CN114179774A - Railway wagon braking system - Google Patents
Railway wagon braking system Download PDFInfo
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- CN114179774A CN114179774A CN202111661918.7A CN202111661918A CN114179774A CN 114179774 A CN114179774 A CN 114179774A CN 202111661918 A CN202111661918 A CN 202111661918A CN 114179774 A CN114179774 A CN 114179774A
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- 230000003137 locomotive effect Effects 0.000 claims abstract description 35
- 238000010248 power generation Methods 0.000 claims description 58
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- 230000009286 beneficial effect Effects 0.000 abstract description 2
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- 238000010586 diagram Methods 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 238000012163 sequencing technique Methods 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 description 1
- RTAQQCXQSZGOHL-UHFFFAOYSA-N Titanium Chemical compound [Ti] RTAQQCXQSZGOHL-UHFFFAOYSA-N 0.000 description 1
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- 238000011084 recovery Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
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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
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
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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
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
- H02J7/00302—Overcharge protection
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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
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
- H02J7/35—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering with light sensitive cells
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02S—GENERATION OF ELECTRIC POWER BY CONVERSION OF INFRARED RADIATION, VISIBLE LIGHT OR ULTRAVIOLET LIGHT, e.g. USING PHOTOVOLTAIC [PV] MODULES
- H02S10/00—PV power plants; Combinations of PV energy systems with other systems for the generation of electric power
- H02S10/10—PV power plants; Combinations of PV energy systems with other systems for the generation of electric power including a supplementary source of electric power, e.g. hybrid diesel-PV energy systems
- H02S10/12—Hybrid wind-PV energy systems
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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
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E10/00—Energy generation through renewable energy sources
- Y02E10/50—Photovoltaic [PV] energy
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application relates to a railway freight car braking system is applied to each vehicle of railway freight car, and railway freight car braking system includes: the electric control air braking device is used for converting air energy into mechanical energy according to an electric control signal to brake the vehicle; the vehicle control device is used for being electrically connected with a main control device of the railway wagon, electrically connected with the electric control air braking device and used for controlling the electric control air braking device to brake according to a braking control command sent by the main control device; and the self-generating device is respectively electrically connected with the electric control air braking device and the vehicle control device and is used for supplying power to the electric control air braking device according to the braking instruction of the vehicle control device. According to the vehicle control device, the self-generating devices are respectively arranged on the vehicles to supply power to the electric control air brake devices, the vehicle control device controls the self-generating devices to supply power to the electric control air brake devices according to the brake control instructions and controls the electric control air brake devices to brake, so that the vehicle control device is beneficial to increase and coordination of vehicle marshalling and is not limited by the output power of a locomotive.
Description
Technical Field
The invention relates to the technical field of railway wagons, in particular to a railway wagon braking system.
Background
The braking technology is one of the key technologies of the railway freight car, and the development level of the braking technology determines the train marshalling capability, the operation safety performance, the operation efficiency and the operation and maintenance performance. The domestic braking technology uses a conventional air brake system, and the power source and control commands are compressed air (i.e., air-to-air mode). After years of efforts, through the updating iteration of a GK air brake system, a 103 air brake system and a 120 (120-1) type air brake system, the train traction capacity is also developed to the level of 1 ten thousand unit and 2 ten thousand unit from 3000t and 5000 t. Due to the limitation of the air brake system, although the air brake system can meet the normal operation requirement of a common freight train, on a heavy-duty train, the air brake system is exposed to a plurality of problems and has adverse effects on the quality improvement and efficiency increase of the freight train, the freight increment and the like.
The current electrically controlled air brake system (i.e. ECP brake system) is an electronically controlled straight-through truck air brake system, which uses compressed air as power and network signals sent by locomotives to control the service and emergency braking of each truck, so that the braking and relieving actions of all the vehicles in the train are kept consistent. The brake pipe is used for providing a continuous wind source for the auxiliary reservoir. To maintain the overall train power demand, 10W of power needs to be distributed on each vehicle. The ECP power supply should be able to supply at a minimum hundreds of sets of vehicle control devices or end-of-train devices connected in a prescribed manner on the train so that the consist is limited by the locomotive output power.
