CN220340805U - Vehicle braking control and mounting and adjusting device - Google Patents

Abstract

The utility model relates to the field of vehicle brake simulation control, and provides a vehicle brake control and adjustment device, which comprises: the utility model relates to a brake disc system, which comprises a computer operation table, a practice operation table and a brake disc module, wherein the computer operation table is electrically connected with the practice operation table, the practice operation table is pneumatically connected with the brake disc module, and the computer operation table is used for carrying out brake control and adjustment operation on the brake disc module by controlling the practice operation table.

Description

Vehicle braking control and mounting and adjusting device

Technical Field

The utility model relates to the field of vehicle brake simulation control, in particular to a vehicle brake control and adjustment device.

Background

Urban rail transit is a public transportation facility provided with a fixed line, a fixed track, a transportation vehicle, a service facility, and the like. "urban rail transit" is a concept that includes a wide range and is internationally not uniformly defined. In general, urban rail transit in a broad sense is characterized by a rail transit system, which is a rail transit system (different from road traffic) with medium or higher traffic in urban public passenger transit systems, mainly serves public passenger traffic in cities (different from inter-urban railways, but covering suburban areas and urban areas), and is a modernized three-dimensional transit system playing a role in urban public passenger transit.

The application number is as follows: CN201721403223.8 discloses a city rail transit vehicle braking training equipment gas circuit system, comprising: one end of the total air pipeline is connected with an air compressor for providing input air through a total air valve, and the other end of the total air pipeline is respectively connected with a parking brake unit, a service brake unit, an emergency brake unit and an air spring air charging unit; wherein the parking brake unit includes a parking brake solenoid valve and a parking brake pressure switch connected in series to generate an analog signal without generating an actual braking force; the service braking unit comprises a service braking proportional valve and a relief electronic valve which are connected in series to regulate and realize graded braking; the emergency braking unit comprises an emergency braking electronic valve and a shuttle valve which are connected in series, wherein the emergency braking electronic valve and the shuttle valve are normally closed to realize the logic relation of emergency braking in the power failure period of the braking control system; the air spring air charging unit is connected with the air spring and comprises an air spring pressure sensor for supplying air to the air spring.

However, the above-mentioned method can not be used for enabling beginners to primarily understand the brake principle of urban rail and simultaneously grasp the maintenance and removal methods of some common faults.

Disclosure of Invention

The utility model provides a vehicle braking control and adjustment device for solving the problem that the existing device can not enable a beginner to primarily know the urban rail braking principle and master the maintenance and removal methods of common faults.

In order to achieve the above purpose, the present utility model provides the following technical solutions:

a vehicle brake control and adjustment device, comprising: the system comprises a computer operation table, a practice operation table and a brake disc module, wherein the computer operation table is electrically connected with the practice operation table, the practice operation table is pneumatically connected with the brake disc module, and the computer operation table carries out brake control and adjustment operation on the brake disc module by controlling the practice operation table.

Preferably, the computer console includes: the computer industrial computer body, the key mouse input device, the computer screen and the electrical apparatus operation button board, the computer screen sets up in computer industrial computer body upside, and the key mouse input device sets up in computer screen front side, and electrical apparatus operation button board sets up in computer screen one side.

Preferably, the electric appliance operation button plate includes: the system start button, the service brake button, the brake release button, the holding brake button and the emergency brake button are arranged on the electric appliance operation button plate (14) in a uniform array mode, and the system start button, the service brake button, the brake release button, the holding brake button and the emergency brake button are electrically connected with the practice operation table through circuits.

Preferably, the practice console includes: the novel pneumatic air inlet device comprises an exercise operation table body, a pneumatic exercise unit and an electric appliance exercise unit, wherein an air pump is arranged in the exercise operation table body and is connected with a total air inlet pipe, a total air inlet electromagnetic valve is arranged on the total air inlet pipe, a brake handle is arranged on one side of the exercise operation table body, a storage box is arranged at the bottom of the exercise operation table body, and first loading of an empty and heavy vehicle and second loading of the empty and heavy vehicle are arranged in the storage box.

Preferably, the brake disc module comprises: the brake disc is rotatably arranged on the support, the brake cylinder is arranged on the brake disc, and the brake cylinder is connected with the practice operation table through the air pipe.

Preferably, the pneumatic training unit comprises: brake cylinder pressure feedback sensor, empty pressure sensor, heavy pressure sensor and service brake cylinder pressure sensor.

Preferably, the electric appliance training unit includes: a service brake solenoid valve, a relief solenoid valve, an emergency brake solenoid valve and a total air inlet solenoid valve.

