CN114174132B - 用于至少一个轨道车辆的电动气动紧急和行车制动控制系统 - Google Patents
用于至少一个轨道车辆的电动气动紧急和行车制动控制系统 Download PDFInfo
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Abstract
描述了一种电动气动行车和紧急制动控制系统(200),包括:开关装置(221),被布置成当监测装置(223)确定紧急制动控制模块(203)正确操作时,允许将第一控制和反馈信号组(222)从紧急制动控制模块(203)连接到电动气动紧急制动模块(201),以及当监测装置(223)确定紧急制动控制模块(203)不正确操作时,允许将第三控制和反馈信号组(220)从行车制动控制模块(208)连接到电动气动紧急制动模块(201)。
Description
技术领域
一般来说,本发明属于铁路制动系统领域;具体而言,本发明涉及一种用于轨道车辆的电动气动紧急和行车制动控制系统。
背景技术
最新的铁路制动系统使用先进的电子解决方案来简化气动结构,特别是用于紧急制动的气动部分,从而整体降低总产品成本、减轻重量、提高性能并提高操作安全性。
图1示出了新一代电动气动系统100的典型架构。
电动气动紧急制动模块101由气动供应压力102提供动力。
电动气动紧急制动模块101由紧急制动控制模块103借助控制和反馈信号105通过闭链控制算法控制,该紧急制动控制模块103是电子控制单元。
紧急制动控制模块103在其输入处接收一个或多个重量信号104,该重量信号104指示必须由电动气动系统100进行制动的重量值。所述一个或多个重量信号104可以由适合于测量由轨道车辆的悬架系统产生的压力的压力传感器生成。或者,所述一个或多个重量信号104可以由适合于测量转向架与轨道车辆车身的距离的线性或角位置传感器生成。这个距离根据车身的重量而变化。
紧急制动控制模块103控制电动气动紧急制动模块101产生紧急制动压力106。
该紧急制动压力106取决于轨道车辆的设计参数,例如但不排他地,车轮与轨道之间设想的最大附着力值,以及从重量信号104得出的要制动的重量值。其他值可能影响紧急压力106的计算,例如但不排他地,车辆的瞬时速度值130,和/或指示紧急压力请求值的压力值131,和/或由牵引系统提供的电动制动的效率值132。
所述紧急制动压力106为电动气动行车制动模块107提供动力,允许所述电动气动行车制动模块进而产生一个或多个行车制动压力111、...、114。
在本领域技术人员已知的实施例中,紧急制动压力106与供应压力102同时供应给电动气动行车制动模块107。
在刚刚描述的两种情况下,紧急制动压力106的当前值始终代表行车制动压力111、...、114可达到的最大电流值。
下文将提供上述两种情况的实例。
电动气动行车制动模块107由行车制动控制模块108借助控制和反馈信号109通过闭链控制算法控制,所述行车制动控制模块108也是电子控制单元。
行车制动控制模块108接收指示行车制动请求的输入信号110,该行车制动请求的形式为压力值请求、或制动力请求、或减速请求。此外,行车制动控制模块108在其输入处接收一个或多个重量信号104,该重量信号104指示必须由电动气动系统100制动的重量值。
行车制动控制模块108控制电动气动行车制动模块107产生一个或多个行车制动压力111、…、114。
这样的一个或多个行车制动压力111、...、114至少取决于行车制动请求110和从重量信号104得出的要制动的重量值。一个或多个行车制动压力111、...、114被布置成对轨道车辆的一个或多个车轴进行制动。其他值可能会影响一个或多个行车制动压力111、...、114的计算,例如但不排他地,车辆的瞬时速度值130,和/或由牵引系统提供的电动制动的效率值132。
电动气动行车制动模块107被设计成产生对应于紧急压力106的当前值的最大气动行车压力值111、…、114。
此外,电动气动行车制动模块107被设计成使得在电动气动行车制动模块107与行车制动控制模块108之间没有控制和反馈信号109的情况下,它传输当前紧急制动压力值106到其行车输出111、…、114。
