CN111038549A - Train external emergency braking system and emergency braking method - Google Patents
Train external emergency braking system and emergency braking method Download PDFInfo
- Publication number
- CN111038549A CN111038549A CN202010001906.0A CN202010001906A CN111038549A CN 111038549 A CN111038549 A CN 111038549A CN 202010001906 A CN202010001906 A CN 202010001906A CN 111038549 A CN111038549 A CN 111038549A
- Authority
- CN
- China
- Prior art keywords
- braking
- train
- brake
- brake shoe
- speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
- B61K7/02—Track brakes or retarding apparatus
- B61K7/12—Track brakes or retarding apparatus electrically controlled
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
- B61F19/04—Bumpers or like collision guards
Abstract
The invention relates to an external emergency braking system and an emergency braking method for a train, which are arranged on a running line and comprise a speed detection device, a speed detection device and a braking device, wherein the speed detection device is used for detecting the running speed of the train; the braking device is arranged on the inner side and/or the outer side of the track and is used for braking the vehicle after the braking is triggered; the energy absorption buffer device is arranged at the end part of the track and used for blocking the vehicle from the front side of the vehicle; the control module, the speed detection device, the braking device and the energy absorption buffer device are all connected with the control module, and the control module judges whether the running speed of the train reaches a trigger condition and controls the braking device and the energy absorption buffer device to act. The invention is independent of the external execution system of the train, is not limited to the state of the train braking system, prevents the accident of collision caused by misoperation of a driver or special conditions, ensures the safety of train test or a head line train and prevents the accident of collision and derailment.
Description
Technical Field
The invention relates to an emergency braking system of a railway vehicle, in particular to an external emergency braking system and an emergency braking method of a train, and belongs to the technical field of braking control of railway vehicles.
Background
Before the train is delivered from the factory, dynamic tests on a straight line segment are required, including a dynamic part in routine tests and a dynamic part in pattern tests, so as to test various performances, record data and the like. The experimental train runs at a lower speed, but the actual braking distance of the train is shorter due to the limited length of the experimental track in the factory, the larger mass of the train is added, the required braking distance is longer, and the control of the braking process is strict. In the process of actually testing braking, a driver needs to accurately control the braking time and visually measure the braking distance so as to ensure the safe stop of the train.
However, in the actual test process, the possibility that the brake system of the experimental train fails sometimes occurs, at this time, the train loses the capability of active braking, the train cannot be stopped in the braking stage of the experimental track, so that an experimental accident occurs, the experimental train is damaged, and the personal safety of the staff performing the test on the train cannot be guaranteed. Meanwhile, under the condition that the train braking system can work normally, the train braking is not timely caused by the careless operation of a driver, the derailment accident can be seriously caused, and the potential safety hazard exists.
At present, according to the accidents generated, a certain device is generally configured on a brake section to deal with the situation that a driver brakes untimely. If the trigger device of the anti-overrunning tool is installed at the brake section, the anti-overrunning tool is installed under the head car under the ordinary condition, the trigger device is essentially a normally closed contact switch which can be triggered, the anti-overrunning tool is connected in series in an emergency braking loop of the train through a hard wire, when the anti-overrunning tool is triggered through the trigger, the normally closed contact connected in series in the emergency braking loop is disconnected, the emergency braking loop fails, no matter whether a driver brakes or not, a braking system of the locomotive starts to work to force the emergency braking system on the train, so that the train stops to prevent safety accidents, and the artificial influence is reduced. Meanwhile, a large hydraulic cylinder is arranged at the tail end of the line to reduce speed, absorb shock and absorb energy, and meanwhile, an anti-collision wall is arranged to prevent the train from rushing out of the rail under the condition of losing braking, so that safety accidents are avoided.
The patent No. 201610910541.7 discloses a control method for emergency stop of rail vehicle in test field, which is characterized in that limit early-warning devices are arranged at two sides of a test section, the limit early-warning devices send brake signals to the train and send brake commands to a vehicle-mounted brake control system, and the train brake control system executes braking, so that uncertainty of manual observation of a sign board or implementation of braking to the train by experience by a driver is avoided, and emergency braking of the vehicle is ensured.
However, subway trains and urban rail trains are usually 6 marshalling or 8 marshalling, the highest speed requirement of train experimental operation reaches 60km/h, and under the condition that the train loses braking capability due to the failure of a braking system of the train, the train cannot be completely stopped by the test train only through a hydraulic device at the end of a line, and the safety of the test cannot be effectively guaranteed.
Disclosure of Invention
The invention mainly solves the technical problem of providing an external execution system independent of a train, which has independent brake processing capacity and can effectively brake the train under the condition that the train fails and loses brake capacity, thereby improving the safety of the external emergency brake system of the train.
