CN113968208B - Method and system for acquiring dynamic-static braking transmission efficiency of railway wagon - Google Patents
Method and system for acquiring dynamic-static braking transmission efficiency of railway wagon Download PDFInfo
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- CN113968208B CN113968208B CN202111492683.3A CN202111492683A CN113968208B CN 113968208 B CN113968208 B CN 113968208B CN 202111492683 A CN202111492683 A CN 202111492683A CN 113968208 B CN113968208 B CN 113968208B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
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Abstract
The invention belongs to the technical field of heavy-duty trains, and particularly relates to a method and a system for acquiring dynamic-static braking transmission efficiency of a railway wagon. The method of the invention comprises the following steps: collecting the pressure of a brake cylinder of the vehicle and the data of a plurality of pressure sensors on each brake shoe, and calculating the pressure of each brake shoe and the pressure of the brake shoe of the vehicle; calculating vehicle-level dynamic and static brake transfer efficiency: vehicle brake transfer efficiency η ═ vehicle brake shoe pressure/(vehicle brake cylinder pressure × (brake piston area) × (brake multiplier γ)); calculating train-level dynamic and static brake transfer efficiency: the train braking transmission efficiency eta is equal to the vehicle braking transmission efficiency eta/total number of the vehicles; outputting static and dynamic transfer efficiency curves; and then outputting a static and dynamic average transfer efficiency curve and upper and lower limit curves of the transfer efficiency. The invention provides a method and a system for acquiring the dynamic-static braking transmission efficiency of a railway wagon, so that the health state of a braking system can be conveniently monitored.
Description
Technical Field
The invention belongs to the technical field of heavy-duty trains, and particularly relates to a method and a system for acquiring dynamic-static braking transmission efficiency of a railway wagon.
Background
With the continuous development of heavy haul railway transportation, more and more heavy haul trains are driven, and the characteristics of large carrying capacity, high running speed and high running density of the heavy haul trains provide higher requirements for the performance of a vehicle braking system and train operation.
The brake shoe pressure is the most direct embodiment of the braking capacity of the vehicle, and the braking capacity of the train can be known by detecting the actual brake shoe pressure of each vehicle so as to know the braking capacity of the vehicle. At present, the brake shoe pressure is mostly detected in a static working condition by adopting a pressure sensor to replace a brake shoe. After the test is finished, the pressure test equipment needs to be dismantled, and the brake shoe needs to be installed again. The measurement mode is time-consuming and labor-consuming, can only detect the brake shoe pressure in a static state, cannot detect the brake capacity under the dynamic working condition of the train, and lacks effective guidance for train operation.
In the prior art, whether the train braking system has faults of accidental braking, self-slowing and the like cannot be determined, so that the health state of the braking system cannot be monitored.
Disclosure of Invention
In order to solve the above problems in the prior art, the present invention provides a method and a system for obtaining dynamic-static braking transmission efficiency of a railway wagon, so as to conveniently monitor the health status of a braking system.
The technical scheme adopted by the invention is as follows:
a method for acquiring the dynamic-static brake transmission efficiency of a railway wagon comprises the following steps:
collecting the pressure of a vehicle brake cylinder, starting to collect data of a plurality of pressure sensors on each brake shoe when the pressure of the vehicle brake cylinder is larger than a set value, and calculating the pressure of each brake shoe and the pressure of the vehicle brake shoe;
vehicle-level static and dynamic brake transfer efficiencies were calculated separately according to the following formulas:
vehicle brake transfer efficiency η ═ vehicle brake shoe pressure/(vehicle brake cylinder pressure × (brake piston area) × (brake multiplier γ));
the static transmission efficiency refers to the brake transmission efficiency in the brake cylinder pressure maintaining process when a front brake shoe pressure test is initiated, and the dynamic transmission efficiency refers to the brake transmission efficiency in the brake cylinder pressure maintaining process when the train is started;
train-level dynamic and static brake transfer efficiencies were calculated separately according to the following formulas:
the train braking transmission efficiency eta is equal to the vehicle braking transmission efficiency eta/total number of the vehicles;
outputting a vehicle-level static and dynamic transmission efficiency curve and a train-level static and dynamic braking transmission efficiency curve by taking the time and mapping relation as coordinates; then outputting a vehicle-level static and dynamic average transmission efficiency curve and upper and lower limit transmission efficiency curves, a train-level static and dynamic average transmission efficiency curve and upper and lower limit transmission efficiency curves;
the average transmission efficiency refers to the average value of the transmission efficiency of corresponding points of each trip after the multiple trips are operated, and the upper limit value and the lower limit value of the transmission efficiency refer to the maximum value and the minimum value of the mapping relation of the corresponding points of each trip after the multiple trips are operated;
the health state of the brake system is monitored by a static and dynamic train, a transfer efficiency curve of each train, an average transfer efficiency curve, and upper and lower limit curves of the transfer efficiency.
