CN109878488B - Hydraulic braking system of subway train - Google Patents
Hydraulic braking system of subway train Download PDFInfo
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- CN109878488B CN109878488B CN201910222977.0A CN201910222977A CN109878488B CN 109878488 B CN109878488 B CN 109878488B CN 201910222977 A CN201910222977 A CN 201910222977A CN 109878488 B CN109878488 B CN 109878488B
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Abstract
The invention relates to a hydraulic braking system of a subway train, and belongs to the technical field of rail vehicles. The hydraulic braking system comprises a hydraulic braking clamp, a hydraulic braking control system and an auxiliary relieving device; the brake control system comprises a speed sensor, an air spring pressure sensor and a brake control device, and the brake control device comprises an electronic brake control unit and a hydraulic brake control unit; the hydraulic brake control unit comprises a valve control device and a hydraulic source device for supplying hydraulic oil to the hydraulic brake clamp, the hydraulic source device comprises an oil pump and an oil pump driving motor, and the valve control device is used for regulating and controlling the process of outputting the hydraulic oil to the hydraulic brake clamp by the hydraulic source device; the electronic brake control unit outputs control signals to a motor controller and a valve control device of the oil pump driving motor. A braking system of the subway is constructed by utilizing the hydraulic braking clamp so as to meet the requirements of light weight and modular design, and the hydraulic braking clamp can be widely applied to the manufacturing fields of rail vehicles and the like.
Description
Technical Field
The invention relates to a brake system for a rail transit vehicle, in particular to a hydraulic brake system of a subway train.
Background
In recent years, with the rapid development of subways, the running speed thereof is increased from the initial 60 km/h to 80 km/h, 100 km/h and even higher. Because the distance between subway running stations is short, compared with other rail transit vehicles, the subway train is started and stopped more frequently, and the vehicles are required to have larger starting acceleration and braking deceleration in order to guarantee the running efficiency. When the subway runs at a high speed, the subway can certainly depend on the brake control system to adjust the running speed of the train and stop at a preset position timely and accurately, so that the brake system becomes an essential component for the safe running of the subway.
Currently, a common braking system of a subway is an air braking system, which utilizes an air compressor to generate high-pressure air, and controls the actions of various electromagnetic valves through a microcomputer to generate braking and relieving effects, for example, a subway locomotive braking device disclosed in patent document with publication number CN208181082U has a specific scheme that air pressure is supplied to two air cylinders simultaneously, and two brake calipers can be driven simultaneously to brake wheels from two sides of a subway wheel, so as to provide a larger braking torque. In addition, patent document CN108372868A discloses a braking device for a subway locomotive, which specifically adopts a cylinder to push a wear pad to rub a subway wheel, so as to achieve the purpose of braking.
Although these air brake systems can achieve good braking effect, the air brake systems have the problems that the volume of the wind source system is too large, and the wind source system is not configured for each train, so that the connection between the trains needs to be performed by using pipelines. In addition, the air compressor used for generating air braking force can generate larger noise when in work, and particularly, the noise generated by the work of the air compressor and the air charging and discharging sound when a train enters a station can be larger.
In recent years, with the increasing emphasis on weight reduction and modularization of subways in design and the decreasing installation space of each system device, the air brake system is too bulky to satisfy the brake mode of weight reduction and modularization, and cannot provide sufficient brake force output on the premise of satisfying the installation space.
Disclosure of Invention
The invention mainly aims to provide a hydraulic braking system of a subway train, which can better carry out light weight and modular design;
another object of the present invention is to provide a hydraulic brake system for a subway train, which improves the efficiency of an auxiliary relieving operation by improving the structure of an auxiliary relieving apparatus thereof.
In order to achieve the above main object, the present invention provides a hydraulic brake system including a hydraulic brake caliper mounted on a bogie of each train, a hydraulic brake control system for controlling an operating state of the hydraulic brake caliper, and an auxiliary relieving device for auxiliary relieving the hydraulic brake caliper; the hydraulic brake control system comprises a speed sensor, an air spring pressure sensor and a brake control device, the brake control device comprises an electronic brake control unit and a hydraulic brake control unit, and the speed sensor and the air spring pressure sensor output detection signals to the electronic brake control unit; the hydraulic brake control unit comprises a valve control device and a hydraulic source device for supplying hydraulic oil to the hydraulic brake clamp, the hydraulic source device comprises an oil pump and an oil pump driving motor, and the valve control device is used for regulating and controlling the process of outputting the hydraulic oil to the hydraulic brake clamp by the hydraulic source device; the electronic brake control unit outputs control signals to a motor controller and a valve control device of the oil pump driving motor.
The hydraulic brake clamp is adopted to replace an air clamp in the prior art to construct a basic brake device, so that the lightweight and modular design can be met, less and less design space can be provided, the noise in the operation process can be reduced, and a hydraulic source can be configured on each row of vehicles, so that a brake system can be better arranged.
