CN100475619C - Microcomputer control simulation type through current air-liquid conversion train braking system - Google Patents
Microcomputer control simulation type through current air-liquid conversion train braking system Download PDFInfo
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- CN100475619C CN100475619C CNB2006100273786A CN200610027378A CN100475619C CN 100475619 C CN100475619 C CN 100475619C CN B2006100273786 A CNB2006100273786 A CN B2006100273786A CN 200610027378 A CN200610027378 A CN 200610027378A CN 100475619 C CN100475619 C CN 100475619C
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Abstract
The analog direct current gas-liquid conversion brake system combines the energy together with simplified structure. It uses compressed air to improve safety. With compressed air less than 1Mpa inside the hose between the vehicles, chassis and suspension, it increase safeness greatly. The emergency brake can adjust the brake force based on the air suspended pressure.
Description
[technical field]
The invention relates to a kind of train braking system, particularly about a kind of brake system of maglev vehicle.
[background technology]
The magnetic-levitation train glancing impact mainly relies on electric braking, modes such as regenerative brake, the counter pinning as linear electric machine is moving, eddy current brake shift away train momentum, but because the safety problem of electric braking mode, the country that has (as Japan) still follows traditional guideway vehicle principle of design when the maglev vehicle brake system designs, adopt friction braking as the safety arrestment executive mode.
According to the particularity of maglev vehicle, the brake lining on the vehicle and the mode of track friction are adopted in the safety arrestment of maglev vehicle substantially.Because maglev vehicle bottom electrical equipment occupies than large space, so the actuating unit of safety arrestment (as clamp) many employings hydraulic-driven is so that the miniaturization design.
The sure brake system of Japan HSST magnetic-levitation train has just adopted hydraulic brake system, and it is made up of petrol storage tank, oil pump, filter, brake pressure control valve and a plurality of shock absorber, check valve, pressure switch, safety valve, energy storage, electromagnetic valve, oil mass inhibitor valve, two-way valve, hydraulic clamp etc.This system has realized the mode of safety arrestment, but this hydraulic brake system needs per car one cover oil hydraulic system, and structure is complicated.And high-pressure oil passage should not run through train, and it is irredundant therefore to brake prime power (oil pressure), and system safety is poor.In addition, the oil circuit (flexible pipe is connected) between floor underframe for vehicle and the suspension frame from the angle (during vehicle operating, the relative displacement of underframe and suspension frame is bigger) of long-term utilization, is an individual potential faults by the hydraulic oil up to MPa more than 20.In case the generation leakage of oil not only may cause this car to lose braking force, and after the track pollution, also may cause follow-up car brakeing power to descend.Moreover the friction brake force when this system is difficult to accomplish emergency braking is according to the empty and load adjustment, and the emergency braking braking force may be excessive or too small, causes passenger's traveling comfort and safety to descend greatly.
The control of braking of early stage train is used air damper more, it mainly is to utilize train pipe pressurized air to do the braking instruction transmission medium, because the character of pressurized air itself, the braking of the full train of air damper and the conformability of alleviation are poor, and the longitudinal impulse during train braking is big, stopping distance is long, and the long more above-mentioned shortcoming of train is obvious more.
The differentiation from the air damper to the electro-pneumatic brake has been experienced in the development of brake afterwards, and electro-pneumatic brake is the abbreviation of automatically controlled air damper, and it installs electric controling parts such as electromagnetic valve additional and forms on the basis of air damper.Be characterized in the manipulation control electricity consumption of brake action, the prime power of brake action or pressure air.When the automatically controlled part of brake is malfunctioning for some reason, still can carry out atmospheric pressure control (gas control), become air damper temporarily.The vdc mode is used in the transmission of analog electro-pneumatic brake braking instruction always, is the most direct mode with d. c. voltage signal as electric instruction transmission signals, but its signal transmission is subject to disturb.Be the reliable transmission of guaranteeing to instruct, need increase complicated interference protection measures such as filtering, this interference protection measure is more passive, and to the stability requirement strictness of power line voltage, the technical risk of realization is bigger.
