CN109677428B - Tunnel engineering heavy-duty train and electric braking and air braking method thereof - Google Patents
Tunnel engineering heavy-duty train and electric braking and air braking method thereof Download PDFInfo
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- CN109677428B CN109677428B CN201811570161.9A CN201811570161A CN109677428B CN 109677428 B CN109677428 B CN 109677428B CN 201811570161 A CN201811570161 A CN 201811570161A CN 109677428 B CN109677428 B CN 109677428B
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- 238000000034 method Methods 0.000 title claims abstract description 32
- 230000008569 process Effects 0.000 claims description 23
- 230000003137 locomotive effect Effects 0.000 claims description 14
- 238000003860 storage Methods 0.000 claims description 14
- 230000003014 reinforcing effect Effects 0.000 claims description 9
- 238000005381 potential energy Methods 0.000 claims description 6
- 230000001172 regenerating effect Effects 0.000 claims description 5
- 238000005265 energy consumption Methods 0.000 claims description 4
- 230000001105 regulatory effect Effects 0.000 claims description 4
- 230000000712 assembly Effects 0.000 claims description 3
- 238000000429 assembly Methods 0.000 claims description 3
- 230000008602 contraction Effects 0.000 claims description 3
- 238000000926 separation method Methods 0.000 claims description 3
- 238000005286 illumination Methods 0.000 claims description 2
- 230000005641 tunneling Effects 0.000 abstract description 10
- 238000010276 construction Methods 0.000 abstract description 6
- 238000009826 distribution Methods 0.000 abstract description 5
- 238000004519 manufacturing process Methods 0.000 abstract description 4
- 238000010079 rubber tapping Methods 0.000 abstract description 3
- 239000002893 slag Substances 0.000 abstract description 3
- 230000009467 reduction Effects 0.000 description 9
- 230000010354 integration Effects 0.000 description 7
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 238000001514 detection method Methods 0.000 description 2
- 206010041349 Somnolence Diseases 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 239000000853 adhesive Substances 0.000 description 1
- 230000001070 adhesive effect Effects 0.000 description 1
- 238000004887 air purification Methods 0.000 description 1
- 230000003321 amplification Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 238000005339 levitation Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000003199 nucleic acid amplification method Methods 0.000 description 1
- 239000004576 sand Substances 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Power Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The tunnel engineering heavy-duty train comprises a train body and a bogie, wherein a cab roof is arranged at the front end of the train body, an electric control system and an air braking system are arranged at the upper part of the train body, and a foundation brake and a spring system are arranged on the bogie. The invention further comprises an electric braking and air braking method of the tunnel engineering heavy-duty train. The heavy-duty train has reasonable axle weight distribution, increased whole train adhesion weight, enhanced traction capacity and enhanced single carrying capacity, can effectively meet the construction requirements of one-time tunneling and one-time slag tapping in tunnel construction, saves production time and improves labor production efficiency.
Description
Technical Field
The invention relates to a heavy-duty train, in particular to a tunnel engineering heavy-duty train and an electric braking and air braking method thereof.
Background
With the development of cities, urban traffic pressure is increased, and subways become dominant vehicles in large and medium-sized cities. The existing tunnel engineering train is a traditional two-axle train, has large wheelbase, poor bend trafficability, unreasonable axle weight distribution, poor whole vehicle adhesion weight and traction force, unreliable work, and cannot meet the construction requirements of primary tunneling and primary slag tapping of a tunnel when the tunnel engineering large-scale shield machine is constructed, and influences labor productivity; in addition, the conventional tunnel engineering train has poor electric braking and air braking capabilities and low train working efficiency.
Disclosure of Invention
The invention aims to solve the technical problems and overcome the defects in the prior art, and provides a tunnel engineering heavy-duty train with reliable vehicle body quality, reasonable axle weight distribution and reliable work and an electric braking and air braking method thereof.
The technical scheme adopted for solving the technical problems is as follows:
the tunnel engineering heavy-duty train comprises a train body and a bogie, wherein a cab roof is arranged at the front end of the train body, an electric control system and an air brake system are arranged at the upper part of the train body, and a foundation brake and a spring system are arranged on the bogie.
Further, the vehicle body comprises an end plate, a traction seat, a cab bottom plate, a reinforcing rib plate, a lower carriage bottom plate, an upper carriage bottom plate, a traction beam support, a cross beam, a bogie bracket, a support plate, a side plate and a lifting seat, wherein the front end of the lower carriage bottom plate is fixedly connected with the rear end of the cab bottom plate; the number of the end plates is two, one end plate is arranged at the front end of the cab bottom plate, and the other end plate is arranged at the rear ends of the carriage lower bottom plate and the carriage upper bottom plate; the inner side of the end plate at the front end of the cab bottom plate and the inner side of the end plate at the rear end of the lower carriage bottom plate are respectively provided with a support plate, and the lower surface of the middle part of the lower carriage bottom plate is symmetrically provided with two support plates; the upper part of the supporting plate at the inner side of the end plate at the front end of the cab bottom plate is fixedly connected with the cab bottom plate; the upper part of the supporting plate at the inner side of the end plate at the rear end of the underfloor is fixedly connected with the underfloor, and the upper part of the supporting plate at the lower surface of the middle part of the underfloor is also fixedly connected with the underfloor; the supporting plate is provided with a bogie bracket which is detachably connected with the supporting plate; the traction beam support is fixedly connected with the lower floor of the carriage; the number of the cross beams is at least two, each cross beam is uniformly distributed on the lower surface of the lower carriage bottom plate, the number of the reinforcing rib plates is at least two, and each reinforcing rib plate is uniformly distributed between the lower carriage bottom plate and the upper carriage bottom plate; the number of the side plates is two, one side plate is arranged on the left side of the cab bottom plate, the left side of the lower carriage bottom plate and the left side of the upper carriage bottom plate, and the other side plate is arranged on the right side of the cab bottom plate, the right side of the lower carriage bottom plate and the right side of the upper carriage bottom plate; the traction seat is arranged on the outer surface of the end plate; the lifting seat is arranged on the outer surface of the side plate, and the bogie is arranged on the traction beam support.