The hydraulic brake clamp comprises a passive brake clamp applying braking force by a mechanical spring.
The preferable scheme is that a pneumatic control pressure reducing valve is arranged between an air pressure source of the air spring pressure sensor and the valve control device; under the working condition of emergency braking, the emergency brake switch is used for applying pressure, the emergency brake valve in the valve control device is controlled to be de-energized, so that the pressure of an air pressure source of the air spring pressure sensor is converted into corresponding hydraulic pressure through the pneumatic control pressure reducing valve, and the hydraulic brake clamp is controlled to apply hydraulic braking force. So as to realize the adjustment of the hydraulic braking force of the empty and heavy vehicles under the working condition of emergency braking.
Another preferred scheme is that each bogie is uniformly provided with a speed sensor, an air spring pressure sensor and a brake control device which can independently control a hydraulic brake clamp on the bogie; the communication system arranged between the hydraulic brake control system and the brake command generation system comprises a first communication line used for information interaction between the brake command generation system and the plurality of brake control devices, and a second communication line used for information interaction between two adjacent electronic brake control units. The hydraulic brake control system is configured into a brake instruction generation system, the brake control devices installed on each bogie and the first communication line used for information interaction between the two, the brake control devices are configured into a brake process capable of independently controlling the bogie where the brake control devices are located, and a second communication line capable of carrying out internal communication is constructed between two adjacent electronic brake control units, so that the configuration can be carried out only according to vehicle marshalling in the process of building the hydraulic brake control system, and the modularized design is more flexible and convenient.
The preferable scheme is that the command generating system comprises a train control unit and a driver controller; the first communication line comprises a train network for information interaction between the train control unit and the electronic brake control unit, a third communication line for transmitting instructions between the driver controller and the electronic brake control unit, and a hard line for information interaction between the train control unit and the hydraulic brake control unit as well as the electronic brake control unit; the second communication line is a CAN bus. Based on the construction of the communication line, the hard line instruction of the train can be received, and meanwhile, the network signal can be received.
The electronic brake control unit uploads vehicle state information and fault information through a train network and/or a hard line, receives an instruction through the train network, and receives a traction instruction and a brake instruction through a third communication line; the hydraulic brake control unit receives an emergency brake command through a hard wire; and two adjacent electronic brake control units exchange vehicle state information through a second communication line.
The further proposal is that the train network is an MVB network, a CANOPEN network or an Ethernet; the third communication line is a network or a hard line; under the working condition of common braking, electric braking is taken as a main factor, and when the low-speed electric braking force fades out, the braking force is compensated by hydraulic braking; the electronic brake control unit receives brake instructions from the train control unit and the driver controller through the communication system, acquires the actual load and the sliding state information of the trains and the working state of the hydraulic brake system of each train according to the load detection signal and the speed detection signal, calculates the braking force of the brake system of each train, and calculates the braking force of each hydraulic brake clamp in the normal working state; and the electronic brake control unit outputs a control signal to drive the hydraulic brake clamp to act when judging that the vehicle is in a sliding state according to the received speed detection signal so as to reduce the braking force of the clamp until the sliding state is eliminated.
It is further preferred that the auxiliary mitigation means is a hydraulic device independent of the hydraulic brake control system.
In order to achieve the above another object, the present invention provides a further preferable aspect in which the auxiliary relief apparatus includes a hydraulic relief unit that is independent from the hydraulic brake control unit; the hydraulic relieving unit comprises a pressurizing branch, a pressure relief branch, a pipeline switching unit, a first external connector and a second external connector, wherein the first external connector is used for being connected with a pipeline of the hydraulic brake clamp, and the second external connector is used for being detachably connected with a connector of the manual pump; the pressurizing branch comprises an oil pump connected in series in a branch pipeline, a filter arranged between the oil pump and an oil outlet joint, and overflow valves arranged in parallel with two ends of the oil pump; a throttle valve is connected in series on the pressure relief branch; the pipeline switching unit comprises a three-position three-way reversing valve, a one-way valve, a control valve and a three-way connecting structure; a single pipe joint in the three-position three-way reversing valve is communicated with a first external connector, one of the double pipe joints is communicated with a second external connector, and the other double pipe joint is communicated with a first interface of the three-way connecting structure, so that the single pipe joint is used for selectively communicating the second external connector with one of the first joints with the first external connector or stopping the first external connector; the second interface of the three-way connection structure is communicated with the oil inlet connector through the control valve, the third interface is communicated with the oil outlet connector through the one-way valve, and the flow direction allowed by the one-way valve points to the third connector. An independent auxiliary relieving device is adopted to further improve the running safety of the vehicle; the pipeline switching unit is used for selectively communicating one of an oil outlet joint of the pressurizing branch, an oil inlet joint of the pressure relief branch and the second external connector with the first external connector or stopping an oil path of the first external connector, so that in the working process, based on the auxiliary relieving device with the pressurizing branch, the pressure relief branch, the manual pump and the pipeline switching unit, the pipeline switching unit only connects the first external connector to the oil outlet joint and stops the oil inlet joint of the pressure relief branch and the second external connector, and the oil pump can be started to perform pressurizing relieving operation on the clamp; when the electric auxiliary relieving function fails, the first external connector is communicated with only the second external connector by the pipeline switching unit and is cut off to the oil outlet connector and the oil inlet connector so as to be capable of relieving by using the manual pump, and when the relieving pressure reaches a preset value, the first external connector is cut off by the pipeline switching unit to maintain the pressure, so that the manual pump can be detached; after the relieving is finished, the hydraulic oil is conveyed back to the corresponding oil groove by utilizing the connection effect of the pipeline switching unit; the device has the advantages that multiple options are provided, namely the auxiliary relieving device integrating the dual functions of electric auxiliary relieving and manual auxiliary relieving is integrated, the operation is convenient, the probability of getting-off operation of drivers and passengers can be reduced, and the punctual rate of vehicles can be effectively prevented from being influenced.
