CN215851194U - Pressure monitoring system and double-section double-heading locomotive - Google Patents
Pressure monitoring system and double-section double-heading locomotive Download PDFInfo
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- CN215851194U CN215851194U CN202121716086.XU CN202121716086U CN215851194U CN 215851194 U CN215851194 U CN 215851194U CN 202121716086 U CN202121716086 U CN 202121716086U CN 215851194 U CN215851194 U CN 215851194U
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Abstract
The utility model relates to a pressure monitoring system and a double-section double-heading locomotive. The pressure monitoring system includes: the first pressure sensor is mechanically connected with a brake cylinder of the second locomotive and used for acquiring a pressure signal of the brake cylinder of the second locomotive; and the first locomotive monitoring device is arranged in the first locomotive, is electrically connected with the first pressure sensor and is used for recording the pressure signal of the brake cylinder of the second locomotive. The monitoring and recording of the braking system of the double-section double-heading locomotive are perfected, and an important basis is provided for processing related faults.
Description
Technical Field
The utility model relates to the technical field of train braking, in particular to a pressure monitoring system and a double-section double-heading locomotive.
Background
With the development of railway transportation, sometimes the traction capacity of a single locomotive cannot meet the requirements, locomotive reconnection technology comes up, a double-section reconnection locomotive consists of two independent and interconnected locomotives, and each locomotive is provided with a complete system and a driver cab. The two locomotives can be used as a control node to control the other locomotive to jointly draw the carriage to travel on the railway.
However, the system for monitoring the pressure condition of the brake system of the double-section double-heading locomotive in the traditional technology has the problems that the pressure data recording is not comprehensive, and the condition of the brake system cannot be well reflected.
SUMMERY OF THE UTILITY MODEL
In view of the above, there is a need for a pressure monitoring system and a dual-section multi-locomotive that can comprehensively record brake system pressure data.
In one aspect, an embodiment of the present invention provides a pressure monitoring system, which is applied to monitoring a brake system of a double-section double-heading locomotive, where the double-section double-heading locomotive includes a first locomotive and a second locomotive, the brake system includes a brake cylinder of the first locomotive and a brake cylinder of the second locomotive, and the pressure monitoring system includes: the first pressure sensor is mechanically connected with a brake cylinder of the second locomotive and used for acquiring a pressure signal of the brake cylinder of the second locomotive; and the first locomotive monitoring device is arranged in the first locomotive, is electrically connected with the first pressure sensor and is used for recording the pressure signal of the brake cylinder of the second locomotive.
In one embodiment, the pressure monitoring system further comprises: the second pressure sensor is mechanically connected with the brake cylinder of the first locomotive and used for acquiring a pressure signal of the brake cylinder of the first locomotive; and the second locomotive monitoring device is arranged in the second locomotive, is electrically connected with the second pressure sensor and is used for recording the pressure signal of the brake cylinder of the first locomotive.
In one embodiment, the pressure monitoring system further comprises a first terminal cabinet, a second terminal cabinet; the first terminal cabinet is arranged at the tail position in the first locomotive, is electrically connected with the first pressure sensor, the first locomotive monitoring device and the second terminal cabinet, and is used for transmitting a pressure signal fed back by the first pressure sensor to the second terminal cabinet and transmitting a pressure signal fed back by the second pressure sensor transmitted by the second terminal cabinet to the first locomotive monitoring device; the second terminal cabinet is arranged at the tail position in the second locomotive, is electrically connected with the second pressure sensor and the second locomotive monitoring device, and is used for transmitting a pressure signal fed back by the second pressure sensor to the first terminal cabinet and transmitting a pressure signal fed back by the first pressure sensor transmitted by the first terminal cabinet to the second locomotive monitoring device.
In one embodiment, the pressure monitoring system further includes a first display device disposed in a cab of the first locomotive, the first display device being electrically connected to the first locomotive monitoring device, the first display device being configured to display a pressure of a brake cylinder of the second locomotive.
In one embodiment, the pressure monitoring system further includes a second display device, the second display device is disposed in a cab of the second locomotive, the second display device is electrically connected to the second locomotive monitoring device, and the second display device is configured to display the pressure of the brake cylinder of the first locomotive.