Further, the bogie comprises a bogie frame which is connected with a carriage underfloor of the vehicle body through a spring system; the upper part of the bogie frame is provided with a traction cross beam; the center of the traction beam is provided with a center pin, and the traction beam is connected with a traction beam support of the vehicle body through the center pin; the left side and the right side of the bogie frame are internally connected with torque arms which are connected with the shape moving device; the shape device is walked including reducing gear box, wheelset, axle box, and the torque arm links to each other with the reducing gear box of shape device of walking, and the reducing gear box is installed on the wheelset, and axle box is installed at wheelset both ends, and the axle box passes through spring system to be connected to on the bogie frame, and the input of reducing gear box passes through universal joint and links to each other with traction motor's output, and a traction motor possesses two output shafts, can drive two reducing gear boxes simultaneously.
Further, the foundation brake comprises brake arms, brake shoe assemblies, brake connecting rods, double-acting brake cylinders and brake tie rods, the number of the double-acting brake cylinders is four, the four double-acting brake cylinders are divided into two groups and are arranged on two sides of the bogie frame side by side, the tail parts of the two double-acting brake cylinders of each group are connected, the number of the brake arms is eight, each brake arm is provided with one brake shoe assembly, and the brake shoe assemblies face the wheel set tread; the eight brake arms are divided into two groups, four brake arms form a group and are distributed in a rectangular shape, two adjacent brake arms on the rectangular transverse edge are connected through a brake transverse pull rod, two adjacent brake arms on the rectangular longitudinal edge are connected through a brake connecting rod, and two adjacent brake arms on the rectangular transverse edge are respectively connected to the front ends of two double-acting brake cylinders; each brake arm is mounted to the lower portion of the bogie frame by a corresponding brake hanger.
Further, the electric control system comprises a vehicle illuminating lamp fixed at the front end of the cab ceiling, an instrument desk fixed on the cab bottom plate, a vehicle management unit arranged in the instrument desk, a variable frequency driver fixed on the carriage upper bottom plate, a power supply fixed on the carriage upper bottom plate, a traction motor fixed in the bogie, an auxiliary control loop fixed on the carriage lower bottom plate and a brake resistor fixed on the carriage upper bottom plate; the instrument desk is electrically connected with the vehicle management unit, and the instrument desk, the vehicle management unit, the variable frequency driver and the auxiliary control loop are electrically connected with the power supply; the variable frequency driver and the auxiliary control loop are electrically connected with the vehicle management unit, the variable frequency driver is electrically connected with the auxiliary control loop, the traction motor and the braking resistor are electrically connected with the variable frequency driver, and the vehicle illuminating lamp and the air braking system are electrically connected with the auxiliary control loop.
Further, the air brake system comprises a quick connector, a handle brake controller, a brake foot valve, an upper connecting pipeline, an air brake chamber underframe, an air brake chamber cover plate, an air compressor unit, an air purifying device, an air storage tank and a brake control integrated module, wherein the quick connector is arranged on an end plate, the handle brake controller is arranged on an instrument desk, the brake foot valve is arranged on a cab bottom plate, the air brake chamber cover plate is arranged on a side plate, and the air compressor unit, the air purifying device, the air storage tank and the brake control integrated module are arranged on the brake chamber underframe;
the brake control integrated module of the air brake system is electrically connected with the auxiliary control loop; the air compressor unit of the air brake system is electrically connected with the auxiliary control loop; the air outlet of the air compressor unit is connected with the air inlet of the air storage tank, the air outlet of the air storage tank is connected with the air purifying device, the air purifying device is connected with the air inlet of the brake control integrated module, and the air outlet of the brake control integrated module is connected with the double-acting brake cylinder; one end of the quick connector is connected with an air outlet of the control integrated module, the other end of the quick connector is normally closed, the handle brake controller and the brake foot valve are both connected with the brake control integrated module, and the brake control integrated module is connected with the air compressor unit.
Further, the spring system comprises a rubber spring, an elastic rubber stop and a rubber elastic side bearing, wherein the rubber spring and the elastic rubber stop are arranged at the lower part of the bogie frame, the elastic rubber stop is positioned right below the axle box, and the rubber elastic side bearing is arranged at the upper part of the bogie frame; two ends of the rubber elastic side bearing are respectively connected with a carriage lower bottom plate and a bogie frame of the car body, and two sides of the rubber spring are respectively connected with the bogie frame and the axle box.
The electric braking and air braking method of the tunnel engineering heavy-duty train comprises the following steps:
when the instrument desk sends out a traction breaking instruction or a braking instruction, the vehicle enters a decelerating or braking state, the vehicle management unit converts kinetic energy and potential energy generated by the vehicle into charging voltage and current through the variable frequency driver, and then the charging voltage and current are transmitted to the power supply to charge the power supply, and the power supply is charged through regenerative braking; when the power supply voltage is increased to a self-safety value, performing energy consumption braking: the power supply feeds back a safety value signal to the variable frequency driver, the variable frequency driver processes the signal and transmits converted charging voltage and current to the braking resistor, the braking resistor is started to perform energy-consuming braking, namely, redundant kinetic energy and potential energy generated in a decelerating or braking state are released in a heat mode through the braking resistor, and the two electric braking modes ensure that the vehicle has continuous electric braking capability and safety of an electric system is maintained.
As described above, the method for electric braking and air braking of the tunnel engineering heavy-duty train comprises the following steps:
when the vehicle is in a parking state, the brake control integrated module completely discharges compressed air of a piston cavity of the double-acting brake cylinder, no air exists in the cylinder body, the piston rod of the double-acting brake cylinder is retracted, the brake shoe assembly is tightly attached to the tread of the wheel pair, and the whole vehicle is in a braking state. When the vehicle is started, the vehicle management unit carries out self-checking on the locomotive, and starts the air compressor unit and the brake control integrated module through the auxiliary control loop, and compressed air generated by the air compressor unit enters the air inlet and the air outlet of the air storage tank and the air inlet and the air outlet of the brake control integrated module; when the brake controller of the operating handle releases the brake, the brake control integrated module charges the double-acting brake cylinder again, a piston rod of the double-acting brake cylinder stretches out after the double-acting brake cylinder is charged, the brake shoe assembly is separated from the tread of the wheel set, and the brake is released, so that the vehicle enters a running state.
