CN220243207U - Braking device for fusion control - Google Patents
Braking device for fusion control Download PDFInfo
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- CN220243207U CN220243207U CN202320332161.5U CN202320332161U CN220243207U CN 220243207 U CN220243207 U CN 220243207U CN 202320332161 U CN202320332161 U CN 202320332161U CN 220243207 U CN220243207 U CN 220243207U
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- 230000004927 fusion Effects 0.000 title claims abstract description 56
- 238000004891 communication Methods 0.000 claims abstract description 26
- 238000005303 weighing Methods 0.000 claims description 12
- 238000000034 method Methods 0.000 description 9
- 230000006870 function Effects 0.000 description 6
- 238000013461 design Methods 0.000 description 4
- 238000012423 maintenance Methods 0.000 description 3
- 238000003745 diagnosis Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000002955 isolation Methods 0.000 description 2
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- 206010063385 Intellectualisation Diseases 0.000 description 1
- 101000879673 Streptomyces coelicolor Subtilisin inhibitor-like protein 3 Proteins 0.000 description 1
- 101000880160 Streptomyces rochei Subtilisin inhibitor-like protein 2 Proteins 0.000 description 1
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Abstract
The utility model provides a fusion control-oriented braking device, which comprises: a plurality of brake actuators, a gateway and a plurality of fusion machines; the fusion machine is in communication connection with the gateway and is used for receiving vehicle control information and vehicle basic information sent by the brake actuating mechanism and sending generated vehicle braking force to the brake actuating mechanism; the brake actuating mechanism is in communication connection with the gateway, and is used for receiving the vehicle braking force sent by the fusion machine and performing vehicle braking control by utilizing the vehicle braking force. The utility model is suitable for an integrated electronic and electric architecture of the railway vehicle and a brake device architecture facing to fusion integrated control, not only meets the requirement of vehicle fusion control, but also greatly reduces the cost of the brake device, and is simultaneously suitable for different brake device modes such as hydraulic brake, air brake, electromechanical brake and the like on the railway vehicle.
Description
Technical Field
The utility model relates to the technical field of rail transit, in particular to a fusion control-oriented braking device.
Background
At present, a rail transit braking device generally adopts microcomputer control through type electric air braking, microcomputer control hydraulic braking and wire control electromechanical braking. Meanwhile, the control method is divided into a vehicle control method and a frame control method according to different control methods. And each vehicle of the vehicle control and brake device is provided with a set of brake control device for controlling the braking of the single vehicle. Two sets of braking control devices are arranged on each truck of the truck control and braking device, and the braking control is respectively carried out on each bogie. Generally, the brake system has functions of service braking, emergency braking, anti-slip control, braking management and the like.
At present, a distributed control mode is adopted for the brake control device. Each vehicle or each bogie is provided with a Brake Control Unit (BCU), wherein the device comprises a drive executing part and an electronic control part (EBCU), and the EBCU is divided into a plurality of electronic boards according to different division of functional modules. Each board bears a portion of the functionality. The multifunctional intelligent electronic control system comprises various functional boards such as a digital quantity input/output board, an analog quantity input/output board, an Ethernet or MVB communication board, a main control board, a load weighing board, an anti-skid control board and the like.
With the current trends of integration, intellectualization, networking, software defined vehicles and the like of railway vehicles, the current braking device is not suitable for the integrated electronic and electric architecture of the current vehicles. On vehicles with integrated electronic and electric architecture, the following problems exist with braking devices: (1) The I/O module is redundant repeatedly, the brake device is connected with the vehicle to deploy the cable, the cable and the electric connector are high in cost, and the maintenance workload and the maintenance difficulty are increased; (2) The number of boards in the electronic control unit is large, the volume is too large, and the hardware cost is high; (3) The software is changed along with project requirements, the development amount is large, standardized modularization is difficult to achieve, and decoupling of software and hardware is difficult to achieve.
Disclosure of Invention
Aiming at the problems existing in the prior art, the main purpose of the embodiment of the utility model is to provide a braking device for fusion control, which meets the requirements of vehicle fusion control and reduces the cost of the braking device.