The utility model has the advantages that: the utility model can not only enable a beginner to primarily know the urban rail braking principle by using the computer operation desk, the practice operation desk and the brake disc module, but also master the maintenance and removal methods of some common faults, and has the functions of system starting, service braking, braking relieving, holding braking, emergency braking, fault setting and removal, equipment stopping and the like, and can improve the beginner's cognition of the urban rail braking principle.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. In the drawings:

FIG. 1 is a schematic diagram of the structure of the present utility model;

FIG. 2 is a front view of the computer console of the present utility model;

FIG. 3 is a side view of the computer console of the present utility model;

FIG. 4 is a front view of the practice console of the present utility model;

FIG. 5 is a top view of the practice console of the present utility model;

FIG. 6 is a schematic structural view of the brake disc module of the present utility model;

fig. 7-17 are schematic circuit diagrams of the present utility model.

Reference numerals illustrate:

1. a computer console; 2. a practice operation table; 3. a brake disc module; 11. a computer industrial personal computer body; 12. a key mouse input device; 13. a computer screen; 14. an electric appliance operation button plate; 21. a practice console body; 22. a pneumatic training unit; 23. an electric appliance practice unit; 24. an air pump; 31. a brake disc; 32. a brake cylinder; 33. and (3) a bracket.

Detailed Description

It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first", "a second", etc. may explicitly or implicitly include one or more such feature. In the description of the present utility model, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in a specific case.

Embodiment one, described with reference to fig. 1 to 6:

a vehicle brake control and adjustment device, comprising: the system comprises a computer operation table 1, a practice operation table 2 and a brake disc module 3, wherein the computer operation table 1 is electrically connected with the practice operation table 2, the practice operation table 2 is pneumatically connected with the brake disc module 3, and the computer operation table 1 carries out brake control and adjustment operation on the brake disc module 3 by controlling the practice operation table 2.

A second embodiment, based on the first embodiment, is described with reference to fig. 2 and 3:

the computer console 1 includes: the computer industrial computer body 11, the key mouse input device 12, the computer screen 13 and the electrical apparatus operation button plate 14, the computer screen 13 sets up in computer industrial computer body 11 upside, and the key mouse input device 12 sets up in computer screen 13 front side, and electrical apparatus operation button plate 14 sets up in computer screen 13 one side.

The electric appliance operation button plate 14 includes: the system start button, the service brake button, the brake release button, the hold brake button, the emergency brake button and the system stop button are arranged on the electric appliance operation button plate 14 in a uniform array, and the system start button, the service brake button, the brake release button, the hold brake button and the emergency brake button are electrically connected with the practice console 2 through circuits.

Embodiment III, based on embodiment II, is described with reference to FIG. 4 and FIG. 5:

the practice console 2 includes: the novel pneumatic electric power training device comprises a training operation table body 21, a pneumatic training unit 22 and an electric appliance training unit 23, wherein an air pump is arranged in the training operation table body 21 and is connected with a total air inlet pipe, a total air inlet electromagnetic valve is arranged on the total air inlet pipe, a brake handle is arranged on one side of the training operation table body 21, a storage box is arranged at the bottom of the training operation table body 21, and an empty and heavy vehicle first loading and an empty and heavy vehicle second loading are arranged in the storage box.

The pneumatic training unit 22 includes: brake cylinder pressure feedback sensor, empty pressure sensor, heavy pressure sensor, service brake cylinder pressure sensor and total wind MR input switch.

The electric appliance training unit 23 includes: a common braking electromagnetic valve, a relieving electromagnetic valve, an emergency braking electromagnetic valve, a total air inlet electromagnetic valve and a power transmission switch.

Embodiment four, based on embodiment three, will be described with reference to fig. 6:

the brake disc module 3 comprises: the brake disc 31, brake cylinder 32, support 33 and trachea, rotate on the support 33 and be provided with brake disc 31, be provided with brake cylinder 32 on the brake disc 31, brake cylinder 32 passes through the trachea and is connected with practice console 2.

The operation and use method of the utility model comprises the following steps: on the basis of the above embodiments, the description is given with reference to fig. 7 to 17. Wherein, the pneumatic training unit 22 is internally provided with an auxiliary board pneumatic plug unit, a main pneumatic plug unit and a pneumatic detection unit, and the electric appliance training unit 23 is internally provided with an auxiliary board electric appliance plug unit, a main electric appliance plug unit and an electric appliance detection unit.