When running, the pedal valve is trampled, the generated braking analog quantity is transmitted to the braking control integrated module, after the braking analog quantity is processed by the braking control integrated module, the pressure of compressed air is regulated by the braking control integrated module through the air compressor unit, the compressed air of the piston cavity of the double-acting braking cylinder is completely discharged by the braking control integrated module, the piston rod of the double-acting braking cylinder is retracted, the pressure generated by the double-acting braking cylinder is transmitted to the brake shoe assembly, and braking force is generated through friction between the brake shoe assembly and the wheel set tread, so that running braking of the train in the running process is realized;
when the service braking is canceled, the brake pedal valve is released, the generated service braking relieving analog quantity is transmitted to the brake control integrated module, after the brake control integrated module processes the service braking relieving analog quantity, the brake control integrated module adjusts the pressure of compressed air through the air compressor unit, the brake control integrated module inflates the double-acting brake cylinder again, the piston rod of the double-acting brake cylinder stretches out, the pressure generated by the double-acting brake cylinder is transmitted to the brake shoe assembly, and the brake force is relieved through the separation of the brake shoe assembly and the wheel set tread, so that the service braking relieving of the train in the running process is realized;
when in emergency braking in the running process, the handle brake controller is operated, the brake analog quantity generated by the handle brake controller is transmitted to the brake control integrated module, after the brake analog quantity is processed by the brake control integrated module, the pressure of compressed air is regulated by the brake control integrated module through the air compressor unit, so that all the compressed air in the piston cavity of the double-acting brake cylinder is rapidly discharged, the piston rod of the double-acting brake cylinder rapidly retreats to reach the maximum contraction stroke, the pressure generated by the double-acting brake cylinder is transmitted to the brake shoe assembly, and braking force is generated through friction between the brake shoe assembly and the wheel pair tread, thereby realizing emergency braking of the train.
When the emergency braking is canceled, the handle braking controller is operated, the braking relieving analog quantity generated by the handle braking controller is transmitted to the braking control integrated module, after the braking control integrated module processes the braking relieving analog quantity, the braking control integrated module adjusts the pressure of compressed air through the air compressor unit, so that the compressed air is re-injected into the double-acting braking cylinder, the piston cavity of the double-acting braking cylinder is inflated, the piston rod of the double-acting braking cylinder extends out, the brake shoe assembly is separated from the tread of the wheel set, the braking force is relieved, and the emergency braking relieving of the train is realized.
When the locomotive works, traction force is sent out by the traction motor and is transmitted to the locomotive body through the bogie, so that the locomotive moves forward. When the train is braked, the electric braking modes of regenerative braking and energy consumption braking are provided, and the air-time braking system outputs instructions through the braking control integrated module and is executed by the foundation brake.
Compared with the prior art, the invention has the following advantages:
the reinforced rib plates are uniformly distributed between the lower carriage bottom plate and the upper carriage bottom plate of the tunnel engineering heavy-duty train, so that the quality of the train body is reliable and the operation is reliable. The bogie is adopted in the tunnel engineering heavy-duty train, so that the train wheelbase is shorter than that of the existing two-axle locomotive, the axle weight distribution is reasonable through a smaller curve radius, the whole train adhesion weight of the train is increased, the traction capacity is enhanced, the single carrying capacity is enhanced, the work is reliable, the construction requirements of one-time tunneling and one-time slag tapping in tunnel construction can be effectively met, the production time is saved, and the labor production efficiency is improved. When the train is in a decelerating or braking state, the power supply can be charged through regenerative braking, and the energy consumption braking can be realized through the braking resistor, so that the vehicle is favorable for ensuring continuous electric braking capability and maintaining safety of an electric system. The air brake system can effectively relieve the service brake and the service brake in the running process of the train, effectively realize the emergency brake or the parking brake of the vehicle in the running process, effectively cancel the emergency brake or the parking brake, ensure the reliable braking and ensure the safe and stable running of the train in the tunnel construction. The train body adopts an upper layer bottom plate and a lower layer bottom plate (namely a carriage lower bottom plate and a carriage upper bottom plate) structure, and all the parts are independently installed and are convenient to maintain.
Drawings
Fig. 1 is a front view of the whole vehicle structural arrangement of a tunnel engineering heavy-duty train.
Fig. 2 is a front view of the body of the tunnel engineering heavy-duty train shown in fig. 1.
Fig. 3 is a top view of the body of the tunnel engineering heavy-duty train shown in fig. 1.
Fig. 4 is a front view of a bogie of the tunnel engineering heavy-duty train shown in fig. 1.
Fig. 5 is a left and right isometric view of a bogie of the tunnel engineering heavy-duty train shown in fig. 1.
Fig. 6 is a front view of a foundation brake of the tunneling heavy-duty train of fig. 1.
Fig. 7 is a left and right isometric view of a foundation brake of the tunneling heavy-duty train of fig. 1.
Fig. 8 is a front view of an electrical control system of the tunneling heavy-duty train of fig. 1.
Fig. 9 is a top view of an electrical control system of the tunneling heavy-duty train of fig. 1.
Fig. 10 is a front view of an air brake system of the tunneling heavy-duty train of fig. 1.
Fig. 11 is a top view of an air brake system of the tunneling heavy-duty train of fig. 1.
Fig. 12 is a front view of a spring system of the tunneling heavy-duty train of fig. 1.
In the figure: 1-cab roof, 2-electrical system, 3-car body, 4-bogie, 5-foundation brake, 6-spring system, 7-air brake system, 8-end plate, 9-traction seat, 10-cab floor, 11-reinforcing plate, 12-car floor, 13-car upper floor, 14-traction beam support, 15-beam, 16-bogie support, 17-support plate, 18-side plate, 19-lifting seat, 20-bogie frame, 21-torque arm, 22-reduction gearbox, 23-universal coupling, 24-traction beam, 25-center pin, 26-wheel set, 27-axle box, 28-brake arm, 29-brake shoe assembly, 30-brake link, 31-double-acting brake cylinder, 32-brake track rod, 33-brake suspension pin, 34-vehicle lighting lamp, 35-instrument desk, 36-vehicle management unit 36, 37-variable frequency driver, 38-power supply, 40-traction motor, 41-auxiliary control loop, 42-brake resistor, 43-handle brake controller, 44-quick connector, 45-brake foot valve, 47-air brake chassis, 48-air brake cover plate, 49-air compressor unit, 50-air storage tank, 51-air purification device, 52-brake control integrated module, 53-rubber spring, 54-elastic rubber stopper, 55-elastic rubber side bearing.