The invention mainly solves the technical problem of providing an emergency braking method which is independent of an external execution system of a train, has independent braking processing capability, can effectively brake the train under the condition that the train breaks down and loses braking capability, and improves safety.
In order to achieve the purpose, the technical scheme of the invention is as follows:
an external emergency braking system for a train, comprising,
the speed detection device is used for detecting the running speed of the train and is arranged on a running line or the train;
the braking device is arranged on the inner side and/or the outer side of the track and is used for braking the vehicle after the braking is triggered;
the energy absorption buffer device is arranged at the end part of the track and used for blocking the vehicle from the front side of the vehicle;
the control module is arranged on a running line or a train, the speed detection device, the braking device and the energy absorption buffer device are all connected with the control module, and the control module judges whether the running speed of the train reaches a trigger condition and controls the braking device and the energy absorption buffer device to act.
Further, the track is the lifting track at least in the safe braking distance within range of setting for, the orbital rail face of lifting has the contained angle with horizontal ground, energy-absorbing buffer installs at the orbital end of lifting, arresting gear installs orbital inboard and/or the outside of lifting.
Furthermore, the braking device comprises one or more groups of outer braking components arranged on the outer side of the track and inner braking components arranged on the inner side of the track, the outer braking components and the inner braking components are arranged on the outer side and the inner side of the track in pairs, and the outer braking components and the inner braking components jointly embrace the wheels to realize braking.
Further, the outer brake assembly comprises an outer brake shoe and an outer brake cylinder, and the outer brake shoe is installed at the end part of the telescopic end of the outer brake cylinder;
the inner brake assembly comprises an inner brake shoe and an inner brake cylinder, and the inner brake shoe is installed at the end part of the telescopic end of the inner brake cylinder.
Further, the distance between the two ends of each pair of the outer brake shoe and the inner brake shoe is unequal, the distance between the two ends of the outer brake shoe and the inner brake shoe is set to be from large to small along the running direction of the vehicle, the distance at the inlet is configured to enable the wheel to smoothly enter between the outer brake shoe and the inner brake shoe, and the distance at the outlet is configured to enable the wheel to be decelerated under the pressure.
Furthermore, one surfaces of the outer brake shoe and the inner brake shoe, which face the wheel, are planes;
or one surfaces of the outer brake shoe and the inner brake shoe, which face the wheel, are folding surfaces and are composed of an inclined surface at an inlet and a plane at an outlet;
or, the surfaces of the outer brake shoe and the inner brake shoe facing the wheel are provided with at least one concave part.
Furthermore, the energy-absorbing buffer device comprises at least one group, each group of energy-absorbing buffer device comprises a buffer plate, a buffer cylinder and a buffer base plate, the buffer plate is arranged at the telescopic end of the buffer cylinder, the fixed end of the buffer cylinder is arranged on the buffer base plate, and the buffer base plate is fixedly arranged on the ground at the end part of the track.
Furthermore, a plurality of groups of energy absorption buffer devices are sequentially arranged along the length direction of the track, and the buffer substrate and the buffer plate of the other adjacent group of energy absorption buffer devices can contact or have a gap.
The other technical scheme of the invention is as follows:
a train emergency braking method comprises the following steps:
A. detecting the running speed of the train passing through a detection point, and inputting detected data information to a control module;
B. the control module judges whether the detected actual speed reaches a brake set speed, when the detected actual speed reaches the brake set speed, the condition of triggering brake is judged to be met, the control module controls the brake device and the energy absorption buffer device to brake the train, and when the detected actual speed is lower than the brake set speed, the brake device and the energy absorption buffer device do not act.
Further, when the detected actual speed reaches the set braking speed, the method further comprises the step of controlling the number of the outer brake components and the inner brake components for implementing braking and/or controlling the displacement of the telescopic ends of the outer brake cylinder and the inner brake cylinder participating in implementing braking according to the detected actual speed.
In summary, the train external emergency braking system and the emergency braking method provided by the invention are independent of an external execution system of a train, have independent braking processing capability, are not limited to the state of a train braking system, can effectively brake the train under the condition that the train fails and loses braking capability, and are particularly suitable for preventing a driver from mistakenly operating or preventing a collision event caused by special conditions under dynamic test conditions in routine tests and type tests before leaving a factory, ensuring the safety of train tests or end-line trains, preventing the occurrence of collision and derailment accidents, reducing loss and ensuring the safety of workers on the train.
Drawings
FIG. 1 is a schematic diagram of an emergency braking system of the present invention;
FIG. 2 is a block diagram of the emergency braking system of the present invention;
FIG. 3 is a diagram of the lift rail configuration of the present invention;
FIG. 4 is a block diagram of another embodiment of the outer and inner brake shoes of the present invention.
