CN114112447B - Locomotive departure front function test method - Google Patents
Locomotive departure front function test method Download PDFInfo
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- CN114112447B CN114112447B CN202111403886.0A CN202111403886A CN114112447B CN 114112447 B CN114112447 B CN 114112447B CN 202111403886 A CN202111403886 A CN 202111403886A CN 114112447 B CN114112447 B CN 114112447B
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- 238000010998 test method Methods 0.000 title abstract description 8
- 238000012360 testing method Methods 0.000 claims abstract description 125
- 238000000034 method Methods 0.000 claims abstract description 12
- 230000002159 abnormal effect Effects 0.000 claims description 7
- 238000011835 investigation Methods 0.000 claims description 4
- 230000005856 abnormality Effects 0.000 claims description 3
- 238000007599 discharging Methods 0.000 claims description 3
- 230000003068 static effect Effects 0.000 claims description 3
- 238000013024 troubleshooting Methods 0.000 abstract description 3
- 238000001514 detection method Methods 0.000 description 8
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000008030 elimination Effects 0.000 description 1
- 238000003379 elimination reaction Methods 0.000 description 1
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- 230000002045 lasting effect Effects 0.000 description 1
- 238000012345 traction test Methods 0.000 description 1
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/08—Railway vehicles
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a method for testing functions of a locomotive before departure, which comprises the following steps: control of the auxiliary function module and test of the auxiliary function module; and a second step of: testing the working state of the contactor; and a third step of: testing a locomotive traction motor and a traction loop; fourth step: and testing a locomotive braking unit. The invention realizes the function test method before departure, the locomotive tested by the method can ensure that all main systems can normally work, the locomotive meets the condition of on-line operation, solves the problem that the locomotive performance is difficult to comprehensively test, improves the operation reliability of the locomotive, avoids the potential safety hazard of on-line operation of the locomotive with problems, and can clearly prompt the fault point of the locomotive to operators, thereby reducing the difficulty of the operators in troubleshooting.
Description
Technical Field
The invention relates to the technical field of locomotive testing, in particular to a locomotive function testing method before departure.
Background
Locomotives are self-propelled vehicles that pull or push the rail vehicle into operation without themselves carrying a business load.
Before the locomotive starts, the overall performance of the locomotive needs to be tested, so that the locomotive can be ensured to normally run.
The existing locomotive test can only test each independent item point, cannot ensure the running condition of the whole locomotive, needs multiple operation of operators for equipment-by-equipment test, has low efficiency, cannot test the traction function of the locomotive, and is incomplete in test.
Therefore, it is necessary to provide a locomotive front function testing method to solve the above technical problems.
Disclosure of Invention
The invention provides a locomotive front function testing method, which solves the problems that an operator is required to operate for multiple times and the efficiency is low in the existing locomotive test.
In order to solve the technical problems, the locomotive front function testing method provided by the invention comprises the following steps: the first step: control of auxiliary function module and test of auxiliary function module
The locomotive auxiliary part comprises a locomotive air compressor, a ventilator and a charger auxiliary function module, when the locomotive is in an idle working condition, the large auxiliary function module is in a standby state and cannot determine whether normal operation can be performed, an enabling signal is given through the main control module, the auxiliary function modules are ordered one by one to start full-power operation, and after each module enters the full-power state, whether the voltage and the current of the detection module are in the normal range of the equipment or not is detected, so that whether all auxiliary equipment normally operates or not is judged one by one;
and a second step of: operating state test of contactor
In order to ensure that the steering handle contactor and the traction and electric gear contactor of the locomotive can work normally, a locomotive main control module issues closing instructions to the steering handle contactor and the traction and electric gear contactor one by one, judges whether the contactor can be closed normally through a feedback signal, issues a contactor opening instruction one by one, and judges whether the contactor can be opened normally through the feedback signal;
And a third step of: locomotive traction motor and traction circuit test
In order to test the state of a locomotive traction motor under the static condition of the locomotive and avoid locomotive movement caused by the test, a command is sequentially issued to the traction modules one by one through a main control module, each individual traction module is commanded to apply minimum traction, and whether the individual motors can work normally is judged one by one through traction feedback and traction motor current;
Fourth step: locomotive brake unit test
The test of the locomotive braking unit is completed by the braking unit, the main control module sends a test command to the braking unit, after receiving the command, the braking unit firstly performs pipeline inflation and exhaust test to test whether the braking system works normally, then performs wind pressure test, stops inflation for one section, tests whether pipeline pressure can maintain normal pressure so as to detect whether leakage exists in the pipeline, and sends a test result to the main control module after the test is completed.
