CN118220223A - Non-reversing and normal oil filling fault control method for hydraulic transmission diesel locomotive - Google Patents
Non-reversing and normal oil filling fault control method for hydraulic transmission diesel locomotive Download PDFInfo
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- CN118220223A CN118220223A CN202311179953.4A CN202311179953A CN118220223A CN 118220223 A CN118220223 A CN 118220223A CN 202311179953 A CN202311179953 A CN 202311179953A CN 118220223 A CN118220223 A CN 118220223A
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- 230000003137 locomotive effect Effects 0.000 title claims abstract description 117
- 230000005540 biological transmission Effects 0.000 title claims abstract description 36
- 238000000034 method Methods 0.000 title claims abstract description 12
- 238000001514 detection method Methods 0.000 claims description 9
- 230000000875 corresponding effect Effects 0.000 description 13
- 238000010586 diagram Methods 0.000 description 4
- 238000006243 chemical reaction Methods 0.000 description 3
- 238000013461 design Methods 0.000 description 2
- 230000007935 neutral effect Effects 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012806 monitoring device Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000010355 oscillation Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 230000035945 sensitivity Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
- B61C9/28—Transmission systems in or for locomotives or motor railcars with rotary prime movers, e.g. turbines
- B61C9/34—Transmission systems in or for locomotives or motor railcars with rotary prime movers, e.g. turbines hydraulic, including combinations with mechanical gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to the field of hydraulic transmission diesel locomotives. A hydraulic transmission diesel locomotive is not commutated, always charge the trouble control method of oil, detect the vehicle state that the control direction hand grip of the locomotive corresponds to, detect the vehicle state that the transmission case hydraulic reversing valve of the locomotive corresponds to, detect the vehicle state that the torque converter of the transmission case running direction of the locomotive charges oil corresponds to, if the vehicle state that the three corresponds to is unanimous, the braking state of the locomotive is in "unlocking state", if the vehicle state that the three corresponds to is inconsistent, the braking state of the locomotive is in "locking state"; when the braking state is in an unlocking state, the braking can be manually controlled to be started, and when the braking state is in a locking state, the braking cannot be manually controlled to be started; the vehicle state includes two states of advancing the locomotive and reversing the locomotive.
Description
Technical Field
The invention relates to the field of hydraulic transmission diesel locomotives.
Background
The hydraulic transmission diesel locomotive GK1B GK1C GK1E GK1L is four types, two common faults are found to occur in the operation, and firstly, the hydraulic transmission device cannot be normally commutated; and secondly, the torque converter of the transmission device is always filled with oil. These two fault conditions are that the locomotive cannot operate according to the operating direction when the locomotive is operated normally to reverse operation. When the transmission torque converter is frequently in oil filling failure, the locomotive can not stop after running, and only the locomotive train can be forcibly controlled to stop, so that the consequences are serious, especially the consequences are more serious for a novice driver with less operation experience. If the fault occurs after long-time maintenance and parking, the locomotive is started, the braking system does not have a braking wind source, the diesel engine is started, meanwhile, the transmission case torque converter is directly filled with oil, and the locomotive can be directly started and cannot be controlled. When the locomotive fails to perform normal reversing operation, the locomotive cannot perform normal reversing operation, the locomotive does not operate according to the operating direction, and the failure can directly lead to train slip when the locomotive train ramp breaks away from the vehicle, so that the consequences are more serious.
Disclosure of Invention
The technical problems to be solved by the invention are as follows: how to judge whether the running direction is consistent with the operating running direction when the locomotive is started and is consistent with the oil charge state of the torque converter, so that faults are avoided.
