CN113531010A - Triple braking system for overhead rail vehicle - Google Patents
Triple braking system for overhead rail vehicle Download PDFInfo
- Publication number
- CN113531010A CN113531010A CN202110535302.9A CN202110535302A CN113531010A CN 113531010 A CN113531010 A CN 113531010A CN 202110535302 A CN202110535302 A CN 202110535302A CN 113531010 A CN113531010 A CN 113531010A
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- braking
- brake
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- overhead
- rail
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- 241001669679 Eleotris Species 0.000 claims abstract description 10
- 230000003068 static effect Effects 0.000 claims description 18
- 230000001172 regenerating effect Effects 0.000 claims description 16
- 230000007246 mechanism Effects 0.000 claims description 10
- 239000003921 oil Substances 0.000 claims description 9
- 230000009471 action Effects 0.000 claims description 6
- 238000007667 floating Methods 0.000 claims description 4
- 239000010687 lubricating oil Substances 0.000 claims description 4
- 239000012530 fluid Substances 0.000 claims description 3
- 238000007789 sealing Methods 0.000 claims 1
- 238000010586 diagram Methods 0.000 description 5
- 239000003245 coal Substances 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 239000010720 hydraulic oil Substances 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000001360 synchronised effect Effects 0.000 description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 238000001514 detection method Methods 0.000 description 2
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- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
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- 230000001276 controlling effect Effects 0.000 description 1
- 229910052802 copper Inorganic materials 0.000 description 1
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- 238000010168 coupling process Methods 0.000 description 1
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- 230000009467 reduction Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
- F16D55/24—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with a plurality of axially-movable discs, lamellae, or pads, pressed from one side towards an axially-located member
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
- F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
- H02J3/381—Dispersed generators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/02—Fluid pressure
- F16D2121/04—Fluid pressure acting on a piston-type actuator, e.g. for liquid pressure
Abstract
The invention relates to a triple braking system for an overhead rack rail vehicle, belonging to the technical field of trackless auxiliary transportation of inclined shafts; it includes polydisc wet braking unit, repayment braking unit and holding rail emergency braking unit, wherein: the multi-disc wet type brake unit is arranged on a pin wheel of the overhead line rack-and-pinion vehicle and is used for performing friction braking on the pin wheel; the feedback braking unit is used for recovering the deceleration energy of the overhead rack and pinion vehicle back to the power grid and carrying out feedback braking on the overhead rack and pinion vehicle; the rail holding emergency braking unit is arranged on the sleeper and used for carrying out friction braking on the sleeper; when the overhead line rack and pinion vehicle needs to be braked, the feedback brake unit brakes the overhead line rack and pinion vehicle, and the multi-disc wet brake unit and the rail holding emergency brake unit are selected or used for braking the overhead line rack and pinion vehicle at the same time. The three brake units work cooperatively to realize the braking of the trolley sleeper vehicle, and the braking reliability is improved.
Description
Technical Field
The invention relates to the technical field of trackless auxiliary transportation of inclined shafts, in particular to a triple braking system for an overhead rack-and-rail vehicle.
Background
In the process of coal mine construction, the auxiliary transportation distance is continuously increased along with the increase of the coal mining depth. The long-distance large-gradient transportation working condition appears in the fields of water conservancy, railways, coal mines and the like. In the process of implementing the invention, the inventor finds that at least the following problems exist in the prior art: the existing transportation system mostly adopts rail transportation or trackless auxiliary transportation as the transportation mode, and the adhesion is limited, so that the transportation gradient is small, the transportation distance is increased, the existing braking system is not suitable for the transportation working condition with long distance and large gradient, the mode of the existing braking system is single, the braking effect is general, and the improvement space exists.
Disclosure of Invention
Aiming at the technical problems in the prior art, the invention provides a triple braking system for an overhead toothed rail vehicle, which solves the safety braking problem of a double-electric-overhead toothed rail vehicle transportation system under the long-distance and large-gradient transportation condition of inclined shaft supporting holes in the fields of coal mines, water conservancy, railways and the like.
