CN114261381A - Railway wagon braking system - Google Patents
Railway wagon braking system Download PDFInfo
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- CN114261381A CN114261381A CN202111668945.7A CN202111668945A CN114261381A CN 114261381 A CN114261381 A CN 114261381A CN 202111668945 A CN202111668945 A CN 202111668945A CN 114261381 A CN114261381 A CN 114261381A
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- 230000003137 locomotive effect Effects 0.000 claims abstract description 31
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Abstract
The application relates to a railway freight car braking system, be applied to each vehicle of railway freight car, include: the electric brake cylinder is used for converting electric energy into mechanical energy to brake the vehicle; the vehicle control device is used for being electrically connected with a main control device of the railway wagon, is electrically connected with the electric brake cylinder and is used for controlling the electric brake cylinder to brake according to a brake control command sent by the main control device; and the vehicle power supply device is respectively electrically connected with the electric brake cylinder and the vehicle control device and is used for supplying power to the electric brake cylinder according to the brake control command sent by the vehicle control device. The electric brake cylinders are respectively arranged on the vehicles, the vehicle control device is used for receiving brake control instructions sent by a master control device of the railway wagon, the vehicle power supply devices are respectively arranged on the vehicles to supply power to the electric brake cylinders, the vehicle control device controls the vehicle power supply devices to supply power to the electric brake cylinders according to the brake control instructions, the electric brake cylinders are controlled to brake, the energy consumption load of the locomotive is reduced, and the traction capacity of the railway wagon is improved.
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 an air braking system, although the air braking system can meet the normal operation requirement of a common freight train, the air braking system has a plurality of problems on a heavy-duty train, and has adverse effects on the quality improvement and efficiency enhancement of the freight train, the freight increment and the like, and an electric braking technology appears later, but the energy consumption of the electric braking technology is larger.
Disclosure of Invention
The application provides a railway wagon braking system which can reduce energy consumption load of pure electric braking on a locomotive.
A railway wagon brake system for use with each vehicle of a railway wagon, comprising:
the electric brake cylinder is used for converting the electric energy into mechanical energy to brake the vehicle;
the vehicle control device is electrically connected with a main control device of the railway wagon, electrically connected with the electric brake cylinder and used for controlling the electric brake cylinder to brake according to a brake control command sent by the main control device;
and the vehicle power supply device is respectively electrically connected with the electric brake cylinder and the vehicle control device and is used for supplying power to the electric brake cylinder according to a brake control command sent by the vehicle control device.
In one embodiment, the vehicle power supply apparatus includes:
the shaft driving power generation module is used for connecting a rotating shaft of the vehicle and converting kinetic energy of the rotating shaft of the vehicle into electric energy to be output;
the battery modules are respectively electrically connected with the shaft drive power generation modules and used for charging by using the electric energy output by the shaft drive power generation assembly;
and the power management module is respectively electrically connected with the shaft drive power generation module, the battery module, the electric brake cylinder and the vehicle control device, is used for controlling the shaft drive power generation module to generate power and is used for controlling the battery module to provide power to supply power to the electric brake cylinder 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 shaft drive power generation module fault diagnosis information to the master control device when it is determined that the shaft drive power generation module has a fault according to the operating parameters of the shaft drive power generation module.
In one embodiment, the vehicle control apparatus includes:
the monitoring execution module is electrically connected with a main control device of the railway wagon, and is used for receiving the brake control instruction and outputting a brake instruction;
and the electric brake cylinder control module is respectively electrically connected with the monitoring execution module and the electric brake cylinder, and is used for controlling the action of the electric brake cylinder according to the brake indication and acquiring action information of the electric brake cylinder and feeding the action information back to the vehicle control device.
In one embodiment, the vehicle control device is further configured to perform brake feedback adjustment according to the action information of the electric brake cylinder and the brake control command.
In one embodiment, the vehicle control device is further configured to transmit electric brake cylinder failure diagnosis information to the master control device when it is determined that the electric brake cylinder has failed based on the operation information of the electric brake cylinder.
