WO2019129205A1 - 用于城轨列车的制动控制系统和城轨列车 - Google Patents

用于城轨列车的制动控制系统和城轨列车 Download PDF

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Publication number
WO2019129205A1
WO2019129205A1 PCT/CN2018/124902 CN2018124902W WO2019129205A1 WO 2019129205 A1 WO2019129205 A1 WO 2019129205A1 CN 2018124902 W CN2018124902 W CN 2018124902W WO 2019129205 A1 WO2019129205 A1 WO 2019129205A1
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WO
WIPO (PCT)
Prior art keywords
brake
valve
oil
rail train
oil passage
Prior art date
Application number
PCT/CN2018/124902
Other languages
English (en)
French (fr)
Inventor
李道林
王璐
郑美云
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201711463894.8A external-priority patent/CN109969221A/zh
Priority claimed from CN201721887757.2U external-priority patent/CN208021476U/zh
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Publication of WO2019129205A1 publication Critical patent/WO2019129205A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H1/00—Applications or arrangements of brakes with a braking member or members co-operating with the periphery of the wheel rim, a drum, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
    • B61H11/08—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes comprising a pump or the like circulating fluid, braking being effected by throttling of the circulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/16—Master control, e.g. master cylinders
    • B60T11/22—Master control, e.g. master cylinders characterised by being integral with reservoir
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/28—Valves specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/28—Valves specially adapted therefor
    • B60T11/34—Pressure reducing or limiting valves

Definitions

  • the present application relates to the field of rail transit, and more particularly to a brake control system and a city rail train for urban rail trains.
  • the present application aims to solve at least one of the above technical problems in the prior art to some extent.
  • the present application proposes a brake control system for a city rail train that controls the occurrence of parking brakes and common brakes and emergency brakes through the same hydraulic unit and a brake control unit. And replacement.
  • the present application also proposes a city rail train having the above brake control system.
  • the urban rail train includes at least one vehicle body, and each of the vehicle bodies includes a plurality of bogies arranged in a front-rear direction.
  • Each of the bogies is provided with two wheels arranged at right and left, two active hydraulic clamps for respectively braking the two wheels, and a passive hydraulic clamp for braking the bogie a caliper, each of which is provided with one of the brake control systems
  • the brake control system comprising a hydraulic unit and a brake control unit, the hydraulic unit being electrically connected to the brake control unit, each The active hydraulic clamp and the passive hydraulic clamp of the vehicle body are respectively connected to the hydraulic unit, and the brake control system is configured to pass the active hydraulic pressure during normal braking and emergency braking.
  • a clamp applies a braking force to the wheel, and a braking force is applied to the wheel by the passive hydraulic clamp when the brake is parked.
  • a brake control system for a city rail train controls control of parking brakes and occurrence of common brakes and emergency brakes by the same hydraulic unit and a brake control unit And replacement.
  • the urban rail train according to the embodiment of the present application may further have the following additional technical features:
  • the hydraulic unit includes: a fuel tank for holding brake oil, the oil tank is provided with an oil pump; a brake oil passage is parked, the first end of the parking brake oil passage is An oil pump is connected, a second end of the parking brake oil passage is connected to a passive oil inlet of the passive hydraulic clamp, and a first control valve is connected in series with the parking brake oil line, and the first control valve is in the Turning on when the vehicle body is powered off; common brake and emergency brake oil passages, the first end of the common brake and emergency brake oil passage is connected to the oil pump, the common brake and emergency brake oil a second end of the road is connected to the active brake cylinder of each of the active hydraulic clamps, and the common brake and emergency brake oil line are connected in series with a second control valve and a proportional valve, the proportional valve and the fuel tank Connected; the first control valve and the proportional valve are connected to the brake control unit, and the second control valve is connected to a safety brake circuit of the vehicle body, and the safety
  • the proportional valve has a return oil passage, the return oil passage is connected to the oil tank, and the first throttle valve is disposed on the return oil passage.