Detailed Description
The invention is described in further detail below with reference to the accompanying drawings and specific examples.
Referring to fig. 1, the tunnel engineering heavy-duty train includes a body 3 and a bogie 4, and the tunnel engineering heavy-duty train has an entire upper portion based on the body 3 and an entire lower portion based on the bogie 4. The front end of the car body 3 is provided with a cab roof 1, the upper part of the car body 3 is provided with an electric control system 2 and an air brake system 7, and the bogie 4 is provided with a foundation brake 5 and a spring system 6.
Referring to fig. 2 and 3, the vehicle body 3 includes an end plate 8, a fifth wheel 9, a cab floor 10, a reinforcing plate 11, a lower floor 12, an upper floor 13, a draft sill support 14, a cross beam 15, a bogie bracket 16, a support plate 17, side plates 18, and a lifting seat 19. The front end of the carriage lower bottom plate 12 is fixedly connected with the rear end of the cab bottom plate 10; the number of the end plates 8 is two, one end plate 8 is arranged at the front end of the cab bottom plate 10, and the other end plate 8 is arranged at the rear ends of the carriage bottom plate 12 and the carriage upper bottom plate 13;
the inner side of the end plate at the front end of the cab floor 10 and the inner side of the end plate at the rear end of the lower floor 12 are respectively provided with a support plate 17, the lower surface of the middle part of the lower floor 12 is symmetrically provided with two support plates 17, and the two support plates 17 at the lower surface of the middle part of the lower floor 12 are respectively matched with the support plates 17 at the inner side of the end plate at the front end of the cab floor 10 and the support plates 17 at the inner side of the end plate at the rear end of the lower floor 12; the upper part of the supporting plate 17 at the inner side of the end plate at the front end of the cab floor 10 is fixedly connected with the cab floor 10; the upper part of a supporting plate 17 on the inner side of an end plate at the rear end of the underfloor 12 is fixedly connected with the underfloor 12, and the upper part of the supporting plate 17 on the lower surface of the middle part of the underfloor 12 is also fixedly connected with the underfloor 12; the supporting plate 17 is provided with a bogie bracket 16, and the bogie bracket 16 is detachably connected with the supporting plate 17; the traction beam support 14 is fixedly connected with the lower floor 12 of the carriage; the number of the cross beams 15 is twelve, each cross beam 15 is uniformly distributed on the lower surface of the lower carriage bottom plate 12, the number of the reinforcing rib plates 11 is fourteen, and each reinforcing rib plate 11 is uniformly distributed between the lower carriage bottom plate 12 and the upper carriage bottom plate 13; the number of the side plates 18 is two, one side plate 18 is arranged on the left side of the cab floor 10, the lower compartment floor 12 and the upper compartment floor 13, and the other side plate 18 is arranged on the right side of the cab floor 10, the lower compartment floor 12 and the upper compartment floor 13; the traction seat 9 is 2 pieces in total and is arranged on the outer surface of the end plate 8; a lifting seat 19 is provided on the outer surface of the side plate 18, and the bogie 4 is mounted on the draft sill support 14.
The end plate 8 arranged at the front end of the cab bottom plate 10 extends to the lower part of the cab bottom plate 10, the end plates 8 arranged at the lower bottom plate 12, the upper bottom plate 13 and the rear end extend to the lower part of the lower bottom plate 12, and the vehicle body is M-shaped under the action of the two end plates 8 and the two support plates 17 arranged on the lower surface of the middle part of the lower bottom plate 12.
The cab roof 1 is positioned on the cab bottom plate 10, and the cab roof 1 is detachably connected with the side plate 18.
Referring to fig. 4 and 5, the bogie 4 includes a bogie frame 20, the bogie frame 20 being connected to the underfloor 12 of the vehicle body 3 by a spring system 6; the upper part of the bogie frame 20 is provided with a traction beam 24; a center pin 25 is mounted at the center of the traction beam 24, and the traction beam 24 is connected with the traction beam support 14 of the vehicle body 3 through the center pin 25. The left and right sides of the bogie frame 20 are internally connected with a torque arm 21, and the torque arm 21 is connected with a shape moving device. The shape-moving device comprises: a reduction gearbox 22, a wheel set 26 and an axle box 27. The torque arm 21 is connected with a reduction gearbox 22 of the shape moving device, the reduction gearbox 22 is arranged on a wheel pair 26, axle boxes 27 are arranged at two ends of the wheel pair 26, the axle boxes 27 are connected to a bogie frame 20 through a spring system 6, the reduction gearbox 22 is divided into two groups, and the input ends of the two groups of reduction gearboxes 22 of each group are connected to the two output ends of a traction motor 40 through corresponding universal couplings 23.
The application of the bogie 8 ensures that the axle distance of the whole train is shorter than that of the existing two-axle locomotive, the axle weight distribution is reasonable, the adhesive weight of the whole train is increased, and the traction capacity and single carrying capacity can be enhanced through smaller curve radius.
Referring to fig. 6 and 7, foundation brake 5 includes a brake arm 28, a brake shoe assembly 29, a brake link 30, a double-acting brake cylinder 31, and a brake track rod 32. The number of the double-acting brake cylinders 31 is four, the four double-acting brake cylinders 31 are divided into two groups and are arranged on two sides of the bogie frame 20 side by side, the tail parts of the two double-acting brake cylinders 31 of each group are connected, the number of the brake arms 28 is eight, each brake arm 28 is provided with a brake shoe assembly 29, and the brake shoe assembly 29 faces the tread of the wheel set 26; eight brake arms 28 are divided into two groups, four brake arms 28 form a group and are distributed in a rectangular shape, two adjacent brake arms 28 on the transverse side of the rectangle are connected through a brake transverse pull rod 32, two adjacent brake arms 28 on the longitudinal side of the rectangle are connected through a brake connecting rod 30, and two adjacent brake arms 28 on the transverse side of the rectangle are respectively connected to the front ends of two double-acting brake cylinders 31; each brake arm 28 is mounted to the lower portion of the bogie frame 20 by a corresponding brake hanger 33.