1. System start-up

The system start button on the electric appliance operation button plate 14 is pressed, the air pump 24 is powered on to start pressurizing, the total air inlet electromagnetic valve is powered on for about 5 seconds, the air source pressure gradually enters the pneumatic system, the display data on the total air inlet pressure digital display switch are rapidly pressurized, and the total air inlet display number is changed from green to red and gradually rises. Observing the pressure gauge pointer and the total air inlet pressure switch on the air source processing part, the pressure of the air pump 24 is close to about 0.8MPA after about 10-15 seconds, the air pump 24 is automatically stopped, and the air pump 24 is automatically started to be pressurized about 0.6MPA lower than the pressure of the air pump 24. Indicating that the air pump 24 works normally, closing a power switch button on the training operation table 2, turning on a power indicator lamp, and closing a total air MR input switch on the pneumatic training unit 22 after the power switch button and the power indicator lamp are normal, wherein the total air MR input pressure gauge shows that the pressure is between 0.55 and 0.8mpa and belongs to normal pressure.

At the moment, the emergency braking electromagnetic valve is in a power-off braking state, and the braking relief electromagnetic valve is in a power-off relief state, so that the next operation can be performed.

2. Service brake

Firstly, the following steps are carried out: the brake release button is used for enabling the emergency electromagnetic valve to be powered on, the brake cylinder is released, and then the emergency electromagnetic valve is pressed: the brake button, service brake solenoid valve and brake release solenoid valve are energized and output to the brake cylinder 32 for braking. The brake cylinder 32 is extended to begin braking. The brake pressure of the brake cylinder 32 is controlled by the brake handle. The brake handle is pushed forward, the brake pressure is reduced, the brake handle is pulled backward, the brake pressure is increased, and the brake pressure is output according to the proportion of 0-100%, and the corresponding air source pressure is about: about 0-0.5Mpa (0-5 BAR).

The 0-100% pressure output can be observed on computer screen 13: the service brake is the most common braking mode in braking, and the brake handle is used for braking according to actual conditions, so that the speed of a train is gradually reduced to a stop, and the brake is similar to a pedal brake plate on a car.

3. Brake mitigation

When the brake release button is pressed, the service brake solenoid valve and the brake release solenoid valve are de-energized, and the brake cylinder 32 pressure release gradually decreases to zero, at which time the brake cylinder 32 is in a retracted, released state.

Note that: after the service brake is pressed and the brake is kept, the brake release button is pressed first to release the brake and then the brake button is pressed to perform different brake pressure braking operations. All other brake buttons cannot be actuated without first pressing the brake release button.

4. Holding brake

In the following steps: in the "brake release" case, press: the hold brake button, service brake solenoid valve and release solenoid valve are energized, and the relay valve is braked by the set fourth stage brake (pressure about 0.362 mpa) and output to the brake cylinder 32 for braking. The holding brake is a braking system used after stopping. Ensuring that the train brake pressure remains unchanged, stopping there until the train needs to be started and taking the train: brake release.

5. Emergency braking

Emergency braking is a safety protective action: the brake can be pressed in any emergency: after the emergency braking button is pressed, the emergency braking electromagnetic valve is powered off, and the emergency braking pressure is as follows: the empty car is about 0.3Mpa, the half-weight car is about 0.4Mpa, and the pressure of the heavy car is about 0.55Mpa to automatically execute emergency braking.

The 3 brake pressures of 0.3Mpa for empty vehicles and 0.4Mpa for half-weight vehicles and 0.55Mpa for heavy vehicles can be set according to actual conditions, and are set according to the above pressures before delivery.

The output pressure of the emergency braking is carried out according to the above 3 pressure output modes:

empty, half-weight and heavy vehicles, and the automatic realization of the 3 brake pressures is realized according to the 'empty and heavy vehicle loading box': the loading condition of the first loading of the empty and heavy vehicle and the second loading of the empty and heavy vehicle.

Illustrating: the empty and load loading box simulates the front and rear positions on a carriage, namely the pressure loading condition transmitted by the empty spring AS1 at the front carriage bogie position and the empty spring AS2 at the rear carriage bogie position is transmitted to the empty valve to determine the brake pressure, which is equivalent to the empty and load loading 1 simulating 200 persons and the empty and load loading 2 simulating 200 persons under the condition that 400 persons can be loaded in the carriage at maximum.

The unmanned state is regarded as under the condition that the current and the rear positions are not loaded: and (5) empty car.

Under the condition that any one of the front and rear positions is loaded, half of people are in the carriage, namely: half-weight vehicle, when two positions are loaded, the full state is regarded as: and (5) heavy vehicle. The brake pressure can automatically judge and output the brake pressure according to the loading condition.