In one embodiment, the method further comprises the following steps:
the manual control device is used for receiving a manual braking instruction and sending the manual braking instruction to the vehicle control device;
the vehicle control device is further used for controlling the electric brake cylinder to brake or relieve braking when the manual braking instruction is received.
In one embodiment, the vehicle power supply device is electrically connected to the main 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.
In the railway wagon braking system, the electric brake cylinders are respectively arranged on the vehicles, the vehicle control device is used for receiving the braking control command sent by the main control device of the railway wagon, the vehicle power supply devices are respectively arranged on the vehicles for supplying power to the electric brake cylinders, 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 vehicle power supply devices to supply power to the electric brake cylinders according to the braking control command and controls the electric brake cylinders to brake, so that the locomotive energy consumption load of the railway wagon is reduced, and the traction capacity of the railway wagon is improved.
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 brake system for a railway freight car in another embodiment;
fig. 3 is a block diagram of a railway wagon 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, the ECP system still does not break through the restriction of pressure air and traditional foundation braking, and the problems of pressure air leakage and poor foundation braking relief are not solved, so that the problems of vehicle operation and maintenance caused by the problems are particularly prominent on heavy-duty trains.
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.
As shown in fig. 1, the railway wagon brake system 100 includes: electric brake cylinder 110, vehicle control device 120, and vehicle power feeding device 130. The electric brake cylinder 110 is used for converting electric energy into mechanical energy to brake the vehicle; the vehicle control device 120 is electrically connected with the main control device 200 of the railway wagon, is electrically connected with the electric brake cylinder 110, and is used for controlling the electric brake cylinder 110 to brake according to a brake control command sent by the main control device 200; vehicle power feeding device 130 is electrically connected to electric brake cylinder 110 and vehicle control device 120, respectively, and is configured to feed electric brake cylinder 110 with power according to a brake control command transmitted from vehicle control device 120.
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 master control device 200 through the respective vehicle control device 120, and controls the electric brake cylinder 110 of each vehicle to brake or relieve the brake. The electric brake cylinder 110 mainly comprises a direct current servo motor, a cylinder cover, a cylinder body, a worm wheel, a worm, a screw, a conversion nut, an outer sleeve, a telescopic rod, a screw head and the like, the electric brake cylinder 110 has the functions of automatic braking, automatic relieving, electric control manual braking, electric control manual relieving, mechanical manual braking, mechanical manual relieving, automatic parking and the like, and the electric brake cylinder is driven by the servo motor to ensure stable and accurate output force without using a brake adjuster. The automatic parking function is realized by utilizing the unidirectional self-locking characteristic of the worm wheel and the worm, and the automatic and mechanical manual operation functions are realized by utilizing the bidirectional extending rotating shaft. The electric brake cylinder 110 replaces an air brake cylinder with a single function, and integration of automatic driving, manual driving, automatic brake shoe gap adjustment and automatic parking functions is achieved.
In the railway wagon brake system 100, the electric brake cylinders 110 are respectively arranged on the vehicles, the vehicle control device 120 is used for receiving brake control commands sent by the master control device 200 of the railway wagon, the vehicle power supply device 130 is respectively arranged on the vehicles for supplying power to the electric brake cylinders 110, 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 120 controls the vehicle power supply device 130 to supply power to the electric brake cylinders 110 according to the brake control commands and controls the electric brake cylinders 110 to brake, so that the locomotive energy consumption load of the railway wagon is reduced, and the traction capacity of the railway wagon is improved.
As shown in fig. 2, in one embodiment, the vehicle power supply device 130 includes: a shaft drive power generation module 131, a battery module 132, and a power management module 133. The shaft-driven power generation module 131 is used for connecting a rotating shaft of a vehicle and converting kinetic energy of the rotating shaft of the vehicle into electric energy to be output; the battery modules 132 are respectively electrically connected with the shaft drive power generation modules 131 and used for charging by using the electric energy output by the shaft drive power generation assembly; and the power management module 133 is electrically connected with the shaft drive power generation module 131, the battery module 132, the electric brake cylinder 110 and the vehicle control device 120, and is used for controlling the shaft drive power generation module 131 to generate power and controlling the battery module 132 to supply power to the electric brake cylinder 110 according to a brake control command sent by the vehicle control device 120.
