which adopts a DC24v power supply and is normally closed. No leakage; the solenoid valve is installed on the brake cylinder piping system, and the cable end is connected to the wiring groove of the acquisition and execution circuit board. When the brake does not relieve, it executes the command of the host to remove the pressure air and eliminate the brake.

Furthermore, the on-off valve adopts a two-position two-way valve, which is installed on the pipe system between the solenoid valve and the brake cylinder in the dust cover on the back of the clip. Under normal circumstances, the handle is "ON", when the brake cylinder When the exhaust solenoid valve fails, put your hands together in the "OFF" position to cut off the air circuit of the brake cylinder solenoid valve;

Furthermore, the acquisition execution circuit board is installed on the studs in the dustproof box on the back of the clip through nuts, using 24V/5VDC-DC conversion power supply, based on the STC new generation single-chip design, the 4mA-20mA current output by the air pressure sensor After the signal is isolated and input, it is converted into a 0-5V voltage signal; it is converted into a digital signal by the A/D conversion circuit that comes with the microcontroller for the microcontroller to read and control;

Furthermore, the aviation plug is a 5-core aviation plug, which is installed on the side of the dustproof box;

Furthermore, the image acquisition module adopts an industrial camera, which is installed in the control cabinet. The camera is installed on the side beam of the vehicle, and the lens is directly facing the piston rod of the brake cylinder; The difference between the two is sent to the PLC control module.

Further, the sensors include: a train pipe sensor, an auxiliary air cylinder sensor and a brake cylinder sensor;

Further, the train tube sensor is installed at the bottom open end of the train tube sensor installation channel on the front of the clip; the train tube sensor is connected to the train tube through the train tube sensor installation channel through the intermediate body, and is protected by dustproof sealing by the dustproof box. The cable end is connected to the acquisition execution circuit board train tube junction slot for monitoring the train tube pressure;

Further, the auxiliary air cylinder sensor is installed at the bottom open end of the auxiliary air cylinder sensor channel on the front of the clip; the auxiliary air cylinder sensor is connected to the auxiliary air cylinder through the auxiliary air cylinder sensor channel through the intermediate body, and is dustproofed by the dustproof box. Sealed protection, the cable end is connected to the connection slot of the auxiliary air cylinder of the acquisition execution circuit board, which is used to monitor the pressure of the auxiliary air cylinder;

Further, the brake cylinder sensor is installed at the bottom open end of the brake cylinder sensor channel on the front of the clip; the brake cylinder sensor is connected to the brake cylinder through the brake cylinder sensor channel through the intermediate body, and the dustproof box is used to prevent dust Sealing protection, the cable end is connected to the brake cylinder wiring groove of the acquisition execution circuit board, which is used to monitor the pressure of the brake cylinder;

Further, the train pipe sensor, the brake cylinder sensor and the auxiliary air cylinder sensor are connected with the PLC control module, and are protected by a dustproof cover for dustproof sealing.

Further, there are three one-way valves, which are respectively installed at the opening end of the train tube sensor installation channel, the auxiliary air cylinder sensor channel and the brake cylinder sensor channel on the front of the clip; when the sensor is tightened, the communication sensor and the train tube, Auxiliary air cylinder, brake cylinder passage; when the sensor is removed, the passage between the sensor and the train pipe, auxiliary air cylinder, and brake cylinder is automatically closed to facilitate the disassembly and assembly of the sensor.

Further, the train-level host computer is also provided with sound and light alarm and display terminal;

Further, the sound and light alarm is installed in the cab and connected to the PLC control system. In the relief state, if the train control valve is in the inflation relief position, it is determined that the train has no fault green warning. Flashing red warning, starting the brake does not relieve the fault handling device

Furthermore, the display terminal is installed in the cab and connected with the PLC control system, and is used to inquire about the sequence of vehicles and the fault level of brakes and brakes.