Disclosure of Invention
The application provides a railway wagon brake system, which can improve the adaptability of railway wagon vehicles and is beneficial to the increase and coordination of vehicle marshalling.
A railway wagon brake system for use with each vehicle of a railway wagon, comprising:
the electric control air braking device is used for converting air energy into mechanical energy according to an electric control signal to brake the vehicle;
the vehicle control device is used for being electrically connected with a main control device of the railway wagon, electrically connected with the electric control air brake device and used for controlling the electric control air brake device to brake according to a brake control command sent by the main control device;
and the self-generating device is respectively electrically connected with the electric control air braking device and the vehicle control device and is used for supplying power to the electric control air braking device according to the braking instruction of the vehicle control device.
In one embodiment, the self-generating device includes:
the power generation module is used for generating electric energy through power generation and outputting the electric energy to supply power to the electric control air braking device;
the battery modules are respectively electrically connected with the power generation modules and used for recovering the redundant energy output by the power generation modules;
and the power management module is respectively electrically connected with the power generation module, the battery module, the electric control air brake device and the vehicle control device, is used for controlling the power generation of the power generation module and controlling the power generation module and/or the battery module to provide power to supply power for the electric control air brake device according to a brake control instruction sent by the vehicle control device.
In one embodiment, the battery assembly includes a first battery cell and a second battery cell;
the power management module is used for controlling the first battery unit to provide power and switching and controlling the second battery unit to provide power when the first battery unit is in an abnormal state.
In one embodiment, the power management module is further configured to send power generation module fault diagnosis information to the master control device when it is determined that the power generation module has a fault according to the operating parameters of the power generation module.
In one embodiment, the power generation module includes: at least one of a shaft driven generator, a wind driven generator, a solar generator.
In one embodiment, the power generation module comprises a shaft driven generator, a wind driven generator and a solar generator;
the vehicle control device is also used for controlling the wind driven generator and/or the solar generator to generate electricity in a supplementary mode when the output power of the shaft driven generator is lower than a preset power threshold value.
In one embodiment, the vehicle control device is further configured to obtain action information of the electronically controlled air brake device, and perform brake feedback adjustment according to the action information of the electronically controlled air brake device and the brake control command.
In one embodiment, the vehicle control device is further configured to send brake cylinder failure diagnosis information to the master control device when it is determined that the electronically controlled air brake device has failed based on the operation information of the electronically controlled air brake device.
In one embodiment, the vehicle control device is electrically connected to the master control device through a cable.
In one embodiment, the master control device of the railway wagon is arranged on the locomotive;
the locomotive is also provided with a locomotive power supply device for supplying power to the main control device.
The railway wagon braking system is characterized in that each vehicle is respectively provided with an electric control air braking device, a vehicle control device is used for receiving a braking control command sent by a main control device of the railway wagon, the self-generating devices are respectively arranged on the vehicles to supply power for the electric control air braking devices, namely, a distributed power supply mode is adopted to replace a mode of carrying out centralized power supply by one main power supply, and the vehicle control device controls the self-generating devices to supply power for the electric control air braking devices according to the braking control command and controls the electric control air braking devices to brake, so that the self adaptability of the railway wagon vehicles is improved, the increase and coordination of vehicle marshalling are facilitated, and the limitation of locomotive output power is avoided.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments or the conventional technologies of the present application, the drawings used in the descriptions of the embodiments or the conventional technologies will be briefly introduced below, it is obvious that the drawings in the following descriptions are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a block diagram of a railway freight car brake system in one embodiment;
FIG. 2 is a block diagram of a railway freight car brake system in another embodiment;
fig. 3 is a block diagram of a railway freight car brake system in yet another embodiment.
Detailed Description
To facilitate an understanding of the present application, the present application will now be described more fully with reference to the accompanying drawings. Embodiments of the present application are set forth in the accompanying drawings. This application may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.
It will be understood that, as used herein, the terms "first," "second," and the like may be used herein to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish one element from another. For example, a first battery cell may be referred to as a second battery cell, and similarly, a second battery cell may be referred to as a first battery cell, without departing from the scope of the present application. The first battery cell and the second battery cell are both battery cells, but are not the same battery cell.