The technical scheme adopted by the invention is as follows: a hydraulic transmission diesel locomotive is not commutated, always charge the trouble control method of oil, detect the vehicle state that the control direction hand grip of the locomotive corresponds to, detect the vehicle state that the transmission case hydraulic reversing valve of the locomotive corresponds to, detect the vehicle state that the torque converter of the transmission case running direction of the locomotive charges oil corresponds to, if the vehicle state that the three corresponds to is unanimous, the braking state of the locomotive is in "unlocking state", if the vehicle state that the three corresponds to is inconsistent, the braking state of the locomotive is in "locking state"; when the braking state is in an unlocking state, the braking can be manually controlled to be started, and when the braking state is in a locking state, the braking cannot be manually controlled to be started; the vehicle state includes two states of advancing the locomotive and reversing the locomotive.
When a locomotive driver operates the locomotive, one state of a control direction handle of the locomotive is placed in the front and the rear is taken as a reference point, the front or the rear electric control valve of the locomotive is electrically operated, control wind enters the front or the rear position of the hydraulic reversing valve of the locomotive through the electric control valve, wind pressures of the hydraulic reversing valve of the transmission box of the locomotive are detected and detected, the front and the rear states of the locomotive correspond to different wind pressures, if the vehicle states corresponding to the wind pressures are different from the vehicle states corresponding to the control direction handle, the braking state of the locomotive is controlled to be continuously in the "locking state", if the vehicle states corresponding to the wind pressures are the same as the vehicle states corresponding to the control direction handle, the vehicle states corresponding to the torque converter in the running direction of the transmission box are detected, oil pressures generated by the torque converter in the running direction of the transmission box are detected, the front and the rear states of the vehicle correspond to different oil pressures, and if the vehicle states corresponding to the oil pressures are different from the vehicle states corresponding to the control direction handle, the braking state of the locomotive is controlled to be continuously in the "locking state", and if the vehicle states corresponding to the oil pressures and the vehicle states corresponding to the control direction handle are the same as the vehicle states.
The detection circuit comprises a reversing level acquisition circuit, a pressure relay circuit and a logic gate control circuit, wherein the reversing level acquisition circuit sends a high-level signal to the logic gate control circuit when the sensor detects that the control direction handle of the locomotive is in a front state, and simultaneously sets a datum point state as a front state, and the reversing level acquisition circuit sends a high-level signal to the logic gate control circuit when the sensor detects that the control direction handle of the locomotive is in a rear state; the pressure relay circuit collects wind pressure and oil pressure, when the vehicle state corresponding to the wind pressure and the oil pressure are the same as the datum point state, the pressure relay circuit sends a high-level signal to the logic gate control circuit, when the vehicle state corresponding to the oil pressure and the datum point state are the same, the pressure relay circuit sends a high-level signal to the logic gate control circuit, and when the logic gate control circuit receives 3 high-level signals at the same time, the control signal is output to the brake, so that the brake state is in an unlocking state.
Drawings
FIG. 1 is a schematic diagram of a commutation level acquisition circuit in an embodiment;
FIG. 2 is a schematic diagram of a power conversion circuit in an embodiment;
FIG. 3 is a schematic diagram of a pressure relay circuit;
Fig. 4 is a schematic diagram of a logic gate control circuit.
Detailed Description
A hydraulic transmission diesel locomotive non-reversing and normal oil-filling fault control method.
Taking forward start of the locomotive as an example, when a locomotive driver operates the locomotive forward start according to a program, a locomotive control direction handle is arranged in the forward direction, and the detection process takes the forward direction as a reference point. The front electric control valve of the locomotive is electrified, control wind enters the forward position of the reversing valve of the locomotive liquid transmission box through the electric control valve, the detection control device detects whether the control wind pressure entering the forward position of the reversing valve is normal (namely whether the front wind pressure is met), the normal wind pressure in the front direction is 550kpa, and when the detection that the control wind pressure entering the forward direction of the reversing valve is normal and is consistent with the direction of the locomotive control direction handle, the next detection is carried out. When the driver operates the controller handle to leave the zero position, the forward torque converter of the locomotive transmission device enters a loading state, the forward torque converter starts to charge oil, torque is generated, and the locomotive is driven to run forward. At this time, it is detected whether the torque converter entering the oil charge state is consistent with the front direction of the locomotive control direction handle, the oil pressure generated by the front direction torque converter should be more than 40kpa, if yes, the detection control device controls the electromagnetic exhaust valve arranged at the exhaust outlet of the action valve of the locomotive brake to be in an open position, and the exhaust outlet of the action valve is opened, at this time, the locomotive driver operates to release the locomotive brake, and the locomotive can be started normally.