A control method for a monitoring and processing device for unrelieving braking of a truck, comprising the following steps:

1. Assign initial values to the parameters: at the release position: the air pressure of the brake cylinder is 0kPa, the air pressure of the train pipe is greater than 480kPa, the air pressure of the auxiliary air cylinder is a constant pressure, and the expansion and contraction value of the piston rod of the brake cylinder is at the standard position of brake release; the brake position When: the air pressure of the train pipe is lower than 450kPa, the air pressure of the brake cylinder is greater than 35kPa, and the expansion and contraction value of the piston rod of the brake cylinder is within the range of the braking stroke; the solenoid valve is normally closed and interlocked;

2. Read the train pipe and brake cylinder pressure values: read the train pipe pressure value and brake cylinder pressure value through the train pipe pressure sensor and brake cylinder pressure sensor to determine the working state of the train; Another working state decompression braking position;

3. Judging whether the sensor is faulty: the train pipe sensor, auxiliary air cylinder sensor, and brake cylinder sensor are short-circuited or open, and there is no current signal to determine the sensor failure; under normal circumstances, the pressure values of the train pipe, brake cylinder, and auxiliary air cylinder are collected and sent to PLC control module;

4. Judging whether the train pipe has dropped: judge whether it has dropped according to the pressure value of the train pipe. When the pressure value of the train pipe is greater than 480kPa or lasts for a certain period of time, the pressure value of the train pipe is greater than the pressure value of the auxiliary air cylinder by 20kPa, and the pressure of the train pipe is determined to maintain or rise;

5. Judging whether the relief condition is met and relieved: the pressure of the train pipe continues to rise for a period of time, and the pressure of the train pipe reaches a constant pressure (≥ 480kPa) within a period of time, and the pressure of the train pipe reaches a constant pressure (≥ 480kPa). After a certain period of time, the pressure value drops to 0kPa, and the extension of the piston rod of the brake cylinder is at the relief standard position, and the PLC control module determines that the train is at the relief position;

6. Judging whether the brake is engaged: After the train reaches the relief condition, the pressure value of the brake cylinder is greater than 35kPa or the extension of the piston rod of the brake cylinder is within the range of the braking stroke, and the PLC control module determines that the brake of the train is not relieved;

7. Judging whether the constant pressure is reached within 45s or the pressure difference reaches the relief condition and the brake cylinder pressure is >50kPa: After the train reaches the relief position, the train pipe pressure continues to rise or maintain pressure within 45s, and after this 45s, the brake cylinder If the pressure value is still ≥ 50kPa, it is determined that the severe braking of the train is not relieved;

8. Judging the exhaust air of the solenoid valve for automatic disposal, displaying the brake disposal: the PLC control module starts the brake non-relief fault disposal device according to the control logic of severe braking non-relief, and sends an exhaust signal to the brake cylinder exhaust solenoid valve, The pressure of the brake cylinder drops rapidly to 0kPa, the extension of the piston rod of the brake cylinder is at the relief standard position, and the failure of the brake is relieved;

9. Restore the initial state: After the failure of brake non-relief is resolved, the system returns to the initial state, and a new round of control process is performed in step 82 again.

Further, step 84 judges whether the train pipe is descending, the train pipe pressure value is less than 450kPa or the pressure value of the secondary air cylinder is greater than the train pipe pressure value of 20kPa for a certain period of time, and it is determined that the train pipe is descending; enter the next step 41;

Further, step 41 is to determine whether to brake: the pressure value of the brake cylinder is greater than 35kPa and the piston rod of the brake cylinder extends out of the stroke range of the brake position, and it is determined that the train is braked; the pressure value of the brake cylinder is greater than 35kPa, but the brake cylinder The piston rod extension is in the relief standard position, and it is judged that the train is relieved; enter the next step 42;

Further, step 42 is whether to meet the braking condition without braking: the braking condition can be reached if the train pipe pressure value is lower than 450kPa, the brake cylinder pressure value is lower than 35kPa or the piston rod extension of the brake cylinder is at the relief standard position , it is determined that the train does not brake when it reaches the braking condition; when the train pipe pressure value is greater than 480kPa, the train cannot reach the braking condition.

Compared with the prior art, the present invention has the following advantages:

1. The truck brake non-relief monitoring and handling device and its control method provided by the present invention, a monitoring device is set up on each vehicle to replace the train inspection function of the driver or vehicle inspector, and constantly analyze whether there is a failure of brake non-relief;

2. In the truck non-relief monitoring and treatment device and its control method provided by the present invention, a brake non-relief treatment device is installed on each vehicle, and when the brake non-relief control logic is met, the brake non-relief fault treatment device is activated;

3. In the truck braking non-relieving monitoring and handling device and its control method provided by the present invention, the braking data of all trains needs to be collected and sent back to the ground, so as to facilitate the analysis and control of the train braking situation and action; in order to study the failure of the braking system Diagnosis and health management provide basic data.