The further proposal is that the three-position three-way reversing valve is a manual reversing valve; the control valve is a two-position two-way electromagnetic valve; the second external connector and/or the first external connector are/is a quick connector; a pressure switch is arranged between the first external connector and the pipeline switching unit, and the pressure switch outputs a monitoring signal to a motor control unit of the oil pump and outputs a state signal for assisting in relieving pressure to control equipment outside the auxiliary relieving device; the motor control unit controls the starting and stopping of the motor at least according to the monitoring signal.
Drawings
FIG. 1 is a schematic structural view of functional units and connecting pipes therebetween according to embodiment 1 of the present invention;
FIG. 2 is a schematic view of a conventional hydraulic brake caliper according to embodiment 1 of the present invention;
fig. 3 is a schematic structural diagram of functional units and pipes therebetween in an auxiliary release device according to embodiment 2 of the present invention.
Detailed Description
The invention is further illustrated by the following examples and figures.
Example 1
Referring to fig. 1 and 2, the hydraulic brake system 1 of the subway train of the invention comprises a hydraulic brake clamp installed on a bogie of each train, a hydraulic brake control system for controlling the working state of the hydraulic brake clamp, and an auxiliary relieving device for relieving the hydraulic brake clamp in an auxiliary manner; wherein the auxiliary relieving device is a hydraulic device independent of the hydraulic brake control system. In the present embodiment, two vehicles, i.e. vehicle 1001 and vehicle 1002, are taken as an example for illustration, it is needless to say that a plurality of vehicles may be organized into groups to brake according to actual needs, hydraulic brake calipers 103, 104, 105 and 106 are assembled on vehicle 1001, and a manual mechanical release device for manually and mechanically releasing the hydraulic brake calipers is arranged on each hydraulic brake caliper, that is, the brake systems on the two vehicles have the same structure, and the following description will take the brake system on vehicle 1001 as an example for illustration. The hydraulic brake clamp can adopt a shaft disc brake mode or a wheel disc brake mode.
The hydraulic brake control system includes an electronic brake control unit 10 mounted on a vehicle 1001, hydraulic brake control units 14, 17, a speed sensor 19 for acquiring the speed of the vehicle, and air spring pressure sensors 23, 24 for acquiring the load of the vehicle. Among them, the speed sensor 19 and the air spring pressure sensors 23 and 24 output detection signals to the electronic brake control unit 10. In the embodiment, two hydraulic brake clamps are provided with a hydraulic brake control unit and an auxiliary release device, the hydraulic brake control unit 14 is used for controlling the hydraulic brake clamps 103 and 104 in a normal state, and the auxiliary release device 11 is used for performing auxiliary release operation on the hydraulic brake clamps in a fault state of the brake control equipment; the hydraulic brake control unit 17 is used for controlling the hydraulic brake clamps 105 and 106 in a normal state, and the auxiliary relieving device 12 is used for performing auxiliary relieving operation on the brake control equipment in a fault state; in which one electronic brake control unit 10 constitutes a brake control apparatus in the present embodiment together with two hydraulic brake control units 14, 17, and the brake control apparatus mounted on each bogie is capable of independently controlling the braking force of that bogie. And the brake command generation system and the hydraulic brake control system carry out information interaction through a communication system.
The hydraulic brake caliper used in different vehicles of the present embodiment has the same structure, and is exemplified by 104, as shown in fig. 2, and includes a base 41, a push rod 42, a brake spring 43, a piston 44, a force-receiving block (not shown), a lever 45, a brake pad 461, a brake pad 462 and a brake disc 47; a piston cavity 410 is arranged on the base 41, the fulcrum of the lever 45 is hinged on the base 41 through a hinge shaft 48, and the power arm of the lever is relatively rotatably connected to the push rod 42 through a stressed block; the piston 44 is reciprocally disposed in the piston chamber 410, and a brake spring 43 for urging the push rod 42 to move is installed in the piston chamber 410.