Empty state pressure setting: the pressure gauge is connected to the EMT pressure measuring point of the empty-weight valve.

The gray pressure adjusting knob for adjusting the end face of the small nut on the empty valve sets the empty pressure, the clockwise pressure is increased, and the anticlockwise pressure is reduced. The pressure of the half-weight vehicle is generally set to be between 0.3 and 0.4Mpa and cannot be exceeded. Indicator lights on empty and heavy truck loading boxes in the empty state that no load is applied to both loading boxes: the green light is on.

Semi-heavy vehicle state pressure setting: the pressure gauge is connected to the pressure measuring point of the empty and heavy valve, and the gray adjusting knob on the end face of the large nut on the empty and heavy valve is adjusted to be set as follows: the pressure of the heavy truck cannot be exceeded between 0.4 and 0.5 Mpa. The indicator lamp on the empty and heavy vehicle loading box in the half-heavy vehicle state: the yellow light is on.

Setting the pressure of the heavy truck: the pressure of the heavy truck is the maximum pressure of air inlet, and the setting of a pressure reducing valve on the air inlet end air source treatment triplet piece can be adjusted.

The heavy truck pressure is typically set to: between 0.5 and 0.55 Mpa. Under the condition of the heavy vehicle state, the empty and heavy vehicle is loaded on the indicator lamp on the box: the red light is on.

The storage box is arranged below the pneumatic training unit 22 and can be stored: the empty and heavy vehicle is loaded with articles such as first loading and second loading.

Emergency braking there are 2 situations where emergency braking may be automatically performed:

the emergency braking can automatically execute braking action when the total wind MR input pressure is lower than 0.3Mpa or when the total power supply is suddenly cut off. I.e. the emergency solenoid valve is de-energized: and (5) emergency braking.

In the normal work state, the emergency brake state can be unlocked only by pressing the brake release button, namely: the emergency electromagnetic valve is electrified to release the brake, and other braking operations can be performed.

6. Fault setting and removal

1) Service brake failure simulation:

clicking on the computer screen 13 below the second page: the fault simulation button for the common brake is powered on by the fault simulation relay KA05, so that the common brake electromagnetic valve is in a power-off state all the time, and the control coil YV01 is not controlled by the button and the upper computer, so that fault simulation is realized;

failure phenomenon: service braking has no pressure output.

The first fault canceling method is as follows: the training operator searches for the cause by himself and connects with the prepared shorting wire.

And a fault canceling method II: clicking the fault button on the upper computer screen to cancel the fault.

2) Fault simulation of emergency brake valve:

clicking a fault simulation button of the emergency brake valve, and powering on a fault simulation relay KA06 to ensure that the emergency brake electromagnetic valve is always in a power-off state, wherein a control coil YV02 is not controlled by the button and an upper computer, so that fault simulation is realized;

failure phenomenon: the brake cylinder 32 is always in a braking state.

The first fault canceling method is as follows: the training operator searches for the cause by himself and connects with the prepared shorting wire. And a fault canceling method II: clicking the fault button on the computer screen 13 cancels the fault.

3) And (3) performing fault simulation of insufficient brake pressure:

clicking a fault simulation button with insufficient braking pressure, and powering on a fault simulation relay KA07 to ensure that the braking relief electromagnetic valve is always in a power-off state, wherein a control coil YV03 is not controlled by the button and an upper computer, so that fault simulation is realized;

failure phenomenon: the relief solenoid valve on the pneumatic training unit 22 is always in a blow-by state. The braking pressure is between 0.2 MPA and 0.3MPA, and the braking force is insufficient.

The first fault canceling method is as follows: the training operator searches for the cause by himself and connects with the prepared shorting wire.

And a fault canceling method II: clicking the fault button on the computer screen 13 cancels the fault.

4) And (3) simulating total wind under-voltage faults:

clicking a total air under-voltage fault simulation button, and disconnecting a control loop of a total air inlet electromagnetic valve in a PLC program to enable the total air inlet electromagnetic valve to lose electricity, thereby realizing fault simulation;

failure phenomenon: the total wind gas source pressure gradually decreases, so that the relay valve, the empty valve and the like cannot work normally, and the gas circuit unit is in a paralysis state.

The first fault canceling method is as follows: after checking the reason, the practicing operator reports the reason or connects DC24V power to the total wind power electromagnetic valve.

And a fault canceling method II: clicking the fault button on the computer screen 13 cancels the fault.