It will be understood that when an element is referred to as being "connected" to another element, it can be directly connected to the other element or be connected to the other element through intervening elements. In addition, "connection" in the following embodiments is understood to mean "electrical connection", "communication connection", or the like, if the connected circuits, modules, units, or the like have transmission of electrical signals or data therebetween.
As used herein, the singular forms "a", "an" and "the" may include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises/comprising," "includes" or "including," etc., specify the presence of stated features, integers, steps, operations, components, parts, or combinations thereof, but do not preclude the presence or addition of one or more other features, integers, steps, operations, components, parts, or combinations thereof. Also, as used in this specification, the term "and/or" includes any and all combinations of the associated listed items.
In order to solve the braking problem of ultra-long heavy-load train transportation internationally, a cable-connected electrically-controlled air braking system (ECP system for short, namely an electric-air mode) is adopted. Compared with the traditional air braking technology, the train unit brake device has the advantages that the problem of train longitudinal impulse in the process of train braking and relieving and the capability of train re-braking are improved, and the train unit brake device is particularly suitable for unit trains with extra long marshalling.
The ECP system installs a duplex cable on the whole train, running through the locomotive and the vehicle. By using the cable, 230V direct current power on the locomotive can be transmitted to the vehicle, and bidirectional data exchange can be carried out between the locomotive and the vehicle through a transceiver on a power line. Via the cable, braking commands are transmitted in the form of data from the lead locomotives, acting on each vehicle simultaneously. With a conventional auxiliary reservoir and brake cylinder, the braking action is still air. When in the ECP braking mode, the brake pipe becomes the main air pipe. Different from the traditional air brake system, the brake system does not generate braking and relieving command signals through pressure reduction and inflation any more, so that the stage relieving capacity of the ECP is maintained, and the train operation and speed control are more flexible. However, as the power supply is uniformly supplied by the locomotive, the vehicle group is limited by the output power of the locomotive.
In view of the above problems, the present embodiment provides a railway wagon brake system 100, which is applied to each vehicle of a railway wagon. The railway wagon comprises a locomotive for traction and a plurality of vehicles for loading, wherein the vehicles are connected in sequence, the locomotive is used as a power unit, the vehicles are connected through a connecting device and arranged at the head, the vehicles are dragged to move when the locomotive moves, and when braking is needed, the locomotive and the vehicles need to be braked through respective brake systems, but unified braking is needed. The locomotive coordinates with the existing locomotive brake system through the CAN communication interface, when a driver implements braking and relieving through the existing locomotive driver controller, the locomotive CAN acquire instruction information through the CAN communication interface and transmit the instruction information to each vehicle unit through the LONWORKS train bus; and meanwhile, the information transmitted by other connected equipment on the train bus is received, stored and processed, and is fed back to the existing locomotive brake system according to the requirement.
In one embodiment, as shown in FIG. 1, a rail wagon brake system 100 comprises: an electrically controlled air brake device 110, a vehicle control device and a self-generating device 130. The electric control air brake device 110 is used for converting air energy into mechanical energy according to an electric control signal to brake the vehicle; the vehicle control device is used for being electrically connected with the main control device 200 of the railway wagon, is electrically connected with the electric control air brake device 110 and is used for controlling the electric control air brake device 110 to brake according to a brake control command sent by the main control device 200; the power generation device 130 is electrically connected to the electronically controlled air brake device 110 and the vehicle control device, respectively, and is configured to supply power to the electronically controlled air brake device 110 according to a braking instruction of the vehicle control device.
Each vehicle is provided with the railway wagon brake system 100 in the present application, that is, each vehicle receives a brake control command sent by the main control device 200 through a respective vehicle control device, and controls the electronically controlled air brake device 110 of each vehicle to brake or relieve braking. The electrically controlled air brake 110 is mainly composed of an air brake cylinder, a brake modulator, a brake lever, a brake pipe system and a brake shoe.