To sum up, the application of the technical solution of the present invention solves the problem that the existing monitoring and processing device in the prior art only considers the failure of the brake valve and does not fully consider the failure of the overall braking system of the train.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description These are some embodiments of the present invention. For those skilled in the art, other drawings can also be obtained according to these drawings without any creative effort.

Fig. 1 is a system layout diagram of the present invention;

Fig. 2 is the control flowchart of the present invention;

Fig. 3 is a schematic diagram of clip assembly of the present invention;

Fig. 4 is a schematic diagram of the clip structure of the present invention;

Fig. 5 is an A-A view of Fig. 4 of the present invention.

In the figure: 1. Clip 2. Dustproof box 3. Dustproof cover 4. Rubber pad 5. Control valve 6. Intermediate body 7. Aviation plug.

detailed description

It should be noted that, in the case of no conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and examples.

In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments It is only some embodiments of the present invention, but not all embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and in no way taken as limiting the invention, its application or uses. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the protection scope of the present invention.

It should be noted that the terminology used here is only for describing specific embodiments, and is not intended to limit exemplary embodiments according to the present invention. As used herein, unless the context clearly dictates otherwise, the singular is intended to include the plural, and it should also be understood that when the terms "comprising" and/or "comprising" are used in this specification, they mean There are features, steps, operations, means, components and/or combinations thereof.

The relative arrangements of components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless specifically stated otherwise. At the same time, it should be clear that, for the convenience of description, the sizes of the various parts shown in the drawings are not drawn according to the actual proportional relationship. Techniques, methods, and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the authorized description. In all examples shown and discussed herein, any specific values should be construed as exemplary only, and not as limitations. Therefore, other examples of the exemplary embodiment may have different values. It should be noted that like numerals and letters denote like items in the following figures, therefore, once an item is defined in one figure, it does not require further discussion in subsequent figures.

In the description of the present invention, it should be understood that orientation words such as "front, back, up, down, left, right", "horizontal, vertical, vertical, horizontal" and "top, bottom" etc. indicate the orientation Or positional relationship is generally based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description. In the absence of a contrary description, these orientation words do not indicate or imply the device or element referred to. It must have a specific orientation or be constructed and operated in a specific orientation, so it should not be construed as limiting the scope of the present invention: the orientation words "inside and outside" refer to inside and outside relative to the outline of each part itself.

For the convenience of description, spatially relative terms may be used here, such as "on ...", "over ...", "on the surface of ...", "above", etc., to describe the The spatial positional relationship between one device or feature shown and other devices or features. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, devices described as "above" or "above" other devices or configurations would then be oriented "beneath" or "above" the other devices or configurations. its underlying device or construction". Thus, the exemplary term "above" can encompass both an orientation of "above" and "beneath". The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptions used herein interpreted accordingly.

In addition, it should be noted that the use of words such as "first" and "second" to define components is only for the convenience of distinguishing corresponding components. To limit the protection scope of the present invention.

As shown in Figures 1 and 3, the present invention provides a truck brake non-relief monitoring and handling device including: a vehicle-level host system and a train-level host system; the vehicle-level host system includes: an acquisition and execution module and a vehicle-level host; The level host is installed in the host control cabinet, and is connected to the circuit control board circuit through an external power supply, and the external power supply provides DC24V for 485 communication through a twisted pair; the train-level host system is installed in the locomotive cab, and communicates with the vehicle-level host through a wireless Wifi LAN It can receive, store and brake non-relieving fault voice alarm and display the braking information from the vehicle-level host, communicate with the ground data receiving and processing system, and can send the braking information to the ground system; the acquisition and execution module The function is to convert the collected analog signal into a digital signal and send it to the vehicle-level host system, and convert the signal transmitted from the vehicle-level host system to the execution module into an electrical signal to control the action of the solenoid valve, so as to achieve automatic disposal after the brake does not relieve the fault Purpose.