5) And (3) simulating power failure of the PLC:

clicking a PLC fault simulation button, tripping the QF03 circuit breaker, and powering off both a control loop and the PLC, thereby realizing fault simulation;

failure phenomenon: all the electric appliance buttons can not work normally, and the equipment is in a paralysis state.

The first fault canceling method is as follows: the student orally finds out the reason position, and the QF03 is powered on again, and the PLC is in communication connection with the upper computer again. This fault is a truly occurring power failure, unlike other faults.

And a fault canceling method II: if the communication between the PLC and the computer operation desk 1 is unsuccessful after 1 minute (i.e. the computer operation desk 1 can not control the PLC yet), the monitoring software is restarted.

7: device stop

Step 1:

pressing: the "system stop" button, the air pump 24 is powered off.

Step 2:

turning off the electric training unit 23: "power transmission switch".

Step 3:

breaking off the pneumatic training unit 22: "total wind MR input switch".

Step 4:

the computer console 1 is turned off.

Step 5:

after waiting for the shutdown of the computer console 1, the computer console rotates counterclockwise: the household power supply is powered off by a household power supply switch AC 220V.

Step 6:

and the household power cable is pulled out and then is taken up.

Step 7:

the air pipe and the cable between the electric appliance training unit 23, the computer operation table 1 and the brake disc module 3 are pulled out, if the equipment is used continuously in a short time, the connecting cables do not need to be detached, and the air pipe is strictly operated according to the sequence, so that the equipment is stopped.

It will be evident to those skilled in the art that the utility model is not limited to the details of the foregoing illustrative embodiments, and that the present utility model may be embodied in other specific forms without departing from the spirit or essential characteristics thereof; the present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive, the scope of the utility model being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.

The foregoing description is only of the preferred embodiments of the present utility model, and is not intended to limit the utility model, but any minor modifications, equivalents, and improvements made to the above embodiments according to the technical principles of the present utility model should be included in the scope of the technical solutions of the present utility model.

Claims (7)

1. A vehicle brake control and adjustment device, comprising: the intelligent control system comprises a computer operation table (1), a practice operation table (2) and a brake disc module (3), wherein the computer operation table (1) is electrically connected with the practice operation table (2), the practice operation table (2) is pneumatically connected with the brake disc module (3), and the computer operation table (1) carries out brake control and adjustment operation on the brake disc module (3) by controlling the practice operation table (2).

2. The vehicle brake control and adjustment device according to claim 1, characterized in that the computer console (1) comprises: computer industrial computer body (11), key mouse input device (12), computer screen (13) and electrical apparatus operation button board (14), computer screen (13) set up in computer industrial computer body (11) upside, and key mouse input device (12) set up in computer screen (13) front side, and electrical apparatus operation button board (14) set up in computer screen (13) one side.

3. A vehicle brake control and adjustment device according to claim 2, characterized in that the electric appliance operation button plate (14) comprises: the system starting button, the service brake button, the brake relieving button, the holding brake button and the emergency brake button are arranged on the electric appliance operation button plate (14) in a uniform array mode, and the system starting button, the service brake button, the brake relieving button, the holding brake button and the emergency brake button are electrically connected with the training operation table (2) through circuits.

4. The vehicle brake control and adjustment device according to claim 1, characterized in that the practice console (2) comprises: the novel pneumatic electric device comprises a training operation table body (21), a pneumatic training unit (22) and an electric appliance training unit (23), wherein an air pump (24) is arranged in the training operation table body (21), the air pump (24) is connected with a total air inlet pipe, a total air inlet electromagnetic valve is arranged on the total air inlet pipe, a brake handle is arranged on one side of the training operation table body (21), a storage box is arranged at the bottom of the training operation table body (21), and an empty and heavy vehicle first loading and an empty and heavy vehicle second loading are arranged in the storage box.

5. A vehicle brake control and adjustment device according to claim 1, characterized in that the brake disc module (3) comprises: brake disc (31), brake cylinder (32), support (33) and trachea, rotate on support (33) and be provided with brake disc (31), be provided with brake cylinder (32) on brake disc (31), brake cylinder (32) are connected with practice operation panel (2) through the trachea.

6. The vehicle brake control and adjustment device according to claim 4, characterized in that the pneumatic training unit (22) comprises: brake cylinder pressure feedback sensor, empty pressure sensor, heavy pressure sensor and service brake cylinder pressure sensor.

7. The vehicle brake control and adjustment device according to claim 4, characterized in that the electric appliance training unit (23) includes: a service brake solenoid valve, a relief solenoid valve, an emergency brake solenoid valve and a total air inlet solenoid valve.