In one embodiment, the pressure monitoring system further comprises a first alarm device, the first alarm device is arranged in the first locomotive and electrically connected with the first locomotive monitoring device, and the first alarm device is used for sending out a first alarm signal when receiving the first trigger signal; the first locomotive monitoring device is further used for outputting a first trigger signal when the pressure of the brake cylinder of the second locomotive is abnormal.
In one embodiment, the pressure monitoring system further comprises a second alarm device, the second alarm device is arranged in the second locomotive and electrically connected with the second locomotive monitoring device, and the second alarm device is used for sending a second alarm signal when receiving a second trigger signal; the second locomotive monitoring device is further used for outputting a second trigger signal when the pressure of the brake cylinder of the first locomotive is abnormal.
In one embodiment, the braking system further comprises an equalizing reservoir and a train pipe of the first locomotive and an equalizing reservoir and a train pipe of the second locomotive; the first locomotive monitoring device is electrically connected with a pressure sensor corresponding to the equalizing air cylinder of the first locomotive and a pressure sensor corresponding to the equalizing air cylinder of the first locomotive, and is also used for recording pressure signals of the equalizing air cylinder of the first locomotive and a train pipe; the second locomotive monitoring device is electrically connected with the pressure sensor corresponding to the equalizing air cylinder of the second locomotive and the pressure sensor corresponding to the equalizing air cylinder of the second locomotive, and the second locomotive monitoring device is also used for recording pressure signals of the equalizing air cylinder and the train pipe of the second locomotive.
In one embodiment, the first terminal cabinet and the second terminal cabinet are connected by an external rewiring.
In another embodiment of the present invention, a double-jointed locomotive is further provided, where the double-jointed locomotive includes a first locomotive and a second locomotive, a brake system of the double-jointed locomotive includes a brake cylinder of the first locomotive and a brake cylinder of the second locomotive, and the double-jointed locomotive is provided with the pressure monitoring system in any of the above embodiments.
According to any one of the above embodiments, the pressure of the brake cylinder of the second locomotive is detected by providing the brake cylinder of the second locomotive with a first pressure sensor, and the first pressure sensor feeds back the acquired pressure signal to the first locomotive monitoring device. The monitoring and recording of the braking system of the double-section double-heading locomotive are perfected, and an important basis is provided for processing related faults. In addition, when the first locomotive operates the double-section double-connection locomotive, a crew member can timely master the pressure change of the brake cylinder of the second locomotive, so that the crew member can timely judge the running state, and the danger caused by brake failure is avoided.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments or the conventional technologies of the present application, the drawings used in the descriptions of the embodiments or the conventional technologies will be briefly introduced below, it is obvious that the drawings in the following descriptions are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a block diagram of a pressure monitoring system in one embodiment;
FIG. 2 is a block diagram of another embodiment of a pressure monitoring system;
FIG. 3 is a schematic diagram of a double-jointed locomotive according to one embodiment.
Detailed Description
To facilitate an understanding of the present application, the present application will now be described more fully with reference to the accompanying drawings. Embodiments of the present application are set forth in the accompanying drawings. This application may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.
It will be understood that, as used herein, the terms "first," "second," and the like may be used herein to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish one element from another. For example, a first resistance may be referred to as a second resistance, and similarly, a second resistance may be referred to as a first resistance, without departing from the scope of the present application. The first resistance and the second resistance are both resistances, but they are not the same resistance.
It is to be understood that "connection" in the following embodiments is to be understood as "electrical connection", "communication connection", and the like if the connected circuits, modules, units, and the like have communication of electrical signals or data with each other.
As used herein, the singular forms "a", "an" and "the" may include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises/comprising," "includes" or "including," etc., specify the presence of stated features, integers, steps, operations, components, parts, or combinations thereof, but do not preclude the presence or addition of one or more other features, integers, steps, operations, components, parts, or combinations thereof. Also, as used in this specification, the term "and/or" includes any and all combinations of the associated listed items.