The vehicle-level host includes: PLC control module, communication interface board and power supply; the PLC control module is installed in the host control cabinet, designed based on the NXPLPC1788 high-performance processor with the core of ARMCortex-M3, with a memory of 256M, and adopts SST's proprietary high-performance CMOs The 64Mflash memory manufactured by ultra-flash memory technology integrates functions such as hardware watchdog and multi-channel serial port debugging; the communication interface board is installed in the host control cabinet, and CAN bus communication is used between the vehicle-level host and the train-level host to receive and send data. The current sampling values of each pressure sensor, real-time calculation of the working status of the single-vehicle gas pipeline, and receiving and executing the commands of the train host; 485 communication is used between the vehicle-level host and the bottom sampling board; the power supply is installed in the host control cabinet, using iron phosphate Lithium battery, which provides electric energy for the vehicle and the control host.

The acquisition and execution module includes: clip 1, sensor, one-way valve, solenoid valve, on-off valve, acquisition execution circuit board, aviation plug 7 and image acquisition module;

Clip 1 is a thin plate made of super duralumin with a thickness of 14mm, installed between the control valve 5 and the intermediate body 6;

The dust-proof box 2 is made of 3mm stainless steel plate bent and welded. The inner space of the dust-proof box 2 is 100mm thick, and there are 4 studs welded there, which are used to install the acquisition execution circuit board; the dust-proof box 2 and the front bottom of the clip 1 It is connected by a hinge, which can realize 180° rotation; when the dustproof box 2 is closed, it is tightened with screws and the rubber pad 4 is used to prevent dust and water; there is a vent hole at the installation position of the hinge, which is used for the air pressure when the solenoid valve is exhausted. Exhausted by vent holes;

The dust cover 3 is buckled on the back of the clip 1;

The sensor is installed in the dustproof box 2, the power supply voltage is DC24v, the range is 0~1000kpa, the signal output is 4mA~20mA, the accuracy is ≤0.3% (25°C), it is connected by three-core twisted pair shielded wire, and it can operate at -40°C~ It works normally in the temperature range of +70°C, and the function collects relevant braking data; the sensors include: train tube sensor, auxiliary air cylinder sensor and brake cylinder sensor; the train tube sensor is installed in the train tube sensor installation channel 11 on the front of the clip 1 At the bottom opening end; the train tube sensor is connected to the train tube by the train tube sensor installation channel 11 through the intermediate body, and is protected by dustproof sealing by the dustproof box 2, and the cable end is connected to the collection execution circuit board train tube wiring groove for Monitor the train pipe pressure; the auxiliary air cylinder sensor is installed at the bottom opening end of the auxiliary air cylinder sensor channel 12 on the front of the clip 1; the auxiliary air cylinder sensor is connected to the auxiliary air cylinder by the auxiliary air cylinder sensor channel 12 through the intermediate body, and the Dust box 2 is protected by dust-proof sealing, and its cable end is connected to the wiring groove of the auxiliary air cylinder of the acquisition execution circuit board to monitor the pressure of the auxiliary air cylinder; the brake cylinder sensor is installed at the bottom of the brake cylinder sensor channel 13 on the front of the clip 1 At the open end; the brake cylinder sensor is connected to the brake cylinder through the brake cylinder sensor channel 13 through the intermediate body, and is protected by dustproof sealing by the dustproof box 2, and its cable end is connected to the brake cylinder wiring groove of the acquisition execution circuit board , used to monitor the pressure of the brake cylinder; the train pipe sensor, the brake cylinder sensor and the secondary air cylinder sensor are connected with the PLC control module, and the dustproof cover 3 is used for dustproof sealing protection.

The one-way valve is installed on the channel of the sensor to control the opening and closing of the same channel; there are three one-way valves, which are respectively installed on the train pipe sensor installation channel 11 on the front of the clip 1, the auxiliary air cylinder sensor channel 12 and the brake At the open end of the bottom of the cylinder sensor channel 13; when the sensor is tightened, the passage between the sensor and the train pipe, auxiliary air cylinder, and brake cylinder is communicated; when the sensor is removed, the passage between the sensor and the train pipe, auxiliary air cylinder, and brake cylinder is automatically closed. Easy to install and disassemble the sensor.