  • the urban rail train further includes an accumulator coupled to the hydraulic pump oil pump via an accumulator oil passage.
  • the hydraulic unit further includes a safety brake oil passage and a fourth control valve, the first end of the safety brake oil passage is connected to the energy storage oil passage, the safety brake a second end of the oil passage is connected to the active brake cylinder of each of the active hydraulic clamps, and a third control valve and a pressure reducing valve are connected in series to the safety brake oil passage, the third control valve and the safety a brake circuit is connected, the third control valve is closed when the safety brake circuit is energized, and the third control valve is turned on when the safety brake circuit is disconnected; the fourth control valve is connected in series a common brake and emergency brake oil passage, the fourth control valve and the second control valve are disposed on both sides of the proportional valve, and the fourth control valve is connected to the safety brake circuit to The safety brake circuit is turned on when it is energized, and is turned off when the safety brake circuit is disconnected.
  • the second end of the safety brake oil passage is provided with a second throttle valve.
  • the hydraulic unit further includes a second pressure detecting device for detecting the accumulator pressure and a third pressure detecting device for detecting a pressure in the passive hydraulic gripper,
  • the second pressure detecting device, the third pressure detecting device, and the oil pump are respectively connected to the brake control unit, and the brake control unit is configured according to the second pressure detecting device and the third pressure detecting device The detection result controls the oil pump to start and stop.
  • a fifth control valve is connected in series with the accumulator oil passage, the fifth control valve is connected to the brake control unit, and the fifth control valve is located at the parking brake oil passage.
  • a sixth control valve is connected in series with the parking brake oil line, and the sixth control valve is connected to the brake control unit.
  • the outlet end of the oil pump is provided with a supply filter, and the accumulator circuit is connected to the supply filter.
  • the hydraulic unit further includes a check valve in parallel with the supply filter, the check valve being turned on to turn the brake oil when an outlet pressure of the oil pump reaches a set value Guided to the energy storage circuit.
  • the hydraulic unit further includes a manual pressure relief valve that cooperates with the accumulator to manually unload pressure within the accumulator back to the fuel tank.
  • the hydraulic unit further includes an unloading valve coupled to the oil pump to unload the oil pump.
  • the hydraulic unit further includes a relief valve that is coupled to the outlet of the oil pump and the fuel tank, respectively.
  • each of the vehicle bodies is provided with a drive, and the drive is coupled to at least one of the bogies through a reduction gearbox to drive the wheels to travel or stop.
  • the passive hydraulic clamp is provided on a rotating shaft of the reduction gearbox to apply a braking force to the rotating shaft.
  • a city rail train according to an embodiment of the second aspect of the present application includes a brake control system for a city rail train according to the above-described first aspect embodiment of the present application.
  • the urban rail train according to the embodiment of the present application improves the driving safety and the parking safety by adopting the above-mentioned brake control system, and has a simple structure and convenient arrangement.
  • FIG. 1 is a schematic diagram of a brake structure of a city rail train according to an embodiment of the present application
  • FIG. 2 is a schematic view showing a brake structure of a vehicle body according to an embodiment of the present application
  • FIG 3 is a schematic structural view of a hydraulic unit according to an embodiment of the present application.
  • Hydraulic unit 1 brake control unit 2, bogie 3, wheel 31, active hydraulic clamp 32, passive hydraulic clamp 33,
  • the reduction box 4 the rotating shaft 41, the oil tank 11, the oil pump 111, the accumulator 12, the accumulator oil passage 13, and the brake oil passage 14,
  • a first control valve 5a a second control valve 5b, a proportional valve 6, a return oil passage 61, a common brake and emergency brake oil passage 15,
  • a second pressure detecting device 16b a third pressure detecting device 16c, a fourth control valve 5d, a fifth control valve 5e,
  • a sixth control valve 5f a supply filter 8
  • a check valve 18 a manual pressure relief valve 19
  • an unloading valve 20 a relief valve 21
  • the pump motor 22 has a pressure externally connected to the detection port 23, a first throttle valve 241, and a second throttle valve 242.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include one or more of the features either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed” and the like shall be understood broadly, and may be either a fixed connection or a detachable connection, unless otherwise explicitly stated and defined. , or integrated; can be mechanical connection, can also be electrically connected or can communicate with each other; can be directly connected, or can be indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction of two elements.