As background art, the pressure data recording problem of the system for monitoring the pressure condition of the brake system of the double-section double-heading locomotive in the traditional technology is discovered by the inventor, and the problem is caused by that the double-section double-heading locomotive is composed of two independent and mutually-connected locomotives, each locomotive is a complete system and is provided with a driver cab. One of the locomotives may be optionally selected as a control node, the other locomotive may be selected as a non-control node, and the control node transmits a control signal to the non-control node through the reconnection line, so as to realize uniform control of the whole double-section reconnection locomotive. However, since the locomotive as the control node usually only records the condition of the brake cylinder of the locomotive, when the pressure of the brake cylinder of the locomotive with the control node is displayed normally, the pressure of the brake cylinder of the non-control node cannot be found and judged in time whether the pressure of the brake cylinder of the non-control node is normal or not. When an accident caused by the fault of the non-control brake cylinder occurs, the locomotive cannot judge the fault reason in time after stopping due to the lack of the provision of relevant evidence, so that the interference and the influence are caused to the analysis of the accident.
For the above reasons, as shown in fig. 1 (in the figure, the dashed line represents an electrical connection, and the solid line represents a mechanical connection), an embodiment of the present invention provides a pressure monitoring system 10 for monitoring a brake system of a dual-section locomotive, the dual-section locomotive includes a first locomotive and a second locomotive, and the brake system of the dual-section locomotive includes a brake cylinder of the first locomotive and a brake cylinder of the second locomotive. It will be appreciated that a locomotive brake system is usually provided with compressed air as a motive force for braking, a brake cylinder is a relatively central part of the locomotive brake system, and the brake is pushed or released by changing the pressure in the brake cylinder, and the brake presses the wheels of the locomotive when being pushed to realize braking. Additionally, both the first locomotive and the second locomotive may be either a steering knuckle or a non-steering knuckle. When the first locomotive is a knuckle, the second locomotive is a non-knuckle and is controlled by the first locomotive. When the second locomotive is a knuckle, the first locomotive is a non-knuckle and is controlled by the second locomotive. The pressure monitoring system 10 includes a first pressure sensor 100 and a first locomotive monitoring device 300.
The first pressure sensor 100 is mechanically connected to a brake cylinder of the second locomotive for acquiring a pressure signal of the brake cylinder of the second locomotive. It is understood that the interior of the brake system of the double-section double-heading locomotive is connected by an air pipe for air flow. In order to obtain the pressure condition of the brake cylinder, a first pressure sensor 100 may be disposed on an air pipe connected to the brake cylinder of the second locomotive, and the first pressure sensor 100 outputs a corresponding pressure signal according to the pressure in the brake cylinder of the second locomotive, so as to collect the pressure signal of the brake cylinder of the second locomotive.
The first locomotive monitoring device 300 is disposed in the first locomotive, electrically connected to the first pressure sensor 100, and configured to record a pressure signal of a brake cylinder of the second locomotive. The first pressure sensor 100 feeds back the collected pressure signal of the brake cylinder of the second locomotive to the first locomotive monitoring device 300, and the first locomotive monitoring device 300 records the received pressure signal of the brake cylinder of the second locomotive. When the first locomotive is used as the operation section, the operator can directly monitor whether the brake cylinder of the second locomotive is normal in the first locomotive according to the data recorded by the first locomotive monitoring device 300, so that the train fault can be found in time.
According to the pressure monitoring system 10 in the embodiment of the utility model, the pressure of the brake cylinder 200 of the second locomotive is detected by arranging the first pressure sensor 100 at the brake cylinder of the second locomotive, and the first pressure sensor 100 feeds back the acquired pressure signal to the first locomotive monitoring device 300. The monitoring and recording of the braking system of the double-section double-heading locomotive are perfected, and an important basis is provided for processing related faults. In addition, when the first locomotive operates the double-section double-connection locomotive, a crew member can timely master the pressure change of the brake cylinder 200 of the second locomotive, so that the crew member can timely judge the running state, and the danger caused by brake failure is avoided.
In one embodiment, as shown in FIG. 2, the pressure monitoring system 10 further includes a second pressure sensor 500 and a second locomotive monitoring device 700. The second pressure sensor 500 is mechanically connected to the brake cylinder 600 of the first locomotive for detecting a pressure signal of the brake cylinder 600 of the first locomotive. The second locomotive monitoring device 700 is disposed in the second locomotive and electrically connected to the second pressure sensor 500 for recording the pressure signal of the brake cylinder 600 of the first locomotive. It will be appreciated that the second locomotive may also operate as a steering knuckle for the entire dual-jointed locomotive. In order for the crew to better determine the operating condition while the second locomotive is operating the split-head locomotive, a second locomotive monitoring device 700 is provided within the second locomotive to record the brake cylinder 600 pressure signal of the first locomotive.