Referring to fig. 8 and 9, the electrical control system 2 includes: a vehicle lighting lamp 34 fixed to the front end of the cab roof 1, an instrument desk 35 fixed to the cab floor 10, a vehicle management unit 36 installed in the instrument desk 35, a variable frequency drive 37 fixed to the cabin upper floor 13, a power supply 38 fixed to the cabin upper floor 13, a traction motor 40 fixed to the bogie 4, an auxiliary control circuit 41 fixed to the cabin lower floor 12, and a brake resistor 42 fixed to the cabin upper floor 13; the instrument desk 35 is electrically connected with the vehicle management unit 36, and the instrument desk 35, the vehicle management unit 36, the variable frequency drive 37 and the auxiliary control circuit 41 are electrically connected with the power supply 38; the variable frequency drive 37 and the auxiliary control circuit 41 are electrically connected to the vehicle management unit 36, the variable frequency drive 37 is electrically connected to the auxiliary control circuit 41, the traction motor 40 and the brake resistor 42 are electrically connected to the variable frequency drive 37, and the vehicle illumination lamp 34 and the air brake system 7 are electrically connected to the auxiliary control circuit 41.
The auxiliary control loop 41 is a mature technology in the prior art, and is derived from XJK/9 variable frequency traction electric locomotive of Hunan electric heavy equipment limited company, and the auxiliary control loop in model 6.300.63039 is not described herein.
The vehicle management unit 36 adopts a one-to-one double-motor speed closed-loop control mode, is a conventional mature product, and is derived from a vehicle management unit in a model instrument desk YBT-65-X of a XJK/9 frequency converter traction electric locomotive of Hunan electric heavy equipment limited company.
When the instrument desk 35 is started to operate, the instrument desk 35 sends an electric signal to the vehicle management unit 36, the vehicle management unit 36 processes the signal and turns on the power supply 38, the vehicle management unit 36 performs self-checking of functions such as detection of vehicle operation parameters, fault display, fault warning, fault removal, anti-drowsiness reminding and the like, and the current and voltage in the power supply 38 are transmitted to the vehicle lighting lamp 34 and the air brake system 7 through the auxiliary control circuit 41. After the detection, the vehicle management unit 36 sends a safety confirmation signal to the variable frequency drive 37; the variable frequency drive 37 outputs the current voltage in the power source 38 to the traction motor 40.
In this embodiment, the variable frequency drive 37 can adopt a one-to-one dual motor speed closed loop control mode, and the traction motor 40 can be controlled independently and in linkage.
When traction is needed, a traction command sent by the instrument desk 35 is transmitted to the variable frequency driver 37 through the vehicle management unit 36, the variable frequency driver 37 sends a signal to the traction motor 40, the vehicle enters a traction running state, torque generated by the traction motor 40 is transmitted to the reduction gearbox 22 through the universal coupling 23, traction is output from the reduction gearbox 22 through the rotation speed reduction and torque amplification functions of the gear train of the reduction gearbox 22, the traction is transmitted to the bogie frame 20 through the wheel set 26 and the axle box 27, the bogie frame 20 is transmitted to the center pin 25 through the traction cross beam 24, and the center pin 25 transmits the traction to the traction seat 9 of the vehicle body 3 through the traction beam support 14 on the vehicle body 3, so that the train is driven forward. When the instrument desk 35 gives off a traction command or gives a braking command, the vehicle enters a decelerating or braking state, the vehicle management unit 36 converts kinetic energy and potential energy generated by the vehicle into charging voltage and current through the variable frequency driver 37, and then the charging voltage and current are transmitted to the power source 38 to charge the power source 38, and the charging of the power source can be realized through regenerative braking. When the power supply 38 voltage increases to its own safe value, dynamic braking is performed: the power supply 38 feeds back the safety value signal to the variable frequency drive 37, the variable frequency drive 37 processes the signal and transmits the converted charging voltage and current to the brake resistor 42, and the brake resistor 42 is started to perform energy-consuming braking, namely, redundant kinetic energy and potential energy generated in a decelerating or braking state are released in a heat mode through the brake resistor 42, and the two electric braking modes ensure that the vehicle has continuous electric braking capability and safety of an electric system is maintained.
The traction motor 40 is provided with a speed sensor that is electrically connected to the vehicle management unit 36.
When the vehicle is in a zero-speed state on a slope, the vehicle management unit 36 samples signals of a speed sensor in the traction motor 40, analyzes torque characteristics of the traction motor 40 in the zero-speed state through the variable frequency driver 37, adopts a vector control algorithm, and adjusts exciting current and voltage of the traction motor 40 according to the load of the vehicle and the magnitude of the slope to output torque. At the same time, the zero rotation speed of the traction motor 40 is controlled, and the vehicle is braked at zero speed and does not slip under the condition that the air brake system 7 does not work. The electric braking system realizes the function of safely starting and stopping the vehicle on a large slope completely by an electric braking mode, and ensures the convenience and safety of driving.
Referring to fig. 10 and 11, the air brake system 7 includes a quick connector 44, a handle brake controller 43, a brake pedal valve 45, an upper connecting pipe 46, an air brake chamber chassis 47, an air brake chamber cover 48, an air compressor unit 49, an air purifying device 51, an air tank 50, and a brake control integration module 52, the quick connector 44 is provided on the end plate 8, the handle brake controller 43 is provided on the instrument desk 35, the brake pedal valve 45 is provided on the cab floor 10, the air brake chamber cover 48 is mounted on the side plate 18, and the air compressor unit 49, the air purifying device 51, the air tank 50, and the brake control integration module 52 are mounted on the brake chamber chassis 47.