The solenoid valve is the exhaust solenoid valve of the brake cylinder. The power supply voltage is DC24v. It is a normally closed model. It is connected when it is powered, and it is disconnected when it is powered off. ;The solenoid valve is installed on the brake cylinder piping system, and the cable end is connected to the wiring groove of the acquisition execution circuit board. When the brake does not relieve, it executes the command of the host to remove the pressure air and eliminate the brake does not relieve the fault;

The on-off valve adopts a two-position two-way valve, which is installed on the pipe system between the electromagnetic valve and the brake cylinder in the dust cover 3 on the back of the clip 1. Under normal circumstances, the handle is "ON", when the brake cylinder When the air solenoid valve fails, put your hands together in the "OFF" position to cut off the air circuit of the brake cylinder solenoid valve;

The acquisition execution circuit board is installed on the studs in the dustproof box 2 on the back of the clip 1 through nuts, using 24V/5VDC-DC conversion power supply, based on the STC new generation single-chip microcomputer design, and the 4mA-20mA current signal output by the air pressure sensor It is converted into a 0-5V voltage signal after being isolated and input; it is converted into a digital signal by the A/D conversion circuit that comes with the microcontroller for reading and control by the microcontroller;

The aviation plug 7 is a 5-core aviation plug, which is installed on the side of the dustproof box 2;

The image acquisition module adopts an industrial camera, which is installed in the control cabinet. The camera is installed on the side beam of the vehicle, and the lens is directly facing the piston rod of the brake cylinder.

The train-level main engine is also equipped with sound and light alarm and display terminal; the sound and light alarm is installed in the cab and connected to the PLC control system. One of the vehicles is in the state of unrelieved braking, flashing red warning, and the display terminal of the fault handling device for unrelieved braking is installed in the cab and connected to the PLC control system to query the sequence of vehicles and the fault level of unrelieved braking.

According to the vehicle-level PLC control module to read the pressure value of the train pipe, if the train section slows down or stops at the station, the train pipe pressure is lower than 450kPa, it is determined that the train has reached the braking condition, and if the brake cylinder piston rod extends out of the braking stroke range If the pressure of the brake cylinder is greater than 35kPa, it is determined that the train is braking. If the extension of the piston rod of the brake cylinder is at the relief standard position, and the pressure of the brake cylinder is less than 30kPa, it is determined that the single vehicle in the train does not brake. This fault information will be transmitted through the wireless wifi From the vehicle level to the driver's cab, there are drivers to deal with the fault; if the train departs from the station, the train pipe pressure continues to rise for a period of time, and the rising pressure is ≥ 20kPa or reaches a constant pressure (≥ 480kPa), it is determined that the train meets the mitigation conditions. The extension of the piston rod of the moving cylinder is at the relief standard position, and the pressure of the brake cylinder is less than 30kPa, it is judged that the train is relieved. The extension of the piston rod is within the range of the braking stroke, and it is determined that the braking of a certain car in the train is not released. This fault activates the brake non-relief disposal device according to the vehicle-level brake brake control logic, and sends a signal to the exhaust solenoid valve of the brake cylinder. Exhaust air signal, the pressure of the brake cylinder drops to 0kPa rapidly, the extension of the piston rod of the brake cylinder is at the relief standard position, and the failure of the brake is relieved. If the elongation of the brake cylinder piston rod is within the range of the braking stroke, the fault has not been resolved, and the driver should judge the fault level and deal with it.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present invention, rather than limiting them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: It is still possible to modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the technical solutions of the various embodiments of the present invention. scope.

Claims (9)

1. The utility model provides a freight train braking is not alleviated and is monitored processing apparatus which characterized in that:

the truck braking non-release monitoring and processing device comprises: a vehicle-level host system and a train-level host system;

the vehicle-level host system comprises: the system comprises a collection and execution module and a vehicle-level host;

the vehicle-level host is arranged in the host control cabinet and is connected with the circuit control panel circuit through an external power supply, and the external power supply provides DC24V for 485 communication through a twisted pair;

the train-level host system is arranged in a locomotive cab, is in butt joint with a control module of the vehicle-level host through a wireless Wifi local area network, can receive, store and brake the non-release fault voice alarm and display the brake information from the vehicle-level host, is communicated with the ground data receiving and processing system, and can send the brake information to the ground system;

the acquisition and execution module is used for converting acquired analog signals into digital signals and transmitting the digital signals to the vehicle-level host system, and converting the signals transmitted to the execution module from the vehicle-level host system into electric signals to control the action of the electromagnetic valve, so that the purpose of automatic disposal after the failure is not relieved in braking is achieved.