In order to achieve the above object, an embodiment of the present utility model provides a brake device for fusion control, including: a plurality of brake actuators, a gateway and a plurality of fusion machines;
the fusion machine is in communication connection with the gateway and is used for receiving the vehicle control information and the vehicle basic information sent by the brake actuating mechanism and sending the generated vehicle braking force to the brake actuating mechanism;
the brake actuating mechanism is in communication connection with the gateway and is used for receiving the vehicle braking force sent by the fusion machine and performing vehicle braking control by utilizing the vehicle braking force.
Optionally, in an embodiment of the utility model, the brake actuator comprises an emergency weighing module for deriving a vehicle emergency braking force or an emergency motor current.
Optionally, in an embodiment of the present utility model, the brake actuator further includes an anti-slip protection module for collecting vehicle speed.
Optionally, in an embodiment of the utility model, the brake actuator further comprises an electronic brake module for converting vehicle braking force into brake cylinder pressure or motor current.
Optionally, in an embodiment of the present utility model, the brake actuating mechanism further includes an actuating body, and the actuating body is connected with the emergency weighing module, the anti-skid protection module and the electronic brake module.
Optionally, in an embodiment of the present utility model, the brake actuator further includes a network communication module, and the network communication module is communicatively connected to the gateway.
Optionally, in an embodiment of the present utility model, the brake actuating mechanism further includes a power supply module, and the power supply module is configured to supply power to the brake actuating mechanism.
Optionally, in an embodiment of the present utility model, the brake actuator further includes a digital input module, and the digital input module is connected to the external train line.
Optionally, in an embodiment of the present utility model, the fusion machine includes a fusion machine communication module, and the fusion machine communication module is connected to the gateway.
Optionally, in an embodiment of the present utility model, the fusion machine further includes a braking force distribution module, and the braking force distribution module is connected to the fusion machine communication module, and is used for obtaining a braking force of the vehicle.
The utility model is suitable for an integrated electronic and electric architecture of the railway vehicle and a brake device architecture facing to fusion integrated control, not only meets the requirement of vehicle fusion control, but also greatly reduces the cost of the brake device, and is simultaneously suitable for different brake device modes such as hydraulic brake, air brake, electromechanical brake and the like on the railway vehicle.
Drawings
In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present utility model, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic structural diagram of a brake device for fusion control according to an embodiment of the present utility model;
fig. 2 is a schematic structural view of a brake actuator according to an embodiment of the present utility model.
Detailed Description
The embodiment of the utility model provides a braking device for fusion control.
The following description of the embodiments of the present utility model will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present utility model, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
As shown in fig. 1, the structure schematic diagram of the brake device for fusion control in the embodiment of the utility model is suitable for an integrated electronic and electric architecture of a railway vehicle, and the brake device architecture for fusion integrated control not only meets the requirements of vehicle fusion control, but also greatly reduces the cost of the brake device, and is suitable for different brake device systems such as hydraulic brake, air brake, electromechanical brake and the like on the railway vehicle. The device shown in the figures comprises: a plurality of brake actuators, a gateway and a plurality of fusion machines.
The fusion machine is in communication connection with the gateway and is used for receiving the vehicle control information and the vehicle basic information sent by the brake actuating mechanism and sending the generated vehicle braking force to the brake actuating mechanism.
The brake actuating mechanism is in communication connection with the gateway and is used for receiving the vehicle braking force sent by the fusion machine and performing vehicle braking control by utilizing the vehicle braking force.
The braking device facing the fusion control comprises two layers, namely a perception decision layer and an execution layer. The sensing decision layer, namely a device management layer (BMU), mainly comprises the functions of deceleration and braking force calculation, electric braking and BCU braking cooperation of a traction system, full-row braking force distribution, electric braking and BCU anti-skid cooperation of the traction system, maintenance braking control, braking experiment and self-checking dispatching, reference speed calculation, wheel diameter correction, air compressor control, braking control parameter configuration, comprehensive fault diagnosis and the like, and is arranged on a vehicle domain controller which bears a fusion function, namely a fusion machine (vehicle-level domain controller), wherein the vehicle-level fusion domain controller is provided with two primary backups on an entire train, and can be provided with one vehicle per section.