紧急制动请求信号115作用在中断装置116上。该中断装置116可以例如但不排他地是多开关继电器或多个半导体开关。中断装置116被设计成使得在没有来自紧急制动请求信号115的紧急制动请求的情况下保持闭合触点配置,并且在存在来自紧急制动请求信号115的紧急制动请求的情况下保持断开触点配置。
这样,在没有来自信号115的紧急制动请求的情况下,电动气动行车制动模块107在行车制动控制模块108的控制下产生一个或多个行车制动压力111、...、114。
这些行车制动压力111、...、114被向上限制为紧急制动压力106的当前值。在存在来自紧急制动请求信号115的紧急制动请求的情况下,电动气动行车模块107将紧急制动压力106的值传播到行车制动压力111、...、114。
电动气动系统100的第一示例在专利EP3148853中要求保护,如图3所示。
在所述的图3中,EPDA模块对应于电动气动紧急制动模块101,称重控制模块对应于紧急制动控制模块103,EPCA模块各自对应于电动气动行车制动模块107,EPCA模块朝向制动缸BC1、...、BCN的输出各自对应于行车制动压力111、...、114,制动控制单元各自对应于行车制动控制模块108,到继动阀4的输出压力对应于紧急制动压力106,以及,MBP压力对应于供应压力102。
继动阀4的出口压力向电动阀组提供动力,该电动阀组由用于引导(pilot)继动阀RV的电磁阀10、12、20组成的。
关于这种结构,对于本领域技术人员来说显而易见的是制动缸BC1、...、BCn处的压力值如何永远不会超过图3的继动阀4的输出处的压力值,该继动阀4的输出处的压力值对应于图1的系统100的紧急制动压力。
电动气动系统100的第二示例在专利EP2830918中要求保护,如图4所示。
虚线框401对应于电动气动紧急制动模块101,虚线框402对应于电动气动行车制动模块111、…、114,气动信号403对应于紧急制动压力106。
如前所述的制动系统是根据铁路标准EN50126、EN50128、EN50129开发的。
EN50126“Railway applications.The specification and demonstration ofreliability,availability,maintainability and safety(RAMS).Basic requirementsand generic process”。
EN50128“Railway applications–Communications,signaling and processingsystems–Software for railway control and protection systems”。
EN50129“Railway applications.Communication,signalling and processingsystems.Safety related electronic systems for signalling”。
特别是,EN50126标准定义了基于安全分析结果为子系统分配SIL0/1/2/3/4安全等级的方法,而EN50128和EN50129标准则根据分配的SIL等级分别定义了应用于软件和硬件组件的设计标准。基于上述标准的应用,可以表达以下陈述和概念:
用于执行行车制动功能的电子系统通常可以根据上述标准规定的要求构建,将所述性能限制在不高于SIL2的安全等级。
用于执行紧急制动功能的电子系统可以根据上述标准规定的要求构建,将所述性能限制在不低于SIL3的安全等级。
因此,已知用于控制紧急制动压力106的产生的紧急制动控制模块103必须根据高于开发行车制动控制模块108所需的SIL安全等级的SIL安全等级来开发。通常,紧急制动控制模块103是根据EN50128和EN50129 SIL≥3开发的,而行车制动控制模块108是根据EN50128和EN50129 SIL≤2开发的。根据EN50129 SIL≥3的开发要求所述紧急制动控制模块103与所述行车制动控制模块108隔离和独立。
上述系统的缺点表现为在紧急制动控制模块103出现故障的情况下,紧急制动压力106的值可能低于紧急制动控制模块103故障后请求的紧急制动和行车制动所需的实际值。在这种情况下,电动气动系统100将不再能够提供当前请求的制动力。
WO2019123198描述了另一种用于至少一个轨道车辆的制动控制系统。