In order to solve the technical problems, the invention adopts the technical scheme that: a triple braking system for an overhead rail car, comprising a multi-disc wet brake unit, a regenerative brake unit and an embracing rail emergency brake unit, wherein:
the multi-disc wet type brake unit is arranged on a pin wheel of the overhead line rack-and-pinion vehicle and is used for performing friction braking on the pin wheel;
the feedback braking unit is used for recovering the deceleration energy of the overhead rack and pinion vehicle back to the power grid and carrying out feedback braking on the overhead rack and pinion vehicle;
the rail holding emergency braking unit is arranged on the sleeper and used for carrying out friction braking on the sleeper;
when the overhead line rack and pinion vehicle needs to be braked, the feedback brake unit brakes the overhead line rack and pinion vehicle, and the multi-disc wet brake unit and the rail holding emergency brake unit are selected or used for braking the overhead line rack and pinion vehicle at the same time.
Further, the regenerative brake unit includes an electric motor, and an output shaft of the electric motor is coupled to the regenerative brake unit.
Furthermore, the multi-disc wet brake unit comprises a left shell, a plurality of dynamic friction plates, a plurality of static friction plates, a plurality of brake pistons and a right shell, wherein the dynamic friction plates and the static friction plates are arranged in a staggered manner and are arranged in the brake shell formed by the sealed connection of the left shell and the right shell; the static friction plate is connected with the brake shell through an external spline, and when brake fluid enters a piston cavity in the brake shell, the brake piston compresses the dynamic friction plate and the static friction plate under the action of oil pressure, so that the pin wheel is braked.
Further, the right shell and the brake piston are sealed through a floating oil seal.
Furthermore, the feedback brake unit also comprises a power grid, a rectifier, an inverter and an energy feedback device unit, wherein the current output by the power grid is sequentially connected with the motor through the rectifier and the inverter, and the energy feedback device unit is respectively connected with the power grid and the inverter.
Furthermore, the rail holding emergency braking unit comprises four groups of hydraulic braking mechanisms, the four groups of hydraulic braking mechanisms are respectively arranged at four corners of a chassis of the overhead line tooth rail vehicle, each group of hydraulic braking mechanism comprises an upper braking caliper and a lower braking caliper, the upper braking caliper and the lower braking caliper are respectively and fixedly provided with a braking sheet, the upper braking caliper and the lower braking caliper are oppositely arranged, under the hydraulic action, the upper edge of the outer side of the rail can be clamped, and the braking of the overhead line tooth rail vehicle is realized.
Compared with the prior art, the invention has the following beneficial effects.
1. The braking system comprises a multi-disc wet braking unit, a feedback braking unit and an orbit holding emergency braking unit, and the three braking units work cooperatively to jointly brake the overhead line sleeper vehicle, so that the braking reliability is improved.
2. The feedback brake unit in the brake system has the function of wire network current feedback. When the vehicle runs on a large slope, the motor can be changed into a generator which runs in parallel with an armature power supply or a power grid, and the running state of the generator is a feedback braking state, so that the energy can be effectively saved.
3. The multi-disc wet type brake unit in the brake system has a fully closed structure, the annular working area is large, the immersion of mud, water and oil is prevented, and the brake is stable. The multi-disc wet brake adopts a single brake piston propelling structure, the friction parts are uniformly stressed, the clearance is not required to be adjusted, the slip and the torque are permitted to be transmitted, and the multi-disc wet brake is suitable for the heavy-load long-slope brake working condition. The static friction plate is connected with the brake shell through an external spline, and the dynamic friction plate is arranged between the static friction plates and brakes along with the hub. The brake is safer and more reliable, the service life is longer, and the maintenance is almost not needed.
4. The rail clamping emergency braking unit in the braking system realizes rail clamping braking by four groups of hydraulic braking mechanisms, realizes vehicle braking under the condition of vehicle rail clamping, and has simple structure, safety and reliability.
Drawings
Fig. 1 is a schematic structural diagram of an overhead rail vehicle according to an embodiment of the present invention.
