CN201220663Y - High speed motor train unit braking system - Google Patents
High speed motor train unit braking system Download PDFInfo
- Publication number
- CN201220663Y CN201220663Y CNU200820110044XU CN200820110044U CN201220663Y CN 201220663 Y CN201220663 Y CN 201220663Y CN U200820110044X U CNU200820110044X U CN U200820110044XU CN 200820110044 U CN200820110044 U CN 200820110044U CN 201220663 Y CN201220663 Y CN 201220663Y
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- pressure
- control unit
- braking system
- emu
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- 230000017525 heat dissipation Effects 0.000 abstract 1
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- 230000001172 regenerating effect Effects 0.000 description 1
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Abstract
The utility model discloses a braking system for high-speed electricity multiple units, which comprises a microcomputer control unit, an air pressure simulating device, a pressure magnifying device and a brake, wherein a grading pressure control unit is connected between the microcomputer control unit and the pressure magnifying device. The brake comprises a constant-pressure brake lining which consists of a plurality of uniform-sized small friction blocks. The braking system for the high-speed electricity multiple units is provided to realize reasonable distribution of brake force and uniform brake disc thermal load. In addition, the braking system has the advantages of improving the heat dissipation performance of the brake lining, reducing abrasion and avoiding warm spot.
Description
Technical field
The utility model relates to a kind of brake system, and particularly a kind of running velocity is in the brake system of 300km/h and above rail train or motor train unit.
Background technology
At present, the brake system of known rail train is applicable to the 200km/h running velocity, and along with the raising of train running speed, the stop kinetic energy of required conversion of train safe increases considerably, therefore, the brand new requirement has all been proposed for the control of brake system and the enforcement parts of braking force.The brake system of present EMU train all adopts: regenerative brake+micro-processor controlled straight-through electropneumatic brake+electronic anti-breaking.Foundation brake is disc brake+powder and controls golden brake lining.But for straight-through electropneumatic brake of system controlled by computer and foundation brake, because of different motor train unit adopt different air systems, the control that it is concrete and the structure of foundation brake rigging all have great difference.
At present, the brake system of known EMU train adopts air brake, and following pattern is all adopted in the control of its braking force: when implementing a certain grade of other braking instruction, for ease of the control of braking force, it is constant that its braking force keeps, irrelevant with the size of speed.
300km/h and above train or motor train unit are at glancing impact, and its huge kinetic energy all needs to be converted into heat energy dissipation in atmosphere by brake disc and brake lining, and therefore, the running velocity of vehicle is high more, and then the heat energy of its generation is many more, and is big more to the damage of brake disc and brake lining.In addition, along with the raising of running velocity, the wheel rail adhesion coefficient that EMU influences the braking force size is also more and more littler.The brake system of known EMU train, its braking adopts shortcoming of permanent braking force to be: because of can not the reasonable distribution dish and the thermal load of brake lining, in its operation, coil and brake lining often produces phenomenons such as hot spot, cracking, shortened the service life of product greatly; When high speed, excessive if the braking skid control system is out of order because of braking force, easily produce the scratch of taking turns, have influence on the life-span of track and vehicle.
Known motor train unit upper brake pad structure for increasing effective area of contact of itself and brake disc, has adopted whole brake lining structure, however the weak heat-dissipating of the whole brake lining of this structure, and braking force can only carry out simple equilibrium on the brake lining, easily causes the generation of hot spot on the brake disc.
The utility model content
The utility model provides a kind of brake system of EMU, and to realize the reasonable distribution braking force, evenly the brake disc thermal load improves the brake lining thermal diffusivity, reduces wear, and does not produce hot spot.
EMU brake system of the present utility model comprises microcomputer control unit, air pressure analog machine, pressure amplification device and drg, also is connected with pressure control unit stage by stage between described microcomputer control unit and the pressure amplification device.
EMU brake system of the present utility model, described drg comprises the equipressure brake lining, described equipressure brake lining is made of the identical friction piece of polylith size.
EMU brake system of the present utility model, described air pressure analog machine comprises two electromagnetic valve B60.02, B60.03, described electromagnetic valve B60.02, B60.03 are cut-off by microcomputer control unit control.
EMU brake system of the present utility model, described pressure amplification device comprise that a pressure limits valve B60.05, and described pressure limits valve B60.05 and cut-off by microcomputer control unit control.
The utility model has the advantages that and to redistribute according to speed the thermal load situation of brake disc and brake lining, make it be in comparatively ideal mode of operation all the time.Under the friction speed grade, the wheel rail adhesion situation, assignment system power reasonably more helps the anti-skidding protection of vehicle again, in order to avoid the scratch of the mal of wheel.Make the thermal load of brake disc even, no hot spot produces; The brake lining radiating condition is better; The inside and outside friction shoe abrasion of brake lining evenly; Friction shoe can be changed separately after the life-span arrives limit, has improved the degree of utilization of the lock back of the body, has reduced manufacturing and maintenance cost; The equipressure brake lining is more suitable for the performance requriements of EMU.