In the working process, when the piston cavity 410 is decompressed through the oil hole 411, under the action of the elastic restoring force of the brake spring 43, the brake disc 47 is clamped by the transmission action of the push rod 42 and the stressed block through the pushing of the lever 45 to push the brake pad 461 and the brake pad 462 to match, so as to realize braking; when the piston chamber 410 is pressurized through the oil hole 411 communicated with the piston chamber, the hydraulic pressure pushes the release piston 44 to overcome the elastic restoring force of the brake spring 43 and push the brake pads 461 and 462 to be separated from the brake disc 47, so that the release is realized, and the normal driving can be carried out, namely, the hydraulic unit is controlled to pressurize the brake clamp, and the release is generated. The hydraulic brake clamp is a full-spring type brake clamp, namely a passive type brake clamp applying a braking force by a mechanical spring, and is particularly suitable for being applied to a line with a large slope to meet the parking brake requirement of a train, namely, the spring action type brake clamps arranged on bogies are matched with a hydraulic brake control system to output the clamping force required by braking and apply the action during parking brake to ensure that the train is stopped on the slope; the brake caliper has a hydraulic relieving function and a manual mechanical relieving function, and is used for relieving the brake caliper and quickly replacing brake pads under the condition of ensuring faults.
The hydraulic brake control unit comprises a valve control device and a hydraulic source device used for supplying hydraulic oil to the hydraulic brake clamp, the hydraulic source device comprises an oil pump, an oil pump driving motor and an energy accumulator 37, and the valve control device is used for regulating and controlling the process of outputting the hydraulic oil to the hydraulic brake clamp by the hydraulic source device.
As shown in fig. 1, in the present embodiment, two air spring pressure sensors 23 arranged on the same bogie and the pneumatic source of the air spring pressure sensor 23 are communicated with the pneumatic control pressure reducing valve 22 to provide input air pressure for the pneumatic control pressure reducing valve 23, so that during operation, the output pressure of the pneumatic source can be converted into corresponding hydraulic pressure by the pneumatic control pressure reducing valve 21 to regulate and control the operation state of the hydraulic brake clamp.
In this embodiment, the braking command generating system includes a driver controller 30, an emergency braking switch, a train control unit and a logic control unit connected thereto.
The communication system comprises a train network 31 for information interaction between the train control unit and the electronic brake control unit 10, a line 35 for receiving a control command from the driver controller 30 and outputting the control command to the electronic brake control unit 10, a hard line 32 for outputting an emergency brake signal to the hydraulic brake control units 14 and 17, and a CAN bus 36 for transmitting data between the electronic brake control units 10 of two adjacent trains of vehicles; that is, in the present embodiment, the communication system is used for the electronic brake control unit 10 and the hydraulic brake control units 14 and 17 on each train to perform information interaction with the outside, wherein the communication form of the train network 31 is MVB, CANOPEN, or ethernet, etc., the line 35 may be constructed by using a network or a hard wire, the line 35 forms a third communication line in the present embodiment, the train network 31, the line 35 and the hard wire 32 together form a first communication line in the present embodiment, and the CAN bus 36 forms a second communication line in the present embodiment.
In the working process, under the working condition of service braking, the braking instruction generating system sends a braking instruction to the electronic braking control unit 10, the electronic braking control unit 10 calculates the required braking force according to the braking instruction and the load force detected by the air spring pressure sensors 23 and 24, the traction control unit feeds back an electric braking force signal to the electronic braking control unit 10, the electronic braking control unit calculates the hydraulic braking force required to be supplemented, controls the hydraulic braking control unit, generates the pressure of a brake cylinder and realizes braking control. When the hydraulic system performs anti-skid control, the speed sensor detects a speed signal and transmits the speed signal to the electronic brake control unit, and the electronic brake control unit controls the action of a control valve in the hydraulic brake control unit according to the speed signal.
The electronic brake control unit 10 acquires an instruction through the train network 31 and outputs own vehicle state information and fault information; the line 35 is used for receiving a traction instruction and a braking instruction sent by the driver controller 30 and outputting the traction instruction and the braking instruction to the electronic braking control unit 10; the CAN bus 36 is mainly used for interacting the working state information of the hydraulic brake clamps on two adjacent vehicles, and if the communication connection between the train network 31, the driver controller 30 and the hard line 32 and one of the trains is lost, the information CAN be indirectly transmitted based on the CAN bus 36; the hard wire 32 is used for interaction between the train control unit and the electronic brake control unit 10 between the vehicle state and the fault state, and interaction between the train control unit and the hydraulic brake control units 14 and 17 between emergency brake commands, that is, uploading vehicle state information and fault information, and transmitting the emergency brake commands.