In one embodiment, the pressure monitoring system 10 further includes a first terminal cabinet, a second terminal cabinet. The first terminal cabinet is arranged at the tail position in the first locomotive, the second terminal cabinet is arranged at the tail position in the second locomotive, and the first terminal cabinet is electrically connected with the second terminal cabinet. It will be appreciated that the end of the locomotive remote from the cab is commonly referred to as the tail. The first pressure sensor 100 is electrically connected to the second locomotive monitoring device 700 through the first terminal cabinet and the second terminal cabinet, and since the first pressure sensor 100 and the second locomotive monitoring device 700 are located in different locomotives, it is inconvenient to directly distribute money, the pressure signal fed back by the first pressure sensor 100 is transmitted to the second terminal cabinet through the first terminal cabinet, and the pressure signal fed back by the first pressure sensor 100 is transmitted to the second locomotive monitoring device 700 by the second terminal cabinet. Similarly, the second pressure sensor 500 is electrically connected to the first locomotive monitoring device 300 through the second terminal cabinet and the first terminal cabinet, the pressure signal fed back by the second pressure sensor 500 is transmitted to the first terminal cabinet through the second terminal cabinet, and the pressure signal fed back by the second pressure sensor 500 is transmitted to the first locomotive monitoring device 300 by the first terminal cabinet. Because the first locomotive and the second locomotive are generally connected with each other at the tail part when in reconnection, the first terminal cabinet is arranged at the tail part of the first locomotive, and the second terminal cabinet is arranged at the tail part of the second locomotive, so that the first terminal cabinet and the second terminal cabinet are closer to each other, the wiring distance is shortened, and the wiring cost is saved.
In one embodiment, the first terminal cabinet and the second terminal cabinet are connected by an external rewiring. Specifically, the tail parts of the first locomotive and the second locomotive are provided with the reconnection sockets, the reconnection socket of the first locomotive is electrically connected with the first terminal cabinet, and the reconnection socket of the second locomotive is electrically connected with the second terminal cabinet. The reconnection socket of the first locomotive and the reconnection socket of the second locomotive are connected through an external reconnection line arranged outside the double-section reconnection locomotive, so that the first terminal cabinet is electrically connected with the second terminal cabinet.
In one embodiment, the pressure monitoring system 10 further includes a first display device disposed in a cab of the first locomotive, the first display device being electrically connected to the first locomotive monitoring device 300, the first display device being configured to display the pressure of the brake cylinder 200 of the second locomotive. Specifically, the first display device obtains the pressure signal of the brake cylinder 200 of the second locomotive recorded by the first locomotive monitoring device 300, and directly shows the pressure of the brake cylinder 200 of the second locomotive to the crew member through the first display device. The crew member may be more convenient to operate when the first locomotive is operating.
In one embodiment, the pressure monitoring system 10 further includes a second display device disposed in the cab of the second locomotive, the second display device being electrically connected to the second locomotive monitoring device 700, the second display device being configured to display the pressure of the brake cylinder 600 of the first locomotive. Specifically, the second display device obtains the pressure signal of the brake cylinder 600 of the first locomotive recorded by the first human-machine monitoring device, and directly shows the pressure of the brake cylinder 600 of the first locomotive to the crew member through the second display device. The crew member may be more convenient to operate when the second locomotive is operating.
In some embodiments, the first display device and/or the second display device may be a display screen.
In one embodiment, the pressure monitoring system 10 further includes a first alarm device disposed in the first locomotive, the first alarm device being electrically connected to the first locomotive monitoring device 300, the first alarm device being configured to send a first alarm signal when receiving the first trigger signal. The first locomotive monitoring device 300 is further configured to output a first trigger signal when the pressure of the brake cylinder 200 of the second locomotive is abnormal. Specifically, the failure of the brake cylinder has a great threat to the safety of the locomotive, so as to timely remind the crew of giving more response time to the crew, the first locomotive monitoring device 300 has a function of processing data, and when the first locomotive monitoring device 300 determines that the pressure of the brake cylinder 200 of the second locomotive is abnormal, the first locomotive monitoring device outputs a first trigger signal to trigger the first alarm device to send out a first alarm signal. The first alarm device may be a buzzer and the first alarm signal may be an acoustic signal. The first alarm device may also be an alarm lamp and the first alarm signal may be an optical signal. And a mode of combining sound and light alarm can also be adopted. In addition, the abnormal pressure condition of the brake cylinder may include the brake cylinder pressure being too large, too small, or the brake cylinder pressure being different from a normal value when braking is performed.