Further, the executing layer, i.e. the local control layer, i.e. the brake executing mechanism (BAU), mainly comprises local control functions such as emergency weighing, emergency braking, braking pressure control, anti-skid control, fault diagnosis, self-checking and the like, and is arranged on the vehicle-level brake executing unit.
Further, the vehicle control command, the vehicle state information, and the electric braking force information may be transmitted to the fusion machine by an on-vehicle sensor, an on-vehicle central control system, or the like. In addition, vehicle reference speed, vehicle load information, and air isolation status information may be collected by a brake actuator via sensors or other functional modules.
Further, the brake actuator is communicatively coupled to the gateway via an Ethernet (ETH).
Further, the functional safety design of the brake device facing the fusion control strictly conforms to the requirements of various standards, and the functional grade of the whole brake device is divided into the following table 1 according to the standard requirements.
Table 1 safety integrity requirements
Under this safety integrity requirement, the functional safety design of the fusion control oriented brake is shown in table 2 below.
Table 2 functional safety design
Wherein the emergency weighing module is configurable, and is configured when an air brake system is adopted, and hydraulic braking and electromechanical braking are not required to be configured. The vehicle load information is sent by the train through the network preferentially, when the network is abnormal, the brake actuating mechanism defaults to the last load information, and simultaneously according to SIL grade requirement,
the whole device is functionally partitioned safely, the SIL3 level function is concentrated in the brake actuator, and the SIL2 level function is concentrated in the BMU, namely the fusion machine. Therefore, the functional safety design of the brake device facing the fusion control ensures the safety requirement of the device.
As one embodiment of the present utility model, as shown in fig. 2, the brake actuator includes an emergency weighing module (EW module) for obtaining an emergency braking force or an emergency motor current of the vehicle.
The process of obtaining the emergency braking force or the emergency motor current of the vehicle by the emergency weighing module according to the vehicle load information adopts a conventional mode, and is not repeated here.
In this embodiment, as shown in fig. 2, the brake actuator further includes an anti-slip protection module (WSP module) for collecting vehicle speed.
The anti-skid protection module monitors vehicle sliding and controls vehicle sliding according to the vehicle speed and the vehicle reference speed.
Specifically, the processes of vehicle sliding monitoring and vehicle sliding control adopt a conventional manner, and are not described herein.
In this embodiment, as shown in fig. 2, the brake actuator further includes an electronic brake module (EB module) for converting vehicle braking force into brake cylinder pressure or motor current.
The vehicle braking force sent by the fusion machine is converted into brake cylinder pressure or motor current through the electronic brake module to carry out service brake control output.
In this embodiment, as shown in fig. 2, the brake actuating mechanism further includes an actuating body, and the actuating body is connected with the emergency weighing module, the anti-skid protection module and the electronic brake module.
Wherein the actuating body can be a hydraulic/pneumatic valve body/motor driver and the like.
As an embodiment of the present utility model, as shown in fig. 2, the brake actuator further includes a network communication module (NC module) that is communicatively connected to the gateway.
As an embodiment of the present utility model, as shown in fig. 2, the brake actuator further includes a power supply module (PWR module) for supplying power to the brake actuator.
As an embodiment of the present utility model, as shown in fig. 2, the brake actuator further includes a digital quantity input module (DI module) connected to the external trainline.
The braking executing mechanism performs braking and relieving under corresponding modes through safety train lines (traction, braking, emergency traction, remote relieving and the like) collected by the DI module.
As an embodiment of the present utility model, the fusion machine includes a fusion machine communication module, and the fusion machine communication module is connected with the gateway.
The converged communication module can be in communication connection with the gateway in an Ethernet or wireless network mode.
In this embodiment, the fusion machine further includes a braking force distribution module, and the braking force distribution module is connected to the communication module of the fusion machine, and is configured to obtain a braking force of the vehicle.
The braking force distribution module calculates a specific calculation process of the vehicle braking force corresponding to each vehicle by using the vehicle control information and the vehicle basic information, and a conventional calculation mode is adopted, which is not described herein.
In one embodiment of the present utility model, a brake actuator as shown in FIG. 2 includes: the system comprises a power supply module (PWR module), a digital quantity input module (DI module), a network communication module (NC module), an anti-skid protection module (WSP module), an electronic brake module (EB module), an emergency weighing module (EW module) and an executing body. In particular, the actuator may be a hydraulic/pneumatic valve body/motor drive or the like.