2. The truck brake non-mitigation monitoring disposal device according to claim 1, wherein:

the vehicle-level host comprises: the PLC control module, the communication interface board and the power supply;

the PLC control module is installed in a host control cabinet, is based on an ARMCortex-M3 core NXPLPC1788 high-performance processor design, has a memory of 256M, adopts a 64Mflash memory manufactured by an SST special high-performance CMOs ultra-flash memory technology, and integrates functions of hardware watchdog, multi-path serial port debugging and the like;

the communication interface board is arranged in the host control cabinet, CAN bus communication is adopted between the vehicle-level host and the train-level host, and the CAN bus communication is used for receiving and sending the current sampling values of the pressure sensors, calculating the working state of the single train gas pipeline in real time and receiving and executing the command of the train host; 485 communication is adopted between the vehicle-level host and the bottom sampling plate;

the power supply is arranged in the host control cabinet, and a lithium iron phosphate battery is adopted to provide electric energy for the vehicle and the control host.

3. The truck brake non-mitigation monitoring disposal device according to claim 1, wherein:

the acquisition and execution module comprises: the device comprises a clamping piece (1), a sensor, a one-way valve, an electromagnetic valve, an on-off valve, an acquisition execution circuit board, an aviation plug (7) and an image acquisition module;

the clamping piece (1) is a thin plate made of superhard aluminum and with the thickness of 14mm, and is arranged between the control valve (5) and the intermediate body (6);

the dustproof box (2) is formed by bending and welding 3mm stainless steel plates, the thickness of the inner space of the dustproof box (2) is 100mm, and 4 studs are welded for mounting an acquisition execution circuit board; the dust-proof box (2) is connected with the bottom of the front side of the clamping piece (1) by a hinge, so that 180-degree rotation can be realized; when the dust-proof box (2) is closed, the screw is adopted to screw down and the dust and water are prevented through the rubber pad (4); the hinge mounting position is provided with an air vent, and when the electromagnetic valve exhausts, air pressure is exhausted from the air vent;

the dust cover (3) is buckled on the back of the clamping piece (1);

the sensor is arranged in the dust-proof box (2), adopts the power supply voltage of DC24v, the range of 0-1000 kpa, the signal output of 4mA-20mA, the precision of less than or equal to 0.3 percent (25 ℃), adopts the three-core twisted-pair shielded wire connection, can normally work in the temperature range of-40 ℃ to +70 ℃, and functionally collects the relevant braking data;

the one-way valve is arranged on a passage of the sensor and used for controlling the opening and closing of the same passage;

the electromagnetic valve is a brake cylinder exhaust electromagnetic valve, adopts a normally closed type with the power supply voltage of DC24v, is electrified for communication, is disconnected when power is lost, normally works within the temperature range of minus 40-70 ℃, and cannot leak when power is lost for disconnection; the electromagnetic valve is arranged on a brake cylinder pipe system, the cable end is connected with a wiring groove of the acquisition execution circuit board, when the failure which is not relieved by braking occurs, the host computer instruction is executed, the pressure air is removed, and the failure which is not relieved by braking is eliminated;

the ON-OFF valve is a two-position two-way valve and is arranged ON a pipe system between the electromagnetic valve and the brake cylinder in a dust cover (3) ON the back surface of the clamping piece (1), under a normal condition, the handle is ON, when the brake cylinder exhaust electromagnetic valve breaks down, the handle is placed ON an OFF position, and the air path of the brake cylinder electromagnetic valve is cut OFF;

the collection execution circuit board is arranged on a stud in a dust-proof box (2) on the back surface of the clamping piece (1) through a nut, 24V/5VDC-DC conversion power supply is adopted, and based on the design of an STC new generation single chip microcomputer, a 4mA-20mA current signal output by the air pressure sensor is converted into a 0-5V voltage signal after being isolated and input; the digital signals are converted into digital signals through an A/D conversion circuit of the single chip microcomputer for the reading and the control of the single chip microcomputer;

the aviation plug (7) is a 5-core aviation plug and is arranged on the side surface of the dustproof box (2);

the image acquisition module adopts an industrial camera and is arranged in the control cabinet, the camera is arranged on a vehicle side beam, and the lens directly faces to the piston rod of the brake cylinder.