In one embodiment, the pressure monitoring system 10 further includes a second alarm device disposed in the second locomotive, the second alarm device being electrically connected to the second locomotive monitoring device 700, the second alarm device being configured to send a second alarm signal when receiving a second trigger signal. The second locomotive monitoring device 700 is further configured to output a second trigger signal when the pressure of the brake cylinder 600 of the first locomotive is abnormal.
In one embodiment, the braking system of the dual-jointed locomotive further comprises an equalizing reservoir and a train pipe of the first locomotive and an equalizing reservoir and a train pipe of the second locomotive. It can be understood that the train comprises a locomotive part and a carriage part, the train pipe is a pipeline penetrating through a brake system of the whole train, and the train is braked by pressurizing and decompressing the train pipe. Because the specifications of the train pipes may be different, in order to accurately control the pressure of the train pipes, a balance air cylinder is also arranged in the braking system, the pressure change of the balance air cylinder is taken as a standard parameter, and the pressure change of the brake pipes is accurately controlled, so that the aim of accurately controlling the braking force of the train is fulfilled.
The first locomotive monitoring device 300 is electrically connected with a pressure sensor corresponding to the equalizing reservoir of the first locomotive and a pressure sensor corresponding to the equalizing reservoir of the first locomotive, and the first locomotive monitoring device 300 is further configured to record pressure signals of the equalizing reservoir and the train pipe of the first locomotive. The second locomotive monitoring device 700 is electrically connected to a pressure sensor corresponding to the equalizing reservoir of the second locomotive and a pressure sensor corresponding to the equalizing reservoir of the second locomotive, and the second locomotive monitoring device 700 is further configured to record pressure signals of the equalizing reservoir and the train pipe of the second locomotive.
In one embodiment, first locomotive monitoring device 300 and second locomotive monitoring device 700 comprise LKJ-2000 locomotive monitoring recording devices. The inventor researches and discovers that only one equalizing air cylinder is arranged in each of two locomotives of a single-end operated double-section double-heading locomotive, two equalizing air cylinders are arranged in each of two locomotives of a double-end operated double-section double-heading locomotive, an LKJ-2000 type locomotive monitoring device reserves a channel for recording the pressure of the two equalizing air cylinders for the double-end operated double-section double-heading locomotive, and the LKJ-2000 type locomotive monitoring device belongs to redundant channels for the single-end operated locomotive. The pressure signal fed back by the second pressure sensor 500 can be directly connected to the redundant channel of the first locomotive monitoring device 300. Similarly, the pressure signal fed back from the first pressure sensor 100 may be directly coupled to the redundant channel of the second locomotive monitoring device 700.
The embodiment of the present invention further provides a double-jointed locomotive, as shown in fig. 3, the double-jointed locomotive 30 includes a first locomotive 31 and a second locomotive 33, a brake system of the double-jointed locomotive includes a brake cylinder of the first locomotive 31 and a brake cylinder of the second locomotive 33, and the double-jointed locomotive is provided with a pressure monitoring system 10.
In the description herein, references to the description of "some embodiments," "other embodiments," "desired embodiments," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, a schematic description of the above terminology may not necessarily refer to the same embodiment or example.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above examples only show some embodiments of the present invention, and the description thereof is more specific and detailed, but not to be construed as limiting the scope of the utility model. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A pressure monitoring system for monitoring a brake system of a dual-jointed locomotive, the dual-jointed locomotive including a first locomotive and a second locomotive, the brake system including a brake cylinder of the first locomotive and a brake cylinder of the second locomotive, the pressure monitoring system comprising:
the first pressure sensor is mechanically connected with a brake cylinder of the second locomotive and used for acquiring a pressure signal of the brake cylinder of the second locomotive;
and the first locomotive monitoring device is arranged in the first locomotive, is electrically connected with the first pressure sensor and is used for recording a pressure signal of a brake cylinder of the second locomotive.