In a preferred embodiment of the invention, each brake shoe pressure is the sum of the pressure values detected by all pressure sensors on the brake shoe, and the vehicle brake shoe pressure is the sum of all brake shoe pressures on the vehicle.
As a preferred scheme of the invention, under the working conditions of empty vehicle and heavy vehicle, the data of a plurality of pressure sensors on each brake shoe and each brake cylinder pressure sensor are collected, the dynamic and static brake transmission efficiency is calculated, and a dynamic and static brake transmission efficiency curve, an average brake transmission efficiency curve and a brake transmission efficiency upper limit curve and a brake transmission efficiency lower limit curve of each vehicle are output.
In a preferred scheme of the invention, when the vehicle brake cylinder pressure is collected and calculated, data of the vehicle brake cylinder pressure and the vehicle brake cylinder pressure which deviate from the average value by 30% are removed.
In a preferable embodiment of the present invention, the brake cylinder pressure set value is 13 to 17 kPa.
A railway wagon dynamic-static braking transmission efficiency acquisition system comprises a pressure acquisition device, wherein the pressure acquisition device comprises a brake shoe pressure acquisition device arranged on a brake shoe and a brake cylinder pressure acquisition device arranged on a brake cylinder, and the pressure acquisition device is in communication connection with a monitor;
the monitor calculates the brake shoe pressure, vehicle brake shoe pressure, train brake shoe pressure and vehicle brake cylinder pressure of each brake shoe according to a plurality of collected pressure data on each brake shoe, respectively calculates the static and dynamic vehicle-level and train-level brake transmission efficiency, outputs the static and dynamic brake transmission efficiency curves of each vehicle and train of each trip, and outputs the average transmission efficiency curve and the upper and lower limit curves of the transmission efficiency of each vehicle and train of the static and dynamic.
As a preferred scheme of the invention, the brake shoe pressure acquisition device comprises a plurality of brake shoe pressure sensors arranged on a brake shoe, the brake shoe pressure sensors are electrically connected with a wireless transmission module, and the wireless transmission module is in communication connection with a monitor; the brake cylinder pressure acquisition device comprises a brake cylinder pressure sensor installed on a brake cylinder, the brake cylinder pressure sensor is electrically connected with a wireless transmission module, and the wireless transmission module is in communication connection with the monitor.
As a preferred scheme of the invention, the monitoring instrument comprises a host, an antenna and a display, wherein the host is respectively and electrically connected with the pressure acquisition device, the antenna and the display.
As the preferred scheme of the invention, the host is provided with an ad hoc network transceiving module, a short-distance wireless communication configuration module and an ID module;
the short-distance wireless communication configuration module is used for establishing an ad hoc network;
the ad hoc network is used for establishing a data transmission channel between the host and the pressure acquisition device;
the ID module manages the ID number of the host itself.
The invention also comprises a handset and a ground service platform, wherein the handset and the ground service platform are both in communication connection with the monitor, and the handset is in communication connection with the ground service platform and the pressure acquisition device respectively.
The invention has the beneficial effects that:
the invention monitors brake shoe pressure and brake cylinder pressure in the brake cylinder pressure maintaining process in real time, dynamically and statically monitors the brake cylinder pressure and the brake shoe pressure and analyzes data to obtain dynamic and static brake transmission efficiency of vehicle level and train level, and fills the gap that the dynamic transmission efficiency of the current domestic basic brake device cannot be detected. By analyzing and calculating the pressure data, the basic brake transmission efficiency and the health state of the brake system can be mastered.