As shown in fig. 1 to 4, the speed detecting device 1, the braking device 2, the energy absorption and buffering device 3, a buffering plate 3a, a buffering cylinder 3b, a buffering base plate 3c, a control module 4, a lifting rail 5, an outer brake assembly 6, an outer brake shoe 6a, an outer brake cylinder 6b, an inner brake assembly 7, an inner brake shoe 7a, an inner brake cylinder 7b, an amplifying mechanism 7c, an inner concave portion 8 and a wheel 9.
Detailed Description
The invention is described in further detail below with reference to the following detailed description and accompanying drawings:
the first embodiment is as follows:
as shown in fig. 1 and 2, the present invention provides an emergency braking system outside a train, which is installed on a running line of the train independently of the train, and includes a speed detection device 1, a braking device 2, an energy absorption buffer device 3 and a control module 4, wherein the speed detection device 1, the braking device 2 and the energy absorption buffer device 3 are all connected with the control module 4 and are controlled by the control module 4 in a unified manner. The braking device 2 plays a role in actively reducing the speed of the train to brake the train; the energy absorption buffer device 3 is used for reducing the speed and buffering the locomotive to prevent derailment, and the control module 4 is used for receiving and sending signals to control the whole system and implement control feedback and the like.
The speed detection device 1 is used for detecting the running speed of the train as a basis for judging whether the system executes braking. In this embodiment, the speed detection device 1 is installed outside the track or inside the track, can be installed on the equipment on the ground, also can directly install on the track, is favorable to reducing the risk that the accident was brought to artifical maloperation. The speed detection device 1 is used for measuring the real-time running speed of the train, inputting the measured data information into the control module 4, and determining whether to start the device or not by the control module 4 according to the detected speed information. The speed detection device 1 can be any device for realizing speed measurement functions such as radar speed measurement, laser speed measurement, image speed measurement and the like. The direction of the velocity v as shown in fig. 2 indicates the direction in which the train is advancing. The speed detection device 1 can be arranged at the starting point of the installation braking distance, or one speed detection device 1 can be arranged at intervals on the running line before the safety braking distance is reached.
The control module 4 can be a single chip microcomputer, a programmable controller and the like, and is a module or a device with reading, outputting and storing functions.
As shown in FIG. 3, the track running as a train can be the same as a common track, and is laid on the ground in a straight manner, in this embodiment, in order to ensure that the train can be safely stopped within a safe braking distance, and simultaneously, to facilitate reducing the length of the safe braking distance, and further reduce the influence of over-small braking distance due to the limitation of a test site, at least one section of the running track of the train within the last set safe braking distance range (i.e. the distance at which the train starts to brake) is designed into a lifting track 5, the lifting track 5 is installed on a foundation with a certain gradient, an included angle α is formed between the track surface of the lifting track 5 and the horizontal ground, the lifting track 5 is used for converting kinetic energy of the train into potential energy, the train is actively decelerated by the dead weight of the train, and numerical values such as the length of the lifting track 5, the.
The braking device 2 is installed on the inner side and/or the outer side of the lifting track 5 and is used for braking the vehicle after triggering the braking, acting on the wheels of the train to decelerate and providing additional braking force to accelerate the train to stop. The braking device 2 comprises one or more groups of outer braking components 6 arranged on the outer side of the lifting track 5 and inner braking components 7 arranged on the inner side of the lifting track 5, the outer braking components 6 and the inner braking components 7 are arranged on the outer side and the inner side of the lifting track 5 in pairs, and the outer braking components 6 and the inner braking components 7 simultaneously embrace wheels from the inner side and the outer side to achieve speed reduction. In this embodiment, preferably, a plurality of sets of outer brake assemblies 6 and inner brake assemblies 7 are arranged in pairs on two sides of the lifting rail 5, and the plurality of sets of outer brake assemblies 6 and inner brake assemblies 7 are arranged in sequence along the length direction of the rail, so as to effectively brake the train. The number of the outer brake packs 6 and the inner brake packs 7 installed on both sides of the lifting rail 5 is calculated according to the maximum running speed of the test train, the maximum train consist, the length of the lifting rail 5 and the maximum braking force required.