In the present embodiment, the electronic brake control unit 10 is an independent electrical device, has an electrical hard-wire interface and a network interface, and is capable of receiving a command from the hard-wire 32 of the train and a command from the network 31 and transmitting vehicle status and failure information to the network 31; the train braking system and the train network control system are in network communication through MVB, CANOPEN or Ethernet, and are in local communication with the upper computer PC through RS232, so that the test detection function is realized, and the electronic braking control units 10 on all the vehicles are in internal communication through the CAN bus 36. The hydraulic brake control units 14 and 17 are hydraulic stations, and receive commands from the electronic brake control unit 10 and the train, and output corresponding hydraulic pressure to the hydraulic brake clamps. The accumulator 37 stores energy for the hydraulic brake control unit, reducing frequent starting of the motor. The motor controllers 15 and 16 control the start and stop of the oil pump driving motor according to the instruction of the electronic brake control unit 10; meanwhile, the maximum current of the motor during starting can be limited, and the impact on the train voltage is avoided. The hydraulic brake clamps 103 to 106 are brake executing devices, and constitute a brake friction pair together with a brake disc, while the basic brake device of the hydraulic brake system of the present embodiment generates a braking force required for deceleration or stopping of a train through a clamping force between the two devices. The speed sensor is used to detect a train speed signal and transmit it to the electronic brake control unit 10. The auxiliary relieving devices 11 and 12 are used for isolating hydraulic braking of the bogie, generate pressure through a power unit or a manual pressurizing mode, and output the pressure to the braking clamp, so that the pressure is relieved, namely the auxiliary relieving devices are arranged on each bogie and used for relieving the braking clamp under the condition of ensuring faults and carrying out rescue.
Based on the arrangement of the information transmission network structure, the hydraulic brake system can be flexibly configured according to different marshalling trains, namely, module expansion is added between the vehicle 1001 and the vehicle 1002 according to the train marshalling. Since the hydraulic brake system includes the vehicle-control-based electronic brake control unit 10 and the frame-control-based hydraulic brake control units 14, 17, the electronic control unit 10 receives brake commands from the train control unit and the driver controller 30 to control the braking force of the corresponding bogie.
In the working process, the hydraulic brake system has the functions of service braking, emergency braking and auxiliary relieving.
The electronic brake control unit 10 receives signals from the air spring pressure sensors 23 and 24, the speed sensor 19, the hard wire 32, the network 31 and the like to calculate braking force and control skid resistance, so as to control the hydraulic brake control units 14 and 17, adjust the pressure of the hydraulic brake clamps 103 to 106, achieve the purpose of mechanical braking, and simultaneously feed back fault or warning information of the electronic brake control unit 10 to the train control unit.
A speed sensor 19 is arranged on each bogie and used for detecting the speed of a train, performing hydraulic brake antiskid control and reducing wheel abrasion, specifically, the electronic brake control unit 10 judges whether the vehicle slides or not according to a speed signal, and if the electronic brake control unit detects the sliding, the output pressure of the hydraulic brake control units 14 and 17 is controlled, the braking force of a brake clamp is reduced, and the sliding state is eliminated.
The hydraulic brake control system receives a driver handle instruction to perform common brake control, exerts electric brake capacity as much as possible in the braking process, and compensates brake force by hydraulic brake when low-speed electric brake force fades out; in the service braking process, the electronic braking control unit acquires signals of the air spring pressure sensors 23 and 24 to obtain the actual load information of the train and adjust the braking force. At the same time, the antiskid control function is activated, and the electronic brake control unit 10 controls antiskid in the hydraulic brake. The service brake has an impulse limiting function to meet the requirement of passenger comfort.
The emergency brake is a pure hydraulic brake, is applied through an emergency brake switch, controls the emergency brake solenoid valve in the hydraulic brake control unit 10 to lose power, controls the pneumatic control pressure reducing valve, applies corresponding hydraulic brake force according to the air pressure of the air spring, and has an impulse limiting function so as to meet the requirement of passenger comfort. That is, in the emergency braking condition, the emergency brake valve in the valve control device 140, 170 is de-energized by pressing the emergency brake switch, so as to convert the pressure of the pneumatic source 53 of the air spring pressure sensor 23, 24 into the corresponding hydraulic pressure through the pneumatic control pressure reducing valve 21, 22, and control the hydraulic brake clamp to apply the hydraulic braking force. So as to realize the adjustment of the hydraulic braking force of the empty and heavy vehicles under the working condition of emergency braking.
The spring type brake clamp is configured in the brake system, a certain hydraulic pressure is provided for the brake clamp, the brake clamp is released, when the conventional brake control of the train cannot output the pressure required by the brake clamp to release, the auxiliary release function is started to release the brake clamp, the auxiliary release device is actuated by manually operating a button in a cab, and the pressure is supplied to the brake clamp to release the pressure.
In the working process, the train adopts the principle of electric brake priority, and the hydraulic brake force is evenly distributed and supplemented when the electric brake force is insufficient, so that the purposes of stable brake force and balanced brake pad abrasion are achieved. The brake control management may be performed by the vehicle control unit or may be performed by the brake system.
