CN115675429A - Auxiliary device with fault self-diagnosis function - Google Patents
Auxiliary device with fault self-diagnosis function Download PDFInfo
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- CN115675429A CN115675429A CN202211453433.3A CN202211453433A CN115675429A CN 115675429 A CN115675429 A CN 115675429A CN 202211453433 A CN202211453433 A CN 202211453433A CN 115675429 A CN115675429 A CN 115675429A
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Abstract
The application discloses auxiliary device with trouble self-diagnosis function includes: the APS pressure sensor is connected with the first pressure reducing valve and used for collecting a pressure value and judging whether a set value of the first pressure reducing valve is accurate or not according to the pressure value; the electric control exhaust valve is connected with the brake control device, and when the brake control device breaks down, the electric control exhaust valve is electrified to forcedly relieve the brake of the broken-down vehicle; the data acquisition sensor converts acquired data to obtain a first voltage signal, and the first voltage signal is transmitted to the solenoid valve control board card, and then the vehicle pressure value is adjusted according to data on the solenoid valve control board card.
Description
Technical Field
The application relates to the technical field of auxiliary braking devices of braking control systems, in particular to an auxiliary device with a fault self-diagnosis function.
Background
The auxiliary brake device is an important part of a brake control system, mainly comprises an air channel plate, valves and a protective cover, and has the function of distributing compressed air input from total wind to the parts of the brake control device, a parking brake, an air spring air cylinder and the like so as to provide an auxiliary control function for wind used by the brake system and an air spring suspension system.
Disclosure of Invention
The embodiment of the application provides an auxiliary device with a fault self-diagnosis function, and at least solves the problems that the conventional auxiliary device has no fault diagnosis function, cannot be suitable for the working condition of automatic driving of a train, cannot control to stop supplying air to a brake control device and the like.
The invention provides an auxiliary device with a fault self-diagnosis function, which comprises:
the APS pressure sensor is connected with the first pressure reducing valve, acquires a pressure value and judges whether a set value of the first pressure reducing valve is accurate or not according to the pressure value;
the electric control exhaust valve is connected with the brake control device, and when the brake control device breaks down, the electric control exhaust valve is electrified to forcedly relieve the brake of the broken-down vehicle;
the data acquisition sensor converts acquired data to obtain a first voltage signal, and the first voltage signal is transmitted to the solenoid valve control board card, and then the vehicle pressure value is adjusted according to data on the solenoid valve control board card.
The auxiliary device with the fault self-diagnosis function is characterized in that the APS pressure sensor converts the pressure value into a second voltage signal, and transmits the second voltage signal to the solenoid valve control card.
According to the auxiliary device with the fault self-diagnosis function, when a person drives a vehicle and the brake control device breaks down, the electric control exhaust valve is electrified and cuts off the air path, then downstream compressed air is exhausted, and the brake of the fault vehicle is relieved forcibly.
The auxiliary device with the fault self-diagnosis function is characterized in that when the vehicle is not driven by a person and the brake control device of the vehicle breaks down, the electric control exhaust valve is electrified according to vehicle control logic, so that the brake of the broken vehicle is forcedly relieved.
In the auxiliary device with the fault self-diagnosis function, the data acquisition sensor acquires a total wind pressure value, and judges whether the first pressure switch acts normally or not according to the total wind pressure value;
the data acquisition sensor acquires a parking pressure value, judges whether the second pressure switch acts normally or not according to the parking pressure value, and judges whether the set value of the second pressure reducing valve is accurate or not.
In the auxiliary device with the fault self-diagnosis function, the data acquisition sensor converts the total wind pressure value and the parking pressure value into the first voltage signal, and transmits the first voltage signal to the solenoid valve control board card.
In the auxiliary device with the fault self-diagnosis function, the first pressure reducing valve and the APS pressure sensor are arranged on the air spring branch, and the air spring branch is connected with the air spring air storage tank interface.
In the auxiliary device with fault self-diagnosis function, the electrically controlled exhaust valve is arranged on the brake branch, and the brake branch is further provided with a one-way valve.
The auxiliary device with the fault self-diagnosis function is described above, wherein the braking branch is connected with the braking device interface.
In the auxiliary device with the fault self-diagnosis function, the second pressure reducing valve is arranged on a parking branch, and the parking branch is connected with the parking cylinder interface.