The brake control integration module 52 of the air brake system 7 is electrically connected with the auxiliary control circuit 41; the air compressor unit 49 of the air brake system 7 is electrically connected with the auxiliary control circuit 41; an air outlet of the air compressor unit 49 is connected with an air inlet of the air storage tank 50, an air outlet of the air storage tank 50 is connected with an air purifying device 51, the air purifying device 51 is connected with an air inlet of the brake control integrated module 52, and an air outlet of the brake control integrated module 52 is connected with the double-acting brake cylinder 31. One end of the quick connector 44 is connected with the air outlet of the control integrated module 52, the other end of the quick connector 44 is normally closed, and when other vehicles need compressed air, the other vehicles can provide a brake air source for the other vehicles only by connecting the other vehicles with the normally closed end of the quick connector 44. The handle brake controller 43 and the brake foot valve 45 are both connected with a brake control integrated module 52, and the brake control integrated module 52 is connected with the air compressor unit 49.
The double-acting brake cylinder 31 has an air-actuated brake and an airless parking brake function. When the vehicle is in a parking state, the brake control integrated module 52 discharges all compressed air of the piston cavity of the double-acting brake cylinder 31, no air exists in the cylinder body, the double-acting brake cylinder 31 withdraws the piston rod, the brake shoe assembly 29 is tightly attached to the wheel set tread, and the whole vehicle is in a braking state. When the vehicle starts, the vehicle management unit 36 performs self-checking on the locomotive, and starts the air compressor unit 49 and the brake control integrated module 52 through the auxiliary control loop 41, and compressed air generated by the air compressor unit 49 enters the air inlet and the air outlet of the air storage tank 50 and the air inlet and the air outlet of the brake control integrated module 52; when the brake controller 43 of the operating handle releases the brake, the brake control integration module 52 re-charges the double-acting brake cylinder 31, the piston rod of the double-acting brake cylinder 31 stretches out after the charging, the brake shoe assembly 29 is separated from the wheel set tread, and the brake is released, and the vehicle enters a running state.
When running, the brake pedal valve 45 is trampled, the generated brake analog quantity is transmitted to the brake control integrated module 52, after the brake control integrated module 52 processes the brake analog quantity, the brake control integrated module 52 adjusts the pressure of compressed air through the air compressor unit 49, the brake control integrated module 52 completely discharges the compressed air of the piston cavity of the double-acting brake cylinder 31, the piston rod of the double-acting brake cylinder 31 retreats, the pressure generated by the double-acting brake cylinder 31 is transmitted to the brake shoe assembly 29, and braking force is generated through friction between the brake shoe assembly 29 and the tread of the wheel set 26, so that running braking of the train in the running process is realized;
when the service braking is canceled, the brake pedal valve 45 is released, the generated service braking relieving analog quantity is transmitted to the brake control integrated module 52, after the brake control integrated module 52 processes the service braking relieving analog quantity, the brake control integrated module 52 adjusts the pressure of compressed air through the air compressor unit 49, the brake control integrated module 52 inflates the double-acting brake cylinder 31 again, a piston rod of the double-acting brake cylinder 31 stretches out, the pressure generated by the double-acting brake cylinder 31 is transmitted to the brake shoe assembly 29, and the brake force is relieved through the separation of the brake shoe assembly 29 and the tread of the wheel set 26, so that the service braking relieving of the train in the running process is realized.
When emergency braking is performed in the running process, the handle brake controller 43 is operated, the brake analog quantity generated by the handle brake controller 43 is transmitted to the brake control integrated module 52, after the brake analog quantity is processed by the brake control integrated module 52, the brake control integrated module 52 adjusts the pressure of compressed air through the air compressor unit 49, so that all the compressed air in the piston cavity of the double-acting brake cylinder 31 is rapidly discharged, the piston rod of the double-acting brake cylinder 31 rapidly retreats to reach the maximum contraction stroke, the pressure generated by the double-acting brake cylinder 31 is transmitted to the brake shoe assembly 29, braking force is generated through friction between the brake shoe assembly 29 and the tread of the wheel set 26, and emergency braking of the train is realized.
When the emergency braking is canceled, the handle braking controller 43 is operated, the braking relieving analog quantity generated by the handle braking controller 43 is transmitted to the braking control integration module 52, after the braking control integration module 52 processes the braking relieving analog quantity, the braking control integration module 52 adjusts the pressure of compressed air through the air compressor unit 49, so that the compressed air is refilled into the double-acting braking cylinder 31, the piston cavity of the double-acting braking cylinder 31 is inflated, the piston rod of the double-acting braking cylinder 31 extends, the brake shoe assembly 29 is separated from the tread of the wheel set 26, the braking force is relieved, and the emergency braking relieving of the train is realized.
The brake control integrated module 42 is a component part of an electric air brake control system of the existing product XEGC-0000000 (long sand magnetic levitation engineering maintenance tractor), and the model is XEGC-PBCU-1.
Referring to fig. 12, the spring system 6 includes a rubber spring 53, an elastic rubber stopper 54, and a rubber elastic side bearing 55, the rubber spring 53, the elastic rubber stopper 54 being installed at a lower portion of the bogie frame 20, the elastic rubber stopper 54 being located directly under the axle box 27, the rubber elastic side bearing 55 being installed at an upper portion of the bogie frame 20. The rubber elastic side bearing 55 is eight in total, and both ends of the rubber elastic side bearing 55 are respectively connected to the underfloor 12 of the vehicle body 3 and the bogie frame 20. The bogie frame 20 and the axle boxes 27 are connected to both sides of the rubber springs 53, respectively. The elastic rubber stopper 54 may limit the compression amount of the rubber spring 53.
The vertical load of the whole vehicle and the overturning force during the curve are transmitted to the rubber elastic side bearing 55 by the vehicle body 5, then transmitted to the rubber spring 53 by the bogie frame 20, then transmitted to the axle box 27, and transmitted to the wheel set 26 by the axle box 27. The rubber spring 53 and the rubber side bearing 55 attenuate and buffer various impact forces in the whole car running process, prevent the locomotive from snaking, and can prevent the phenomenon of tilting of the locomotive from front and back nodding and left and right by matching with the limit function of the elastic rubber stop 54, so that the locomotive can safely run along the rail straight line and the curve, and the stability of the locomotive in running is improved.
A bogie bracket 16 is arranged between the vehicle body 5 and the bogie 8, the bogie bracket is detachable when the whole vehicle falls down, and the bogie bracket can be installed when the whole vehicle needs to be hoisted, so that the bogie bracket is convenient to install and maintain.
The bogie frame 20 is a plate-type frame, welded from a thick steel plate, and integrally machined.