In this embodiment, the train braking system includes a braking command generation system, a hydraulic braking control system, and an anti-skid system; the hydraulic brake control system comprises an electronic brake control unit 10 and a hydraulic brake control unit, and the antiskid system comprises a speed sensor on a wheel shaft and a control valve inside the hydraulic brake control unit.
Based on the structure setting, the structure has the following advantages: (1) the flexible configuration of the braking system can be realized in different train marshalling modes, and the same components can be configured no matter a motor train or a trailer, so that the interchangeability is realized; (2) the braking force can be automatically adjusted according to the load change of the vehicle; the device has an impulse limiting function so as to meet the requirement of passenger comfort; the anti-skid control function is provided, so that the wheel which slides can be quickly recovered to be stuck, and the tread of the wheel set can be effectively prevented from being scratched due to sliding during braking; the system can receive a hard wire instruction of a train and simultaneously receive a network signal; (3) the system can report state information and fault information to the train, and has the functions of fault diagnosis, fault information storage, display and communication; (4) the brake management is flexible, the train can carry out brake control management, and the brake system can carry out brake force management.
Example 2
As a description of embodiment 2 of the present invention, only the differences from embodiment 1 above, that is, the configuration of the auxiliary alleviating device will be described below. In this embodiment, the auxiliary release device is a hydraulic device independent of the hydraulic brake control unit, that is, the auxiliary release function and the normal release function adopt completely independent oil passages, so that redundancy is increased.
Referring to fig. 3, the auxiliary release device 9 includes a pressurizing branch, a pressure releasing branch, a pipeline switching unit, a first external connector 911 for connecting with a hydraulic brake clamp pipeline and a second external connector 912 for detachably connecting with a joint of a manual pump, that is, the pipeline of the whole auxiliary release device 9 can be connected to a clamp cavity 9010 of the hydraulic brake clamp through the first external connector 911. The second external connector 912 and the first external connector 911 are both fast plugging connectors, so as to connect the second external connector 912 and the first external connector with the corresponding device connector at the same speed and disassemble and assemble the device connector.
The pressurizing branch comprises an oil pump 90 and a filter 92 which are connected in series through a branch pipeline 901, impurities contained in hydraulic oil in the branch are filtered by arranging the filter 92, and two ends of the whole pressurizing branch are connected with overflow valves 99 in parallel to ensure the use safety; the oil pump 90 is driven by a motor 91.
The pressure relief bypass includes a throttle 98 connected to the oil passage by a bypass line 902.
The pipeline switching unit comprises a three-position three-way reversing valve 94, a one-way valve 93, a control valve 97 and a three-way connecting structure 903; a single pipe joint 940 in the three-position three-way reversing valve 94 is communicated with a first external connector 911 through a four-way connecting structure 904 and a branch pipe, one joint 942 in the double pipe joint is communicated with a second external connector 912 through a branch pipe 905, and the other joint 941 is communicated with a first interface of a three-way connecting structure 903; the third port of the four-way connection 904 is connected to the pressure switch 96 via a branch line to monitor the hydraulic pressure in the first external connector 911, and the fourth port is connected to the pressure measuring connector 95 via a branch line to monitor the hydraulic pressure in the first external connector 911 via the pressure measuring connector 95. The second port of the three-way connection structure 903 is communicated with an oil inlet joint of the pressure relief branch through a control valve 97 to open the pressure relief branch or stop the pressure relief branch, the third port is communicated with an oil outlet joint of the pressure charging branch through a one-way valve 93, and the flow direction allowed by the one-way valve 93 points to the third port of the three-way connection structure 903, namely the three-position three-way reversing valve 94 only allows hydraulic oil to flow from the filter 92 but not allow reverse flow. In this embodiment, the control valve 97 is a two-position two-way solenoid valve, so that it can be switched between an open state and a closed state under the control of the control unit; the three-position three-way directional valve 94 is a manual directional valve so that the driver and passengers can select different connection states according to the requirements in the relieving process.
In the working process, the pressure switch 96 outputs an oil pressure monitoring signal to the motor control unit of the oil pump 90, and the motor control unit controls the start and stop of the motor 91 at least according to the oil pressure monitoring signal, so as to control the start and stop of the oil pump 90.
In the course of the work, when needs carry out electronic supplementary alleviating, confirm that the handle of tribit tee bend switching-over valve 94 is for centering on the rotatory 45 to I position, trigger the driver's cabin at this moment and assist and alleviate button or switch, control valve 97 gets electric, and supplementary device of alleviating starts, and pressure switch 96 signals is in order to start motor 91 simultaneously, and drive oil pump 90 to supplementary pipeline output hydraulic oil of alleviating, and after the last operating point of pressure switch was arrived in the pressure in the pipeline, motor 90 stopped working. When the pressure in the line drops below the lower setting of the pressure switch 96, the motor 91 is again started until the pressure again reaches the upper operating point. When the motor 91 stops working, the check valve 93 prevents the hydraulic oil from flowing back, and the auxiliary relieving pressure of the pipeline is maintained. When the pressure in the auxiliary release line reaches the brake caliper release pressure, the pressure switch 96 outputs an auxiliary released status signal to the train.