No matter the existing main line railway of China in addition is locomotive brake gear or visitor, freight car braking machine, or adopts air damper, or adopt electro-pneumatic brake, but does not all have the introducing system controlled by computer.Its adjusting to braking force can only be carried out rough control by hardware, can not adjust braking force dynamically according to real-time speed, load-carrying and the line condition of train, can not be according to the adjusting control strategy of vehicle operating environment and vehicle self parameter intelligentization, effectively prevent impulsion control, can not carry out deceleration/decel control according to the traveling comfort principle of human body, guarantee good travelling comfort.
[summary of the invention]
The object of the present invention is to provide a kind of brake system of simple in structure, safe, good braking effect of suitable maglev vehicle.
According to above-mentioned purpose of the present invention, the invention provides a kind of brake system, it comprises the microcomputer brak control unit, comprise some pneumatic elements compressed air brake control unit and gas circuit control unit, air feed module, the storage reservoir by air feed module air feed, gas-liquid transfer device, carry out the hydraulic brake of safety arrestment; The microcomputer brak control unit receives braking instruction and carries out brakig force distribution and control, by the pneumatic element action of compressed air brake control unit, makes the pressurized air of coming from the storage reservoir be adjusted into corresponding air pressure signal according to different braking instructions.This air pressure signal affacts the gas-liquid transfer device, and the gas-liquid transfer device converts air pressure signal to hydraulic pressure signal, drives the hydraulic brake action by hydraulic pressure signal.
Aforementioned microcomputer brak control unit receives the braking instruction that is transmitted respectively by electric order line (pwm signal and on/off signal) and netting twine.
Aforementioned storage reservoir comprises the braking reservoir, the pneumatic element of glancing impact compressed air brake control unit is subjected to microcomputer brak control unit control action, pressurized air in the braking reservoir arrives braking gas-liquid transfer device through the compressed air brake control unit, braking gas-liquid transfer device converts air pressure signal to hydraulic pressure signal, and hydraulic pressure signal drives hydraulic brake and produces brake action.
Aforementioned storage reservoir comprises the support reservoir, aforementioned gas circuit control unit comprises by the hydraulic pressure support wheel and applies/reset the support wheel control system that valve is formed, the hydraulic pressure support wheel that this system's reception Train Control end sends applies/reset instruction, and the modulated pressure support wheel applies/reset valve events; The pressurized air that supports in the reservoir supports the gas-liquid transfer device through gas circuit control unit and the arrival of support bypass valve, forms hydraulic pressure signal through supporting the gas-liquid transfer device, by the hydraulic pressure shoring hydraulic pressure support wheel is worked.When the vehicle dead electricity, can manually control by supporting bypass valve, the pressurized air that supports in the reservoir is filled to supporting the gas-liquid transfer device, support the gas-liquid transfer device and produce hydraulic action, thereby make the action of hydraulic pressure support wheel by the hydraulic pressure shoring.
Aforementioned storage reservoir also comprises the suspension reservoir, and aforementioned gas circuit control unit comprises the suspension control gas circuit of being made up of reducing valve, and the pressurized air in the suspension reservoir is through hanging the control gas circuit, hanging disconnecting valve arrival levelling valve; Levelling valve is regulated the pressure of air bellow according to the relative height of car body and suspension frame; Between levelling valve and air bellow, establish the air bellow exhaust solenoid valve, in case of necessity the pressure air in the emptying gas spring separately.
Brake system of the present invention, it adopts air signal to convert hydraulic pressure signal to and drives hydraulic actuator (hydraulic brake, hydraulic pressure support wheel) action, simplified the structure of hydraulic efficiency pressure system, design and maintenance difficulties, cost significantly reduce, and the PWM mode of fixed frequency modulated PWM is adopted in its control command transmission, transmit more accurately and reliably, and train head and the tail vehicle braked, alleviation action are more coordinated.And the employing system controlled by computer, the comprehensively load-carrying of train, the adjustment braking force that line condition etc. are in good time can reach good travelling comfort.