2. The pressure monitoring system of claim 1, further comprising:
the second pressure sensor is mechanically connected with the brake cylinder of the first locomotive and used for acquiring a pressure signal of the brake cylinder of the first locomotive;
and the second locomotive monitoring device is arranged in the second locomotive, is electrically connected with the second pressure sensor and is used for recording the pressure signal of the brake cylinder of the first locomotive.
3. The pressure monitoring system of claim 2, further comprising a first terminal cabinet, a second terminal cabinet;
the first terminal cabinet is arranged at the tail position in the first locomotive, is electrically connected with the first pressure sensor, the first locomotive monitoring device and the second terminal cabinet, and is used for transmitting a pressure signal fed back by the first pressure sensor to the second terminal cabinet and transmitting a pressure signal fed back by the second pressure sensor and transmitted by the second terminal cabinet to the first locomotive monitoring device;
the second terminal cabinet is arranged at the tail position in the second locomotive, is electrically connected with the second pressure sensor and the second locomotive monitoring device, and is used for transmitting a pressure signal fed back by the second pressure sensor to the first terminal cabinet and forwarding a pressure signal fed back by the first pressure sensor transmitted by the first terminal cabinet to the second locomotive monitoring device.
4. The pressure monitoring system of claim 1, further comprising a first display device disposed in a cab of the first locomotive, the first display device being electrically connected to the first locomotive monitoring device, the first display device being configured to display a pressure of a brake cylinder of the second locomotive.
5. The pressure monitoring system of claim 2, further comprising a second display device disposed in a cab of the second locomotive, the second display device being electrically connected to the second locomotive monitoring device, the second display device being configured to display the pressure of the brake cylinder of the first locomotive.
6. The pressure monitoring system of claim 1, further comprising a first alarm device disposed within the first locomotive, the first alarm device being electrically connected to the first locomotive monitoring device, the first alarm device being configured to emit a first alarm signal upon receiving a first trigger signal; the first locomotive monitoring device is further used for outputting the first trigger signal when the pressure of the brake cylinder of the second locomotive is abnormal.
7. The pressure monitoring system of claim 2, further comprising a second alarm device disposed within the second locomotive, the second alarm device being electrically connected to the second locomotive monitoring device, the second alarm device being configured to emit a second alarm signal upon receiving a second trigger signal; the second locomotive monitoring device is further used for outputting the second trigger signal when the pressure of the brake cylinder of the first locomotive is abnormal.
8. The pressure monitoring system of claim 1, wherein the braking system further comprises an equalizing reservoir, a train pipe of the first locomotive and an equalizing reservoir, a train pipe of the second locomotive; the first locomotive monitoring device is electrically connected with a pressure sensor corresponding to the equalizing air cylinder of the first locomotive and a pressure sensor corresponding to the equalizing air cylinder of the first locomotive, and is also used for recording pressure signals of the equalizing air cylinder of the first locomotive and a train pipe; the second locomotive monitoring device is electrically connected with the pressure sensor corresponding to the equalizing air cylinder of the second locomotive and the pressure sensor corresponding to the equalizing air cylinder of the second locomotive, and the second locomotive monitoring device is further used for recording pressure signals of the equalizing air cylinder and the train pipe of the second locomotive.
9. The pressure monitoring system of claim 3, wherein the first terminal cabinet and the second terminal cabinet are connected by an external umbilical.
10. A twin locomotive comprising a first locomotive and a second locomotive, a brake system of the twin locomotive comprising a brake cylinder of the first locomotive and a brake cylinder of the second locomotive, wherein the twin locomotive has a pressure monitoring system as claimed in any one of claims 1-9 disposed thereon.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202121716086.XU CN215851194U (en) | 2021-07-26 | 2021-07-26 | Pressure monitoring system and double-section double-heading locomotive |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202121716086.XU CN215851194U (en) | 2021-07-26 | 2021-07-26 | Pressure monitoring system and double-section double-heading locomotive |
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| CN215851194U true CN215851194U (en) | 2022-02-18 |
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| CN202121716086.XU Active CN215851194U (en) | 2021-07-26 | 2021-07-26 | Pressure monitoring system and double-section double-heading locomotive |
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