When the electric auxiliary relieving function fails, the handle of the three-position three-way reversing valve 94 is rotated 45 degrees to the III position relative to the middle position, the manual pump 02 is taken out from the compartment, the handle is connected to the auxiliary relieving device through the quick-insertion port on the second external connector 912, the manual pump is pressed, the pressure gauge on the manual pump is observed until 100bar, the handle of the three-position three-way reversing valve 94 is rotated to the II position of the middle position at the moment, and the auxiliary relieving oil way is locked by pressure. And rotating a pressure relief hand wheel on the manual pump to pull the manual pump 02 and the second external connector 912 out.
After the action is alleviated in manual assistance, be connected manual pump 02 with the quick connector of second external connector 912, ensure that the hand wheel of manual pump 02 is in the pressure release position, rotate the handle of three-position three-way reversing valve 94 to III position, the supplementary hydraulic oil of alleviating the oil circuit returns manual pump 02 under the oil pressure effect, pull out manual pump 02 with the quick connector of second external connector 912, rotate the handle of three-position three-way reversing valve 94 to I position, sheathe in the helmet of the quick connector of second external connector and manual pump 02 oil port department, and put the manual pump 02 back to the position of depositing.
That is, in this embodiment, the pipeline switching unit is configured to selectively communicate one of the oil outlet joint of the pressurization branch, the oil inlet joint of the pressure relief branch, and the second external connector 912 with the first external connector 911, or stop the oil path of the first external connector 911.
Claims (9)
1. The hydraulic brake system of the subway train is characterized by comprising hydraulic brake clamps, a hydraulic brake control system and an auxiliary relieving device, wherein the hydraulic brake clamps are arranged on a bogie of each train;
the hydraulic brake control system comprises a speed sensor for acquiring the speed of the vehicle, an air spring pressure sensor for acquiring the load of the vehicle and a brake control device for independently controlling the braking force of a bogie mounted on the brake control device, the brake control device comprises an electronic brake control unit and a hydraulic brake control unit, and the speed sensor and the air spring pressure sensor output detection signals to the electronic brake control unit;
the hydraulic brake control unit comprises a valve control device and a hydraulic source device used for supplying hydraulic oil to the hydraulic brake clamp, the hydraulic source device comprises an oil pump and an oil pump driving motor, and the valve control device is used for regulating and controlling the process of outputting the hydraulic oil to the hydraulic brake clamp by the hydraulic source device; the electronic brake control unit outputs control signals to a motor controller of the oil pump driving motor and the valve control device;
each bogie is uniformly provided with the speed sensor, the air spring pressure sensor and the brake control device which can independently control the hydraulic brake clamp on the bogie; the communication system is arranged between the hydraulic brake control system and the brake command generation system and comprises a first communication line used for information interaction between the brake command generation system and the plurality of brake control devices and a second communication line used for information interaction between two adjacent electronic brake control units; the command generation system comprises a train control unit and a driver controller; the first communication line comprises a train network for information interaction between the train control unit and the electronic brake control unit, a third communication line for transmitting instructions between the driver controller and the electronic brake control unit, and a hard line for information interaction between the train control unit and the hydraulic brake control unit as well as between the train control unit and the electronic brake control unit; the second communication line is a CAN bus.
2. The hydraulic brake system of claim 1, wherein:
the hydraulic brake caliper comprises a passive type brake caliper in which a mechanical spring applies a braking force.
3. The hydraulic brake system of claim 2, wherein:
a pneumatic control pressure reducing valve is arranged between an air pressure source of the air spring pressure sensor and the valve control device; under the working condition of emergency braking, the emergency brake switch is used for applying pressure, the emergency brake valve in the valve control device is controlled to lose power, so that the pneumatic control pressure reducing valve is used for converting the pressure of an air pressure source of the air spring pressure sensor into corresponding hydraulic pressure, and the hydraulic brake clamp is controlled to apply hydraulic braking force.
4. The hydraulic brake system of claim 1, wherein:
a pneumatic control pressure reducing valve is arranged between an air pressure source of the air spring pressure sensor and the valve control device; under the working condition of emergency braking, the emergency brake switch is used for applying pressure, the emergency brake valve in the valve control device is controlled to lose power, so that the pneumatic control pressure reducing valve is used for converting the pressure of an air pressure source of the air spring pressure sensor into corresponding hydraulic pressure, and the hydraulic brake clamp is controlled to apply hydraulic braking force.
5. The hydraulic brake system according to any one of claims 1 to 4, characterized in that:
the electronic brake control unit uploads vehicle state information and fault information through the train network and/or the hard wire, receives an instruction through the train network, and receives a traction instruction and a brake instruction through the third communication line; the hydraulic brake control unit receives an emergency brake command through the hard wire; and two adjacent electronic brake control units exchange vehicle state information through the second communication line.