Preferably, the first to fourth steps are that the main control module gathers the test results and displays each test result on the locomotive display screen, and the operator can check the test result to check the problematic part of the locomotive separately and eliminate the problem.
Preferably, in the first step to the fourth step, if all the test results pass, it is proved that the current state of the locomotive meets the departure condition, and the locomotive can normally run on line.
Preferably, before the first to fourth steps of testing, it is necessary to ensure that the parking brake of the locomotive is applied in order to ensure that the testing can be performed smoothly.
Preferably, in the first step, the output voltage parameter of the auxiliary functional module is used as a basic performance investigation point of the auxiliary functional module, the difference value evaluation standard of the measured value and the theoretical value should be relatively strict, 2% -4% can be used as an error range, and the accuracy of the current sensor and the difference between the theoretical current parameter of the device and the actual current value can leave an error range of 9% -11%.
Preferably, in the second step, the main control module controls the forward contactor to be closed or opened, and the time for judging whether the contactor is successfully closed or opened is 2-4 seconds according to the feedback signal to the contactor.
Preferably, after the main control module issues the instruction in the third step, after 8-12 seconds, the main control module still does not receive the traction force feedback from the traction module, determines that a fault exists, and records the fault.
Preferably, in the fourth step, the brake unit performs air charging and discharging test on the pipeline, and the detection is to detect whether the air pressure is within a standard range 2-5 minutes after the air charging operation, and if the air pressure is not within the standard range, the fault is recorded.
Preferably, the fourth step is performed by stopping the air charging for 8-12 minutes.
Compared with the related art, the locomotive front function testing method provided by the invention has the following beneficial effects:
The invention provides a locomotive front function test method, which realizes the locomotive front function test method, and the locomotive tested by the method can ensure that all main systems can normally work, the locomotive meets the on-line operation condition, solves the problem that the locomotive performance is difficult to comprehensively test, improves the operation reliability of the locomotive, avoids the potential safety hazard of the on-line operation of the locomotive with problems, and can clearly prompt the fault point of the locomotive to operators, thereby reducing the difficulty of the operators in troubleshooting.
Drawings
FIG. 1 is a flow chart of a preferred embodiment of a locomotive front function test method provided by the present invention;
FIG. 2 is a block diagram of a system for testing locomotive front functions according to the present invention.
Detailed Description
The invention will be further described with reference to the drawings and embodiments.
Referring to fig. 1 and 2 in combination, fig. 1 is a flowchart of a preferred embodiment of a locomotive front function testing method according to the present invention; FIG. 2 is a block diagram of a system for testing locomotive front functions according to the present invention. A locomotive front function testing method comprises the following steps:
The first step: control of auxiliary function module and test of auxiliary function module
The auxiliary part of the locomotive comprises a locomotive air compressor, a ventilator and an auxiliary function module of a charger, when the locomotive is in an idle working condition, the large auxiliary function module is in a standby state, whether normal operation can be performed cannot be determined, an enabling signal is given through the main control module, the auxiliary function modules are ordered one by one to start full-power operation, and after each module enters the full-power state, whether the voltage and the current of the detection module are in the normal range of the equipment or not is judged one by one so as to judge whether all the auxiliary equipment normally operates or not.
And a second step of: operating state test of contactor
In order to ensure that the steering handle contactor and the traction and electric gear contactor of the locomotive can work normally, the locomotive main control module sends closing instructions to the steering handle contactor and the traction and electric gear contactor one by one, judges whether the contactor can be closed normally through a feedback signal, sends a contactor opening instruction one by one, and judges whether the contactor can be opened normally through the feedback signal.