The traction beam 24 of the bogie 4 is connected with the traction beam support 14 of the vehicle body 3 through a center pin 25, and the center pin 25 provides steering and positioning functions of the whole vehicle and transmits traction force and braking force of the whole vehicle.
Various modifications and variations of the present invention may be made by those skilled in the art, and, provided that they are within the scope of the appended claims and their equivalents, they are also within the scope of the present invention.
What is not described in detail in the specification is prior art known to those skilled in the art.
Claims (7)
1. The tunnel engineering heavy-duty train is characterized by comprising a train body and a bogie, wherein a cab roof is arranged at the front end of the train body, an electric control system and an air brake system are arranged at the upper part of the train body, and a foundation brake and a spring system are arranged on the bogie;
the vehicle body comprises an end plate, a traction seat, a cab bottom plate, a reinforcing rib plate, a carriage lower bottom plate, a carriage upper bottom plate, a traction beam support, a cross beam, a bogie bracket, a supporting plate, a side plate and a lifting seat, wherein the front end of the carriage lower bottom plate is fixedly connected with the rear end of the cab bottom plate; the number of the end plates is two, one end plate is arranged at the front end of the cab bottom plate, and the other end plate is arranged at the rear ends of the carriage lower bottom plate and the carriage upper bottom plate; the inner side of the end plate at the front end of the cab bottom plate and the inner side of the end plate at the rear end of the lower carriage bottom plate are respectively provided with a support plate, and the lower surface of the middle part of the lower carriage bottom plate is symmetrically provided with two support plates; the upper part of the supporting plate at the inner side of the end plate at the front end of the cab bottom plate is fixedly connected with the cab bottom plate; the upper part of the supporting plate at the inner side of the end plate at the rear end of the underfloor is fixedly connected with the underfloor, and the upper part of the supporting plate at the lower surface of the middle part of the underfloor is also fixedly connected with the underfloor; the supporting plate is provided with a bogie bracket which is detachably connected with the supporting plate; the traction beam support is fixedly connected with the lower floor of the carriage; the number of the cross beams is at least two, each cross beam is uniformly distributed on the lower surface of the lower carriage bottom plate, the number of the reinforcing rib plates is at least two, and each reinforcing rib plate is uniformly distributed between the lower carriage bottom plate and the upper carriage bottom plate; the number of the side plates is two, one side plate is arranged on the left side of the cab bottom plate, the left side of the lower carriage bottom plate and the left side of the upper carriage bottom plate, and the other side plate is arranged on the right side of the cab bottom plate, the right side of the lower carriage bottom plate and the right side of the upper carriage bottom plate; the traction seat is arranged on the outer surface of the end plate; the lifting seat is arranged on the outer surface of the side plate, and the bogie is arranged on the traction beam support;
the bogie comprises a bogie frame which is connected with a carriage underfloor of the vehicle body through a spring system; the upper part of the bogie frame is provided with a traction cross beam; the center of the traction beam is provided with a center pin, and the traction beam is connected with a traction beam support of the vehicle body through the center pin; the left side and the right side of the bogie frame are internally connected with torque arms which are connected with the shape moving device; the shape device is walked including reducing gear box, wheelset, axle box, and the torque arm links to each other with the reducing gear box of shape device, and the reducing gear box is installed on the wheelset, and axle box is installed at wheelset both ends, and the axle box passes through spring system to be connected to on the bogie frame, and the input of reducing gear box passes through universal joint and links to each other with traction motor, and a traction motor possesses two output shafts, and a traction motor drives two reducing gear boxes simultaneously.
2. The tunnel engineering heavy-duty train according to claim 1, wherein the foundation brake comprises brake arms, brake shoe assemblies, brake connecting rods, double-acting brake cylinders and brake tie rods, the number of the double-acting brake cylinders is four, the four double-acting brake cylinders are divided into two groups which are arranged on two sides of the bogie frame side by side, the tail parts of the two double-acting brake cylinders of each group are connected, the number of the brake arms is eight, and each brake arm is provided with one brake shoe assembly which faces the wheel set tread; the eight brake arms are divided into two groups, four brake arms form a group and are distributed in a rectangular shape, two adjacent brake arms positioned on the same transverse side of the rectangle are connected through a brake transverse pull rod, two adjacent brake arms positioned on the same longitudinal side of the rectangle are connected through a brake connecting rod, and two adjacent brake arms positioned on the same transverse side of the rectangle are respectively connected to the front ends of two double-acting brake cylinders; each brake arm is mounted to the lower portion of the bogie frame by a corresponding brake hanger.
3. The tunnel engineering heavy-duty train according to claim 1 or 2, wherein the electric control system comprises a vehicle illumination lamp fixed to the front end of the cab ceiling, an instrument desk fixed to the cab floor, a vehicle management unit installed in the instrument desk, a variable frequency drive fixed to the cabin floor, a power supply fixed to the cabin floor, a traction motor fixed to the bogie, an auxiliary control circuit fixed to the cabin floor, and a brake resistor fixed to the cabin floor; the instrument desk is electrically connected with the vehicle management unit, and the vehicle management unit, the instrument desk, the variable frequency driver and the auxiliary control loop are electrically connected with the power supply; the variable frequency driver and the auxiliary control loop are electrically connected with the vehicle management unit, the variable frequency driver is electrically connected with the auxiliary control loop, the traction motor and the braking resistor are electrically connected with the variable frequency driver, and the vehicle illuminating lamp and the air braking system are electrically connected with the auxiliary control loop.
4. The tunnel engineering heavy-duty train according to claim 3, wherein the air brake system comprises a quick connector, a handle brake controller, a brake foot valve, an upper connecting pipeline, an air brake chamber underframe, an air brake chamber cover plate, an air compressor unit, an air purifying device, an air storage tank and a brake control integrated module, the quick connector is arranged on an end plate, the handle brake controller is arranged on an instrument desk, the brake foot valve is arranged on a cab bottom plate, the air brake chamber cover plate is arranged on a side plate, and the air compressor unit, the air purifying device, the air storage tank and the brake control integrated module are arranged on the brake chamber underframe;
the brake control integrated module of the air brake system is electrically connected with the auxiliary control loop; the air compressor unit of the air brake system is electrically connected with the auxiliary control loop; the air outlet of the air compressor unit is connected with the air inlet of the air storage tank, the air outlet of the air storage tank is connected with the air purifying device, the air purifying device is connected with the air inlet of the brake control integrated module, and the air outlet of the brake control integrated module is connected with the double-acting brake cylinder; one end of the quick connector is connected with an air outlet of the control integrated module, the other end of the quick connector is normally closed, the handle brake controller and the brake foot valve are both connected with the brake control integrated module, and the brake control integrated module is connected with the air compressor unit.