In the railway wagon braking system 100, the electric control air braking devices 110 are respectively arranged on the vehicles, the vehicle control devices are used for receiving braking control instructions sent by the main control device 200 of the railway wagon, the self-generating devices 130 are respectively arranged on the vehicles for supplying power to the electric control air braking devices 110, namely, a distributed power supply mode is adopted to replace a mode of carrying out centralized power supply by one total power supply, and the vehicle control devices control the self-generating devices 130 to supply power to the electric control air braking devices 110 according to the braking control instructions and control the electric control air braking devices 110 to brake, so that the self-adaptability of the railway wagon vehicles is improved, the increase and coordination of vehicle marshalling are facilitated, and the restriction of locomotive output power is avoided. And a dispersed power supply mode is adopted, so that the energy consumption load of the locomotive is reduced, and the train traction capacity is improved.
In one embodiment, the self-generating device 130 includes:
the power generation module 131 is used for generating electric energy output through power generation to supply power to the electric control air brake device 110;
the battery modules 132 are respectively electrically connected with the power generation modules 131 and used for recovering the excess energy output by the power generation modules 131;
and the power management module 133 is electrically connected with the power generation module 131, the battery module 132, the electrically controlled air brake device 110 and the vehicle control device, and is used for controlling the power generation module 131 to generate power and controlling the power generation module 131 and/or the battery module 132 to provide power to supply power to the electrically controlled air brake device 110 according to a brake control command sent by the vehicle control device.
The power generation module 131 generates power to generate electric energy for outputting, so as to provide power for the electrically controlled air brake device 110. The electric energy output by the power generation module 131 cannot necessarily ensure the temperature operation of the electric control air brake device 110, the surplus energy output by the power generation module 131 is recovered through the battery module 132, the surplus energy of the power generation module 131 is utilized for charging to form a standby power supply, the power management module 133 can control the power generation module 131 to supply power to the electric control air brake device 110 according to a braking control instruction, and when the output of the power generation module 131 is insufficient, the battery module 132 is simultaneously controlled to supply power to the electric control air brake device 110; when the power generation module 131 cannot generate power, the battery module 132 is controlled to supply power to the electrically controlled air brake device 110 alone.
In one embodiment, the power generation module is matched with a lithium titanate battery power supply mode, so that the power supply device can meet the requirement of environmental temperature, is long in service life and free of explosion risk, meets the requirement of power utilization reliability of a braking system, can realize useless energy recovery and saves energy consumption.
In one embodiment, the power management module 133 can regulate the voltage of the electrical signals output by the power generation module 131 and the battery module 132 to output a voltage capable of supplying power to each electrical device.
In one embodiment, a battery assembly includes a first battery cell and a second battery cell;
the power management module 133 is configured to control the first battery unit to provide power, and switch and control the second battery unit to provide power when the first battery unit is in an abnormal state.
The first battery unit and the second battery unit are mutually backed up. The abnormal state includes a charge amount lower than the minimum charge amount required to power the vehicle and a failure of the battery unit. In this embodiment, a cyclic power utilization mode may be adopted to supply power to the vehicle, and when the electric quantity of one battery unit is low and normal power supply cannot be performed, the other battery unit is switched to. In another embodiment, when one battery unit fails, the other battery unit is automatically switched to, and the two battery units are mutually backed up, so that the service life of the battery is prolonged, and the electricity utilization safety and reliability are ensured.
In one embodiment, the power management module 133 is further configured to send the power generation module 131 fault diagnosis information to the master control device 200 when it is determined that the power generation module 131 has a fault according to the operating parameters of the power generation module 131.
The power management module 133 may determine whether the power generation module 131 fails by collecting working parameters of the power generation module 131, specifically, may perform comparison and determination through a preset parameter threshold to implement fault diagnosis, and when it is determined that the power generation module 131 fails, generate fault diagnosis information of the power generation module 131 and send the fault diagnosis information to the main control device 200. In one embodiment, the master control device 200 can display the fault diagnosis information of the power generation module 131 through a display device provided on the locomotive, so that train staff can perform maintenance in time.
In one embodiment, the power generation module 131 includes: at least one of a shaft driven generator 1311, a wind generator 1312, and a solar generator 1313.