Compared with the prior art, the auxiliary device with the fault self-diagnosis function is provided, and by setting the pressure sensors and collecting the pressure of the air and parking pressure sensors, whether the set value of the pressure reducing valve is accurate or not can be confirmed in real time by electrifying and ventilating the vehicle, the safety of air for the air spring and the air for the parking cylinder can be ensured, the safety is improved, meanwhile, manual detection is omitted, and the manual workload is reduced; the electromagnetic valve of the electric control exhaust valve can be controlled to be electrified only in a cab by arranging the electric control exhaust valve, so that the fault vehicle needing to be relieved is relieved forcibly, and under the condition of no-man driving, the electromagnetic valve of the electric control exhaust valve can be controlled to be electrified according to the train control logic, so that a certain vehicle is relieved forcibly; by adopting the pressure values of the total wind and the parking pressure sensor, whether the set value of the pressure switch is accurate or not can be conveniently diagnosed.
The details of one or more embodiments of the application are set forth in the accompanying drawings and the description below to provide a more concise and understandable description of the application, and features, objects, and advantages of the application.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
FIG. 1 is a schematic diagram of an auxiliary brake apparatus according to an embodiment of the present application;
fig. 2 is an air path schematic diagram of an auxiliary brake device according to an embodiment of the application.
Wherein the reference numerals are:
and (3) cutting off the cock: 01; a filter: 02; a first pressure measurement point: 03; a one-way valve: 04; a second pressure reducing valve: 05, carrying out a reaction; shrinking and plugging: 06; double pulse solenoid valve: 07; a two-way valve: 08 (c); plug door with electric contact: 09; first pressure measurement point and simulated weight measurement: 10; a second pressure switch: 11; second pressure measuring point and simulation weight measurement: 12; a first pressure switch: 13; electric control exhaust valve: 14; a total air inlet: 15; brake control device interface: 16; parking a cylinder interface: 17; a brake cylinder interface: 18; altitude valve interface: 19; air spring air reservoir interface: 20; an overflow valve: l01; a first pressure reducing valve: l02; a second pressure measurement point: l03; and (3) cutting off the cock: and L04.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application will be described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments provided in the present application without any inventive step are within the scope of protection of the present application.
It is obvious that the drawings in the following description are only examples or embodiments of the present application, and that it is also possible for a person skilled in the art to apply the present application to other similar contexts on the basis of these drawings without inventive effort. Moreover, it should be appreciated that such a development effort might be complex and tedious, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure, and thus should not be construed as a limitation of this disclosure.
Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the specification. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of ordinary skill in the art will explicitly and implicitly appreciate that the embodiments described herein may be combined with other embodiments without conflict.
Unless defined otherwise, technical or scientific terms referred to herein shall have the ordinary meaning as understood by those of ordinary skill in the art to which this application belongs. Reference to "a," "an," "the," and similar words throughout this application are not to be construed as limiting in number, and may refer to the singular or the plural. The use of the terms "including," "comprising," "having," and any variations thereof herein, is meant to cover a non-exclusive inclusion; for example, a process, method, system, article, or apparatus that comprises a list of steps or modules (elements) is not limited to the listed steps or elements, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus. Reference to "connected," "coupled," and the like in this application is not intended to be limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The term "plurality" as used herein means two or more. "and/or" describes an association relationship of associated objects, meaning that three relationships may exist, for example, "A and/or B" may mean: a exists alone, A and B exist simultaneously, and B exists alone. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship. Reference herein to the terms "first," "second," "third," and the like, are merely to distinguish similar objects and do not denote a particular ordering for the objects.
The invention provides an auxiliary device with a fault self-diagnosis function, wherein an electric control exhaust valve is arranged on a braking branch, the forced release of the braking of a single-section vehicle is realized in an electric control mode, and the set value of a pressure reducing valve and the set value of a pressure switch are diagnosed whether to be correct or not by setting and reading the reading of a pressure sensor.
The present invention will be described with reference to specific examples.
Example one
The embodiment also provides an auxiliary device with the fault self-diagnosis function. Referring to fig. 1 to 2, fig. 1 is a schematic diagram of an auxiliary braking device according to an embodiment of the present application; fig. 2 is an air path schematic diagram of an auxiliary brake device according to an embodiment of the application. As shown in fig. 1 to 2, the auxiliary device having the fault self-diagnosis function includes:
the APS pressure sensor is connected with the first pressure reducing valve and used for collecting a pressure value and judging whether a set value of the first pressure reducing valve is accurate or not according to the pressure value;
the electric control exhaust valve is connected with the brake control device, and when the brake control device breaks down, the electric control exhaust valve is electrified to forcedly relieve the brake of the broken-down vehicle;
the data acquisition sensor converts acquired data to obtain a first voltage signal, and the vehicle pressure value is adjusted according to data on the electromagnetic valve control board card after the first voltage signal is transmitted to the electromagnetic valve control board card.
In an embodiment, the APS pressure sensor converts the pressure value into a second voltage signal, which is transmitted to the solenoid control card.