发明内容
本发明的目的是提供一种电动气动行车制动控制系统,特别是用于至少一个轨道车辆,即使在紧急制动控制模块发生故障的情况下也能够提供当前请求的制动力。
根据本发明的一个方面,通过用于至少一个轨道车辆或一个轨道转向架的电动气动行车和紧急制动控制系统来实现上述和其他目的和优点,该电动气动行车和紧急制动控制系统具有权利要求1中定义的特征。本发明的优选实施例在从属权利要求中定义,其内容应被理解为是本说明书的组成部分。
附图说明
现在将描述根据本发明的紧急和行车制动控制系统的一些优选实施例的功能和结构特征。参考附图,其中:
-图1示出了根据现有技术制造的电动气动制动系统;
-图2示出了根据本发明的、特别是用于至少一个轨道车辆的电动气动行车制动控制系统的实施例;
-图3示出了根据现有技术构造的电动气动制动系统的示例实施例;以及
-图4示出了根据现有技术构造的电动气动制动系统的另一实施例。
具体实施方式
在详细解释本发明的多个实施例之前,应明确本发明的应用不限于在以下描述中呈现或在附图中示出的组件的构造细节和配置。本发明可以采用其他实施例并且在实践中以不同的方式实施或构造。还应该理解,措辞和术语具有描述性目的,不应被理解为限制性的。“包括”和“包含”及其变体的使用应理解为涵盖以下列出的元素及其等效物,以及附加元素及其等效物。
参考图2,示出了根据本发明的、用于至少一个轨道车辆或一个轨道转向架的电动气动行车和紧急制动控制系统200。
该电动气动行车和紧急制动控制系统200包括电动气动紧急制动模块201和紧急制动控制模块203,该电动气动紧急制动模块201由供应压力202提供动力并被布置成产生紧急制动压力206,该紧急制动控制模块203被布置成借助第一控制和反馈信号组222控制电动气动紧急制动模块201,以根据与待制动的至少一个轨道车辆或轨道转向架有关的至少一个重量信息204产生紧急制动压力206。其他值可以影响(condition)紧急压力206的计算,例如但不排他地,车辆的瞬时速度值230,和/或指示紧急压力请求值的压力值231,和/或由牵引系统提供的电动制动效率值232。
“控制和反馈信号组”可以是指有一个控制信号和一个反馈信号的情况,或者有多个控制信号和/或多个反馈信号的情况,或者甚至是只有单个信号的情况,该单个信号同时执行控制和反馈功能。通常,可以存在至少一个控制信号,通常为两个,一个用于激励充气阀,一个用于激励排放阀,以及至少一个反馈信号,即来自反馈传感器的信号。
电动气动行车和紧急制动控制系统200还包括电动气动行车制动模块207和行车制动控制模块208,该电动气动行车制动模块207接收紧急制动压力206并产生至少一个行车制动压力211、...、214、该行车制动控制模块208被布置成当电动气动行车和紧急制动控制系统200的中断装置216允许将第二控制和反馈信号组209从行车制动控制模块208连接到电动气动行车制动模块207时,控制该电动气动行车制动模块207。电动气动行车制动模块207还可以接收供应压力202。
行车制动控制模块208借助第二控制和反馈信号组209来控制电动气动行车制动模块207,以根据与待制动的至少一个轨道车辆或轨道转向架相关的至少一个重量信息204和行车制动请求210产生至少一个行车制动压力211、...、214。其他值可以影响行车制动压力211、...、214的计算,例如但不排他地,车辆的瞬时速度值230,和/或由牵引系统提供的电动制动效率值232。
一个或多个行车制动压力211、…、214具有小于或等于对应于紧急制动压力206的当前假设值的最大值的值。
当中断装置216不允许将第二控制和反馈信号组209从行车制动控制模块208连接到电动气动行车制动模块207时,电动气动行车制动模块207将紧急制动压力206的值传播到至少一个行车制动压力211、...、214。
当不存在通过紧急请求信号215发出的紧急制动请求时,中断装置216允许将第二控制和反馈信号组209从行车制动控制模块208连接到电动气动行车制动模块207。
当存在通过紧急制动请求信号215发出的紧急制动请求时,中断装置216不允许将第二控制和反馈信号组209从行车制动控制模块208连接到电动气动行车制动模块207。
在不存在来自紧急请求信号215的紧急制动请求的情况下,中断装置216可以保持闭合触点配置,并且在存在来自紧急制动请求信号215的紧急制动请求的情况下,中断装置216保持断开触点配置。