Fig. 2 is a schematic structural diagram of a triple brake system for an overhead rail vehicle according to an embodiment of the present invention.
Fig. 3 is a schematic structural diagram of a regenerative braking unit according to an embodiment of the present invention.
Fig. 4 is a schematic structural diagram of a multi-disc wet brake unit according to an embodiment of the present invention.
Fig. 5 is a schematic structural diagram of a rail clamping emergency braking unit according to an embodiment of the present invention.
In the figure, 3-double-electric-tooth-rail vehicle, 4-tooth rail, 31-multi-disc wet braking unit, 32-feedback braking unit and 33-holding rail emergency braking unit; 311-left shell, 312-dynamic friction plate, 313-static friction plate, 314-brake piston, 315-piston cavity, 316-right shell and 317-floating oil seal.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
As shown in fig. 1 and fig. 2, a triple braking system for an overhead rail vehicle according to an embodiment of the present invention includes a multi-disc wet brake unit 31, a regenerative brake unit 32, and a rail-holding emergency brake unit 33, wherein:
a multi-disc wet brake unit 31 provided on a pin wheel of the overhead rack and pinion vehicle for performing friction braking on the pin wheel;
the feedback braking unit 32 is used for recovering the deceleration energy of the overhead rack and pinion vehicle back to the power grid and carrying out feedback braking on the overhead rack and pinion vehicle; the regenerative brake unit 32 includes an electric motor having an output shaft coupled to the regenerative brake unit 32.
The rail holding emergency braking unit 33 is arranged on the sleeper and used for carrying out friction braking on the sleeper;
when the overhead rack and pinion vehicle needs to be braked, the feedback brake unit 32 brakes the overhead rack and pinion vehicle, and the multi-disc wet brake unit 31 and the rail holding emergency brake unit 33 are selected or simultaneously brake the overhead rack and pinion vehicle.
Among this technical scheme, this overhead line rack rail car is applicable to two electric overhead line rack rail car transportation systems, and transportation system comprises five parts: power supply system, contact net, overhead line tooth rail car, track system and charging station. The power supply system comprises a traction substation, a feed line network, leakage protection and a circuit breaker, wherein the traction substation is installed on a contact network, the leakage protection comprises a leakage current detection device and a line network insulation detection device, and the leakage protection is connected with the feed line network and installed in the traction substation.
As shown in fig. 4, the multi-disc wet brake unit 31 includes a left housing 311, dynamic friction plates 312, static friction plates 313, a brake piston 314, and a right housing 316, wherein the dynamic friction plates 312 and the static friction plates 313 are arranged in a staggered manner and are disposed in a brake housing formed by the sealed coupling of the left housing 311 and the right housing 316, the brake housing is filled with lubricating oil, and the dynamic friction plates 312 are coupled with a hub through an internal spline and rotate together with the hub; the static friction plate 313 is connected with the brake shell through an external spline, when brake fluid enters a piston cavity 315 in the brake shell, under the action of oil pressure, a brake piston 314 compresses the dynamic friction plate 312 and the static friction plate 313, and the brake of the pin wheel is realized. The space between the right housing 316 and the brake piston 314 is sealed by a floating oil seal 317.
When the brake is released, a certain gap is kept between the dynamic friction plate and the static friction plate, and the dynamic friction plate and the static friction plate can rotate freely. The multi-disc wet brake unit adopts a hydraulic brake and spring release brake mode. When the piston cavity 315 is communicated with hydraulic oil, the hydraulic oil pressure pushes the brake piston 314, so that the dynamic and static friction plates are pressed tightly to generate friction force, and the generated friction resistance torque enables wheels to brake; when the hydraulic oil in the piston cavity is released, the return spring resets the piston, so that the dynamic and static friction plates are separated, the friction resistance moment disappears, and the wheel brake is released. More than half area of the friction plate of the multi-disc wet brake unit is immersed in the environment of lubricating oil, and meanwhile, a plurality of spiral grooves are formed in the friction plate, most heat generated by friction of the friction plate during vehicle braking is dissipated through the lubricating oil and the shell, so that the multi-disc wet brake unit cannot damage components due to overhigh internal temperature.