To sum up: after the driver operates the locomotive direction control handle, when the vehicle states corresponding to the hydraulic reversing valve of the transmission case and the torque converter oil charge of the transmission case are consistent, the locomotive brake action valve air outlet can be controlled to be opened (the braking state is in an unlocking state), and the locomotive can normally operate. When one of the three is inconsistent, or the torque converter does not build effective oil pressure, the action valve of the locomotive brake is not controlled to open the exhaust outlet, even if a driver operates the locomotive brake to release, the locomotive brake cylinder cannot exhaust air normally (the brake is in a 'locking state'), and the locomotive still keeps braked and cannot be started. Thus, the locomotive can be effectively prevented from running in the direction opposite to the control running direction. And can also effectively prevent the locomotive from sliding.
When the locomotive is stopped, the speed of the locomotive is zero, the reversing control handle of the locomotive is positioned in a neutral position, the braking state is in a 'blocking state' by default, the exhaust valve of the brake action valve can be controlled to be closed, and the locomotive can maintain the braking state after the locomotive is braked by normal operation.
When the locomotive is started again, the reversing handle leaves the neutral position, the driver controller handle leaves the zero position, the detection control device repeats the detection control, the locomotive is relieved by the driver operation, the exhaust valve of the action valve is opened, and the locomotive side can normally relieve the starting.
The locomotive is overhauled for a long time, is parked and then is started, and the braking system does not have a braking wind source, so that the torque converter is in an oil-filled state due to the failure of a main control valve of the transmission device or other failures, and the hydraulic transmission device torque converter is filled with oil in the starting process of the diesel engine, so that the locomotive is started. When the monitoring device starts the diesel engine, if the torque converter of the transmission case is directly filled with oil, the oil pressure of the torque converter is detected to appear, when the sensor detects that the pressure of about 500pa appears, the pressure is fed back to the control device, the control device can control the start control circuit of the diesel engine to be disconnected, the start of the diesel engine is stopped, and the safety accident caused by the start of the locomotive in a brake-free state is prevented.
As shown in fig. 1-4, the forward and backward 110V or 24V level on the locomotive is input to the commutation level acquisition circuit and converted into a logic level signal which can be identified by the logic gate chip through the voltage divider; when the wind pressure and the oil pressure on the locomotive reach the set pressure, the pressure relay circuit outputs logic level signals to the logic chip, and when the three are at logic high level, the three input gates output control signals to the electromagnetic exhaust valve, so that the locomotive is relieved normally; when the locomotive is overhauled for a long time and is restarted after being parked, the forward oil pressure relay outputs a high level, at the moment, the forward oil pressure relay output signal is input into the NOT-gate chip to obtain qian _feng_fan signal, and then the signal is input into the AND gate chip, so that the monitoring of the normal oil filling fault of the locomotive can be realized through logic conversion, and when the locomotive is in an abnormal working condition, the starting control relay inputs a ji_ dian signal at the moment, and the locomotive starting loop is cut off, so that the accident is effectively prevented;
The chip input voltage needs to be level shifted because different chips or devices may use different logic level standards. For example, some chips use a 5V logic level standard, while others use a 3.3V or lower level standard. If an incompatible signal is directly input into the chip, this can lead to erroneous reads or damage to the chip. Therefore, when there is a level incompatibility between chips, level conversion is required to convert an input signal into a level standard required for a target chip. This may be achieved by using level shifters, resistive voltage dividers, etc. circuits. For example, if a 5V signal is input into a 3.3V chip, a voltage divider can be used to step down the signal to a suitable level range, in the figure, since the levels acquired by the Beijing vehicle and the senior citizen vehicle in the front-rear direction are 110V and 24V respectively, in order to adapt the device to various vehicle types, two voltage dividers are designed in the circuit, and qian and hou are level control signals output to logic gates by the voltage dividers respectively;