The shaft-driven power generation device can adopt 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 being 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 moves, the kinetic energy of the rotation of the rotating shaft of the vehicle is converted into electric energy through the shaft-driven power generation device to be output, so that power can be supplied to various electric appliances on the vehicle, and the battery module 132 is charged. The power management module 133 controls the battery module 132 to provide corresponding power to the electric brake cylinders 110 according to the brake control command, so that the electric brake cylinders 110 output the target braking force. In one embodiment, the power management module 133 can perform voltage stabilization and regulation on the electrical signal output by the shaft-driven power generation module 131 to output a voltage capable of supplying power to each electrical device. When the shaft-driven power generation device cannot provide electric energy capable of stably supplying power to various electric devices (particularly the electric brake cylinder 110) of the vehicle, the power management module 133 controls the battery module 132 to supplement power according to the brake control command, so that the normal operation and braking of the vehicle are ensured.
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 shaft drive power generation module fault diagnosis information to the main control device 200 when it is determined that the shaft drive power generation module 131 has a fault according to the operating parameters of the shaft drive power generation module 131.
The power management module 133 may determine whether the shaft drive power generation module 131 fails by collecting working parameters of the shaft drive 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 shaft drive power generation module 131 fails, generate fault diagnosis information of the shaft drive power generation module 131 and send the fault diagnosis information to the main control device 200. In one embodiment, the main control device 200 can display the shaft drive power generation module fault diagnosis information through a display device provided on the locomotive, so that train staff can perform maintenance in time.
In one embodiment, the power management module 133 may control whether the axle driver 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.
As shown in fig. 3, in one embodiment, the vehicle control device 120 includes: a monitoring execution module 121 and an electric brake cylinder control module 122. The monitoring execution module 121 is electrically connected to the main control device 200 of the railway wagon, and is configured to receive a brake control instruction and output a brake instruction; the electric brake cylinder control module 122 is electrically connected to the monitoring execution module 121 and the electric brake cylinder 110, respectively, and is configured to control the operation of the electric brake cylinder 110 according to the brake instruction.
The monitoring execution module 121 receives a brake control command sent by the master control device 200 through electrical connection with the master control device 200, and outputs a brake instruction to the electric brake cylinder control module 122, and the electric brake cylinder control module 122 communicates with the power supply management module 133 and the electric brake cylinder 110 through the CAN bus, instructs the power supply management module 133 to control the electric brake cylinder 110 to apply a target electric brake force, and controls the electric brake cylinder 110 to brake or relieve the brake.
The monitoring execution module 121 communicates with other coupling devices on the train bus through LONWORKS communication. The monitoring execution module 121 completes the receiving, sending and processing of the train bus network message through the LONWORKS power carrier communication circuit. The monitoring execution module 121 is used for storing vehicle unit dynamic information and fault information.
In one embodiment, the vehicle control apparatus further comprises a vehicle identification module. The vehicle identification module is provided with a storage chip, the CAN transceiver interacts with the monitoring execution module 121 to store vehicle static information, and the vehicle is also provided with a train bus current pulse detection circuit for detecting voltage on a train bus and feeding the voltage back to the main control device for vehicle sequencing.
In one embodiment, the electric brake cylinder control module 122 is further configured to obtain information on the action of the electric brake cylinder 110 and feed the information back to the monitoring execution module 121; the monitoring execution module 121 is further configured to perform brake feedback adjustment according to the action information of the electric brake cylinder 110 and the brake control command.
The electric brake cylinder control module 122 can obtain the action information fed back by the electric brake cylinder 110 and send the action information to the monitoring execution module 121, and the monitoring execution module 121 adjusts the braking instruction according to the braking control instruction and the action information, so that the braking force is accurately and stably.
In one embodiment, the monitoring execution module 121 is further configured to send electric brake cylinder 110 fault diagnosis information to the master control device 200 when it is determined that the electric brake cylinder 110 is faulty according to the action information of the electric brake cylinder 110.