  • installation can be understood on a case-by-case basis.
  • the first feature "on” or “under” the second feature may include direct contact of the first and second features, and may also include first and second features, unless otherwise specifically defined and defined. It is not in direct contact but through additional features between them.
  • the first feature “above”, “above” and “above” the second feature includes the first feature directly above and above the second feature, or merely indicating that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature includes the first feature directly below and below the second feature, or merely the first feature level being less than the second feature.
  • a brake control system 101 for a city rail train 200 in accordance with an embodiment of the present application is described below with reference to FIGS.
  • the urban rail train 200 may include at least one vehicle body 100, and each of the vehicle bodies 100 includes a plurality of bogies 3 arranged in the front-rear direction. It can be understood that the number of the vehicle body 100 of the urban rail train 200 can be set according to actual needs.
  • each bogie 3 is provided with two wheels 31 spaced apart from each other, two active hydraulic tongs 32 for braking the two wheels 31, and a pair of bogies.
  • 3 Passive hydraulic clamp 33 for braking each brake body 101 is provided with a brake control system 101, and the active hydraulic clamp 32 and the passive hydraulic clamp 33 of each vehicle body 100 are respectively connected with the hydraulic unit 1.
  • the motion control system 101 is configured to apply a braking force to the wheel 31 (directly or indirectly) through the active hydraulic clamp 32 during normal braking and emergency braking, and to the wheel 31 through the passive hydraulic clamp 33 during parking braking (directly Or indirectly) applying a braking force.
  • the hydraulic unit 1 controls the active hydraulic clamp 32 to directly act on the wheel 31, on the wheel. 31 applies friction to slow it down or stop.
  • the hydraulic unit 1 controls the passive hydraulic clamp 33 to apply a braking force to the wheels 31 of the bogie 3 to stop it.
  • the active hydraulic clamp 32 is adapted to decelerate or park the urban rail train 200 during the running of the urban rail train 200 (for example, parking), while the passive hydraulic clamp 33 is used during parking brake, and the active hydraulic pressure
  • Both the clamp 32 and the passive hydraulic clamp 33 are controlled by a hydraulic unit 1 and a brake control unit 2, whereby the conventional active hydraulic clamp 32 and the passive hydraulic clamp 33 are integrated, and a hydraulic unit is used.
  • 1 control makes the whole system product simpler, and the active hydraulic clamp 32 has a small occupying volume, and it is easy to realize a rim arrangement like a car, so that the brake control system has a small space requirement and can reduce the system cost.
  • the active hydraulic clamp 32 has a fast braking response and flexible oil pressure adjustment, the braking scheme can satisfy the application of the active hydraulic brake when the urban rail train 200 is driving, improving the ride comfort and the quick response braking command, and passive.
  • the braking force of the hydraulic clamp 33 is conveniently maintained constant, so that it is possible to satisfy the permanent parking of the urban rail train 200 on the ramp without causing the braking force to be attenuated.
  • each of the vehicle bodies 100 of the urban rail train 200 controls the active hydraulic clamp 32 through the same hydraulic unit 1 and one brake control unit 2.
  • the passive hydraulic clamp 33 thereby controlling the occurrence and replacement of the parking brake and the common brake and the emergency brake, thereby integrating the conventional active hydraulic clamp 32 and the passive hydraulic clamp 33, so that the entire system can be
  • the product is relatively simple, the layout space requirements are small, and the system cost can be reduced.
  • the hydraulic unit 1 includes a tank 11 for holding brake oil, a parking brake oil passage 14, a common brake and emergency brake oil passage 15, and a first pressure detecting device 16a.