4. The truck brake non-release monitoring disposal device according to claim 3, wherein:

said

3 passages are arranged in the clamping piece (1), and are respectively a train pipe sensor mounting passage (11), an auxiliary reservoir sensor passage (12) and a brake cylinder sensor passage (13);

the train pipe sensor installation channel (11), the auxiliary reservoir sensor channel (12) and the brake cylinder sensor channel (13) are arranged at the bottom opening ends of the clamping pieces (1) on one side where the dust-proof box (2) is installed, and the top opening ends of the clamping pieces (1) on the upper portion are provided with through holes in two directions.

5. The truck brake non-mitigation monitoring disposal device according to claim 3, wherein:

the sensor comprises: a train pipe sensor, an auxiliary reservoir sensor and a brake cylinder sensor;

the train pipe sensor is arranged at the opening end at the bottom of the train pipe sensor installation channel (11) on the front surface of the clamping piece (1); the train pipe sensor is communicated with a train pipe through a middle body by a train pipe sensor mounting channel (11), is protected by a dust-proof box (2) in a dust-proof sealing manner, and is connected with a train pipe wiring groove of an acquisition execution circuit board at a cable end for monitoring the pressure of the train pipe;

the auxiliary reservoir sensor is arranged at the opening end at the bottom of an auxiliary reservoir sensor channel (12) on the front surface of the clamping piece (1); the auxiliary reservoir sensor is communicated with the auxiliary reservoir through an intermediate body by an auxiliary reservoir sensor channel (12), is protected by a dustproof seal by a dustproof box (2), and is connected with an auxiliary reservoir wiring groove of an acquisition execution circuit board at a cable end for monitoring the pressure of the auxiliary reservoir;

the brake cylinder sensor is arranged at the bottom opening end of a brake cylinder sensor channel (13) on the front surface of the clamping piece (1); the brake cylinder sensor is communicated with the brake cylinder through a middle body by a brake cylinder sensor channel (13), dust-proof sealing protection is carried out by a dust-proof box (2), and a cable end of the dust-proof box is connected to a brake cylinder wiring groove of an acquisition execution circuit board and used for monitoring the pressure of the brake cylinder;

the train pipe sensor, the brake cylinder sensor and the auxiliary reservoir sensor are connected with the PLC control module and are protected by the dust cover (3) in a dust-proof sealing mode.

6. The truck brake non-release monitoring disposal device according to claim 3, wherein:

the three check valves are respectively arranged at the opening ends of the bottoms of the train pipe sensor installation channel (11), the auxiliary reservoir sensor channel (12) and the brake cylinder sensor channel (13) on the front surface of the clamping piece (1); when the sensor is screwed down, the sensor is communicated with a train pipe, an auxiliary reservoir and a brake cylinder; when the sensor is detached, the passage between the sensor and the train pipe, the auxiliary reservoir and the brake cylinder is automatically closed, so that the sensor is convenient to disassemble and assemble.

7. The truck brake non-mitigation monitoring disposal device according to claim 1, wherein:

the train-level host is also provided with an audible and visual alarm and a display terminal;

the sound-light alarm is installed in a cab and connected with a PLC control system, under the relieving state, if a train control valve is in an inflation relieving position, the train is judged to have no fault green early warning, if a certain train in the train is in a brake non-relieving state, the train flashes red early warning, and a brake non-relieving fault handling device is started

The display terminal is installed in the cab, is connected with the PLC control system and is used for inquiring the order of the vehicle and the level of the fault which is not relieved during braking.

