Train braking system comprehensive detection test device

Abstract

The invention provides a train braking system comprehensive detection test device, discloses all hardware of the train braking system comprehensive detection test device, and further discloses complete software systems matched with hardware systems. The train braking system comprehensive detection test device, the hardware and the complete software systems have the advantages that the train braking system comprehensive detection test device is a complete hardware and software system with advanced and feasible technologies, the braking distances, braking power, friction coefficients and the riding comfort can be measured and analyzed by the complete hardware and software system in real time, test result reports can be ultimately generated by the complete hardware and software system, the train braking system comprehensive detection test device has abundant and accurate test indexes, and methods are high in operability; test data are independent of signals of train bodies, tests can be independently completed, and test work can be normally completed even under the conditions of inaccurate signals of the train bodies or signal deficiency; speed sensor signal interfaces are reserved, and accordingly the tests can be completed under severe weather conditions or in tunnels; the hardware and software system is highly integrated and sharable, computation methods are scientific and effective, and the train braking system comprehensive detection test device is an efficient, accurate and convenient comprehensive detection test device for train braking systems.

Description

technical field [0001] The invention relates to a comprehensive detection test device for a train braking system, which belongs to the technical field of train braking detection. Background technique [0002] Train braking is to artificially stop the movement of the train, including making it slow down, not accelerate or stop running. Releasing or reducing the braking effect of a braked train or locomotive is called "relieving". A complete set of equipment installed on a train for braking and relief, collectively referred to as a train "braking device". "Braking" and "braking device" are commonly known as "brakes". The application of braking is often referred to simply as "upper brake" or "lower brake", and the implementation of mitigation is simply referred to as "loose brake". [0003] The technical principle of train braking is more complicated than that of automobiles, and trains are faster and heavier than automobiles. The friction between car tires and the ground i...

AI Technical Summary

Problems solved by technology

One is that the train brake system detection test device does not use the BDS differential positioning module, which cannot achieve high-precision measurement of the speed of the train, resulting in inaccurate test results; second, many test data in the prior art must rely on the signal of the train body and cannot be independent When the signal of the train body is inaccurate or the signal is missing, the test work cannot be completed normally. At the same time, the existing technology does not reserve the interface of the speed sensor signal, and the test cannot be completed in bad weather or in the tunnel; Speed ​​is the basis for calculating braking distance and average acceleration. At present, the instantaneous vehicle speed is calculated by the pulse signal sent by the speed sensor of the train braking system installed on the axle. The calculated result is the rotation speed of the wheel, which is equivalent to the speed of the vehicle The shortcoming of the instantaneous running speed is that the result is more accurate only when the track is dry and straight. If the track condition is not good, after the wheels slide, the speed of the wheels will be very different from the real running speed of the vehicle. The reference value of the vehicle speed data is not very big. In addition, the speed calculation is related to the wheel diameter, and the calculated speed gradually increases with the error between the wheel wear and the real speed; The complete hardware and software system that conducts real-time measurement and analysis of the friction coefficient and riding comfort and finally generates a report of the test results generally only discloses part of the hardware of the train braking system testing and testing device, and lacks comprehensive testing of the train braking system. The hardware and software of the test device are complete and achievable technical solutions, and there is a lack of a test device for comprehensive testing of the train braking system in combination with ride comfort

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