5. The tunnel engineering heavy-duty train according to claim 1 or 2, wherein the spring system comprises a rubber spring, an elastic rubber stopper, a rubber elastic side bearing, the rubber spring, the elastic rubber stopper being mounted on a lower portion of the bogie frame, the elastic rubber stopper being located directly below the axle box, the rubber elastic side bearing being mounted on an upper portion of the bogie frame; two ends of the rubber elastic side bearing are respectively connected with a carriage lower bottom plate and a bogie frame of the car body, and two sides of the rubber spring are respectively connected with the bogie frame and the axle box.
6. The method of electric and air braking of a tunnel-engineered heavy-duty train of any of claims 1-5, wherein the electric braking comprises the steps of:
when the instrument desk sends out a traction breaking instruction or a braking instruction, the vehicle enters a decelerating or braking state, the vehicle management unit converts kinetic energy and potential energy generated by the vehicle into charging voltage and current through the variable frequency driver, and then the charging voltage and current are transmitted to the power supply to charge the power supply, and the power supply is charged through regenerative braking; when the power supply voltage is increased to a self-safety value, performing energy consumption braking: the power supply feeds back a safety value signal to the variable frequency driver, the variable frequency driver processes the signal and transmits converted charging voltage and current to the braking resistor, the braking resistor is started to perform energy-consuming braking, namely, redundant kinetic energy and potential energy generated in a decelerating or braking state are released in a heat mode through the braking resistor, and the two electric braking modes ensure that the vehicle has continuous electric braking capability and safety of an electric system is maintained.
7. The electrical and air braking method of a tunnel-engineered heavy-duty train of any of claims 1-5, wherein the air braking comprises the steps of: when the vehicle is in a parking state, the brake control integrated module completely discharges compressed air of a piston cavity of the double-acting brake cylinder, no air exists in the cylinder body, the piston rod of the double-acting brake cylinder is retracted, the brake shoe assembly is tightly attached to the tread of the wheel set, and the whole vehicle is in a braking state; when the vehicle is started, the vehicle management unit carries out self-checking on the locomotive, and starts the air compressor unit and the brake control integrated module through the auxiliary control loop, and compressed air generated by the air compressor unit enters the air inlet and the air outlet of the air storage tank and the air inlet and the air outlet of the brake control integrated module; when the brake controller of the operating handle releases the brake, the brake control integrated module charges the double-acting brake cylinder again, a piston rod of the double-acting brake cylinder stretches out after the double-acting brake cylinder is charged, the brake shoe assembly is separated from the tread of the wheel set, and the parking brake is released, so that the vehicle enters a driving state;
when running, the pedal valve is trampled, the generated braking analog quantity is transmitted to the braking control integrated module, after the braking analog quantity is processed by the braking control integrated module, the pressure of compressed air is regulated by the braking control integrated module through the air compressor unit, the compressed air of the piston cavity of the double-acting braking cylinder is completely discharged by the braking control integrated module, the piston rod of the double-acting braking cylinder is retracted, the pressure generated by the double-acting braking cylinder is transmitted to the brake shoe assembly, and braking force is generated through friction between the brake shoe assembly and the wheel set tread, so that running braking of the train in the running process is realized;
when the service braking is canceled, the brake pedal valve is released, the generated service braking relieving analog quantity is transmitted to the brake control integrated module, after the brake control integrated module processes the service braking relieving analog quantity, the brake control integrated module adjusts the pressure of compressed air through the air compressor unit, the brake control integrated module inflates the double-acting brake cylinder again, the piston rod of the double-acting brake cylinder stretches out, the pressure generated by the double-acting brake cylinder is transmitted to the brake shoe assembly, and the brake force is relieved through the separation of the brake shoe assembly and the wheel set tread, so that the service braking relieving of the train in the running process is realized;
when emergency braking is performed in the running process, the handle brake controller is operated, the brake analog quantity generated by the handle brake controller is transmitted to the brake control integrated module, after the brake analog quantity is processed by the brake control integrated module, the pressure of compressed air is regulated by the brake control integrated module through the air compressor unit, so that all the compressed air in the piston cavity of the double-acting brake cylinder is rapidly discharged, the piston rod of the double-acting brake cylinder rapidly retreats to reach the maximum contraction stroke, the pressure generated by the double-acting brake cylinder is transmitted to the brake shoe assembly, and braking force is generated through friction between the brake shoe assembly and the wheel set tread, thereby realizing emergency braking of the train;
when the emergency braking is canceled, the handle braking controller is operated, the braking relieving analog quantity generated by the handle braking controller is transmitted to the braking control integrated module, after the braking control integrated module processes the braking relieving analog quantity, the braking control integrated module adjusts the pressure of compressed air through the air compressor unit, so that the compressed air is re-injected into the double-acting braking cylinder, the piston cavity of the double-acting braking cylinder is inflated, the piston rod of the double-acting braking cylinder extends out, the brake shoe assembly is separated from the tread of the wheel set, the braking force is relieved, and the emergency braking relieving of the train is realized.
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| DE102019004557A1 (en) * | 2019-06-28 | 2020-12-31 | Man Truck & Bus Se | Vehicle having an electrically conductive vehicle part that can be used as a resistance element for converting electrical energy into heat |
| CN112224233A (en) * | 2020-09-30 | 2021-01-15 | 江苏凯宫隧道机械有限公司 | Braking system for shield tunneling machine service train |
| CN112319538B (en) * | 2020-11-17 | 2022-04-08 | 中车株洲电力机车有限公司 | Virtual rail train and braking system and braking method thereof |
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| CA2328639A1 (en) * | 2000-12-15 | 2002-06-15 | National Steel Car Limited | Coil car with internal walkway |
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