  • An oil pump 111 is provided on the oil tank 11. Specifically, the oil tank 11 supplies hydraulic oil to the entire hydraulic unit 1 and ensures oil passage of the entire hydraulic unit 1, wherein the oil pump 111 is driven by the pump motor 22.
  • the first end 141 of the parking brake oil passage is connected to the oil pump 111, and the second end 142 of the parking brake oil passage is connected with the passive oil inlet of the passive hydraulic clamp 33, and the parking brake oil passage 14 is connected in series with the first control.
  • the valve 5a, the first control valve 5a is turned on when the vehicle body 100 is powered off. Specifically, when the urban rail train 200 is to be parked, the vehicle body 100 is first powered off. At this time, the first control valve 5a is turned on, so that the brake oil passage 14, the accumulator oil passage 13 and the fuel tank 11 are parked. The passage is formed. At this time, the passive hydraulic clamp 33 will lose oil and the pressure will directly return to the oil tank 11. At this time, the spring in the passive hydraulic clamp 33 will apply pressure to apply the passive hydraulic clamp 33 to the bogie 3. Power, keep the urban rail train 200 parked, and then make the urban rail train 200 stable in place.
  • the first end 151 of the common brake and emergency brake oil passage is connected to the oil pump 111, and the second end 152 of the common brake and emergency brake oil passage and the active brake cylinder of each active hydraulic clamp 32 are used.
  • the common brake and emergency brake oil circuit 15 is connected in series with a second control valve 5b and a proportional valve 6, and the proportional valve 6 is connected to the oil tank 11.
  • the first control valve 5a and the proportional valve 6 are connected to the brake control unit 2
  • the second control valve 5b is connected to the safety brake circuit of the vehicle body 100, and the second control valve 5b is turned on when the safety brake circuit is energized.
  • the second control valve 5b is connected to the safety brake circuit, the safety brake circuit is energized during normal braking, the second control valve 5b is electrically connected, and the brake control unit 2 can control the proportional valve 6 to be turned on, so that the commonly used
  • the brake and emergency brake oil passage 15 is turned on and is connected to the oil tank 11 (ie, the second control valve 5b is turned on and the proportional valve 5 is turned on, so that the common brake and emergency brake oil passage 15 are turned on, and the fuel tank 11 is turned on.
  • the oil in the oil tank 11 can flow to the common brake and emergency brake oil passage 15 , and the oil of the first end of the common brake and emergency brake oil passage 15 can be connected to the common brake and emergency brake oil passage 15 .
  • the proportional valve 6 and the second control valve 5b flow to the second end of the common brake and emergency brake oil passage 15), while the brake control unit 2 controls the first control valve 5a to close, and the passive hydraulic clamp 33 is braked.
  • the cylinder maintains oil pressure, so that under the non-parking braking condition, the passive hydraulic clamp 33 is in a mitigating state, and does not affect the service brake of the urban rail train 200; and when the first control valve 5a is turned on, the passive hydraulic clamp The hydraulic oil in 33 is returned to the fuel tank 11, and the passive hydraulic clamp 33 is in the braking state to realize the line.
  • Speed control service brake
  • a brake emergency braking
  • the passive hydraulic clamp 33 is in a mitigating state under the non-parking brake condition, and does not affect the service brake. Thereby, the use of a hydraulic unit 1 and a brake control unit 2 to control the occurrence and replacement of parking brakes and common brakes and emergency brakes is achieved.
  • the first pressure detecting device 16a is for detecting the pressure of the active brake cylinder, the first pressure detecting device 16a is connected to the brake control unit 2, and the brake control unit 2 controls the proportional valve 6 according to the detection result of the first pressure detecting device 16a. Opening degree. Specifically, the first pressure detecting device 16a is for monitoring the pressure of the active brake cylinder of the active hydraulic clamp 32 and transmitting the pressure signal to the brake control unit 2. The brake control unit 2 controls the opening degree of the proportional valve 6 according to the signal from the first pressure detecting device 16a and the immediate brake command signal to correspondingly increase or decrease the pressure of the active brake cylinder of the active hydraulic clamp 32. The active brake cylinder pressure of the active hydraulic clamp 32 is brought to a target value.