[description of drawings]
Fig. 1 is the functional block diagram of brake system of the present invention.
Fig. 2 is the circuit-line schematic diagram of control system of the present invention.
Fig. 3 is the mechanical construction drawing of brake system of the present invention.
Fig. 4 is the mechanical construction drawing partial enlarged drawing of brake system of the present invention, with clear compressed air brake control unit and the gas circuit control unit that shows this brake system.
The part mark that relates among the figure is as follows:
[specific embodiment]
See also Fig. 1, Fig. 2, Fig. 3 and shown in Figure 4, it comprises control system and mechanical performance element brake system of the present invention.Control system receives the instruction of driver or vehicle automatic protective system by electric order line and netting twine; electric order line 30 has the pwm signal that transmits commonly used and snap catch dummy instruction; it has PWM1 and two multiple twin shielding wires of PWM2, and these two circuits are redundant each other, with the reliability of enhanced system.Electric command signal comprises other on/off order line (see figure 2)s.Netting twine 40 also reaches control system with dependent instruction as the redundancy of the main instruction of part, also the state and the breakdown signal of system is reported to train controlling center or driver simultaneously.Commonly used or snap catch instruction is transferred to the microcomputer brak control unit 50 of every joint car, microcomputer brak control unit 50 is according to braking rank (instruction) and the required braking force of vehicle load calculated signals, distribute electric braking force and friction brake force according to the size of train electric braking ability then, the principle of distributing is to make full use of electric braking force (to need to prove that herein present embodiment is at the vehicle with electric braking ability.During not enough the or fault of the braking force that provides when electric braking, required braking force is born by the friction braking mode).Friction brake force converts the friction braking force signal to corresponding air pre-governor pressure by microcomputer brak control unit 50 by the compressed air brake control unit 32 in the air operated control unit 3.Emergency braking and hydraulic pressure support wheel apply/and reset instruction directly is transferred to the compressed air brake control unit 32 and the gas circuit control unit 31 of air operated control unit 3.
For example, during service braking, pwm signal or network signal braking instruction are transferred to the microcomputer brak control unit 50 of every joint car, these microcomputer brak control unit 50 inside comprise separates tuned plate and network interface card (not shown), can carry out demodulation to aforementioned pwm signal, with definite braking instruction rank, and, calculate the braking force of needs and apply for electric braking force to traction control unit (not shown) in conjunction with the vehicle load signal in gentle brak control unit 32 feedback signals of train speed.The traction control unit feeds back already provided electric braking force, the braking force that microcomputer brak control unit 50 need provide the braking force and the actual electrical braking force difference of needs as the friction braking mode, send the electric signal of braking instruction in view of the above to the compressed air brake control unit 32 of this car, convert the braking instruction electric signal to corresponding gas signal and then arrive braking gas-liquid transfer device 6 by the compressed air brake control unit 32 of this car and form hydraulic pressure signal.7 actions of hydraulic pressure signal modulated pressure drg produce friction brake force.
When needs hydraulic pressure support wheel moves, the hydraulic pressure support wheel applies/and reset instruction is through order line direct control gas circuit control unit 31, the driving source (air pressure) when providing the hydraulic pressure support wheel to apply by gas circuit control unit 31.This pressure is converted to hydraulic pressure through supporting gas-liquid transfer device 8, by hydraulic pressure shoring 9 the hydraulic pressure support wheel is played a supportive role then.
See also shown in Figure 3ly, it is the mechanical part system diagram of brake system of the present invention, and it comprises air feed module 1, and this air feed module 1 comprises air compressor, air processor and compressor controller etc.This air feed module 1 process air main 2 carries out air feed by the gas circuit control unit 31 of brak control unit 3 to each storage reservoir.The storage reservoir comprises total reservoir 41, braking reservoir 42, supports reservoir 43 and hangs reservoir 44.Gas circuit control unit 31 comprises several air pressure control elements.As shown in Figure 4, the pressurized air of air main 2 is given total reservoir 41 through air pressure control element 311 air feeds of gas circuit control unit 31, give braking reservoir 42 through air pressure control element 312 air feeds, give suspension reservoir 44 through air pressure control element 313 air feeds, give through air pressure control element 314 air feeds and support reservoir 43.When many car marshalling operations, air feed module 1 not necessarily each car is equipped with one.Under the situation that satisfies the automobile-used wind of permutation, different concrete configurations can be arranged.As long as all to air main 2 air feeds, supplying each car to take, several air feed modules get final product.