When the vehicle needs to be decelerated or braked during running, the pedal valve is stepped down to proportionally control the amount of oil injected into the hydraulic cavity by controlling the stroke of the pedal valve, so that the required braking force is obtained. The braking force can be regulated and controlled within a certain range, so that the running stability of the vehicle is ensured.
As shown in fig. 3, the regenerative braking unit 32 further includes a grid, a rectifier, an inverter, and an energy regenerative device unit, wherein the current output from the grid is connected to the motor through the rectifier and the inverter in sequence, and the energy regenerative device unit is connected to the grid and the inverter, respectively. The regenerative braking is one of the frequency converter braking modes and is a very effective energy-saving method. In the frequency conversion speed regulation system, the speed reduction and the stop of the motor are realized by gradually reducing the running frequency, the synchronous rotating speed of the motor is reduced at the moment that the frequency of the frequency converter is reduced, the rotating speed of a rotor of the motor is unchanged due to mechanical inertia, or the rotating speed change of the motor has certain time lag, the actual rotating speed is larger than the given rotating speed, so that the condition that the counter electromotive force of the motor is higher than the voltage of a direct-current end of the frequency converter is generated, and the motor becomes a generator instead of consuming the electric energy of a power grid, but can pass through the generator. The special energy feedback unit of the frequency converter transmits power to the power grid, so that the braking effect is good, kinetic energy is converted into electric energy, and the electric energy is transmitted to the power grid to achieve the effect of recovering energy.
When the counter electromotive force of the direct current motor is higher than the armature voltage, the armature converts the mechanical power corresponding to the kinetic energy of the rotor into electromagnetic power, most of which is fed back to a direct current power supply or a power grid, and the small part of which is converted into copper loss of an armature loop. At this time, the motor becomes a generator which operates in parallel with the armature power supply or the grid, and the operating state thereof is a regenerative braking state. During regenerative braking, armature current is directed in the opposite direction to that during motoring and active power is fed back to the power supply or grid.
When the rotating speed of the rotor of the asynchronous motor is higher than the synchronous speed of the magnetic field of the stator, the direction of the electromagnetic torque is opposite to the rotating direction of the rotor, and the asynchronous motor not only feeds back electric energy, but also generates mechanical braking torque on a shaft, namely, the asynchronous motor is operated in a braking state.
As shown in fig. 5, the rail-holding emergency braking unit 33 includes four sets of hydraulic braking mechanisms, the four sets of hydraulic braking mechanisms are respectively disposed at four corners of a chassis of the overhead line tooth rail vehicle, each set of hydraulic braking mechanism includes an upper brake caliper and a lower brake caliper, both the upper brake caliper and the lower brake caliper are fixedly provided with brake pads, the upper brake caliper and the lower brake caliper are disposed opposite to each other, and under the hydraulic action, the upper edge of the outer side of the rail can be clamped, so that the braking of the overhead line tooth rail vehicle is realized. The rail holding emergency braking unit also realizes the adjustment work of braking synchronism and braking force through a proportional valve and a synchronous valve.
While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the present invention as defined by the following claims.
Claims (6)
1. A triple braking system for an overhead rail car, characterized by: comprises a multi-disc wet brake unit (31), a regenerative brake unit (32) and a rail-holding emergency brake unit (33), wherein:
a multi-disc wet brake unit (31) which is arranged on a pin wheel of the overhead line rack-and-pinion vehicle and is used for performing friction braking on the pin wheel;
the feedback braking unit (32) is used for recovering the deceleration energy of the overhead rack and pinion vehicle back to the power grid and carrying out feedback braking on the overhead rack and pinion vehicle;
the rail holding emergency braking unit (33) is arranged on the sleeper and used for carrying out friction braking on the sleeper;
when the overhead rack and pinion vehicle needs to be braked, the feedback brake unit (32) brakes the overhead rack and pinion vehicle, and the multi-disc wet brake unit (31) and the rail-holding emergency brake unit (33) are selected or used for braking the overhead rack and pinion vehicle at the same time.