  • the accumulator 12 is connected to the outlet of the oil pump 111 through the accumulator oil passage 13. Specifically, the oil pump 111 supplies sufficient pressure to the external accumulator 12 through the accumulator oil passage 13 and stores it for use.
  • the hydraulic unit 1 further includes a safety brake oil passage 17 and a fourth control valve 5d.
  • the first end 171 of the safety brake oil passage is connected to the energy storage oil passage 13 for safe braking.
  • the second end 172 of the oil passage is connected to the active brake cylinder of each active hydraulic clamp 32.
  • the third brake valve 5c and the pressure reducing valve 7 are connected in series to the safety brake oil passage 17, and the third control valve 5c is safety-made.
  • the moving circuit is connected, and when the safety brake circuit is energized, the third control valve 5c is closed and the third control valve 5c is turned on when the safety brake circuit is disconnected.
  • the fourth control valve 5d is connected in series to the common brake and emergency brake oil passage 15, the fourth control valve 5d and the second control valve 5b are disposed on both sides of the proportional valve 6, and the fourth control valve 5d is connected to the safety brake circuit
  • the safety brake circuit is energized and the safety brake circuit is closed (ie, when the safety brake circuit is energized, the fourth control valve 5d is turned on, and the safety brake circuit is disconnected, The four control valves 5d are closed).
  • the vehicle body 100 is energized.
  • the third control valve 5c is in the closed state, that is, the safety brake oil passage 17 is unreachable, but the second control valve 5b and the The fourth control valve 5d is in a conducting state.
  • the proportional valve 6 in order to perform the normal braking and the emergency braking, it is only necessary to turn on the proportional valve 6, so that the common braking and emergency brake oil passage 15 is connected with the oil tank 11 to be realized.
  • the safety brake circuit is de-energized, and the third control valve 5c is lost.
  • the electric conduction, the second control valve 5b and the fourth control valve 5d are de-energized and closed, so that the safety brake oil passage 17 is turned on, and the hydraulic pressure of the accumulator 12 reaches the active hydraulic clamp 32 through the pressure reducing valve 7 at this time.
  • the cylinder applies a braking force.
  • the safety brake deceleration is defined in accordance with the safety brake of the vehicle, thereby initially setting the limit value of the pressure reducing valve 7.
  • the safety brake does not require the control of the brake control unit 2, and the signal is directly sent to the hydraulic unit 1 to decelerate and stop directly with the preset pressure value of the pressure reducing valve 7, and enjoy the highest braking priority.
  • the accumulator 12 is used for automatically applying braking when the power is lost, and can also improve the service life of the oil pump 111.
  • the fourth control valve 5d and the second control valve 5b are disposed on both sides of the proportional valve 6, and the second control valve 5b and the fourth control valve 5d are both closed when the safety brake circuit is de-energized, thereby ensuring safety at this time.
  • the brake oil passage is a passage between the accumulator 12 and the active hydraulic clamp 32, only the safety brake oil passage 17 can ensure the highest priority of the safety brake; at this time, the second control valve 5b is closed to prevent the common use.
  • the oil at the first end of the brake and emergency brake oil passage 15 flows back to the oil tank 11 through the second control valve 5b and the proportional valve 6, and the fourth control valve 5d is closed mainly
  • the oil (the oil in the accumulator 12) that prevents the first end 171 of the safe brake oil passage flows, for example, through the third control valve 5c, the pressure reducing valve 7, the fourth control valve 5d, and the proportional valve 6 to the oil tank 11 To ensure the reliability of the safety brake.
  • the hydraulic unit 1 further includes a second pressure detecting device 16b for detecting the pressure of the accumulator 12 and a third pressure detecting device 16c for detecting the pressure in the passive hydraulic jaw 33,
  • the two pressure detecting means 16b, the third pressure detecting means 16c and the oil pump 111 are respectively connected to the brake control unit 2, and the brake control unit 2 controls the oil pump 111 based on the detection results of the second pressure detecting means 16b and the third pressure detecting means 16c.