Hang the air pressure control element 315 of pressurized air by gas circuit control unit 31 in the reservoir 44 and be divided into three the tunnel then and arrive levelling valve 316 respectively, be positioned at air bellow 5 inflations of left and right vehicle wheel two side bottoms through levelling valve 316 and 317 pairs of air bellow blows off valve.The pressure of air bellow 5 is regulated according to the height between car body and the suspension frame by levelling valve 316.
The other end of braking reservoir 42 links to each other with the compressed air brake control unit 32 of air operated control unit 3, and this compressed air brake control unit 32 comprises braking electromagnetic valve 321, release electromagnetic valve 322, emergency braking electromagnetic valve 323, balance valve 324, bare weight valve 325, relay valve 326, relay valve signal pressure sensor 327, relay valve pressure sensor output 328 and load transducer 329.Microcomputer brak control unit 50 receives braking instruction, according to load transducer 329 signals, constitute close loop control circuit, relay valve 326 signal pressures when control service braking and snap catch with braking electromagnetic valve 321, release electromagnetic valve 322, relay valve signal pressure sensor 327.The vehicle load air signal that transmits from air bellow 5 becomes the car weight air signal through behind the balance valve 324, converts the car weight electric signal to by load transducer 329 on the one hand; Limit the signal pressure size of relay valve 326 on the other hand as the signal pressure of bare weight valve 325.Emergency braking instruction direct control emergency valve 323 makes the pressure air in the braking reservoir 42 arrive relay valve 326, the signal pressure of relay valve during as emergency braking after the pressure limiting of itself and bare weight valve 325.Relay valve 326 plays the flow gain effect, and the pressure air behind its flow gain arrives via braking disconnecting valve 33 and respectively brakes gas-liquid transfer device 6.These gas-liquid transfer devices 6 convert air signal to hydraulic pressure signal, drive hydraulic brake 7 actions by hydraulic pressure signal then, produce the braking force of friction braking.
The air of support reservoir 43 applies/resets valve 317 through the hydraulic pressure support wheel in the gas circuit control unit 31 and supports bypass valve 34 back arrival and support gas-liquid transfer device 8, support gas-liquid transfer device 8 and convert air signal to hydraulic pressure signal, drive hydraulic pressure shoring 9 by hydraulic pressure signal then and make the support wheel action.
See also Fig. 1 to Fig. 4, in conjunction with machinery and circuit brake system of the present invention is described as follows, when train operation, air feed module 1 is respectively stored up reservoir 41,42,43,44 air feeds by 31 pairs of the gas circuit control units of air main 2 and brak control unit 3.When needs carried out service braking or snap catch, the microcomputer brak control unit 50 of each car was according to the braking force of train speed and car weight calculating needs and to traction control unit application electric braking force.Traction control unit its already provided electric braking force of feedback, the braking force numerical value that the difference of the electric braking force numerical value that the microcomputer brak control unit provides the total braking force and the traction control unit of needs need provide as friction braking, ECU (Electrical Control Unit) in the compressed air brake control unit 32 of this car (321,322) is sent instruction in view of the above, makes the pressurized air of coming from braking reservoir 42 provide the relay valve signal pressure by emergency valve 323 and bare weight valve 325 to relay valve 326 under ECU (Electrical Control Unit) control by closed loop control.When the needs emergency braking, the action of braking instruction line direct control emergency valve makes the pressurized air in the braking reservoir 42 the relay valve signal pressure is provided for after 325 pressure limitings of bare weight valve relay valve 326.Behind relay valve 326 flow gains, arrive braking gas-liquid transfer devices 6 with the corresponding brake air pressure signal of braking rank through braking disconnecting valve 33, convert air signal to hydraulic pressure signal by braking gas-liquid transfer device 6 and drive hydraulic brake 7 enforcement friction brakinges.