Description of drawings
Fig. 1 is a schematic diagram of gas circuit of the present utility model;
Fig. 2 is a master mode block diagram of the present utility model.
The specific embodiment
The control stage by stage of braking force has been adopted in the straight-through electropneumatic brake of the system controlled by computer of the EMU brake system of the utility model embodiment; Its brake lining has adopted the equipressure brake lining.
Be that example is done more foreign most explanation with running velocity at 300km/h and above train or motor train unit below.
Referring to Fig. 1, B01, B10 calculate braking force for the braking microcomputer control unit.B01 and B10 are the braking microcomputer control unit, both backup each other, the driver sends braking instruction by brake-applying handle and gives B01 and B10, B01 and B10 calculate required braking force, be converted into control, thereby finally set up required braking force at the brake cylinder place of bogie truck to the pre-governor pressure of respective electrical magnet valve in the B60 module.
The service time of B01, B10 control B60.02 electromagnetic valve, finish the foundation of the pre-governor pressure of service braking, control the open-minded of B60.03 electromagnetic valve, finish the foundation of the pre-governor pressure of emergency braking.Brake pre-governor pressure and limit valve B60.05 through two-way valve B60.04, pressure and enter the B60.07 relay valve, finish amplification, pressurized air is provided for the foundation brakes of bogie truck through exporting 5 then pre-control braking force wind flow through this valve.This master mode can realize the quick foundation of brake-cylinder pressure, thereby can shorten the response time of braking.Simultaneously, consider the notable difference of friction speed grade wheel rail adhesion coefficient, by B60.08 solenoid control graduated application, the break-make of control B60.08 is implemented in the above speed class of 200km/h, implements less braking force, the following speed class of 200km/h is implemented bigger braking force.Interface 3 directly communicates with the train pipe of train through distributing valve, and the variation of train tube pressure air makes the distributing valve action, produces corresponding braking and alleviation, produces the pre-control braking force.This pre-control braking force arrives the B60.07 relay valve, thereby produces required braking force through the B60.04 two-way valve.Interface 4 places introduce the load-carrying air signal of vehicle, so that B01, B10 press the vehicle load situation, carry out the accurate calculating of braking force.B06.02, B06.03 electromagnetic valve link to each other with blast main through interface 1, be responsible for B60 control of braking module required pressurized air is provided.Be connected by airline between B06 and the B60.
Referring to Fig. 2, after the computing machine of microcomputer control unit obtains braking instruction, the pre-governor pressure of braking that the simulation of control air pressure simulation device is required, this pressure by the pressure amplification device after, pressurized air arrives drg and produces required braking force.In the braking force implementation process, computing machine is controlled pressure control stage by stage according to running velocity, is train spacing point with 200km/h promptly, and when 200km/h was above, control presssure was less stage by stage, and when 200km/h was following, control presssure was bigger stage by stage.After different control presssure stage by stage arrived the pressure amplification device, the pre-governor pressure that produces with the air pressure analog machine carried out pressure through the pressure amplification device jointly and heavily distributes, and pressurized air arrives drg and produces required braking force.Thereby reached when 200km/h is above, adopted less relatively braking force; When 200km/h is following, adopt the purpose of relatively large braking force.
Required axle-mounted brake disk of foundation brake and the brake disk mounted cast steel material that all adopts of wheel, the middle part of brake disc is the self-ventilation cooling structure, because of brake disc in implementing braking procedure, can produce a large amount of heats.Adopt the cast steel brake disc, then have higher relatively heat absorption capacity, its self-ventilation cooling structure can improve the service life of brake disc greatly.Brake disc connects with the dish hoop by 12 uniform bolts, and this structure can guarantee that brake disc is preferably to neutrality and mechanical property.
The equipressure brake lining that the EMU brake system adopts on the structure changes big friction lining by big friction pieces such as polyliths into and forming, and is after calculating through science, uniform by thermal load, wear away uniform requirement and arrange.Each the friction piece and the lock back of the body adopt resilient connection, and each friction shoe all can carry out the equilibrium of power.The employed ISOBAR brake pad of system, material is that powder is controlled gold, the structure design of brake lining, the employing piecemeal is arranged, can realize that its braking force that applies is uniform on brake disc, thereby effectively avoided the appearance of irregular hot spot on the brake disc, made it be applicable to the braking needs of EMU more.
Embodiment recited above is described preferred implementation of the present utility model, is not that design of the present utility model and scope are limited.Under the prerequisite that does not break away from the utility model design concept; various modification and improvement that this area ordinary person makes the technical solution of the utility model; all should drop into protection domain of the present utility model; the technology contents that the utility model is asked for protection all is documented in claims.