更进一步地,电动气动行车和紧急制动控制系统包括开关装置221,其允许在监测装置223确定紧急制动控制模块203正确操作时,将第一控制和反馈信号组222从紧急制动控制模块203连接到电动气动紧急制动控制模块201,该监测装置223监测紧急制动控制模块203的操作状态。
当监测装置223确定紧急制动控制模块203不正确操作时,开关装置221允许将第三控制和反馈信号组220从行车制动控制模块208连接到电动气动紧急制动模块201。
监测装置223可以通过软件功能、硬件电路或者软件功能和硬件电路的组合来形成。监测装置223也可以直接包含在紧急制动控制模块203中。
观察图2,电动气动紧急制动模块201经由信号组205连接到开关装置221的公共端。第一控制和反馈信号组222连接到开关装置221的另一个端子,以及第三控制和反馈信号组220连接到开关装置221的又一个端子。
开关装置221具有激励(excitation)操作状态,在该状态中,开关装置221在通电时自行定位。在该静止操作状态下,允许将第一控制和反馈信号组222从紧急制动控制模块203连接到电动气动紧急制动模块201。
开关装置221具有静止状态,在该状态中,所述开关装置221在未通电时自行定位,以允许将第三控制和反馈信号组220从行车制动控制模块208连接到电动气动紧急制动模块201。
在静止状态下,所述开关装置221将信号组205与行车制动控制模块208的第三控制和反馈信号组220连接,该信号组205和该第三控制和反馈信号组220被连接到开关装置221的相应端子。
在激励状态下,所述开关装置221将信号组205与紧急控制模块203的第一控制和反馈信号组222连接,该信号组205和该第一控制和反馈信号组222被连接到开关装置221的相应端子。
开关装置221可以由多路开关继电器或多个半导体开关构成。
仍然观察图2,监测模块223可以为开关装置221生成控制信号224。当所述监测模块223检测到紧急制动控制模块正确操作时,所述监测模块223为控制信号224供电(power),使开关装置221进入激励状态,将信号组205连接到紧急制动控制模块203。当监测模块223检测到紧急制动控制模块203的不正确操作的状态时,所述监测模块223断开控制信号224,使开关装置221进入静止状态,将信号组205连接到行车制动控制模块208。
只要紧急制动控制模块203工作正常,就可以控制电动气动紧急制动模块201产生紧急制动压力206。
当监测模块223检测到紧急制动控制模块203发生故障时,监测模块223将电动气动紧急制动模块203的控制转给行车制动控制模块208。这样,行车制动控制模块208可以控制电动气动紧急制动模块201继续正确地产生紧急制动压力206。
该解决方案提供的第一个优势在于,在紧急制动控制模块203出现故障的情况下,电动气动行车制动模块207继续接收正确的紧急压力值206,这允许它正确地产生行车制动压力211、...、214,直到它们的最大请求值。
本发明提出的解决方案提供的第二个优势在于,在紧急制动控制模块203出现故障的情况下,在信号215发出的紧急制动请求到达时,紧急制动压力206将仍然可用并被复制到电动气动行车制动模块207的行车制动压力211、...、214上,安全等级至少等于行车制动控制模块208的安全等级。在这种情况下,铁路运营商有责任在更换电动气动系统200之前决定是否可以接受低于法规建议的安全等级以完成车辆的日常行车周期(servicecycle)。
已经描述了根据本发明的用于至少一个轨道车辆或一个轨道转向架的电动气动行车和紧急制动控制系统的各个方面和实施例。可以理解的是,每个实施例可以与任何其他实施例组合。此外,本发明不限于所描述的实施例,而是可以在所附权利要求限定的范围内变化。
Claims (6)
1.一种用于至少一个轨道车辆或轨道转向架的电动气动行车和紧急制动控制系统(200),包括:
-电动气动紧急制动模块(201),由供应压力(202)提供动力并且被布置成产生紧急制动压力(206);
-紧急制动控制模块(203),被布置成借助第一控制和反馈信号组(222)控制所述电动气动紧急制动模块(201),以根据与待制动的所述至少一个轨道车辆或轨道转向架相关的至少一个重量信息(204)产生所述紧急制动压力(206);