And a third step of: locomotive traction motor and traction circuit test
In order to test the state of the locomotive traction motor under the locomotive static condition and avoid locomotive movement caused by test, the main control module sequentially gives instructions to the traction modules one by one, commands each individual traction module to apply minimum traction force, and judges whether the individual motors can work normally one by one through traction force feedback and traction motor current.
Fourth step: locomotive brake unit test
The test of the locomotive braking unit is completed by the braking unit, the main control module sends a test command to the braking unit, after receiving the command, the braking unit firstly performs pipeline inflation and exhaust test to test whether the braking system works normally, then performs wind pressure test, stops inflation for one section, tests whether pipeline pressure can maintain normal pressure so as to detect whether leakage exists in the pipeline, and sends a test result to the main control module after the test is completed.
(1) Auxiliary function module and auxiliary equipment test embodiment
For example, the locomotive has four auxiliary function modules, the auxiliary function modules 1 and 3 are fixed frequency modules, the auxiliary function modules 2 and 4 always work at 50Hz, the working frequency is adjustable, and the auxiliary function modules 2 and 4 are variable frequency modules.
The first step is to test the auxiliary function module 1, the auxiliary function module 1 is a fixed frequency module, the frequency is fixed to be 50Hz, all load devices mounted on the auxiliary function module 1 are forcedly started, the load devices are started after lasting for 20 seconds, after 20 seconds, the output frequency of the module is detected firstly, the positive and negative 3Hz is taken as a detection standard, namely the output frequency of the module is judged to be normal in frequency from 47Hz to 53Hz, otherwise, the frequency is judged to be out of limit, the output voltage and the output current of the auxiliary function module 1 are detected in the next step, the output voltage parameter of the auxiliary function module is taken as a basic performance investigation point of the auxiliary function module, the difference value judgment standard of the measured value and the theoretical value is relatively strict, 3% can be used as an error range, for example, the rated output voltage of the auxiliary function module is 380V, the voltage is considered to be normal when the measured value is between 368V and 391V, the out of limit is judged to be abnormal in voltage, the current detection can calculate the theoretical value of the output current of the auxiliary functional module 1 according to the load mounted by the auxiliary functional module, compares the measured value with the theoretical value, considers the precision of the current sensor and the difference between the theoretical current parameter of the equipment and the actual current value, can leave an error range of 10 percent, for example, according to the calculation of the equipment parameter, when the output voltage of the auxiliary functional module is 380V, the current value is 100A, the detection result can be considered to be normal between 90A and 110A, otherwise, the current abnormality is judged, when the frequency, the voltage or the current abnormality occurs in the final detection result, the system judges that the auxiliary functional module 1 or the mounted equipment thereof is abnormal, records the abnormal condition, the auxiliary functional module 1 is tested, the load equipment is recovered to the normal running state after 20 seconds, the next auxiliary function module test is started.
The second step is to test the auxiliary function module 2, the auxiliary function module 2 is a variable frequency module, all load devices mounted by the auxiliary function module 1 are forced to start first, then the output frequency of the auxiliary function module 2 is adjusted to the highest frequency, in the example, the highest frequency of the auxiliary function module 2 is assumed to be 50Hz, after 40 seconds, the auxiliary function module and the load devices are considered to be completely started, the output frequency of the auxiliary function module is detected, the output voltage and the current are detected, the detection method is consistent with that of the fixed frequency module, and finally, if the frequency, the voltage or the current are abnormal, the system judges that the auxiliary function module 2 or the mounted device is abnormal, and records the abnormal condition. And after the test of the auxiliary function module 2 is finished, the output frequency of the auxiliary function module is restored to the normal frequency, the load equipment is restored to the normal running state, the frequency of the auxiliary function module and the load equipment are considered to be restored after 20 seconds, and the next auxiliary function module test is started.
And then testing all the remaining auxiliary function modules one by one according to the method, wherein the fixed frequency module testing method refers to the module 1, the variable frequency module testing method refers to the auxiliary function module 2, and after all the auxiliary function modules are tested, a test result is generated and recorded, and the auxiliary function module testing is finished.
(2) Contactor test
The driver's direction handle contains two contactors: advancing and retreating;
The standard 8-gear driver controller comprises 5 contactors respectively named Run, A, B, C and D; the resistor braking is related to two contactors, namely DB17 and DB25;
the above 9 contactors control the locomotive traction direction and gear, and the mode judgment of resistance braking.