In one embodiment, the power generation module 131 includes a shaft driven generator 1311, a wind generator 1312, and a solar generator 1313. The vehicle control device is further configured to control the wind power generator 1312 and/or the solar power generator 1313 to supplement the power generation when the output power of the shaft-driven generator 1311 is lower than a preset power threshold.
The shaft-driven generator 1311 can be used as a main generator, and the shaft-driven generator 1311 can be a disc-type permanent magnet motor with an axial magnetic circuit, has the characteristics of light and small structure, stable performance, high efficiency, good insulativity and the like, and can meet the power generation requirements of more than or equal to 20w when the vehicle speed is 20km/h and more than or equal to 200w when the vehicle speed is 65 km/h. When the vehicle is in motion, the kinetic energy of the rotation of the rotating shaft of the vehicle is converted into electric energy output via the shaft-driven generator 1311. The wind power generator 1312 and the solar power generator 1313 are used as supplementary power generators, and when the output power of the shaft-driven power generator 1311 is insufficient or fails, the wind power generator 1312 and/or the solar power generator 1313 are controlled to generate supplementary power.
In one embodiment, the power management module 133 may control whether the power generation module 131 generates power according to a power generation instruction sent by a train operator through the main control device 200.
In one embodiment, the power management module 133 is provided with an external charging interface.
In one embodiment, the power management module 133 is provided with motor overload and battery overcharge protection.
In one embodiment, the power management module 133 is provided with a manual power on/off device, which can be manually operated to control power off when the vehicle needs to be stored for a long time.
In one embodiment, the vehicle control apparatus further comprises a vehicle identification module. The vehicle identification module is provided with a storage chip, the storage chip is interacted with the master control device 200 through the CAN transceiver to store vehicle static information, and the vehicle is also provided with a train bus current pulse detection circuit to detect voltage on the train bus and feed the voltage back to the master control device 200 for vehicle sequencing.
In one embodiment, the vehicle control device is further configured to obtain the actuation information of the electronically controlled air brake device 110, and perform the brake feedback adjustment according to the actuation information of the electronically controlled air brake device 110 and the brake control command.
The vehicle control device can obtain the action information fed back by the electric control air brake device 110 and adjust the brake indication according to the brake control command and the action information, so that the braking force is accurate and stable.
In one embodiment, the vehicle control device is further configured to transmit brake cylinder failure diagnosis information to the master control device 200 when it is determined that the electronically controlled air brake device 110 has failed based on the operation information of the electronically controlled air brake device 110.
The vehicle control device can analyze and diagnose the action information through preset fault parameters, judge whether the electric control air brake cylinder has a fault, and generate brake cylinder fault diagnosis information to send to the main control device 200 when the fault occurs.
In one embodiment, the vehicle control device is electrically connected to the main control device 200 through a cable.
A double-strand cable can be adopted to penetrate through the whole length of the train, and the locomotive and the vehicle are connected through end cable connectors to realize the transmission of control signals.
In one embodiment, termination circuitry may be provided at the end of the cable. The terminal circuit, which is the last node of the cable, continuously feeds back status information to the main control device 200, and reports the voltage value of the cable.
In one embodiment, the master control device 200 of the railway wagon is disposed on the locomotive; the locomotive is further provided with a locomotive power supply device for supplying power to the main control device 200.
The locomotive is provided with an independent locomotive power supply device which can supply power for all electric devices (including the master control device 200) on the locomotive.
In one embodiment, the power management module 133 is configured to convert the voltage output by the power generation module 131 or the battery module 132 into a first voltage and/or a second voltage to supply power to each electric device of the vehicle.
The operating voltages of the electric devices of the vehicle may be different, and the power management module 133 may perform voltage conversion according to the requirements of different electric devices, and output the first voltage and/or the second voltage to meet the requirements of different electric devices. For example, the first voltage may be 48V, and the second voltage may be 24V.
In one embodiment, the vehicle control device is configured to store vehicle unit dynamics information and fault information. In one embodiment, the vehicle control device is used for issuing braking, relieving and switching commands. In one embodiment, the vehicle control device is used for displaying fault information and vehicle braking and relieving states. In one embodiment, the vehicle control device is configured to control the switchable loads to generate the sequencing current. In one embodiment, the vehicle control device is further configured to read vehicle static data information.