  • the stop for example, when the pressure of either the accumulator 12 or the passive hydraulic clamp 33 drops to a defined oil pump activation value, the control oil pump 111 is activated.
  • the control oil pump is turned off, thereby improving the automation degree of the urban rail train 200, ensuring the energy storage effect of the accumulator 12 and the passive hydraulic clamp.
  • the pliers 33 only function when parking the brakes.
  • a fifth control valve 5e is connected in series with the accumulator oil passage 13
  • the fifth control valve 5e is connected to the brake control unit 2
  • the fifth control valve 5e is located at the first end of the parking brake oil passage 14 and the accumulator Between 12;
  • the parking brake oil passage 14 is connected in series with a sixth control valve 5f, and the sixth control valve 5f is connected to the brake control unit 2.
  • the fifth control valve 5e and the sixth control valve 5f cut off the oil passages that reach the shutdown value in the parking brake oil passage 14 and the accumulator oil passage 13 to prevent the pressure from being too high, and at this time, the oil pump 111 continues to pump until
  • the pressures in the accumulator 12 and the passive hydraulic clamp 33 are both up to the defined oil pump shutdown value. For example, when the pressure of the accumulator 12 detected by the second pressure detecting device 16b reaches the shutdown value and the pressure in the passive hydraulic clamp 33 detected by the third pressure detecting device 16c does not reach the shutdown value, the fifth control valve 5e is controlled.
  • the sixth control valve 5f is turned off and the pressure of the passive hydraulic clamp 33 reaches the shutdown value.
  • the outlet end of the oil pump 111 is provided with a supply filter 8, and the accumulating oil passage 13 is connected to the supply filter 8.
  • the supply filter 8 is used for filtering the hydraulic oil pumped by the oil pump 111 to prevent the accumulation of particulate matter such as residues in the hydraulic oil to a certain component, thereby affecting the normal operation of a certain component or even the entire hydraulic unit 1, thereby greatly improving The ride safety of the urban rail train 200.
  • the hydraulic unit 1 further includes a check valve 18 in parallel with the supply filter 8, which is turned on to guide the brake oil to the accumulator passage 13 when the outlet pressure of the oil pump 111 reaches a set value. If the supply filter 8 is overloaded so that the pressure difference across its upstream and downstream exceeds a certain limit, the check valve 18 will be turned on to protect the supply filter 8 from being excessively pressurized (for example, when the filter 8 occurs) When clogging, the pressure difference between the upstream and downstream of the filter 8 gradually increases. When the pressure difference between the upstream and downstream of the filter 8 exceeds the opening pressure of the check valve 18, the check valve 18 is opened, and the hydraulic pump 111 is at this time. Hydraulic oil can be delivered to the accumulator oil passage 13 through the check valve 18, thereby protecting the entire hydraulic unit 1 so that the entire hydraulic unit 1 can operate normally.
  • the hydraulic unit 1 further includes a manual pressure relief valve 19 that cooperates with the accumulator 12 to manually unload the pressure within the accumulator 12 back to the fuel tank 11. Thereby, the accumulator 12 can be effectively protected from damage to the accumulator 12 caused by excessive pressure in the accumulator 12.
  • the hydraulic unit 1 further includes an unloading valve 20 that is coupled to the oil pump 111 to unload the oil pump 111. Thereby, the oil pump 111 is prevented from being loaded and started, and the service life of the oil pump 111 can be extended.
  • the hydraulic unit 1 further includes a relief valve 21 which is connected to the outlet of the oil pump 111 and the oil tank 11, respectively.
  • the relief valve 21 can effectively prevent the internal pressure of the hydraulic unit 1 from being excessively large. When the pressure inside the hydraulic unit 1 system is greater than a predetermined threshold, the relief valve 21 will overflow some hydraulic oil to the outside to ensure the internal pressure of the hydraulic unit 1 system. stable.