The contactor test is that the main control module controls the forward contactor to close at first, judges whether the contactor is closed successfully according to the contactor feedback signal after 2 seconds, then the main control module controls the forward contactor to open, judges whether the contactor is opened successfully according to the contactor feedback signal after 2 seconds, the forward contactor test is finished, the test result is recorded, and the next contactor test is started.
And testing the 9 contactors one by one in the mode, finally generating and recording a test result, and ending the contactor test.
(3) Traction loop testing
Firstly, a locomotive main control module gives an instruction to a traction module 1, the minimum traction force is required to be applied, once traction force feedback from the traction module is received, the traction force application instruction is immediately stopped, the traction module 1 is judged to work normally, and the traction module 2 is started to be tested; if the main control module still does not receive traction force feedback from the traction module after 10 seconds, judging that the traction module 1 or the traction motor 1 has a fault, recording the fault, and starting the test of the traction module 2.
Repeating the test method to test all traction motors one by one
After the test is completed, a test result is generated and recorded, and the traction test is finished.
(4) Brake Unit test
Firstly, a brake inflation and exhaust test is carried out, a main control module gives an inflation instruction to a brake module, the brake module carries out inflation operation to a locomotive brake cylinder and a train pipe, whether the wind pressure is within a standard range is detected after 3 minutes, and if the wind pressure is not within the standard range, faults are recorded.
After the air charging test is finished, air charging is stopped, the air charging is kept for 10 minutes, and the air pressure is reduced. It can be assumed that the wind pressure is allowed to drop by 60KPa per hour, converted into 10 minutes to be 10KPa, and if the wind pressure drops by more than 10KPa within ten minutes, the leakage of the pipeline is judged, and the fault is recorded.
After the test is completed, a test result is generated and recorded, and the brake test is finished.
After the tests are all completed, the main control module collates the experimental results to generate a test result report, the report is displayed on a locomotive display screen, and the function tests before departure are all completed.
According to the test result, if the test is passed, the locomotive state is proved to meet the locomotive running requirement, and the locomotive can normally start; if the test fails, an operator can check the fault item points, so that the quick search and the solution of faults are facilitated.
And the first step to the fourth step are that the main control module gathers the test results and displays each test result on a locomotive display screen, and operators can carry out independent inspection and problem elimination on the problematic part of the locomotive through inspecting the test results.
In the first step to the fourth step, if all the test results pass, the current state of the locomotive is proved to meet the departure condition, and the locomotive can normally run on line.
Before the first to fourth steps of testing, it is necessary to ensure that the parking brake of the locomotive is applied in order to ensure that the testing can be performed smoothly.
In the first step, the output voltage parameter of the auxiliary functional module is used as a basic performance investigation point of the auxiliary functional module, the difference value judgment standard of the measured value and the theoretical value is relatively strict, 2% -4% can be used as an error range, and the accuracy of the current sensor and the difference between the theoretical current parameter of the device and the actual current value can leave an error range of 9% -11%.
And in the second step, the main control module controls the forward contactor to be closed or opened, and judges whether the contactor is successfully closed or opened or not according to a feedback signal to the contactor, wherein the time is 2-4 seconds.
And in the third step, after the main control module gives an instruction, the main control module still does not receive traction force feedback from the traction module after 8-12 seconds, and the fault is judged and recorded.
And in the fourth step, the brake unit performs air charging and discharging test on the pipeline, and detects whether the air pressure is within a standard range or not after 2-5 minutes of air charging operation, and if the air pressure is not within the standard range, the fault is recorded.
And stopping charging in the fourth step for 8-12 minutes in the implementation.
Compared with the related art, the locomotive front function testing method provided by the invention has the following beneficial effects:
the invention realizes the function test method before departure, the locomotive tested by the method can ensure that all main systems can normally work, the locomotive meets the condition of on-line operation, solves the problem that the locomotive performance is difficult to comprehensively test, improves the operation reliability of the locomotive, avoids the potential safety hazard of on-line operation of the locomotive with problems, and can clearly prompt the fault point of the locomotive to operators, thereby reducing the difficulty of the operators in troubleshooting.