The hydraulic pressure support wheel applies/when resetting, hydraulic pressure support wheel in the order line direct control gas circuit control unit 31 applies/resets valve 317 actions, pressurized air signals in the support reservoir 43 then apply/reset valve 317 through the hydraulic pressure support wheel and arrive support gas-liquid transfer device 8 through supporting bypass valve 34 then, and finally convert hydraulic pressure signal to, drive hydraulic pressure shoring 9 and make the support wheel action.
When train dead electricity or hydraulic pressure support wheel apply/reset electromagnetic valve 317 when malfunctioning, can adopt M/C to support bypass valve 34 directly makes support reservoir 43 fill wind to hydraulic pressure support gas-liquid transfer device 8, form the air pressure signal, convert hydraulic pressure signal driving hydraulic pressure shoring 9 to through support gas-liquid transfer device 8 then and make the support wheel action.
In sum, brake system of the present invention, it adopts air signal to convert hydraulic pressure signal to and drives the power element action, and the source of the gas of braking gas source and AIRMATIC Dual Control integrates, and has simplified the structure of hydraulic efficiency pressure system, and design and maintenance difficulties and cost significantly reduce; The braking prime power adopts pressurized air, is convenient to connect between the vehicle; Many sources of the gas redundancy improves system safety.Between the vehicle, underframe is connected the pressurized air that only has 1MPa following with flexible pipe between the suspension frame, its safety improves greatly.And the PWM mode of its control command transmission employing fixed frequency modulated PWM, transmit more accurately and reliably train head and the tail vehicle braked, more coordination of alleviation action.And the employing system controlled by computer, the comprehensively load-carrying of train, the adjustment braking force that line condition etc. are in good time can reach good travelling comfort.
Claims (10)
1. microcomputer control simulation type through current air-liquid conversion train braking system, it comprises the microcomputer brak control unit, comprises the air operated control unit of compressed air brake control unit and gas circuit control unit, air feed module, the storage reservoir by air feed module air feed, braking gas-liquid transfer device, produce the hydraulic brake of safety arrestment effect; The microcomputer brak control unit receives braking instruction and carries out brakig force distribution and control, pneumatic element action by the compressed air brake control unit, affact braking gas-liquid transfer device after making the pressurized air air pressure signal adjustment in the storage reservoir, braking gas-liquid transfer device converts air pressure signal to hydraulic pressure signal, drives the hydraulic brake action by hydraulic pressure signal.
2 brake system as claimed in claim 1, it is characterized in that: aforementioned microcomputer brak control unit is separated to be in harmonious proportion through the microcomputer brak control unit by the pwm signal instruction of braking instruction line transmission and is calculated the back to traction control unit application electric braking force, and sends braking instruction to the compressed air brake control unit.
3. brake system as claimed in claim 2 is characterized in that: aforementioned microcomputer control unit can receive the instruction by electric order line and netting twine transmission, and electric order line and netting twine are redundant each other.
4. brake system as claimed in claim 2 is characterized in that: wherein pwm signal instruction transmission route has 2, and redundant each other, one tunnel fault does not still influence train braking.
5. brake system as claimed in claim 1, it is characterized in that: aforementioned brake system is when adopting safety arrestment, the braking electric signal is converted into the air pressure signal by the compressed air brake control unit, convert air pressure signal to hydraulic pressure signal by braking gas-liquid transfer device again, hydraulic pressure signal drives hydraulic brake and produces brake action.
6. brake system as claimed in claim 1 is characterized in that: the pneumatic element of aforementioned compressed air brake control unit comprises braking electromagnetic valve, release electromagnetic valve, emergency braking electromagnetic valve, balance valve, bare weight valve, relay valve, relay valve signal pressure sensor, relay valve pressure sensor output and load transducer.