LM2596Q is a switching voltage regulator of a buck power management monolithic integrated circuit capable of outputting 3A drive current with good linearity and load regulation characteristics. The fixed output version has 3.3V, 5V and 12V, and the adjustable version can output various voltages smaller than 37V. The device integrates a frequency compensation and a fixed frequency generator, and the switching frequency is 150KHz. A smaller size filter element may be used compared to a low frequency switching regulator. Because the device only needs 4 external elements, the universal standard sense can be used, the use of LM2596 is more optimized, and the design of a switching power supply circuit is greatly simplified. The device has other characteristics that under the conditions of specific input voltage and output load, the error of the output voltage can be ensured to be within +/-4 percent, the oscillation frequency error is ensured to be within +/-15 percent, and the external power-off can be realized by using standby current of only 80 uA;
The operating principle of the pressure relay is based on a combination of a pressure sensitive element and a relay. Typically, a relay includes a spring and contacts that can be closed or opened by mechanical pressure. The pressure sensing element in the pressure relay converts the pressure signal in the pipeline into an electric signal and outputs the electric signal to the relay. When the pressure in the line exceeds or falls below a preset value, the pressure sensitive element detects this change and transmits a signal to the relay. Upon receipt of the signal, the relay initiates a corresponding action, such as breaking the circuit, opening a valve, etc. In addition, the pressure relay can also realize different control and protection functions by adjusting the sensitivity of the pressure sensitive element and setting the position of the trigger point. The pressure relay converts a pressure signal into an electric signal and combines a mechanical part of the relay to realize automatic control and protection of equipment, wherein NC is a normally closed end, COM is a common end, NO is a normally open end qian _feng, hou _feng, qian _you and hou _you are level signals output to a logic gate circuit by the relay;
The three-input AND gate chip (7411) is a logic gate circuit that performs a logical AND operation on three input signals and outputs a result. The output signal is high if and only if all the input signals are high (typically 3.3V), otherwise the output signal is low (typically 0V). The chip can be used in digital circuits and has functions in control, storage, processing and the like. The NOT chip (SN 74 LVC) is another logic gate circuit that logically NOT an input signal and output an opposite result. When the input signal is at a high level, the output signal is at a low level; when the input signal is low, the output signal is high. The dian _ci signal is a control signal which is output by the logic gate circuit and used for controlling the electromagnetic air release valve, the electromagnetic air exhaust valve of the air outlet of the action valve of the locomotive brake is in an open position, and the air outlet of the action valve is opened, so that a locomotive driver operates and relieves the locomotive brake, and the locomotive can normally run. The ji-dian signal is a control signal which is input by a logic gate circuit to control a relay, when the locomotive is overhauled for a long time and is restarted after being parked, and the torque converter is in normal oil-filled fault, the relay cuts off a locomotive starting loop to control the locomotive to unload, so that accidents are avoided, and the related logic control relationship is shown in the following table.
According to the invention, through the design of the control circuit, when the locomotive hydraulic transmission device cannot be normally commutated or the torque converter of the transmission device is normally filled with oil, the control signal is monitored and output in real time, and the locomotive train can be forcibly controlled to stop by using the braking system, so that the occurrence of driving accidents is effectively reduced, the locomotive utilization rate is improved, and the safe and stable operation of the locomotive is ensured.