The foregoing description is only illustrative of the present invention and is not intended to limit the scope of the invention, and all equivalent structures or equivalent processes or direct or indirect application in other related technical fields are included in the scope of the present invention.
Claims (6)
1. The method for testing the function of the locomotive before departure is characterized by comprising the following steps of:
The first step: control of auxiliary function module and test of auxiliary function module
The auxiliary part of the locomotive comprises a locomotive air compressor, a ventilator and an auxiliary function module of a charger, when the locomotive is in an idle working condition, most of the auxiliary function modules are in a standby state and cannot determine whether normal work can be performed, an enabling signal is given through a main control module, the auxiliary function modules are ordered one by one to start full power work, after each module enters the full power state, whether the voltage and the current of each module are in the normal range of equipment or not is detected, whether all auxiliary equipment works normally or not is judged one by one is further judged, all load equipment mounted on the auxiliary function modules are forcedly started, whether the output frequency of the auxiliary function modules exceeds the limit is detected firstly, whether the output voltage and the output current of the auxiliary function modules exceed the limit is detected later, if the output frequency, the output voltage and the output current of the auxiliary function modules exceed the limit, the abnormality of the auxiliary function modules or the load equipment mounted on the auxiliary function modules is confirmed, and the abnormal conditions are recorded;
and a second step of: operating state test of contactor
In order to ensure that the steering handle contactor and the traction and electric gear contactor of the locomotive can work normally, a locomotive main control module issues closing instructions to the steering handle contactor and the traction and electric gear contactor one by one, judges whether the contactor can be closed normally through a feedback signal, issues a contactor opening instruction one by one, and judges whether the contactor can be opened normally through the feedback signal;
And a third step of: locomotive traction motor and traction circuit test
In order to test the state of a locomotive traction motor under the static condition of the locomotive and avoid locomotive movement caused by the test, sequentially issuing instructions to the traction modules one by one through a main control module, commanding each individual traction module to apply minimum traction force, judging whether the individual motor can work normally one by one through traction force feedback and traction motor current, wherein the traction force application instructions are stopped to be sent in response to the main control module receiving the traction force feedback of the traction module, and judging that a fault exists if the main control module still does not receive the traction force feedback from the traction module after 8-12 seconds, and recording the fault;
Fourth step: locomotive brake unit test
The testing of the locomotive braking unit is completed by the braking unit, the main control module sends a testing command to the braking unit, after receiving the command, the braking unit firstly performs pipeline inflation and exhaust testing to test whether the braking system works normally, then performs wind pressure testing to stop inflation for one section, tests whether the pipeline pressure can maintain normal pressure so as to detect whether leakage exists in the pipeline, and sends a testing result to the main control module after the testing is completed;
In the first step, the auxiliary function module outputs a voltage parameter as a basic performance investigation point of the auxiliary function module, the difference value judgment standard of the measured value and the theoretical value is relatively strict, 2% -4% can be used as an error range, and the accuracy of the current sensor and the difference between the theoretical current parameter of the device and the actual current value can leave an error range of 9% -11%;
in the first step to the fourth step, if all the test results pass, the current state of the locomotive is proved to meet the departure condition, and the locomotive can normally run on line.
2. The method according to claim 1, wherein the first to fourth steps are performed by a main control module to collect test results and display each test result on a display screen of the locomotive, and an operator can check the test result to individually check and eliminate the problematic portion of the locomotive.
3. The method according to claim 1, wherein before the first to fourth steps, it is necessary to ensure that the parking brake of the locomotive is applied in order to ensure that the test is performed smoothly.
4. The method according to claim 1, wherein in the second step, the main control module controls the forward contactor to be closed or opened, and the time for judging whether the contactor is successfully closed or opened is 2-4 seconds according to the feedback signal to the contactor.
5. The method according to claim 1, wherein in the fourth step, the brake unit performs an air charging and discharging test on the pipeline, and the test is to detect whether the air pressure is within a standard range 2-5 minutes after the air charging operation, and if the air pressure is not within the standard range, a fault is recorded.
6. The method according to claim 1, wherein in the fourth step, the time for stopping the air charge in the implementation of stopping the air charge is maintained for 8-12 minutes.
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