The outer brake assembly 6 comprises an outer brake shoe 6a and an outer brake cylinder 6b, and the outer brake shoe 6a is mounted at the telescopic end of the outer brake cylinder 6 b. The inner brake assembly 7 comprises an inner brake shoe 7a and an inner brake cylinder 7 b. Preferably, the inner brake cylinder 7b is connected to the inner shoe 7a via an amplifying mechanism 7c, the end of the inner brake cylinder 7b at the telescopic end is connected to one end of the amplifying mechanism 7c, and the other end of the amplifying mechanism 7c is connected to the inner shoe 7 a. The inner brake assembly 7 is arranged between the two lifting rails 5, one inner brake cylinder 7b is arranged, two groups of inner brake shoes 7a and amplification mechanisms 7c are arranged, and the left and right groups of inner brake shoes 7a and amplification mechanisms 7c are simultaneously controlled by the inner brake cylinder 7 b. The extension and contraction of the inner brake cylinder 7b can bring the inner brake shoe 7a at the end of the amplification mechanism 7c closer to or further away from the lifting rail 5. The structure and action principle of the amplifying mechanism 7c in the system are the same as those of the prior art, and the amplifying mechanism mainly comprises an eccentric shaft and a connecting rod (not shown in the figure), wherein the eccentric shaft and the connecting rod form an eccentric shaft type lever, the ratio of the eccentricity of the connecting rod to the eccentricity of the eccentric shaft is the amplification factor of the braking force amplifying mechanism, the amplifying mechanism 7c is used for amplifying the effective acting force output by the inner brake cylinder 7b and then acting on the inner brake shoe 7a, so that larger braking force is obtained, and the braking effect is good.
In this embodiment, the outer brake shoe 6a and the inner brake shoe 7a are plane surfaces facing the wheel, the distance between the two ends of each pair of the outer brake shoe 6a and the inner brake shoe 7a is different, the outer brake shoe 6a and the inner brake shoe 7a are not parallel, and a certain included angle is formed between the outer brake shoe 6a and the inner brake shoe 7a, preferably, the outer brake shoe 6a and the inner brake shoe 7a are arranged in a splayed shape, that is, the included angles between the outer brake shoe 6a and the inner brake shoe 7a and the middle lifting rail 5 are the same, and the distances between the outer brake shoe 6a and the inner brake shoe 7a and the middle lifting rail 5 are the same. The distance between the two ends of the outer brake shoe 6a and the inner brake shoe 7a is set to be from large to small along the running direction of the vehicle, the end with large distance can ensure that the wheel can smoothly enter between the outer brake shoe 6a and the inner brake shoe 7a when the vehicle runs at high speed, the end with small distance is smaller than the thickness of a wheel disc, and the wheel can be clasped from the two sides to increase friction to realize deceleration braking.
The outer brake cylinders 6b and the inner brake cylinders 7b are hydraulic cylinders or pneumatic cylinders, all the outer brake cylinders 6b and all the inner brake cylinders 7b are connected with the control module 4, after the control module 4 receives speed information sent by the speed detection device 1, the number of the outer brake cylinders 6b and the number of the inner brake cylinders 7b which are put into braking are determined according to the real-time speed of the train when the train enters a braking stage, and the faster the speed is, the more the number of the outer brake cylinders 6b and the number of the inner brake cylinders 7b which need to be put into braking are. The starting point of the entering brake stage and the starting point of the lifting track 5 may be the same point, or the starting point of the entering brake stage is located a distance in front of the starting point of the lifting track 5, that is, the train first reaches the starting point of the brake stage and then enters the lifting track 5.
In this embodiment, a brake set speed is stored in the control module 4 in advance, and when the real-time speed of the train is less than the brake set speed when the train enters a brake stage, it indicates that a driver starts to apply braking, and a brake system of the train is in a normal working state, or the train can be completely stopped within a safe distance only by relying on the lifting track 5 due to low speed, and at this time, the control module 4 does not send a brake instruction, and the train is braked and stopped by relying on the brake system of the train and the lifting track 5.
When the real-time speed of the train in the brake stage is equal to or greater than the set brake speed, which indicates that a driver forgets to brake due to human reasons, or the brake system of the train per se is in an abnormal working state, or the train is not stopped within a safe distance only by the brake system of the train per se and the lifting track 5 due to too high speed, the control module 4 sends a brake instruction to the corresponding outer brake cylinder 6b and inner brake cylinder 7b according to a preset control logic, the specific control logic comprises a comparison relation between the speed summarized by simulation calculation and test and the input quantity of the outer brake cylinder 6b and the inner brake cylinder 7b, the difference between the real-time speed and the set brake speed is divided into a plurality of levels from small to large, and each level corresponds to the quantity of the outer brake cylinder 6b and the inner brake cylinder 7b which need to be input into brake, the control module 4 detects the real-time speed of the train entering the brake stage, obtains the number of the outer brake cylinders 6b and the inner brake cylinders 7b which need to be braked according to the grade of the train, and controls the corresponding actions of the outer brake cylinders 6b and the inner brake cylinders 7 b.