In the embodiment, when a person drives a vehicle and a brake control device has a fault, the electric control exhaust valve is electrified and cuts off the air path, and then downstream compressed air is exhausted to forcibly relieve the brake of the fault vehicle; when the vehicle is not driven by people and the brake control device of the vehicle breaks down, the electric control exhaust valve is electrified according to the vehicle control logic, and the brake of the broken-down vehicle is forcedly relieved.
In the embodiment, the data acquisition sensor acquires a total wind pressure value, and judges whether the first pressure switch acts normally or not according to the total wind pressure value;
the data acquisition sensor acquires a parking pressure value, judges whether the action of the second pressure switch is normal or not according to the parking pressure value, and judges whether the set value of the second pressure reducing valve is accurate or not.
In an embodiment, the data acquisition sensor converts the total wind pressure value and the parking pressure value into a first voltage signal and transmits the first voltage signal to the solenoid valve control board card.
In specific implementation, pressure values are acquired through a pressure sensor, the pressure sensor can convert air pressure signals into corresponding voltage signals to be output, a solenoid valve control board acquires the voltage signals of the pressure sensor, and after the solenoid valve control board detects the voltage signals of the pressure sensor, a worker manually adjusts the pressure value of the vehicle according to data on the solenoid valve control board; wherein, total wind pressure acquisition sensor and parking pressure acquisition sensor are installed on braking control device.
In an embodiment, the first pressure reducing valve and the APS pressure sensor are arranged on the air spring branch, and the air spring branch is connected with an air spring air storage cylinder interface.
In the embodiment, the electric control exhaust valve is arranged on the brake branch, and the brake branch is also provided with a one-way valve; the brake branch is connected with the brake device interface.
In an embodiment, the second pressure reducing valve is arranged on a parking branch, and the parking branch is connected with the parking cylinder interface.
Example two
The working principle of the auxiliary device of the present invention is explained below with reference to fig. 1 to 2. FIG. 1 is a schematic diagram of an auxiliary brake apparatus according to an embodiment of the present application; fig. 2 is an air path schematic diagram of an auxiliary brake device according to an embodiment of the application. The working principle of the invention is as follows:
firstly, inputting total wind from a total wind inlet 15, passing through a second pressure measuring point and a simulation weight measuring point 12 to a first pressure switch 13, a cut-off cock 01, an air filter 02 and a first pressure measuring point 03, and then dividing the total wind into three paths, namely an air spring branch, a braking branch and a parking branch;
air spring branch: the total wind passes through an overflow valve L01, is output to an air spring air storage cylinder through an air spring air storage cylinder interface 20, is output to a pressure reducing valve L02, is output to a second pressure measuring point L03, is output to a stop cock L04, and is output to an altitude valve through an altitude valve interface 19;
braking a branch circuit: the compressed air is always output to the brake control device through the brake control device interface 16 through the one-way valve 04;
parking a branch circuit: the total air passes through a pressure reducing valve 05, a shrinkage plug 06, a double-pulse electromagnetic valve 07, a two-way valve 08, a charged contact cock 09, a first pressure measuring point, a simulation weight measuring point 10, a second pressure switch 11 and a parking cylinder connector 17 to output compressed air to a parking cylinder.
Wherein, the second pressure measuring point and the simulation weight measuring 12 detect the total wind pressure and calibrate the first pressure switch 13; the first pressure switch 13 detects the total wind pressure, when the total wind pressure is lower than the set value, the train applies emergency braking, and when the total wind pressure is higher than the set value, the emergency braking is relieved; the cut-off cock 01 controls the on-off of the gas path; the air filter 02 filters solid impurities in the compressed air; the first pressure measuring point 03 manually detects the total wind pressure; the overflow valve L01 has the function of pressure stabilization, can be opened when the upstream pressure is larger than or equal to a set value, and supplies air to the downstream; the pressure reducing valve L02 outputs compressed air which is less than or equal to a set value; a second pressure measuring point L03 detects the pressure value of the compressed air output by the pressure reducing valve; the stop cock L04 isolates the air supply of the altitude valve; the one-way valve 04 prevents the compressed air from flowing backwards, and ensures the air for braking; the pressure reducing valve 05 outputs compressed air less than or equal to a set value; the shrinkage plug 06 plays a role in throttling and reducing air supply quantity; the double-pulse electromagnetic valve 07 controls the application and release of parking brake; the two-way valve 08 outputs the higher pressure of the two brake pressures input from the double pulse switch valve 07 and the brake cylinder interface 18; when the charged contact plug door 09 is cut off, compressed air in the parking cylinder is exhausted, and a monitoring signal for cutting off parking brake can be provided for a cab; a first pressure measuring point and a simulation weight measuring point 10 are used for detecting the pressure of a parking cylinder and calibrating a second pressure switch 11; the second 11 pressure switch indicates whether the parking brake is applied or released.