Claims (3)
1. A hydraulic transmission diesel locomotive non-reversing and normal oil filling fault control method is characterized in that: detecting a vehicle state corresponding to a control direction handle of a locomotive, detecting a vehicle state corresponding to a hydraulic reversing valve of a transmission case of the locomotive, detecting a vehicle state corresponding to oil filling of a torque converter in the running direction of the transmission case of the locomotive, wherein if the vehicle states corresponding to the three states are consistent, the braking state of the locomotive is in an unlocking state, and if the vehicle states corresponding to the three states are inconsistent, the braking state of the locomotive is in a locking state; when the braking state is in an unlocking state, the braking can be manually controlled to be started, and when the braking state is in a locking state, the braking cannot be manually controlled to be started; the vehicle state includes two states of advancing the locomotive and reversing the locomotive.
2. The method for controlling the non-reversing and normal oil-filled faults of the hydraulic transmission diesel locomotive according to claim 1, wherein the method comprises the following steps of: when a locomotive driver operates the locomotive, one state of a control direction handle of the locomotive is placed in the front and the rear is taken as a reference point, the front or the rear electric control valve of the locomotive is electrically operated, control wind enters the front or the rear position of the hydraulic reversing valve of the locomotive through the electric control valve, wind pressures of the hydraulic reversing valve of the transmission box of the locomotive are detected and detected, the front and the rear states of the locomotive correspond to different wind pressures, if the vehicle states corresponding to the wind pressures are different from the vehicle states corresponding to the control direction handle, the braking state of the locomotive is controlled to be continuously in the "locking state", if the vehicle states corresponding to the wind pressures are the same as the vehicle states corresponding to the control direction handle, the vehicle states corresponding to the torque converter in the running direction of the transmission box are detected, oil pressures generated by the torque converter in the running direction of the transmission box are detected, the front and the rear states of the vehicle correspond to different oil pressures, and if the vehicle states corresponding to the oil pressures are different from the vehicle states corresponding to the control direction handle, the braking state of the locomotive is controlled to be continuously in the "locking state", and if the vehicle states corresponding to the oil pressures and the vehicle states corresponding to the control direction handle are the same as the vehicle states.
3. The method for controlling the non-reversing and normal oil-filled faults of the hydraulic transmission diesel locomotive according to claim 2, wherein the method comprises the following steps of: the detection circuit comprises a reversing level acquisition circuit, a pressure relay circuit and a logic gate control circuit, wherein the reversing level acquisition circuit sends a high-level signal to the logic gate control circuit when the sensor detects that the control direction handle of the locomotive is in a front state, and simultaneously sets a datum point state as a front state, and the reversing level acquisition circuit sends a high-level signal to the logic gate control circuit when the sensor detects that the control direction handle of the locomotive is in a rear state; the pressure relay circuit collects wind pressure and oil pressure, when the vehicle state corresponding to the wind pressure and the oil pressure are the same as the datum point state, the pressure relay circuit sends a high-level signal to the logic gate control circuit, when the vehicle state corresponding to the oil pressure and the datum point state are the same, the pressure relay circuit sends a high-level signal to the logic gate control circuit, and when the logic gate control circuit receives 3 high-level signals at the same time, the control signal is output to the brake, so that the brake state is in an unlocking state.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311179953.4A CN118220223A (en) | 2023-09-13 | 2023-09-13 | Non-reversing and normal oil filling fault control method for hydraulic transmission diesel locomotive |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311179953.4A CN118220223A (en) | 2023-09-13 | 2023-09-13 | Non-reversing and normal oil filling fault control method for hydraulic transmission diesel locomotive |
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| Publication Number | Publication Date |
|---|---|
| CN118220223A true CN118220223A (en) | 2024-06-21 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311179953.4A Pending CN118220223A (en) | 2023-09-13 | 2023-09-13 | Non-reversing and normal oil filling fault control method for hydraulic transmission diesel locomotive |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN118220223A (en) |
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2023
- 2023-09-13 CN CN202311179953.4A patent/CN118220223A/en active Pending
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