After receiving the speed information of the speed detection device 1, the control module 4 judges the magnitude of the braking force required to be provided by all the outer brake cylinders 6b and the inner brake cylinders 7b subjected to braking according to the grade of the speed, further calculates displacement data of each of the outer brake cylinders 6b and the inner brake cylinders 7b, simultaneously sends displacement instructions to the outer brake cylinders 6b and the inner brake cylinders 7b, and the outer brake cylinders 6b and the inner brake cylinders 7b move the telescopic ends, namely the outer brake shoes 6a and the inner brake shoes 7a to set positions according to the displacement instructions. The outer brake cylinder 6b and the inner brake cylinder 7b are provided with displacement sensors and force sensors, the force sensors are used for detecting pressures borne by the outer brake shoe 6a and the inner brake shoe 7a when a wheel passes through the outer brake shoe 6a and the inner brake shoe 7a in real time and feeding back pressure data to the control module 4 in real time, the control module 4 adjusts the action of the outer brake cylinder 6b and the inner brake cylinder 7b according to the pressure borne by the outer brake shoe 6a and the inner brake shoe 7a, the damage to the outer brake cylinder 6b and the inner brake cylinder 7b caused by the fact that the maximum bearing capacity of the outer brake shoe 6a and the inner brake shoe 7a is exceeded due to the overlarge pressure borne by the outer brake shoe 6a and the inner brake shoe 7a is avoided, the service life of the outer brake cylinder 6b and the inner brake cylinder 7b is further prolonged, and.
The energy-absorbing buffer device 3 is arranged at the tail end of the lifting track 5 and is the last defense line for train braking, and the energy-absorbing buffer device 3 acts on the head of the train and is used for blocking the train from the front side of the train and absorbing the kinetic energy of the train so as to ensure that the train completely stops within a safe distance range.
In this embodiment, the energy absorption buffer device 3 includes at least one group, preferably a plurality of groups, and the groups are arranged in the train running direction. Each group of energy absorption and buffering devices 3 comprises a buffering plate 3a, a buffering cylinder 3b and a buffering base plate 3c, wherein the buffering plate 3a is arranged at the telescopic end of the buffering cylinder 3b, and the fixed end of the buffering cylinder 3b is arranged on the buffering base plate 3 c. The buffer plate 3a is used for contacting with a test train, the contact area of the buffer plate and the train is increased, and the buffer cylinder 3b adopts a hydraulic cylinder. The buffer base plate 3c of one group of energy-absorbing buffer devices 3 and the buffer plate 3a of the other adjacent group of energy-absorbing buffer devices 3 can be arranged in a mutual contact manner, and the buffer base plate 3c of the last group is completely and fixedly arranged on the ground at the end part of the track. Or a certain gap is formed between the buffer base plate 3c and the buffer plate 3a of another adjacent group of energy-absorbing and buffering devices 3, and the buffer base plate 3c in each group is fixedly arranged on the ground.
All the buffer cylinders 3b are connected with the control module 4, after the control module 4 receives the speed information detected by the speed detection device 1, firstly, whether the train can be stopped by the action of the energy absorption buffer device 3 is judged, namely, when the speed of the train is too high and reaches the energy absorption set speed (the energy absorption set speed is greater than the braking set speed), the train can not be stopped by the action of all the braking devices 2, the control module 4 sends an action instruction to the energy absorption buffer device 3 to control the buffer cylinders 3b to act, and the telescopic ends extend forwards and extend to the set distance.
The energy-absorbing buffer devices 3 can convert the kinetic energy of the train, the front brake device 3 cannot continuously absorb the kinetic energy when the train stops, reverse braking force is applied to the train, the energy-absorbing buffer devices 3 can increase the acting time and acting distance of the reverse force and increase the acting time and acting distance step by step, and the derailment of the test train is prevented. The plurality of energy-absorbing buffer devices 3 effectively reduce the kinetic energy of the train, assist the braking process and reduce the requirements on equipment through multi-stage buffering.
The emergency braking method of the emergency braking system will now be described in detail, and specifically includes the following steps:
A. the running speed of the train passing a detection point is detected by the speed detection device 1, and the detected speed data information is input to the control module 4.
B. The control module 4 determines whether the detected actual speed reaches the set speed.
When the detected actual speed is lower than the set speed (namely the lowest speed needing braking), the system does not work, namely the braking device 2 and the energy absorption buffer device 3 do not act.
And when the detected actual speed reaches the set speed, judging that the condition for triggering the braking is met, and operating the system. When the system works, the control module 4 sends a braking instruction to the braking device 2 and the energy absorption buffer device 3, and controls the braking device 2 and the energy absorption buffer device 3 to act to brake the train.
The method specifically comprises the following steps:
when the detected actual speed reaches the set braking speed but does not reach the energy absorption set speed, the control module 4 judges the speed grade of the detected train according to the real-time speed when the train enters the braking stage, further obtains the number of the outer brake cylinders 6b and the inner brake cylinders 7b which need to be braked, calculates the braking force and displacement data which need to be provided by each outer brake cylinder 6b and each inner brake cylinder 7b, and controls the telescopic ends of the corresponding outer brake cylinders 6b and the corresponding inner brake cylinders 7b to move for the set distance so that the outer brake shoes 6a and the inner brake shoes 7a move to the set positions.