In this embodiment, the common braking force distribution module in the fusion machine receives signals such as a vehicle control command, a vehicle state, an electric braking force and the like, and information such as a reference speed, a vehicle load, an air isolation state and the like of each frame or each vehicle received through a network, and calculates an air braking force to be applied by each BAU.
Further, the brake is transmitted to a Brake Actuator (BAU) for execution through an NC backbone network. The BAU converts the braking force sent by the fusion machine into brake cylinder pressure or motor current through the EB brake module to carry out service brake control output. And performs closed-loop control on the converted brake cylinder pressure or the amount of current required by the motor.
Specifically, when the NC backbone network fails, the BAU performs braking and alleviation in a corresponding mode through a safety train line (traction, braking, emergency traction, remote alleviation, etc.) collected by the DI module.
Wherein, emergency braking process: the emergency weighing module calculates emergency braking pressure required by the load of the vehicle or current required by the motor at each stop time of the vehicle, and then the BAU acquires an emergency braking instruction (which can be sent by a person or a vehicle-mounted central control system), and the instruction line directly controls the emergency braking pressure or the current required by the motor to be output to an execution body for independent emergency braking.
Further, the anti-skid protection (WSP) is to perform the skid monitoring and the skid control by the WSP module in the BAU according to the speed acquired by the WSP module and the reference speed of the vehicle.
Further, the PWR module is a power supply module, and provides power sources of different voltage systems for the whole BAU unit.
The utility model is suitable for an integrated electronic and electric architecture of the railway vehicle and a brake device architecture facing to fusion integrated control, not only meets the requirement of vehicle fusion control, but also greatly reduces the cost of the brake device, and is simultaneously suitable for different brake device modes such as hydraulic brake, air brake, electromechanical brake and the like on the railway vehicle.
The principles and embodiments of the present utility model have been described in detail with reference to specific examples, which are provided to facilitate understanding of the method and core ideas of the present utility model; meanwhile, as those skilled in the art will have variations in the specific embodiments and application scope in accordance with the ideas of the present utility model, the present description should not be construed as limiting the present utility model in view of the above.
Claims (8)
1. A fusion control oriented braking device, the device comprising: a plurality of brake actuators, a gateway and a plurality of fusion machines;
the fusion machine comprises a fusion machine communication module and a braking force distribution module, and is used for receiving vehicle control information and vehicle basic information sent by the braking execution mechanism; the braking force distribution module is connected with the fusion machine communication module, and the fusion machine communication module is connected with the gateway in a communication way;
the brake actuating mechanism is in communication connection with the gateway and is used for receiving the vehicle braking force sent by the fusion machine.
2. The apparatus of claim 1, wherein the brake actuator comprises an emergency weighing module for deriving vehicle emergency braking force or emergency motor current.
3. The apparatus of claim 2, wherein the brake actuator further comprises an anti-slip protection module for collecting vehicle speed.
4. The apparatus of claim 3, wherein the brake actuator further comprises an electronic brake module for converting the vehicle braking force into brake cylinder pressure or motor current.
5. The apparatus of claim 4, wherein the brake actuator further comprises an actuator body coupled to the emergency weighing module, the anti-skid protection module, and the electronic brake module.
6. The apparatus of claim 1, wherein the brake actuator further comprises a network communication module in communication with the gateway.
7. The apparatus of claim 1, wherein the brake actuator further comprises a power module for powering the brake actuator.
8. The apparatus of claim 1, wherein the brake actuator further comprises a digital quantity input module, the digital quantity input module being coupled to an external trainline.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320332161.5U CN220243207U (en) | 2023-02-28 | 2023-02-28 | Braking device for fusion control |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320332161.5U CN220243207U (en) | 2023-02-28 | 2023-02-28 | Braking device for fusion control |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220243207U true CN220243207U (en) | 2023-12-26 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320332161.5U Active CN220243207U (en) | 2023-02-28 | 2023-02-28 | Braking device for fusion control |
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| CN (1) | CN220243207U (en) |
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- 2023-02-28 CN CN202320332161.5U patent/CN220243207U/en active Active
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