8. A control method of a truck braking non-release monitoring and processing device is characterized by comprising the following steps:

the control method of the truck brake unreleasing monitoring and handling device comprises the following steps:

81. parameter initialization value: when the position is relieved: the air pressure of the brake cylinder is 0kPa, the air pressure of the train pipe is greater than 480kPa, the air pressure of the auxiliary reservoir is a constant pressure, and the expansion value of the piston rod of the brake cylinder is at a brake release standard level; when the brake is in the position: the air pressure of the train pipe is lower than 450kPa, the air pressure of the brake cylinder is higher than 35kPa, and the expansion value of the piston rod of the brake cylinder is in the range of the brake stroke; normally closed linkage of the electromagnetic valve;

82. reading pressure values of a train pipe and a brake cylinder: reading a train pipe pressure value and a brake cylinder pressure value through a train pipe pressure sensor and a brake cylinder pressure sensor to judge the working state of the train; one working state is an inflation relieving position, and the other working state is a decompression braking position;

83. judging whether the sensor has a fault: the train pipe sensor, the auxiliary air cylinder sensor and the brake cylinder sensor are in short circuit or open circuit, and no current signal is used for judging the fault of the sensors; under normal conditions, collecting pressure values of a train pipe, a brake cylinder and an auxiliary reservoir and transmitting the pressure values to a PLC control module;

84. judging whether the train pipe descends: judging whether the pressure value of the train pipe is reduced or not according to the pressure value of the train pipe, and judging that the pressure of the train pipe is maintained or increased when the pressure value of the train pipe is greater than 480kPa or the pressure value of the train pipe is greater than the pressure value of the auxiliary reservoir for a certain time and 20 kPa;

85. judging whether a relieving condition is reached and relieving: continuously increasing the pressure of the train pipe within a period of time, wherein the pressure of the train pipe is increased by more than or equal to 20kPa within the period of time or the train pipe reaches a constant pressure (more than or equal to 480 kPa), the train is considered to start to be relieved, the pressure value is reduced to 0kPa after the brake cylinder exhausts air for a certain period of time, the extension amount of a piston rod of the brake cylinder is at a relieving standard level, and the PLC control module judges that the train is at the relieving position;

86. judging whether the brake is contracting: after the train achieves the relieving condition, the pressure value of the brake cylinder is larger than 35kPa or the extension of the piston rod of the brake cylinder is in the braking travel range, and the PLC control module judges that the train is not braked;

87. judging whether constant pressure or differential pressure reaches a release condition within 45s and the brake cylinder pressure is larger than 50kPa: after the train reaches the release position, continuously increasing or maintaining the pressure of the train pipe within 45s, and after 45s, still keeping the pressure value of the brake cylinder more than or equal to 50kPa, and judging that the serious braking of the train is not released;

88. judging that the electromagnetic valve exhausts air to be automatically disposed, and displaying the band-type brake disposition: the PLC control module starts a brake unreleasing fault handling device according to a severe brake unreleasing control logic, an exhaust signal is sent to an exhaust electromagnetic valve of the brake cylinder, the pressure of the brake cylinder is rapidly reduced to 0kPa, the extension amount of a piston rod of the brake cylinder is at a releasing standard level, and the brake unreleasing fault is released;

89. and (4) recovering the initial state: after the failure that the brake is not released is resolved, the system is restored to the original state, and a new round of control flow is performed again in step 82.

9. The truck brake non-alleviation monitoring processing device control method according to claim 8, characterized in that:

step 84, judging whether the pressure value of the train pipe is less than 450kPa or a certain continuous auxiliary reservoir pressure value is more than 20kPa during the descending of the train pipe, and judging that the train pipe descends; proceeding to the next step 841;

the step 841 is to judge whether braking is performed: judging train braking when the pressure value of the brake cylinder is larger than 35kPa and the piston rod of the brake cylinder extends out of the range of the braking position stroke; the pressure value of the brake cylinder is larger than 35kPa, but the extension of the piston rod of the brake cylinder is at the release standard level, and the train is determined to be released; proceed to next step 842;

step 842 is whether the braking condition is met without braking: the train pipe pressure value is lower than 450kPa to achieve the braking condition, the brake cylinder pressure value is lower than 35kPa or the extension of the piston rod of the brake cylinder is at the release standard level, and the train is judged to achieve the braking condition and not to brake; when the pressure value of the train pipe is larger than 480kPa, the train can not reach the braking condition.

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