When the wheel passes through the outer brake shoe 6a and the inner brake shoe 7a which are arranged in pairs in sequence, the force sensors detect the pressure born by the outer brake shoe 6a and the inner brake shoe 7a in real time and feed back pressure data to the control module 4 in real time, and the control module 4 adjusts the action of the outer brake cylinder 6b and the inner brake cylinder 7b, namely the displacement of the outer brake cylinder 6b and the inner brake cylinder 7b according to the magnitude of the pressure born by the outer brake shoe 6a and the inner brake shoe 7 a.
The emergency braking system is an external execution system independent of a train, has independent braking processing capacity, is not limited to the state of a train braking system, can effectively brake the train under the condition that the train breaks down and loses braking capacity, is particularly suitable for the dynamic test conditions in routine tests and type tests before the train leaves a factory, prevents a driver from mistakenly operating or special conditions from causing a collision event, enhances the braking effect of the system by adopting various braking modes, ensures the safety of train tests or end-line trains, prevents the occurrence of collision and derailment accidents, reduces loss and ensures the safety of workers on the train.
Example two:
the difference from the first embodiment is that in the first embodiment, the surfaces of the outer brake shoe 6a and the inner brake shoe 7a facing the wheel are folded surfaces, and are composed of an inclined surface at the inlet and a plane at the outlet, the inlets of the outer brake shoe 6a and the inner brake shoe 7a are in a shape of Chinese character 'ba', and the middle part of the inlets are folded to form a plane at one end of the outlet, so as to increase the friction force between the wheel and the outer brake shoe 6a and the inner brake shoe 7 a.
Example three:
the difference from the first embodiment is that in the present embodiment, the faces of the outer shoe 6a and the inner shoe 7a facing the wheel 9 are not flat, and have at least one concave portion on their surfaces. The concave part 8 can be a plurality of concave pits, and the concave part 8 can also be a groove which is arranged along the transverse direction or the vertical direction of the outer brake shoe 6a and the inner brake shoe 7a and is wholly in a long strip shape or other shapes.
As shown in FIG. 4, the cross-section of the outer shoe 6a and the inner shoe 7a is more preferably wavy in this embodiment, and is composed of a slope at the inlet, a concave portion 8, a flat surface, and a concave portion 8, or the rightmost concave portion 8 may be omitted. According to the structure, the wheel 9 is in discontinuous contact with the outer brake shoe 6a and the inner brake shoe 7a, so that the heat dissipation of the wheel 9 during friction with the outer brake shoe 6a and the inner brake shoe 7a is facilitated on the premise that the braking force is guaranteed, and the service lives of the wheel, the outer brake shoe 6a and the inner brake shoe 7a are prolonged.
The wavy structure may be provided only on the side of the outer shoe 6a and the inner shoe 7a facing the wheel 9, that is, the side facing the wheel 9 may be wavy and the side facing the wheel 9 may be flat.
Example four:
the difference from the first embodiment is that in the present embodiment, the speed detecting device 1 is not installed on both sides of the track, but the speed measuring device on the train sends the speed signal to the control module 4, and the control module 4 controls the braking device 2 and the suction level buffer device 3 to operate according to the speed information.
Example five:
the difference from the first embodiment is that in the present embodiment, the step of controlling the number of outer brake cylinders 6b and inner brake cylinders 7b for applying the brake according to the detected actual speed is omitted, and as long as the real-time speed exceeds the set brake speed, that is, all of the outer brake cylinders 6b and inner brake cylinders 7b are controlled to participate in the brake, the displacement value of each of the outer brake cylinders 6b and inner brake cylinders 7b is adjusted according to the total braking force required.
Similar solutions can be derived from the solution given in the figures, as described above. However, any simple modification, equivalent change and modification of the above embodiments according to the technical essence of the present invention are within the scope of the technical solution of the present invention.
Claims (10)
1. An external train emergency braking system, comprising:
the speed detection device is used for detecting the running speed of the train and is arranged on a running line or the train;
the braking device is arranged on the inner side and/or the outer side of the track and is used for braking the vehicle after the braking is triggered;
the energy absorption buffer device is arranged at the end part of the track and used for blocking the vehicle from the front side of the vehicle;
the control module is arranged on a running line or a train, the speed detection device, the braking device and the energy absorption buffer device are all connected with the control module, and the control module judges whether the running speed of the train reaches a trigger condition and controls the braking device and the energy absorption buffer device to act.
2. The system of claim 1 wherein: the track is the lifting track at least in the safe braking distance within range of setting for, the orbital rail surface of lifting has the contained angle with horizontal ground, energy-absorbing buffer installs at the orbital end of lifting, arresting gear installs orbital inboard and/or the outside of lifting.