7. brake system as claimed in claim 1, it is characterized in that: aforementioned storage reservoir comprises the braking reservoir, the pneumatic element of glancing impact compressed air brake control unit is subjected to microcomputer brak control unit control action, pressurized air in the braking reservoir arrives braking gas-liquid transfer device through the compressed air brake control unit, braking gas-liquid transfer device converts air pressure signal to hydraulic pressure signal, and hydraulic pressure signal drives hydraulic brake and produces brake action.
8. brake system as claimed in claim 1, it is characterized in that: aforementioned storage reservoir also comprises the suspension reservoir, aforementioned gas circuit control unit comprises the suspension control gas circuit of being made up of reducing valve, and the pressurized air in the suspension reservoir is through hanging the control gas circuit, hanging disconnecting valve arrival levelling valve; Levelling valve is regulated the pressure of air bellow according to the relative height of car body and suspension frame; Between levelling valve and air bellow, establish the air bellow exhaust solenoid valve, separately the pressure air in the emptying gas spring.
9. brake system as claimed in claim 1, it is characterized in that: aforementioned storage reservoir comprises the support reservoir, gas circuit control unit in the aforementioned air operated control unit comprises that the hydraulic pressure support wheel applies/reset valve, the hydraulic pressure support wheel that order line transmits applies/and reset instruction modulated pressure support wheel applies/resets valve events, the interior pressurized air of support reservoir arrives support gas-liquid transfer device through gas circuit control unit and support bypass valve, converts hydraulic pressure signal driving hydraulic pressure shoring to through support gas-liquid transfer device support wheel is moved.
10. brake system as claimed in claim 9, it is characterized in that: it also comprises the support bypass valve, when the hydraulic pressure support wheel applies/reset electromagnetic valve when malfunctioning, can support bypass valve directly to supporting the inflation of gas-liquid transfer device by manual control, thereby drive the action of hydraulic pressure support wheel.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNB2006100273786A CN100475619C (en) | 2006-06-07 | 2006-06-07 | Microcomputer control simulation type through current air-liquid conversion train braking system |
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| CNB2006100273786A CN100475619C (en) | 2006-06-07 | 2006-06-07 | Microcomputer control simulation type through current air-liquid conversion train braking system |
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| CN101085616A CN101085616A (en) | 2007-12-12 |
| CN100475619C true CN100475619C (en) | 2009-04-08 |
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| CNB2006100273786A Active CN100475619C (en) | 2006-06-07 | 2006-06-07 | Microcomputer control simulation type through current air-liquid conversion train braking system |
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| 列车制动控制模式的发展及高速列车制动. 张卫民，吴萌岭，姜靖国.上海铁道大学学报，第20卷第12期. 1999 * |
| 城市有轨电车用微机控制直通电空制动系统研制. 李培署，王广凯.现代城市轨道交通，第2期. 2005 |
| 城市有轨电车用微机控制直通电空制动系统研制. 李培署，王广凯.现代城市轨道交通，第2期. 2005 * |
| 微机控制直通电空制动系统可靠性模型初探. 吴萌岭，王孝延，裴玉春，吴海岭.铁道车辆，第44卷第3期. 2006 |
| 微机控制直通电空制动系统可靠性模型初探. 吴萌岭，王孝延，裴玉春，吴海岭.铁道车辆，第44卷第3期. 2006 * |
| 微机控制直通电空制动系统控制模式分析. 蓝春红.城市轨道交通研究. 2005 |
| 微机控制直通电空制动系统控制模式分析. 蓝春红.城市轨道交通研究. 2005 * |
| 微机控制直通电空制动系统研究与试验. 吴萌岭，陈龙安，胡波.铁道学报，第22卷第2期. 2000 |
| 微机控制直通电空制动系统研究与试验. 吴萌岭，陈龙安，胡波.铁道学报，第22卷第2期. 2000 * |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102935846A (en) * | 2012-12-07 | 2013-02-20 | 南车株洲电力机车有限公司 | Braking system of railway vehicle and control method thereof |
Also Published As
| Publication number | Publication date |
|---|---|
| CN101085616A (en) | 2007-12-12 |
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