6. The hydraulic brake system of claim 5, wherein:
the train network is an MVB network, a CANOPEN network or an Ethernet; the third communication line is a network or a hard line;
under the working condition of common braking, electric braking is taken as a main factor, and when the low-speed electric braking force fades out, the braking force is compensated by hydraulic braking;
the electronic brake control unit receives brake instructions from the train control unit and the driver controller through the communication system, acquires the actual load and the sliding state information of the trains and the working state of the hydraulic brake system of each train according to the load detection signal and the speed detection signal, calculates the braking force of the brake system of each train, and calculates the braking force of each hydraulic brake clamp in the normal working state;
and the electronic brake control unit outputs a control signal to drive the hydraulic brake clamp to act when judging that the vehicle is in a sliding state according to the received speed detection signal so as to reduce the braking force of the clamp until the sliding state is eliminated.
7. The hydraulic brake system according to any one of claims 1 to 4, characterized in that:
the auxiliary mitigation device is a hydraulic device independent of the hydraulic brake control system.
8. The hydraulic brake system of claim 7, wherein:
the auxiliary relieving device comprises a hydraulic relieving unit which is relatively independent from the hydraulic brake control unit; the hydraulic relieving unit comprises a pressurizing branch, a pressure relief branch, a pipeline switching unit, a first external connector and a second external connector, wherein the first external connector is used for being connected with a pipeline of the hydraulic brake clamp, and the second external connector is used for being detachably connected with a connector of a manual pump; the charging branch comprises an oil pump connected in series in a branch pipeline, a filter arranged between the oil pump and an oil outlet joint of the charging branch, and overflow valves arranged in parallel with two ends of the oil pump; a throttle valve is connected in series on the pressure relief branch;
the pipeline switching unit comprises a three-position three-way reversing valve, a one-way valve, a control valve and a three-way connecting structure; a single pipe joint in the three-position three-way reversing valve is communicated with the first external connector, one of the double pipe joints is communicated with the second external connector, and the other double pipe joint is communicated with the first interface of the three-way connecting structure, so that the single pipe joint is selectively communicated with the first external connector from the second external connector and the first interface of the three-way connecting structure, or the first external connector is cut off; the second interface of the three-way connecting structure is communicated with the oil inlet joint of the pressure relief branch through the control valve, the third interface is communicated with the oil outlet joint through the one-way valve, and the flow direction allowed by the one-way valve points to the third interface of the three-way connecting structure.
9. The hydraulic brake system of claim 8, wherein:
the three-position three-way reversing valve is a manual reversing valve; the control valve is a two-position two-way electromagnetic valve; the second external connector and/or the first external connector are/is a quick connector;
a pressure switch is arranged between the first external connector and the pipeline switching unit, and the pressure switch outputs a monitoring signal to a motor control unit of the oil pump and outputs a state signal for assisting in relieving pressure to control equipment outside the auxiliary relieving device; and the motor control unit controls the starting and stopping of the motor at least according to the monitoring signal.
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| CN201910222977.0A CN109878488B (en) | 2019-03-22 | 2019-03-22 | Hydraulic braking system of subway train |
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| CN110712657A (en) * | 2019-10-18 | 2020-01-21 | 中铁轨道交通装备有限公司 | Train auxiliary relieving system based on TCMS control and control method |
| CN111169446B (en) * | 2020-01-02 | 2021-04-09 | 中车青岛四方机车车辆股份有限公司 | Rail train's arresting gear and rail train |
| CN111890941A (en) * | 2020-08-14 | 2020-11-06 | 中车齐齐哈尔车辆有限公司 | Braking device, system and method of train |
| CN111959467B (en) * | 2020-08-20 | 2023-05-05 | 南京中车浦镇海泰制动设备有限公司 | Rail vehicle electromechanical braking anti-skid control system and method |
| CN112550249B (en) * | 2020-12-04 | 2022-03-18 | 中车南京浦镇车辆有限公司 | Rubber wheel train and brake control system and method thereof |
| CN112550250B (en) * | 2020-12-04 | 2022-07-19 | 中车南京浦镇车辆有限公司 | Rubber wheel train and brake control system and method thereof |
| CN112550251B (en) * | 2020-12-04 | 2022-03-18 | 中车南京浦镇车辆有限公司 | Rubber wheel train and brake control system and method thereof |
| CN112550252B (en) * | 2020-12-04 | 2022-03-18 | 中车南京浦镇车辆有限公司 | Rubber wheel train and brake control system and method thereof |
| CN114734969B (en) * | 2022-04-22 | 2023-06-09 | 南京中车浦镇海泰制动设备有限公司 | Braking state loop of passive braking system |
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Denomination of invention: A hydraulic braking system for subway train Effective date of registration: 20220401 Granted publication date: 20210406 Pledgee: Bank of Jiaxing science and technology branch of Limited by Share Ltd. Pledgor: JIAXING JUNPING RAIL TRANSIT TECHNOLOGY Co.,Ltd. Registration number: Y2022980003753 |