3. The system of claim 1 wherein: the braking device comprises one or more groups of external braking components arranged on the outer side of the track and internal braking components arranged on the inner side of the track, the external braking components and the internal braking components are arranged on the outer side and the inner side of the track in pairs, and the external braking components and the internal braking components jointly embrace the wheel to realize braking.
4. The train external emergency brake system of claim 3, wherein: the outer brake assembly comprises an outer brake shoe and an outer brake cylinder, and the outer brake shoe is arranged at the end part of the telescopic end of the outer brake cylinder;
the inner brake assembly comprises an inner brake shoe and an inner brake cylinder, and the inner brake shoe is installed at the end part of the telescopic end of the inner brake cylinder.
5. The system of claim 4 wherein: the distance between the two end parts of the correspondingly arranged outer brake shoe and the inner brake shoe is unequal, the distance between the two end parts of the outer brake shoe and the inner brake shoe is set to be from large to small along the running direction of the vehicle, the distance at the inlet is configured to enable the wheel to smoothly enter between the outer brake shoe and the inner brake shoe, and the distance at the outlet is configured to enable the wheel to be decelerated under the pressure.
6. The external train emergency brake system of claim 5, wherein: one surfaces of the outer brake shoe and the inner brake shoe, which face the wheel, are planes;
or one surfaces of the outer brake shoe and the inner brake shoe, which face the wheel, are folding surfaces and are composed of an inclined surface at an inlet and a plane at an outlet;
or, the surfaces of the outer brake shoe and the inner brake shoe facing the wheel are provided with at least one concave part.
7. The system of claim 1 wherein: the energy-absorbing buffer device comprises at least one group, each group of energy-absorbing buffer device comprises a buffer plate, a buffer cylinder and a buffer base plate, the buffer plate is arranged at the telescopic end of the buffer cylinder, the fixed end of the buffer cylinder is arranged on the buffer base plate, and the buffer base plate is fixedly arranged on the ground at the end part of the track.
8. The external train emergency brake system of claim 7, wherein: the multiple groups of energy-absorbing buffer devices are sequentially arranged along the length direction of the rail, and the buffer substrate and the buffer plate of the other adjacent group of energy-absorbing buffer devices can contact or have a gap.
9. The train emergency braking method is characterized by comprising the following steps:
A. detecting the running speed of the train passing through a detection point, and inputting detected data information to a control module;
B. the control module judges whether the detected actual speed reaches a brake set speed, when the detected actual speed reaches the brake set speed, the condition of triggering brake is judged to be met, the control module controls the brake device and the energy absorption buffer device to brake the train, and when the detected actual speed is lower than the brake set speed, the brake device and the energy absorption buffer device do not act.
10. The method of emergency braking a train according to claim 9, wherein: when the detected actual speed reaches the set braking speed, the method further comprises the step of controlling the number of the outer brake components and the inner brake components for implementing braking and/or controlling the displacement of the telescopic end of each group of the outer brake cylinder and the inner brake cylinder participating in implementing braking according to the detected actual speed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010001906.0A CN111038549B (en) | 2020-01-02 | 2020-01-02 | Train external emergency braking system and emergency braking method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010001906.0A CN111038549B (en) | 2020-01-02 | 2020-01-02 | Train external emergency braking system and emergency braking method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111038549A true CN111038549A (en) | 2020-04-21 |
| CN111038549B CN111038549B (en) | 2021-06-04 |
Family
ID=70243865
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010001906.0A Active CN111038549B (en) | 2020-01-02 | 2020-01-02 | Train external emergency braking system and emergency braking method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111038549B (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112710479A (en) * | 2020-12-10 | 2021-04-27 | 中车青岛四方机车车辆股份有限公司 | Safety protection system and protection method for crash test bed |
| CN113029608A (en) * | 2021-02-01 | 2021-06-25 | 中车青岛四方机车车辆股份有限公司 | Dynamic test system of magnetic track brake |
| CN116902021A (en) * | 2023-09-08 | 2023-10-20 | 煤炭工业太原设计研究院集团有限公司 | High-efficiency inclined roadway sports car protection system and method |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB649753A (en) * | 1948-11-04 | 1951-01-31 | John Charles Kubale | Improvements relating to track braking devices |