Drawings
FIG. 1 is a flow chart of a method of the present invention;
FIG. 2 is a schematic of the structure of the system of the present invention;
FIG. 3 is a graphical illustration of the static brake transfer efficiency per trip;
FIG. 4 is a schematic illustration of a static average transfer efficiency curve and upper and lower transfer efficiency limits;
FIG. 5 is a graphical illustration of the dynamic brake transfer efficiency per trip;
FIG. 6 is a graph illustrating a dynamic average transfer efficiency curve and upper and lower transfer efficiency limits;
FIG. 7 is a schematic view of a vehicle brake shoe position definition;
FIG. 8 is a schematic illustration of brake shoe sensor position definition;
FIG. 9 is a graph of train (50 kPa reduced pressure) theoretical versus measured brake shoe pressure;
FIG. 10 is a graph showing the distribution of brake shoe pressure for each vehicle during braking;
FIG. 11 shows the brake shoe pressure distribution of each vehicle at the time of release.
In the figure, 1-pressure acquisition device; 2-a monitor; 3-a handset; 4-a ground service platform; 41-operating the terminal; 42-server.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
As shown in fig. 1, the method for obtaining the dynamic-static brake transmission efficiency of a railway wagon according to the embodiment includes the following steps:
s1: data acquisition:
the serial number of the vehicle is bound with 8 brake shoes installed on the vehicle, the positions of the brake shoes on the vehicle are numbered (brake shoes with abnormal pressure are convenient to locate), and a one-to-one corresponding relation with the wireless transmission module is established.
In the normal running process of the train, the network of the pressure monitoring system is in a dormant low-power consumption state, and the network is awakened for detection only when the pressure monitoring system needs to work.
And (3) collecting the pressure of the brake cylinder of the vehicle, and starting to collect the data of a plurality of pressure sensors on each brake shoe when the pressure of the brake cylinder of the vehicle is larger than a set value of 15kPa, wherein the brake shoe pressure collection delay is not more than 200 ms. When the brake cylinder pressure is less than 15kPa, the brake shoe pressure is not collected any more.
Calculating the brake shoe pressure of each block, the brake shoe pressure of the vehicle and the brake shoe pressure of the train. The brake shoe pressure of each block is the sum of the pressure values detected by all the pressure sensors on the brake shoe, the brake shoe pressure of the vehicle is the sum of all the brake shoe pressures on the vehicle, and the brake shoe pressure of the train is the sum of all the brake shoe pressures of the vehicles on the train. And (4) eliminating data of which the brake shoe pressure of the vehicle and the brake cylinder pressure of the vehicle deviate from the average value by 30%.
The brake cylinder pressure and the brake shoe pressure at any moment in the whole braking process (brake cylinder boosting, pressure maintaining and relieving) are acquired, and the train number, the train number and the acquisition time need to be in one-to-one correspondence.
The brake cylinder pressure and the brake shoe pressure are collected and stored according to the data collection frequency; and transmitting according to the data transmission frequency. Data acquisition frequency: 5 Hz. Data transmission frequency: when the pressure of the brake cylinder is larger than or equal to 30kPa and the pressure change is smaller than or equal to 10kPa/10s, data is sent every 10 s.
After the station yard static test is finished and the train line test (dynamic test) is carried out, the test data can be directly sent to a tester without adding.
And outputting the brake cylinder pressure of the vehicle, the brake shoe pressure of the train, the brake shoe pressure of each tile and the brake shoe pressure of each sensor on the brake shoe in a table form, and outputting one table for each trip, which is shown in table 1.
Table 1 is a brake cylinder pressure and brake shoe pressure data table:
note:
1) no represents the number of cars
2)t1Indicating the time of data acquisition, t1The corresponding data is t1The brake cylinder pressure and the brake shoe pressure are simultaneously acquired at any moment, and so on;
3) a represents t1Time of day train brake cylinder pressure, A1Represents t1The brake cylinder pressure of the 1 st vehicle at the moment, and so on;
4)B1represents t1Brake shoe pressure of the 1 st vehicle at the moment, B1，1Denotes t1Of the 1 st block of the 1 st vehicle at that momentPressure, B1，1,1Denotes t1The pressure of the 1 st sensor on the 1 st brake shoe of the 1 st vehicle at any moment, and so on; the position definition of the brake shoe on the vehicle is shown in FIG. 7, and the position definition of the pressure sensor on the brake shoe is shown in FIG. 8;
5)F1represents t1The train brake shoe pressure is obtained at the moment, and so on.
S2: calculating the transmission efficiency:
vehicle-level static and dynamic brake transfer efficiencies were calculated separately according to the following formulas:
vehicle brake transfer efficiency η ═ vehicle brake shoe pressure/(vehicle brake cylinder pressure × (brake piston area) × (brake multiplier γ));
the static transmission efficiency refers to the brake transmission efficiency in the brake cylinder pressure maintaining process when a front brake shoe pressure test is initiated, and the dynamic transmission efficiency refers to the brake transmission efficiency in the brake cylinder pressure maintaining process when the train is started;
train-level dynamic and static brake transfer efficiencies were calculated separately according to the following formulas:
the train braking transmission efficiency η ═ Σ vehicle braking transmission efficiency η/total number of vehicles.