The monitoring execution module 121 may analyze and diagnose the action information through preset fault parameters, determine whether the electric brake cylinder 110 has a fault, and generate fault diagnosis information of the electric brake cylinder 110 and send the fault diagnosis information to the main control device 200 when the fault occurs.
In one embodiment, the railway wagon brake system 100 further comprises: a manual control device for receiving a manual braking instruction and sending the manual braking instruction to the vehicle control device 120; vehicle control device 120 is also used to control electric brake cylinder 110 to brake or to relieve braking when a manual braking command is received.
The manual control device is used for manually braking and relieving the vehicle after the vehicle stops. Such as gap adjustment operations during a power change, etc. For example, the manual control device may be two pairs of electronic keys mounted on two sides of the vehicle, one brake button and one release button disposed on each side. After the button 3s is pressed, braking or releasing is carried out, the braking is common full braking, and the electric brake cylinder 110 can be released to the shortest position by pressing the release position 10s for a long time.
In one embodiment, the vehicle power supply device 130 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 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, applied to each vehicle of a railway wagon, comprising:
the electric brake cylinder is used for converting electric energy into mechanical energy to brake the vehicle;
the vehicle control device is electrically connected with a main control device of the railway wagon, electrically connected with the electric brake cylinder and used for controlling the electric brake cylinder to brake according to a brake control command sent by the main control device;
and the vehicle power supply device is respectively electrically connected with the electric brake cylinder and the vehicle control device and is used for supplying power to the electric brake cylinder according to a brake control command sent by the vehicle control device.
2. A railway wagon brake system as claimed in claim 1, wherein the vehicle power supply device comprises:
the shaft driving power generation module is used for connecting a rotating shaft of the vehicle and converting kinetic energy of the rotating shaft of the vehicle into electric energy to be output;
the battery modules are respectively electrically connected with the shaft drive power generation modules and used for charging by using the electric energy output by the shaft drive power generation assembly;
and the power management module is respectively electrically connected with the shaft drive power generation module, the battery module, the electric brake cylinder and the vehicle control device, is used for controlling the shaft drive power generation module to generate power and is used for controlling the battery module to provide power to supply power to the electric brake cylinder 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 railway wagon braking system as claimed in claim 2, wherein the power management module is further configured to send axle drive power generation module fault diagnosis information to the main control device when the axle drive power generation module is judged to have a fault according to the operating parameters of the axle drive power generation module.
5. A railway wagon brake system as claimed in claim 1, wherein the vehicle control device comprises:
the monitoring execution module is electrically connected with a main control device of the railway wagon, and is used for receiving the brake control instruction and outputting a brake instruction;
and the electric brake cylinder control module is respectively electrically connected with the monitoring execution module and the electric brake cylinder, and is used for controlling the action of the electric brake cylinder according to the brake indication and acquiring action information of the electric brake cylinder and feeding the action information back to the vehicle control device.
6. A rail wagon brake system as defined in claim 5,
the electric brake cylinder control module is also used for acquiring action information of the electric brake cylinder and feeding the action information back to the monitoring execution module;
the monitoring execution module is further used for carrying out brake feedback adjustment according to the action information of the electric brake cylinder and the brake control command.
7. A railway wagon brake system as claimed in claim 6, wherein the monitoring execution module is further configured to send electric brake cylinder fault diagnosis information to the master control device when the electric brake cylinder is judged to be faulty according to the action information of the electric brake cylinder.
8. A rail wagon brake system as defined in claim 1, further comprising:
the manual control device is used for receiving a manual braking instruction and sending the manual braking instruction to the vehicle control device;
the vehicle control device is further used for controlling the electric brake cylinder to brake or relieve braking when the manual braking instruction is received.
9. A rail wagon brake system as claimed in claim 1, wherein the vehicle power supply 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.
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| CN202111668945.7A CN114261381A (en) | 2021-12-30 | 2021-12-30 | Railway wagon braking system |
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| CN202111668945.7A CN114261381A (en) | 2021-12-30 | 2021-12-30 | Railway wagon braking system |
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Application publication date: 20220401 |