-电动气动行车制动模块(207),接收所述紧急制动压力(206)并被布置成产生至少一个行车制动压力(211、...、214);以及
-行车制动控制模块(208),被布置成在所述电动气动行车和紧急制动控制系统(200)的中断装置(216)允许将第二控制和反馈信号组(209)从所述行车制动控制模块(208)连接到所述电动气动行车制动模块(207)时控制所述电动气动行车制动模块(207);
所述行车制动控制模块(208)借助所述第二控制和反馈信号组(209)控制所述电动气动行车制动模块(207),以根据与待制动的所述至少一个轨道车辆或轨道转向架相关的所述至少一个重量信息(204)和行车制动请求(210)产生所述至少一个行车制动压力(211、...、214);
所述一个或多个行车制动压力(211、...、214)具有小于或等于对应于所述紧急制动压力(206)的当前值的最大值的值;
其中,当所述中断装置(216)不允许将所述第二控制和反馈信号组(209)从所述行车制动控制模块(208)连接到所述电动气动行车制动模块(207)时,所述电动气动行车制动模块(207)将所述紧急制动压力(206)的值传播到所述至少一个行车制动压力(211、...、214);
当不存在由紧急制动请求信号(215)发出的紧急制动请求时,所述中断装置(216)允许将所述第二控制和反馈信号组(209)从所述行车制动控制模块(208)连接到所述电动气动行车制动模块(207),以及当存在由所述紧急制动请求信号(215)发出的紧急制动请求时,所述中断装置(216)不允许将所述第二控制和反馈信号组(209)从所述行车制动控制模块(208)连接到所述电动气动行车制动模块(207);
其特征在于,所述电动气动行车和紧急制动控制系统(200)包括开关装置(221),被布置成当监测装置(223)确定所述紧急制动控制模块(203)正确操作时,允许将所述第一控制和反馈信号组(222)从所述紧急制动控制模块(203)连接到所述电动气动紧急制动模块(201),以及当所述监测装置(223)确定所述紧急制动控制模块(203)不正确操作时,允许将第三控制和反馈信号组(220)从所述行车制动控制模块(208)连接到所述电动气动紧急制动模块(201),所述监测装置(223)被布置成监测所述紧急制动控制模块(203)的操作状态。
2.根据权利要求1所述的系统,其中,所述监测装置(223)在确定所述紧急制动控制模块(203)正确操作时通过控制信号(224)为所述开关装置(221)供电,以及在确定所述紧急制动控制模块(203)不正确操作时通过所述控制信号(224)中断对所述开关装置(221)的供电;
所述开关装置(221)具有:
激励操作状态,其中,所述开关装置(221)在通电时自行定位,以允许将所述第一控制和反馈信号组(222)从所述紧急制动控制模块(203)连接到所述电动气动紧急制动模块(201);以及
静止操作状态,其中,所述开关装置(221)在未通电时自行定位,以允许将所述第三控制和反馈信号组(220)从所述行车制动控制模块(208)连接到所述电动气动紧急制动模块(201)。
3.根据权利要求1或2所述的系统,其中,所述中断装置(216)被布置成在不存在由所述紧急制动请求信号(215)发出的所述紧急制动请求的情况下保持闭合触点配置,以及在存在由所述紧急制动请求信号(215)发出的所述紧急制动请求的情况下保持断开触点配置。
4.根据前述权利要求中任一项所述的系统,其中所述电动气动行车制动模块(207)还接收所述供应压力(202)。
5.根据前述权利要求中任一项所述的系统,其中所述监测装置(223)通过软件功能、硬件电路或者软件功能和硬件电路的组合来形成。
6.根据前述权利要求中任一项所述的系统,其中所述监测装置(223)包含在所述紧急制动控制模块(203)中。
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CN108177639A (zh) * | 2018-01-11 | 2018-06-19 | 威马智慧出行科技(上海)有限公司 | 用于电动汽车的紧急制动系统及方法和电动汽车 |
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