Claims (4)
1. the EMU brake system comprises microcomputer control unit, air pressure analog machine, pressure amplification device and drg, it is characterized in that, also is connected with pressure control unit stage by stage between described microcomputer control unit and pressure amplification device.
2. EMU brake system according to claim 1 is characterized in that described drg comprises the equipressure brake lining, and described equipressure brake lining is made of the identical friction piece of polylith size.
3. EMU brake system according to claim 2 is characterized in that, described air pressure analog machine comprises two electromagnetic valves (B60.02, B60.03), and described electromagnetic valve (B60.02, B60.03) is cut-off by microcomputer control unit control.
4. EMU brake system according to claim 3 is characterized in that, described pressure amplification device comprises that a pressure limits valve (B60.05), and described pressure limits valve (B60.05) and cut-off by microcomputer control unit control.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU200820110044XU CN201220663Y (en) | 2008-08-14 | 2008-08-14 | High speed motor train unit braking system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU200820110044XU CN201220663Y (en) | 2008-08-14 | 2008-08-14 | High speed motor train unit braking system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201220663Y true CN201220663Y (en) | 2009-04-15 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNU200820110044XU Expired - Lifetime CN201220663Y (en) | 2008-08-14 | 2008-08-14 | High speed motor train unit braking system |
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| CN (1) | CN201220663Y (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102114860A (en) * | 2011-01-21 | 2011-07-06 | 铁道部运输局 | Driver command conversion equipment for rail transit vehicle brake control system |
| CN102826018A (en) * | 2012-09-04 | 2012-12-19 | 南车株洲电力机车研究所有限公司 | Method and device for distributing electric braking load of train |
| CN102935846A (en) * | 2012-12-07 | 2013-02-20 | 南车株洲电力机车有限公司 | Braking system of railway vehicle and control method thereof |
| CN103183016A (en) * | 2011-12-30 | 2013-07-03 | 克诺尔车辆设备(苏州)有限公司 | Brake control method for track railway vehicles applicable to high-speed running |
| CN103303288A (en) * | 2012-03-07 | 2013-09-18 | 南车青岛四方机车车辆股份有限公司 | High speed train braking system and braking method thereof |
-
2008
- 2008-08-14 CN CNU200820110044XU patent/CN201220663Y/en not_active Expired - Lifetime
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102114860A (en) * | 2011-01-21 | 2011-07-06 | 铁道部运输局 | Driver command conversion equipment for rail transit vehicle brake control system |
| CN103183016A (en) * | 2011-12-30 | 2013-07-03 | 克诺尔车辆设备(苏州)有限公司 | Brake control method for track railway vehicles applicable to high-speed running |
| CN103183016B (en) * | 2011-12-30 | 2015-03-04 | 克诺尔车辆设备(苏州)有限公司 | Brake control method for track railway vehicles applicable to high-speed running |
| CN103303288A (en) * | 2012-03-07 | 2013-09-18 | 南车青岛四方机车车辆股份有限公司 | High speed train braking system and braking method thereof |
| CN103303288B (en) * | 2012-03-07 | 2015-11-11 | 南车青岛四方机车车辆股份有限公司 | A kind of Braking System for High Speed Multiple Units and braking method thereof |
| CN102826018A (en) * | 2012-09-04 | 2012-12-19 | 南车株洲电力机车研究所有限公司 | Method and device for distributing electric braking load of train |
| CN102826018B (en) * | 2012-09-04 | 2014-11-19 | 南车株洲电力机车研究所有限公司 | Method and device for distributing electric braking load of train |
| CN102935846A (en) * | 2012-12-07 | 2013-02-20 | 南车株洲电力机车有限公司 | Braking system of railway vehicle and control method thereof |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| ASS | Succession or assignment of patent right |
Owner name: CHINA RAILWAY CORPORATION Free format text: FORMER OWNER: TRANSPORT BUREAU OF RAILWAY DEPARTMENT Effective date: 20141015 |
|
| C41 | Transfer of patent application or patent right or utility model | ||
| COR | Change of bibliographic data |
Free format text: CORRECT: ADDRESS; FROM: 100844 HAIDIAN, BEIJING TO: 100038 HAIDIAN, BEIJING |
|
| TR01 | Transfer of patent right |
Effective date of registration: 20141015 Address after: 100038 Fuxing Road 10, Beijing, Haidian District Patentee after: CHINA RAILWAY CORPORATION Patentee after: Tangshan Railway Carriage Co., Ltd. Patentee after: China Academy of Railway Sciences Address before: 100844 Fuxing Road, Beijing, Haidian District, No. 10 Patentee before: Transport Bureau of Railway Department Patentee before: Tangshan Railway Carriage Co., Ltd. Patentee before: China Academy of Railway Sciences |
|
| CX01 | Expiry of patent term |
Granted publication date: 20090415 |
|
| CX01 | Expiry of patent term |