In the description herein, references to the description of "some embodiments," "other embodiments," "desired embodiments," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, a schematic description of the above terminology may not necessarily refer to the same embodiment or example.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A railway wagon brake system is characterized by being applied to each vehicle of a railway wagon; the method comprises the following steps:
the electric control air braking device is used for converting air energy into mechanical energy according to an electric control signal to brake the vehicle;
the vehicle control device is used for being electrically connected with a main control device of the railway wagon, electrically connected with the electric control air brake device and used for controlling the electric control air brake device to brake according to a brake control command sent by the main control device;
and the self-generating device is respectively electrically connected with the electric control air braking device and the vehicle control device and is used for supplying power to the electric control air braking device according to the braking instruction of the vehicle control device.
2. A railway wagon brake system as claimed in claim 1, wherein the self-generating device comprises:
the power generation module is used for generating electric energy through power generation and outputting the electric energy to supply power to the electric control air braking device;
the battery modules are respectively electrically connected with the power generation modules and used for recovering the redundant energy output by the power generation modules;
and the power management module is respectively electrically connected with the power generation module, the battery module, the electric control air brake device and the vehicle control device, is used for controlling the power generation of the power generation module and controlling the power generation module and/or the battery module to provide power to supply power for the electric control air brake device according to a brake control instruction sent by the vehicle control device.
3. A rail wagon brake system as defined in claim 2, wherein the battery assembly comprises a first battery cell and a second battery cell;
the power management module is used for controlling the first battery unit to provide power and switching and controlling the second battery unit to provide power when the first battery unit is in an abnormal state.
4. The rail wagon brake system of claim 2, wherein the power management module is further configured to send power generation module fault diagnosis information to the master control device when the power generation module is judged to be faulty according to the operating parameters of the power generation module.
5. A rail wagon brake system as defined in claim 2, wherein the power generation module comprises: at least one of a shaft driven generator, a wind driven generator, a solar generator.
6. The rail wagon brake system of claim 2, wherein the power generation module comprises a shaft driven generator, a wind driven generator, and a solar generator;
the vehicle control device is also used for controlling the wind driven generator and/or the solar generator to generate electricity in a supplementary mode when the output power of the shaft driven generator is lower than a preset power threshold value.
7. A brake system for a railway wagon as claimed in claim 1, wherein the vehicle control device is further configured to obtain the actuation information of the electronically controlled air brake device, and perform the brake feedback adjustment according to the actuation information of the electronically controlled air brake device and the brake control command.
8. A brake system for a railway wagon according to claim 7, wherein the vehicle control device is further configured to send brake cylinder fault diagnosis information to the master control device when it is determined that the electronically controlled air brake device is faulty according to the operation information of the electronically controlled air brake device.
9. A rail wagon brake system as claimed in claim 1, wherein the vehicle control device is electrically connected to the master control device by a cable.
10. A railway wagon brake system as claimed in claim 1, wherein the master control unit of the railway wagon is provided on a locomotive;
the locomotive is also provided with a locomotive power supply device for supplying power to the main control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111661918.7A CN114179774A (en) | 2021-12-30 | 2021-12-30 | Railway wagon braking system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111661918.7A CN114179774A (en) | 2021-12-30 | 2021-12-30 | Railway wagon braking system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114179774A true CN114179774A (en) | 2022-03-15 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202111661918.7A Pending CN114179774A (en) | 2021-12-30 | 2021-12-30 | Railway wagon braking system |
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| CN112644558A (en) * | 2021-02-05 | 2021-04-13 | 陈建明 | Rail train, rail state monitoring method and monitoring system bearing platform |
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- 2021-12-30 CN CN202111661918.7A patent/CN114179774A/en active Pending
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| US20100282122A1 (en) * | 2007-05-07 | 2010-11-11 | Serge Mai | Quasi self-contained energy storage and power supply system |
| CN104309600A (en) * | 2014-10-10 | 2015-01-28 | 四川制动科技股份有限公司 | Wireless idle brake control system and control method for railway wagon |
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Application publication date: 20220315 |