| CN1041731A (en) * | 1989-11-14 | 1990-05-02 | 上海铁路局工业公司机械工程服务部 | Be fixed on track brake method and device thereof on the railway line |
| CN2290513Y (en) * | 1997-04-22 | 1998-09-09 | 刘青香 | Buffering vehicle stop |
| UA76289C2 (en) * | 2004-07-26 | 2006-07-17 | Production And Servicing Firm | Device for fastening of rolling-stock |
| CN102602424A (en) * | 2012-03-23 | 2012-07-25 | 中国神华能源股份有限公司 | Braking device used for railway vehicle |
| CN104742935A (en) * | 2015-02-16 | 2015-07-01 | 杨杰 | Car blocking control device and method |
| CN108001480A (en) * | 2017-06-21 | 2018-05-08 | 深圳市乾行达科技有限公司 | Combined type is kept off a car energy absorber |
| CN109808731A (en) * | 2019-03-26 | 2019-05-28 | 西安科技大学 | The monitoring of down-well oblique lane transportation of coal mine mine car and prevent-moving car system and method |
-
2020
- 2020-01-02 CN CN202010001906.0A patent/CN111038549B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB649753A (en) * | 1948-11-04 | 1951-01-31 | John Charles Kubale | Improvements relating to track braking devices |
| CN1041731A (en) * | 1989-11-14 | 1990-05-02 | 上海铁路局工业公司机械工程服务部 | Be fixed on track brake method and device thereof on the railway line |
| CN2290513Y (en) * | 1997-04-22 | 1998-09-09 | 刘青香 | Buffering vehicle stop |
| UA76289C2 (en) * | 2004-07-26 | 2006-07-17 | Production And Servicing Firm | Device for fastening of rolling-stock |
| CN102602424A (en) * | 2012-03-23 | 2012-07-25 | 中国神华能源股份有限公司 | Braking device used for railway vehicle |
| CN104742935A (en) * | 2015-02-16 | 2015-07-01 | 杨杰 | Car blocking control device and method |
| CN108001480A (en) * | 2017-06-21 | 2018-05-08 | 深圳市乾行达科技有限公司 | Combined type is kept off a car energy absorber |
| CN109808731A (en) * | 2019-03-26 | 2019-05-28 | 西安科技大学 | The monitoring of down-well oblique lane transportation of coal mine mine car and prevent-moving car system and method |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112710479A (en) * | 2020-12-10 | 2021-04-27 | 中车青岛四方机车车辆股份有限公司 | Safety protection system and protection method for crash test bed |
| CN113029608A (en) * | 2021-02-01 | 2021-06-25 | 中车青岛四方机车车辆股份有限公司 | Dynamic test system of magnetic track brake |
| CN113029608B (en) * | 2021-02-01 | 2022-09-13 | 中车青岛四方机车车辆股份有限公司 | Dynamic test system of magnetic track brake |
| CN116902021A (en) * | 2023-09-08 | 2023-10-20 | 煤炭工业太原设计研究院集团有限公司 | High-efficiency inclined roadway sports car protection system and method |
| CN116902021B (en) * | 2023-09-08 | 2023-11-28 | 煤炭工业太原设计研究院集团有限公司 | High-efficiency inclined roadway sports car protection system and method |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111038549B (en) | 2021-06-04 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111038549B (en) | Train external emergency braking system and emergency braking method | |
| CN110077373A (en) | A kind of control method of magnetic-levitation train braking by grades | |
| US8577522B2 (en) | Method for monitoring at least one system parameter which influences the operating behaviour of vehicles or trains of vehicles | |
| US20130138278A1 (en) | Control method for aerodynamic brake device | |
| CN104024138A (en) | Safety device for an elevator having several cabs | |
| CN112109680A (en) | Auxiliary emergency braking method and device for rail transit vehicle | |
| CA1333726C (en) | Method and apparatus for the automatic control of a guided vehicle | |
| CN113003350B (en) | Elevator safety control method and elevator safety control device | |
| CN107344690A (en) | A kind of elevator falling-proof brake device | |
| CN109153380A (en) | Method and apparatus for controlling or regulating braking equipment | |
| CN112606877B (en) | Urban rail train obstacle detection method | |
| CN103481908A (en) | Method for regulating speed of railway plane glide and preventing car overrunning in humping | |
| KR101396199B1 (en) | Method and system for braking a railway vehicle | |
| CN215622009U (en) | Car stopping device | |
| WO2023087400A1 (en) | Braking control method and device for high-speed superconducting electric maglev train, and high-speed superconducting electric maglev train | |
| CN211740636U (en) | Rail transit vehicle derailment test device | |
| CN111645726B (en) | Train tolerance safety protection system and method based on route map aided design | |
| US20180319412A1 (en) | Method for operating a rail vehicle along a railway line | |
| KR20180124374A (en) | Performance test apparatus of elevator emergency stop equipment | |
| CN112046553A (en) | Method and system for controlling brake of speed reducer | |
| CN106004916A (en) | Derailing prevention system for road-rail vehicle | |
| JP5043372B2 (en) | Method and apparatus for collecting current in a railway vehicle | |
| CN2369918Y (en) | Lift parking anti-slide device | |
| RU2793752C1 (en) | Hydro-piston device for providing free passage, slowing, stopping and fixing railway cars on station park tracks | |
| CN217415725U (en) | Hydraulic pump station for rail car |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |