CN202463802U - Brake system for high-speed motor train unit - Google Patents

Abstract

The utility model discloses a brake system for a high-speed motor train unit. Friction coefficient values are divided into a plurality of sections according to speed ranges and are pre-stored in a brake control unit (BCU); a brake controller sends out a brake command; air braking force required for braking a train is calculated by the BCU; finally a BC (brake control) pressure PBC is generated; and pressurized air is conveyed to a brake execution device which is used for implementing brake or parking. The friction coefficient adopted by the BCU provided by the utility model is not a constant average friction coefficient, but friction coefficient values which are segmented according to different speed ranges and brake levels; the brake system is favorable to the matching of the actually output braking force and the design braking force; the situation that the actual braking force is much greater than the design braking force is avoided, so that the brake is smooth; and simultaneously the abrasion between a brake disc and a brake lining can be reduced and the use economy of foundation brake is improved.

Description

A kind of EMU brake system

Technical field

The utility model relates to a kind of EMU brake system.

Background technology

Brake system is the assurance of EMU safety, and brake system design-calculated performance will influence reliability, durability and the economy of brake equipment, and influences passenger's travelling comfort.

Motor train unit, are accepted from braking level information, velocity information and load information etc. in the information of vehicles control setup the needed air brake power of calculation train braking through the control unit BCU of brake system at glancing impact; Air brake power finally apply be the pressure air that calculates through BCU through braking force control system output to pneumatic gripping, drive rub brake disc on the wheel of brake lining then and realize the braking or the parking of train.

BCU is when the air brake power of calculation train actual needs; A friction coefficient that parameter is brake disc and brake lining need quoting, the general-duty way is an interior average friction coefficient value of full speed range of utilizing the ground flywheel to test the instantaneous coefficient of friction under each speed point that obtains and then calculate at present.This can cause the braking force of real output and design braking force not to match, and the situation of actual braking force much larger than the design braking force occur, and the braking stationarity is poor, and has increased the abrasion of brake disc and brake lining.

The utility model content

The utility model main purpose is to address the above problem and is not enough; A kind of EMU brake system is provided, helps the braking force of real output and coincideing of design braking force, make braking steadily; Reduce the abrasion of brake disc and brake lining, improve its usage economy of foundation brake.

For realizing above-mentioned purpose, the technical scheme of the utility model is:

A kind of EMU brake system comprises:

Brake controller is used to send braking instruction and gives information control device;

Braking force control system; Store the friction co-efficient value of formulating by the speed range segmentation in the said braking force control system; According to braking level information, velocity information and the load information of corresponding friction co-efficient value of speed and reception; Calculate out the needed air brake power of train braking, and finally generate the BC pressure P _BC, to braking executive device delivery pressure air, said braking executive device is used for implementing braking or stops.

Further; Said braking executive device is made up of pneumatic gripping, brake lining and brake disc; The pressure air that said braking force control system calculates imposes on said pneumatic gripping, and said pneumatic gripping drives said brake lining, and the said brake disc on the said brake lining friction wheel is implemented braking or stopped.

Further, said friction co-efficient value by speed range be divided into 0-V1km/h, V1km/h-V2km/h, more than the V2km/h three sections;

In the 0-V1km/h speed range, said friction co-efficient value is definite value f1;

In the above speed range of V2km/h, said friction co-efficient value is definite value f2;

In the V1km/h-V2km/h speed range, said friction co-efficient value is pressed by f1 to f2 linear change value.

Further, said speed V1 is 70km/h, and said speed V2 is 118km/h, and said friction co-efficient value f1 is 0.28 ± 20% or 0.35 ± 20%, and said friction co-efficient value f2 is 0.27 ± 20% or 0.298 ± 20%.

Further, said braking force control system stores corresponding segmentation friction co-efficient value respectively to motor-car and trailer.

Content to sum up, the described a kind of EMU brake system of the utility model, the friction coefficient that adopts among the braking force control system BCU is not a constant average friction coefficient, but according to the segmentation friction co-efficient value of different speed scope with the braking level.The motor train unit glancing impact; Sectional type friction co-efficient value through the BCU set inside; Help the braking force of real output and coincideing of design braking force, avoid the situation of actual braking force occurring, make braking steadily much larger than the design braking force; Can reduce simultaneously the abrasion of brake disc and brake lining, improve its usage economy of foundation brake.

Description of drawings

Fig. 1 is the utility model brake system structure figure;

Fig. 2 is the utility model friction coefficient variation diagram;

Fig. 3 is the diagram of circuit that the utility model braking force control system BCU calculates BC pressure.

Extremely shown in Figure 3 like Fig. 1, brake controller 1, information control device 2, braking force control system 3, braking executive device 4, pneumatic gripping 5, brake lining 6, brake disc 7.

The specific embodiment

Below in conjunction with the accompanying drawing and the specific embodiment the utility model is described in further detail:

As shown in Figure 1, the EMU brake system mainly comprises brake controller 1, information control device 2, braking force control system 3 and braking executive device 4.

Brake controller 1 is arranged in the driver's cab; Control by the driver; Information control device 2 is distributed in each car, is used to receive the braking instruction that brake controller 1 sends, and braking instruction is transferred to the braking force control system 3 of each car; BCU picking rate information and load information in the braking force control system 3; And carry out braking force by the BCU in the braking force control system 3 (Brake Control Unit brak control unit) and calculate, calculate the air brake power that train braking needs, and finally generate BC pressure (being brake-cylinder pressure) P _BC, to braking executive device 4 delivery pressure air, control brake executive device 4 is accomplished the braking or the parking of train.Braking executive device 4 comprises pneumatic gripping 5, brake lining 6 and brake disc 7, and pressure air is transported to pneumatic gripping 5, drives braking or parking that brake disc 7 on the brake lining 6 friction wheels is realized train then.

Wherein, the calculation of the BCU in the braking force control system 3 BC pressure P _BCThe time satisfy following relational expression:

$P_{\mathrm{BC}}=\frac{k\×\mathrm{\β}}{f}---\left(1\right)$

In the formula, β---the design deceleration/decel, unit is m/s ²

The friction coefficient of f---brake lining;

K---constant.

This relational expression (1) is drawn by following relational expression calculation:

1. motor train unit braking force F [kN] is like (2) formula:

F＝W×(1+Φ)×β (2)

In the formula, W---vehicle weight (containing load), unit is ton;

Φ---inertia coefficient;

β---the design deceleration/decel, unit is m/s ²

2. the relational expression of braking force F [kN] and pneumatic gripping thrust P [kN] is shown in (3):

$P=\frac{F}{f\×(\mathrm{\φ}\×n)}---\left(3\right)$

In the formula, the friction coefficient of f---brake lining;

Φ---brake disc ratio;

N---brake disc number/.

3. pneumatic gripping thrust P [kN] and BC pressure P _BCThe relation of [kPa] is like (4) formula:

$P=\frac{\mathrm{\&pi;}}{4}\&times;{{\mathrm{<figure-callout\; id="2"\; label="d\; C"\; filenames="HDA0000141167230000011.png"\; state="\{\{state\}\}">d</figure-callout>}}_C}^2\&times;X\&times;P_{\mathrm{BC}}\&times;n_C{\&times;\mathrm{\&lambda;}}_C\&times;\mathrm{\&eta;}\&divide;10000---\left(4\right)$

In the formula, d _C---brake clamp cylinder diameter [cm];

X---pressurized cylinder rate of supercharging;

n _C---the Braking clip cylinder number;

l _C---the brake clamp leverage;

η---efficient.

With formula (2) and formula (3) substitution (4) formula, promptly draw the BC pressure P of design deceleration/decel β, friction coefficient f and output _BCRelational expression, show suc as formula (5):

$P_{\mathrm{BC}}=\frac{W\&times;(1+\mathrm{\&Phi;})\&times;\mathrm{\&beta;}}{f\&times;\mathrm{\&phi;}\&times;n\&times;\frac{\mathrm{\&pi;}}{4}\&times;{\mathrm{<figure-callout\; id="2"\; label="d\; c"\; filenames="HDA0000141167230000011.png"\; state="\{\{state\}\}">d</figure-callout>}}_c^{}\&times;X\&times;n_c\&times;l_c\&times;\mathrm{\&eta;}}\&times;10000---\left(5\right)$

Remove design deceleration/decel β, friction coefficient f and BC pressure P in the formula (5) _BCOutward, all the other are constant, so formula (5) can be simplified the relational expression of the formula of drawing (1)

Wherein k represents constant.

During brake system work, the BCU in the braking force control system 3 judges speed signal, load-carrying signal, the braking rank of train this moment, through the unique BC pressure P of following formula output _BC, and this pressure P _BCBe to be based upon to making motor train unit under this speed point, have institute's design-calculated desired deceleration, utilizing the average friction coefficient of hypothesis to calculate out; But in actual braking procedure; Friction coefficient is a transient change; Adopt the average friction coefficient in the full speed range to calculate, actual braking force exercising result bigger than normal unavoidably can occur.

As shown in Figure 2, in the present embodiment, adopt and press speed range segmentation formulation friction co-efficient value f; Preferably, speed range is divided into three sections, is respectively 0-V1km/h, V1km/h-V2km/h and more than the V2km/h; Wherein, V1 and V2 represent the train braking initial velocity, and unit is kilometer per hour (km/h).

In the 0-V1km/h speed range, friction co-efficient value f is definite value f1;

In the above speed range of V2km/h, friction co-efficient value f is definite value f2;

In the V1km/h-V2km/h speed range, friction co-efficient value f presses by f1 to f2 linear change value.

To be stored in advance in the BCU in the braking force control system 3 with the cooresponding friction co-efficient value f of speed; When sending braking instruction; Speed correspondence according to glancing impact goes out friction co-efficient value f, and calculates out required air brake power of braking and BC pressure P according to braking rank, velocity information and load information _BCFor EMU, corresponding motor-car is different with trailer friction co-efficient value f, stores respectively in the braking force control system 3 and motor-car and the corresponding segmentation friction co-efficient value of trailer f.

According to brake lining great deal of laboratory tests data, carry out statistical analysis, the friction co-efficient value f that makes segmentation utilizes scheme.

Specifically see table 1.

Table 1:

Wherein, preferred, speed V1 is 70km/h, and speed V2 is 118km/h.

For motor-car, friction co-efficient value f1 can be chosen as the arbitrary numerical value in 0.35 ± 20% according to particular cases such as brake lining running conditions, and preferred f1 is in 0.35 ± 5% scope;

Friction co-efficient value f2 is chosen as the arbitrary numerical value in 0.298 ± 20%, and preferred f2 is in 0.298 ± 5% scope.

For trailer, friction co-efficient value f1 is chosen as the arbitrary numerical value in 0.28 ± 20%, and preferred f1 is in 0.28 ± 5% scope;

Friction co-efficient value f2 is chosen as the arbitrary numerical value in 0.27 ± 20%, and preferred f2 is in 0.27 ± 5% scope.

The motor train unit glancing impact; Sectional type friction co-efficient value f through the BCU set inside; Help the braking force of real output and coincideing of design braking force, avoid the situation of actual braking force occurring, make braking steadily much larger than the design braking force; Can reduce simultaneously the abrasion of brake disc and brake lining, improve its usage economy of foundation brake.

As shown in Figure 3, at the motor train unit glancing impact, it is following specifically to brake step:

Step 1: the driver sends braking instruction to train network system host through brake controller 1, is transmitted through the fiber to the information control device 2 of each car then.

Step 2: information control device 2 receives braking instructions, and will brake the BCU in the braking force control system 3 that level information, velocity information and load information transfer to each car.

Step 3; The initial velocity of BCU in the braking force control system 3 during according to train braking correspondingly is stored in the speed range among the BCU in advance, confirms corresponding friction co-efficient value f; As when initial speed of braking is 120km/h, the pairing friction co-efficient value f of motor-car is a definite value 0.298; As when initial speed of braking is 90km/h, through linear relationship, find out with the cooresponding friction co-efficient value f of speed 90km/h be 0.32; As when initial speed of braking is 50km/h, the pairing friction co-efficient value f of motor-car is a definite value 0.35, with this friction co-efficient value f and braking level information, velocity information and load information, generates the BC pressure P in the substitution following formula (1) _BC, and have the pressure air of certain pressure to braking executive device 4 output according to this force value.

Step 4 imposes on the pneumatic gripping 5 in the braking executive device 4 with pressure air, drives braking or parking that brake disc 7 on the brake lining 6 friction wheels is realized train then.

As stated, in conjunction with the given scheme content of accompanying drawing, can derive the similar techniques scheme.In every case be the content that does not break away from the utility model technical scheme, to any simple modification, equivalent variations and modification that above embodiment did, all still belong in the scope of the utility model technical scheme according to the technical spirit of the utility model.

Claims (5)

1. an EMU brake system is characterized in that, comprising:

Brake controller is used to send braking instruction;

Braking force control system; Store the friction co-efficient value of formulating by the speed range segmentation in the said braking force control system; According to braking level information, velocity information and the load information of corresponding friction co-efficient value of speed and reception; Calculate out the needed air brake power of train braking, and finally generate the BC pressure P _BC, to braking executive device delivery pressure air, said braking executive device is used for implementing braking or stops.

2. EMU brake system according to claim 1; It is characterized in that: said braking executive device is made up of pneumatic gripping, brake lining and brake disc; The pressure air that said braking force control system calculates imposes on said pneumatic gripping; Said pneumatic gripping drives said brake lining, and the said brake disc on the said brake lining friction wheel is implemented braking or stopped.

3. EMU brake system according to claim 1 is characterized in that: said friction co-efficient value by speed range be divided into 0-V1km/h, V1km/h-V2km/h, more than the V2km/h three sections;

In the 0-V1km/h speed range, said friction co-efficient value is definite value f1;

In the above speed range of V2km/h, said friction co-efficient value is definite value f2;

In the V1km/h-V2km/h speed range, said friction co-efficient value is pressed by f1 to f2 linear change value.

4. EMU brake system according to claim 3; It is characterized in that: said speed V1 is 70km/h; Said speed V2 is 118km/h, and said friction co-efficient value f1 is 0.28 ± 20% or 0.35 ± 20%, and said friction co-efficient value f2 is 0.27 ± 20% or 0.298 ± 20%.

5. EMU brake system according to claim 1 is characterized in that: said braking force control system stores corresponding segmentation friction co-efficient value respectively to motor-car and trailer.

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