In summary, according to the auxiliary device with the fault self-diagnosis function provided by the invention, by setting the pressure sensors and collecting the pressure of the air and the parking pressure sensors, whether the set value of the pressure reducing valve is accurate can be confirmed in real time by electrifying and ventilating the vehicle, the safety of the air for the air spring and the air for the parking cylinder can be ensured, the safety is improved, meanwhile, manual detection is cancelled, and the manual workload is reduced. And through setting up automatically controlled exhaust valve, only need can control automatically controlled exhaust valve solenoid valve and turn on the electricity at the driver's cabin, make the trouble vehicle that needs alleviate force to alleviate, under the unmanned driving condition, can control automatically controlled exhaust valve solenoid valve according to train control logic, force to alleviate to certain car. The invention can conveniently diagnose whether the set value of the pressure switch is accurate or not by adopting the pressure values of the lump air and the parking pressure sensor.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, and these are all within the scope of protection of the present application. Therefore, the protection scope of the present patent application shall be subject to the protection scope of the appended claims.
Claims (10)
1. An assist apparatus having a failure self-diagnosis function, characterized by comprising:
the APS pressure sensor is connected with the first pressure reducing valve and used for collecting a pressure value and judging whether a set value of the first pressure reducing valve is accurate or not according to the pressure value;
the electric control exhaust valve is connected with the brake control device, and when the brake control device breaks down, the electric control exhaust valve is electrified to forcedly relieve the brake of the broken vehicle;
the data acquisition sensor converts acquired data to obtain a first voltage signal, and the first voltage signal is transmitted to the solenoid valve control board card, and then the vehicle pressure value is adjusted according to data on the solenoid valve control board card.
2. The auxiliary device with fault self-diagnosis function according to claim 1, wherein said APS pressure sensor converts said pressure value into a second voltage signal, which is transmitted to said solenoid valve control card.
3. The auxiliary device with the fault self-diagnosis function according to claim 1, wherein when a person drives a vehicle and the brake control device has a fault, the electrically controlled exhaust valve is electrified and cuts off an air path, and then downstream compressed air is exhausted to forcibly relieve the brake of the fault vehicle.
4. The assistance apparatus having the malfunction self-diagnosis function according to claim 3, wherein when the vehicle is not driven and the brake control apparatus of the vehicle malfunctions, the electrically controlled exhaust valve is energized according to a vehicle control logic, forcing relief of the malfunctioning vehicle brake.
5. The auxiliary device with the fault self-diagnosis function according to claim 1, wherein the data acquisition sensor acquires a total wind pressure value, and judges whether the first pressure switch acts normally or not according to the total wind pressure value;
the data acquisition sensor acquires a parking pressure value, judges whether the action of the second pressure switch is normal or not according to the parking pressure value, and judges whether the set value of the second pressure reducing valve is accurate or not.
6. The auxiliary device with the fault self-diagnosis function according to claim 5, wherein the data acquisition sensor converts the total wind pressure value and the parking pressure value into the first voltage signal, and transmits the first voltage signal to the solenoid valve control board.
7. The auxiliary device with the fault self-diagnosis function according to claim 1, wherein the first pressure reducing valve and the APS pressure sensor are provided on a pneumatic spring branch, and the pneumatic spring branch is connected with a pneumatic spring reservoir interface.
8. The auxiliary device with fault self-diagnosis function according to claim 1, wherein the electrically controlled exhaust valve is provided in a brake branch, and a check valve is further provided in the brake branch.
9. The auxiliary device with fault self-diagnosis function according to claim 8, wherein the braking branch is connected to a braking device interface.
10. The auxiliary device with fault self-diagnosis function according to claim 4, wherein the second pressure reducing valve is provided on a parking branch, and the parking branch is connected with a parking cylinder interface.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211453433.3A CN115675429A (en) | 2022-11-21 | 2022-11-21 | Auxiliary device with fault self-diagnosis function |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211453433.3A CN115675429A (en) | 2022-11-21 | 2022-11-21 | Auxiliary device with fault self-diagnosis function |
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| CN115675429A true CN115675429A (en) | 2023-02-03 |
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| CN202211453433.3A Pending CN115675429A (en) | 2022-11-21 | 2022-11-21 | Auxiliary device with fault self-diagnosis function |
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| CN (1) | CN115675429A (en) |
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- 2022-11-21 CN CN202211453433.3A patent/CN115675429A/en active Pending
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Inventor after: Li Congyuan Inventor after: Hou Fei Inventor after: Fan Rong Inventor after: Liu Decai Inventor after: Zhao Qinggang Inventor before: Li Congyuan Inventor before: An Zhen Inventor before: Zhao Qinggang Inventor before: Liu Decai |