2. A triple brake system for an overhead rail car according to claim 1 wherein: the regenerative brake unit (32) includes an electric motor having an output shaft coupled to the regenerative brake unit (32).
3. A triple brake system for an overhead rail car according to claim 1 wherein: the multi-disc wet brake unit (31) comprises a left shell (311), dynamic friction plates (312), static friction plates (313), a brake piston (314) and a right shell (316), wherein the dynamic friction plates (312) and the static friction plates (313) are arranged in a staggered mode and arranged in the brake shell formed by the sealing connection of the left shell (311) and the right shell (316), lubricating oil is filled in the brake shell, and the dynamic friction plates (312) are connected with a hub through internal splines and rotate together with the hub; the static friction plate (313) is connected with the brake shell through an external spline, when brake fluid enters a piston cavity (315) in the brake shell, the brake piston (314) compresses the dynamic friction plate (312) and the static friction plate (313) under the action of oil pressure, and the pin wheel is braked.
4. A triple brake system for an overhead rail car according to claim 3 wherein: the right shell (316) and the brake piston (314) are sealed through a floating oil seal (317).
5. A triple brake system for an overhead rail car according to claim 2 wherein: the feedback brake unit (32) further comprises a power grid, a rectifier, an inverter and an energy feedback device unit, wherein the current output by the power grid is sequentially connected with the motor through the rectifier and the inverter, and the energy feedback device unit is respectively connected with the power grid and the inverter.
6. A triple brake system for an overhead rail car according to claim 1 wherein: the rail holding emergency braking unit (33) comprises four groups of hydraulic braking mechanisms, the four groups of hydraulic braking mechanisms are respectively arranged at four corners of a chassis of the overhead line tooth rail vehicle, each group of hydraulic braking mechanisms comprises an upper braking caliper and a lower braking caliper, the upper braking caliper and the lower braking caliper are respectively and fixedly provided with a brake pad, the upper braking caliper and the lower braking caliper are oppositely arranged, under the hydraulic action, the upper edge of the outer side of a rail can be clamped, and the braking of the overhead line tooth rail vehicle is realized.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110535302.9A CN113531010A (en) | 2021-05-17 | 2021-05-17 | Triple braking system for overhead rail vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110535302.9A CN113531010A (en) | 2021-05-17 | 2021-05-17 | Triple braking system for overhead rail vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113531010A true CN113531010A (en) | 2021-10-22 |
Family
ID=78095435
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110535302.9A Pending CN113531010A (en) | 2021-05-17 | 2021-05-17 | Triple braking system for overhead rail vehicle |
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| Country | Link |
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| CN (1) | CN113531010A (en) |
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| CN110103915A (en) * | 2019-05-10 | 2019-08-09 | 吉林大学青岛汽车研究院 | With service brake, parking braking, slow function wet brake system |
| CN112277974A (en) * | 2020-09-30 | 2021-01-29 | 中国煤炭科工集团太原研究院有限公司 | Transmission mechanism for coal mine heavy-gradient track tractor |
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2021
- 2021-05-17 CN CN202110535302.9A patent/CN113531010A/en active Pending
Patent Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2897755Y (en) * | 2006-05-07 | 2007-05-09 | 卢月雄 | Rail-gripped brake for man mine car |
| CN101104387A (en) * | 2007-06-07 | 2008-01-16 | 湖南牵引电气有限公司 | Regenerating braking energy inverting device for orbit traffic vehicle |
| CN101720601A (en) * | 2009-12-07 | 2010-06-09 | 华中农业大学 | Self-propelled double-track orchard transporter |
| CN201890239U (en) * | 2010-12-16 | 2011-07-06 | 中国船舶重工集团公司第七一○研究所 | Hydraulic rail-clamping brake device |
| CN102259651A (en) * | 2011-05-30 | 2011-11-30 | 臧振萍 | Active catcher |
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| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20211022 |
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| RJ01 | Rejection of invention patent application after publication |