And outputting the average values of the transmission efficiency of the basic brakes at the vehicle level and the train level, wherein the average values of the transmission efficiency are four working conditions of empty vehicle static state, empty vehicle dynamic state, heavy vehicle static state and heavy vehicle dynamic state, and are shown in a data table 2. Each pass outputs a data table.
Table 2 shows the brake shoe pressure mapping relationship and the average value of the foundation brake transfer efficiency:
note:
1) in table 2, the number of empty trips refers to the currently accumulated number of empty trips, and the number of heavy trips refers to the currently accumulated number of heavy trips.
2) The average value of the empty vehicle mapping relations is equal to the sum of the empty vehicle mapping relations divided by the number of the empty vehicle mapping relations, and so on.
S3: output brake transfer efficiency curve:
as shown in fig. 3, the time is used as an abscissa and the mapping relationship is used as an ordinate, and a static transmission efficiency curve of each vehicle and each train of each train is output.
As shown in fig. 4, the average static transmission efficiency curve and the upper and lower limit curves of the static transmission efficiency of each vehicle and each train are output.
As shown in fig. 5, the dynamic transmission efficiency curve of each vehicle and train for each trip is output with time as abscissa and the mapping relation as ordinate. In fig. 5, the 1 st brake represents the 1 st band brake operation of each trip, the curve corresponding to the 1 st brake is the dynamic transmission efficiency curve of the 1 st band brake operation process of each trip, and so on.
As shown in fig. 6, the average dynamic transmission efficiency curve and the upper and lower dynamic transmission efficiency limit curves of each vehicle and each train are output. The average transmission efficiency curve is an average value curve of corresponding points of each time after multiple times of running, and the upper limit value curve and the lower limit value curve are curves formed by the maximum value and the minimum value of the corresponding points of each time after multiple times of running.
It should be noted that, in four working conditions of empty vehicle static state, empty vehicle dynamic state, heavy vehicle static state and heavy vehicle dynamic state, data of the brake shoe pressure sensor and the brake cylinder pressure sensor are collected, transmission efficiency is calculated, and a dynamic and static transmission efficiency curve, an average transmission efficiency curve and a transmission efficiency upper limit curve and a transmission efficiency lower limit curve of each trip are output.
S4: monitoring the health state of the brake system:
the health state of the brake system is monitored by a static and dynamic train, a transfer efficiency curve of each train, an average transfer efficiency curve and upper and lower limit curves of the transfer efficiency.
As shown in fig. 2, the system for acquiring dynamic-static braking transmission efficiency of a railway wagon according to the present embodiment includes a pressure acquisition device, the pressure acquisition device 1 includes a brake shoe pressure acquisition device disposed on a brake shoe and a brake cylinder pressure acquisition device disposed on a brake cylinder, and the pressure acquisition device is communicatively connected to a monitor 2.
The monitor 2 calculates the brake shoe pressure, the vehicle brake shoe pressure, the train brake shoe pressure and the vehicle brake cylinder pressure of each brake shoe according to a plurality of collected pressure data on each brake shoe, respectively calculates the static and dynamic vehicle-level and train-level brake transmission efficiency, outputs the static and dynamic brake transmission efficiency curve of each vehicle and train of each trip, and outputs the static and dynamic average transmission efficiency curve and the upper and lower limit curve of the transmission efficiency of each vehicle and train.
Specifically, the brake shoe pressure acquisition device comprises a plurality of brake shoe pressure sensors installed on the brake shoe, the brake shoe pressure sensors are electrically connected with a wireless transmission module, and the wireless transmission module is in communication connection with the monitor 2 and further comprises a battery. The brake shoe pressure sensor is used for acquiring brake shoe pressure. The wireless transmission module is used for realizing real-time data interaction between the monitor 2 and the brake shoe pressure acquisition device. The battery is responsible for providing the power supply required by the brake shoe pressure acquisition device for acquiring, storing and sending brake shoe pressure data.
The brake cylinder pressure acquisition device is similar to the brake shoe pressure acquisition device in structure and function, and acquires the pressure of the brake cylinder compressed air. The brake cylinder pressure acquisition device comprises a brake cylinder pressure sensor installed on a brake cylinder, the brake cylinder pressure sensor is electrically connected with a wireless transmission module, the wireless transmission module is in communication connection with the monitor 2, and the brake cylinder pressure acquisition device further comprises a battery. The brake cylinder pressure sensor is used for acquiring the brake cylinder pressure. The wireless transmission module is used for realizing real-time data interaction between the monitor 2 and the brake cylinder pressure acquisition device. The battery is responsible for providing the power supply required by the brake cylinder pressure acquisition device for acquiring, storing and sending the brake cylinder pressure data.
Specifically, the monitor 2 includes a host, a square antenna and a display, and the host is electrically connected to the pressure acquisition device, the square antenna and the display respectively. The host computer is used for networking before the train is sent out, receiving the data transmitted by each pressure acquisition device 1, and analyzing, processing and storing the data. Brake shoe pressure data is analyzed to output brake shoe pressure of train level and vehicle level. The display screen is used for displaying the output result of the host, namely, the brake shoe pressure of the train level and the vehicle level.
The host is provided with an ad hoc network transceiving module, a short-distance wireless communication configuration module and an ID module. The short-distance wireless communication configuration module is used for establishing an ad hoc network. The ad hoc network is used for establishing a data transmission channel between the host and the pressure acquisition device. The ID module manages the ID number of the host itself.
The system also comprises a handset 3 and a ground service platform 4, wherein the handset 3 and the ground service platform 4 are both in communication connection with the monitor 2, and the handset 3 is respectively in communication connection with the ground service platform 4 and the pressure acquisition device.
The handset 3 is an auxiliary tool for information transfer and wireless device setting in the application field, can transfer train marshalling information among the ground monitoring terminal, the pressure acquisition device and the monitor 2, can download an upgrading program and set a pressure acquisition number to the vehicle-mounted device, and can adjust the train marshalling information in the field. The handset 3 is developed based on a mature and reliable wireless data terminal, is provided with a rechargeable storage battery and is implanted with a short-distance wireless communication configuration module.
The ground service platform 4 provides centralized and unified service management and monitoring for the pressure monitoring system, is used for receiving, storing and managing data, and can store the received train brake shoe data for a long time. The utility model has the following functions: grouping information management, fault alarm management, state monitoring and system management. The functional module mainly comprises three parts: communication platform, database and operation terminal 41. The communication platform is responsible for communication between the server 42 and the operation monitoring terminal and the monitoring instrument 2 so as to ensure transmission and interaction of information such as marshalling information, alarm, position state and the like among the three devices. The database is responsible for storing, retrieving and maintaining the service data. The operation terminal 41 provides a human-computer interface to realize marshalling adjustment, fault alarm and state information display of the monitor 2 and the pressure monitoring device 1. In system management, the functional modules mainly comprise three parts: communication platform, database and operation terminal. The communication platform is responsible for communication between the server, the operation monitoring terminal and the monitoring instrument 2 so as to ensure transmission and interaction of information such as marshalling information, alarm, position state and the like among the three devices. The database is responsible for storing, retrieving and maintaining the service data. The operation terminal provides a human-computer interface to realize marshalling adjustment, fault alarm, monitor and brake shoe pressure monitoring device state information display.
Performance indexes of the brake shoe pressure acquisition device are as follows:
1) the brake shoe pressure detection system meets the normal test for 3 months.
2) The full temperature range precision of the brake cylinder pressure acquisition device is as follows: 0.5% FS; the full temperature range precision of the brake shoe pressure acquisition device is as follows: . + -. 1% FS.
3) Protection grades of a brake cylinder pressure acquisition device and a brake shoe pressure acquisition device are as follows: IP 65.
4) The pressure acquisition device of the brake cylinder can normally work when the ambient temperature is-40 ℃ to 70 ℃; the brake shoe pressure acquisition device can normally work in a high-temperature environment with the environment temperature of minus 40 ℃ and the rapid temperature rise of the continuous braking wheel shoe on a long and large slope.
5) The brake cylinder pressure acquisition device can normally work under the impact and vibration of class 1 class A equipment specified in GB/T21563; the brake shoe pressure sensing device should work properly under the shock and vibration of class 2 equipment as specified in GB/T21563.
6) The brake cylinder pressure acquisition device and the brake shoe pressure acquisition device meet the requirements of tests 12.2.6, 12.2.7, 12.2.8, 12.2.9 and 12.2.10 in TB/T2519-2010.
The invention monitors the brake shoe pressure and the brake cylinder pressure of the train in real time, obtains the dynamic and static transmission efficiency of the vehicle grade and the train grade through the dynamic and static detection and data analysis of the brake cylinder pressure and the brake shoe pressure, fills the blank that the dynamic transmission efficiency of the current domestic basic brake device cannot be detected, and masters the basic brake transmission efficiency and the health state of a brake system. The system interface has the same size as the existing brake shoe interface, is convenient to load and use, and does not need to transform the existing structure of the vehicle brake system.
The system of the invention adopts low energy consumption technology, reduces the electric energy consumption to the maximum extent, and is suitable for the application environment with difficult power supply of the truck.
The brake shoe pressure acquisition device adopts a deep learning algorithm, acquires voltage data through a press machine test, and trains the data by adopting a convolutional neural network, so that the pressure value is quickly iterated to approach to a press machine reading value. The domestic literature records that the accuracy of the pressure value of the pressure sensor after being conditioned by adopting an artificial intelligence method is within 3 percent.
Verifying the scheme of the brake shoe pressure acquisition device:
in order to verify the feasibility of the scheme of the brake shoe pressure acquisition device, the brake shoe pressure acquisition device comprises networking capacity, data sending capacity, data receiving capacity and data processing capacity, and a loading test is carried out on a certain heavy-load line in China.
1. The brake shoe pressure acquisition device is arranged:
the loading vehicle type is C80, the 2 trains of 108 vehicles are grouped in a 1+1 mode, and the total load of the train is about 1.7 ten thousand tons.
The number of the brake shoe pressure sensors is 10, and the brake shoe pressure sensors are respectively arranged on No. 1-4 brake shoe stations of 4 vehicles, No. 1-4 brake shoe stations of 25 vehicles and No. 1 and No. 2 brake shoe stations of 54 vehicles. The monitor is installed in the operation room of the head locomotive.
2. Test circuit:
the test route 242 kilometers is a continuous descending slope, the average gradient is 5.6 per thousand, the average gradient of 68.9 kilometers is 9.2 per thousand (the maximum gradient is 12 per thousand), and the average gradient of 63.2 kilometers is 7.4 per thousand. The highest speed limit is 80km/h, the average speed in the whole process is about 60km/h, and the highest speed is 78 km/h.
When the train is subjected to speed regulation and braking, the maximum pressure reduction of the train pipe is about 50kPa, and the single braking time is about 4 minutes at the shortest and about 26 minutes at the longest. In the long and large downhill section, the train braking time is about 80%, and the minimum speed during the speed regulation and braking period is 38 km/h.
3. Dynamic and static test of brake shoe pressure:
before the train is started, the pressure is reduced by 50kPa for braking, the pressure of a brake shoe is collected, and after the pressure of a train pipe is stable, the pressure is maintained for 5 min. And (5) aerating and relieving, and aerating the train tail to be not less than 595 kPa.
After the train is driven, the brake shoe pressure is detected by the brake shoe pressure acquisition device in a whole-course uninterrupted manner, and acquired pressure data are transmitted to the monitor 2 positioned on the head locomotive.
4. Test conditions:
1) in the whole test process (no matter whether the truck is in a static state or a dynamic state), the brake shoe pressure sensor can acquire the brake shoe pressure according to the set sampling frequency.
2) Before departure or during running, the brake shoe pressure sum and brake shoe pressure deviation of each vehicle or all trains can be calculated by detecting the brake shoe pressure of each vehicle individually, and reference brake shoe pressure data is provided for drivers.
3) The pressure data can be immediately transmitted to the monitoring instrument 2 located in the cab, except for the possible delay of transmission (maximum time about 5 minutes) in a small part of the road section with poor wireless transmission conditions.
4) The wear information of the brake shoe can be obtained by collecting and analyzing the pressure data of the whole brake shoe.
5) After the test is finished, the sensor is not damaged, the state is complete, and all performance parameters are not changed.
5. And (3) knotting:
through the verification of the scheme, the following conclusion can be reached:
1) the brake shoe pressure acquisition device has reliable structure and can resist the high-temperature environment when the vehicle is braked and the working conditions such as vibration when the vehicle runs. The running and braking of the vehicle have no influence on the data acquisition and data transmission performance, and the vehicle can run reliably.
2) The monitor 2 has stable and reliable self-organizing network and can receive the pressure data of each brake shoe and each brake cylinder of the train in time.
3) The brake shoe pressure acquisition device can detect the brake cylinder pressure of each vehicle, and can carry out dynamic and static detection and transmission detection pressure data on each brake shoe.
4) Through analysis and processing of brake cylinder pressure data, the pressure distribution of each vehicle brake cylinder can be obtained, and the brake cylinder pressure dispersion is mastered; through analyzing and processing the brake shoe pressure data, the single brake shoe pressure, the brake shoe pressure of each train and the total brake shoe pressure of the train can be obtained, and the braking capacity of the train can be mastered.
6. The system is characterized in that:
through this loading scheme verification and brake shoe pressure acquisition device's actual operation conditions, pressure acquisition, data transmission, data reception and analysis processes, can obtain brake shoe pressure acquisition device and have following characteristics:
1) the detection is as follows:
the brake cylinder and the brake shoe pressure can be dynamically detected, the brake capacity of a train level and a vehicle level can be mastered, and the working state of each brake shoe of each vehicle can be known.
2) The measurement is accurate:
the brake shoe pressure and the brake cylinder pressure are tested by adopting a common brake shoe pressure sensor (transmitter) under a static state, then the pressure is tested by using a brake shoe and brake cylinder pressure acquisition device, and the data of the brake shoe and the brake cylinder are compared, wherein the difference is within a range of 5%.
3) Visible:
the brake shoe pressure acquisition device transmits the measured brake shoe pressure value to the monitor 2 through the ad hoc network. The monitor 2 presents the actual brake shoe pressure and the theoretical brake shoe pressure curve at the same time through data processing, reflects the difference between the actual brake shoe pressure and the theoretical brake shoe pressure, and is convenient for mastering the brake shoe pressure of the train.
4) The use is as follows:
the brake shoe pressure acquisition device mainly has the following functions:
2, the brake shoe pressure is transmitted to a monitor by the detection system, and the brake capability of the train is reflected in real time through data processing, so that the train is guided and operated in an auxiliary manner, and the safe operation is ensured;
a comparison curve of the actually measured brake shoe pressure and the theoretical brake shoe pressure of the train is presented in real time, so that a driver can know the braking capacity of the train in real time (as shown in figure 9);
through fault model processing, faults such as self-buffering (as shown in figure 10) and band-type brakes (as shown in figure 11) in the running process of the train can be reflected;
all data of the brake shoe can be transmitted to a ground service platform through a network, so that a management department and a technical department can be used for carrying out big data analysis, and basic data are provided for mastering the research on the quality (service life) of the brake shoe, the research on the relation between the pressure of the brake shoe and the abrasion loss, the research on the longitudinal impulse of the train, the research on a basic brake device, the research on the dynamic transmission efficiency of the basic brake device and the like.
The invention is not limited to the above alternative embodiments, and any other various forms of products can be obtained by anyone in the light of the present invention, but any changes in shape or structure thereof, which fall within the scope of the present invention as defined in the claims, fall within the scope of the present invention.
Claims (10)
1. A method for acquiring the dynamic-static brake transmission efficiency of a railway wagon is characterized by comprising the following steps:
collecting the pressure of a vehicle brake cylinder, starting to collect data of a plurality of pressure sensors on each brake shoe when the pressure of the vehicle brake cylinder is larger than a set value, and calculating the pressure of each brake shoe and the pressure of the vehicle brake shoe;
vehicle-level static and dynamic brake transfer efficiencies were calculated separately according to the following formulas:
vehicle brake transfer efficiency η ═ vehicle brake shoe pressure/(vehicle brake cylinder pressure × (brake piston area) × (brake multiplier γ));
the static transmission efficiency refers to the brake transmission efficiency in the brake cylinder pressure maintaining process when a front brake shoe pressure test is initiated, and the dynamic transmission efficiency refers to the brake transmission efficiency in the brake cylinder pressure maintaining process when the train is started;
train-level dynamic and static brake transfer efficiencies were calculated separately according to the following formulas:
the train braking transmission efficiency eta is equal to the vehicle braking transmission efficiency eta/total number of the vehicles;
outputting a vehicle-level static and dynamic transmission efficiency curve and a train-level static and dynamic braking transmission efficiency curve by taking the time and mapping relation as coordinates; then outputting a vehicle-level static and dynamic average transmission efficiency curve and upper and lower limit transmission efficiency curves, a train-level static and dynamic average transmission efficiency curve and upper and lower limit transmission efficiency curves;
the average transmission efficiency refers to the average value of the transmission efficiency of the corresponding point of each vehicle after the multiple vehicles run, and the upper limit value and the lower limit value of the transmission efficiency refer to the maximum value and the minimum value of the mapping relation of the corresponding point of each vehicle after the multiple vehicles run;
the health state of the brake system is monitored by a static and dynamic train, a transfer efficiency curve of each train, an average transfer efficiency curve, and upper and lower limit curves of the transfer efficiency.
2. A method for obtaining the dynamic-static braking transmission efficiency of a railway freight car as claimed in claim 1, wherein the brake shoe pressure of each block is the sum of the pressure values detected by all the pressure sensors on the brake shoe, and the brake shoe pressure of the car is the sum of all the brake shoe pressures on the car.
3. The method for obtaining dynamic-static brake transfer efficiency of a railway wagon as claimed in claim 1, wherein data of a plurality of pressure sensors on each brake shoe and data of each brake cylinder pressure sensor are collected under the empty condition and the heavy condition respectively, dynamic and static brake transfer efficiencies are calculated, and dynamic and static brake transfer efficiency curves, an average brake transfer efficiency curve and upper and lower limit curves of the brake transfer efficiency of each railway wagon are output.
4. The method for acquiring the dynamic-static brake transmission efficiency of the railway wagon as claimed in claim 1, wherein data elimination of the vehicle brake shoe pressure and the vehicle brake cylinder pressure which deviate from the average value by 30% is carried out when the vehicle brake cylinder pressure is acquired and the vehicle brake shoe pressure is calculated.
5. The method for obtaining the dynamic-static brake transmission efficiency of the railway wagon as claimed in claim 1, wherein the brake cylinder pressure setting value is 13-17 kPa.
6. A railway wagon dynamic-static brake transmission efficiency acquisition system for the method of claim 1, which is characterized by comprising a pressure acquisition device, wherein the pressure acquisition device (1) comprises a brake shoe pressure acquisition device arranged on a brake shoe and a brake cylinder pressure acquisition device arranged on a brake cylinder, and the pressure acquisition device (1) is in communication connection with a monitor (2);
the monitor (2) calculates the brake shoe pressure, the vehicle brake shoe pressure, the train brake shoe pressure and the vehicle brake cylinder pressure of each block according to a plurality of collected pressure data on each block of brake shoe, respectively calculates the static and dynamic vehicle-level and train-level brake transmission efficiency, outputs the static and dynamic brake transmission efficiency curves of each vehicle and each train of each trip, and outputs the average transmission efficiency curve and the upper and lower limit curves of the transmission efficiency of each vehicle and each train of the static and dynamic states.
7. The railway wagon dynamic-static braking transmission efficiency acquisition system as claimed in claim 6, wherein the brake shoe pressure acquisition device comprises a plurality of brake shoe pressure sensors mounted on a brake shoe, the brake shoe pressure sensors are electrically connected with a wireless transmission module, and the wireless transmission module is in communication connection with the monitor (2); the brake cylinder pressure acquisition device comprises a brake cylinder pressure sensor installed on a brake cylinder, the brake cylinder pressure sensor is electrically connected with a wireless transmission module, and the wireless transmission module is in communication connection with the monitor (2).
8. The railway wagon dynamic-static brake transmission efficiency acquisition system as claimed in claim 6, wherein the monitor (2) comprises a host, an antenna and a display, and the host is electrically connected with the pressure acquisition device (1), the antenna and the display respectively.
9. The system for acquiring the dynamic-static braking transfer efficiency of the railway wagon according to claim 8, wherein the host is provided with an ad hoc network transceiving module, a short-distance wireless communication configuration module and an ID module;
the short-distance wireless communication configuration module is used for establishing an ad hoc network;
the ad hoc network is used for establishing a data transmission channel between the host and the pressure acquisition device;
the ID module manages the ID number of the host itself.
10. A railway wagon dynamic-static brake transmission efficiency acquisition system as claimed in claim 6, further comprising a handset (3) and a ground service platform (4), wherein the handset (3) and the ground service platform (4) are both in communication connection with the monitor (2), and the handset (3) is in communication connection with the ground service platform (4) and the pressure acquisition device (1) respectively.
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| CN116296483B (en) * | 2023-05-24 | 2023-08-04 | 眉山中车制动科技股份有限公司 | Brake cylinder state monitoring method and system for simulating ten-thousand-ton train test bed |
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