  • the bogie 3 is provided with a reduction box 4, and each of the vehicle bodies 100 is provided with a driver 100a.
  • the driver 100a is connected to at least one bogie 3 through the reduction box 4 to drive the wheels 31 to travel or Stop, the reduction gear box 4 can play the role of speed reduction and twisting.
  • a passive hydraulic clamp 33 is provided on the rotating shaft 41 of the reduction gearbox 4 to apply a braking force to the rotating shaft 41, the rotating shaft 41 and the wheel 31. Connected to drive the wheel 31 to rotate, the passive hydraulic clamp 33 can indirectly apply a braking force to the wheel 31. Specifically, when the parking brake is performed, the passive hydraulic clamp 33 directly applies the braking force to the rotating shaft 41 in the reduction gear box 4, and the rotating shaft 41 is connected to the bogie 3, so that the bogie 3 brakes The stop is performed to further stop the braking of the wheel 31, whereby the parking of the urban rail train 200 is completed.
  • the reduction ratio can be amplified, and the braking force acting on the wheel 31 is increased, so that the urban rail train 200 is parked. More stable, even if parked on the ramp, the braking force will not be attenuated and cause a slope.
  • the rotating shaft 41 of the reduction gear box 4 can be an input shaft or an output shaft.
  • the reduction box 4 can be understood as part of the bogie 3 .
  • the hydraulic unit 1 further includes three pressure external detecting ports 23 for measuring the pressure of the clamp and the accumulator 12 by an external pressure gauge during commissioning or maintenance.
  • the hydraulic unit 1 also includes two throttle valves. Since the application of the common brake and the safety brake requires consideration of a certain impact rate, the common brake and emergency brake oil passages 15 and the safety brake oil passage 17 are respectively provided. A throttle valve is added, and the parking brake is a brake that is applied after the vehicle has been stopped, and there is no impact, so the throttle valve 24 is not required.
  • the two throttle valves may be a first throttle valve 241 and a second throttle valve 242, respectively.
  • the proportional valve 6 has a return oil passage 61, and the return oil passage 61 is connected to the oil tank 11, and the first throttle valve 241 is provided on the return oil passage 61 to buffer the hydraulic unit 1 through
  • the oil passage 61 is returned to the hydraulic oil of the oil tank 11 to prevent the hydraulic oil from impinging on the oil tank 11 and reducing the impact rate.
  • the second throttle valve 242 is disposed at the second end 172 of the safety brake oil passage to buffer the hydraulic oil flowing from the safety brake oil passage 17 to the active hydraulic clamp 32, so as to prevent the hydraulic oil from hitting the active hydraulic clamp 32 to cause the braking force. Sudden increase to further reduce the impact rate.
  • Each of the vehicle bodies 100 of the system controls the active hydraulic clamp 32 and the passive hydraulic clamp 33 by a hydraulic unit 1 and a brake control unit 2, so that the active hydraulic clamp 32 can act on the wheel 31.
  • the common brake and the emergency brake or the safety brake are completed, so that the passive hydraulic clamp 33 can act on the rotating shaft in the reduction gear box 4 to complete the parking brake, and the three brakes can be replaced quickly and safely.
  • the second control valve 5b is connected to the safety brake circuit, the safety brake circuit is energized, the second control valve 5b is electrically connected, and the brake control unit 2 is controllable.
  • the proportional valve 6 is turned on, so that the common brake and emergency brake oil circuit 15 is turned on and connected to the fuel tank 11, and the brake control unit 2 controls the first control valve 5a to be closed, so that the passive hydraulic clamp 33 brake cylinder is maintained. Oil pressure, driving speed control (common brake) and brake (emergency braking).
  • the safety brake When the urban rail train 200 encounters a situation that jeopardizes driving safety, the safety brake is triggered. At this time, the safety brake oil circuit 17 is de-energized, the third control valve 5c is de-energized, and the second control valve 5b and the fourth control valve 5d are lost. The electric brake is closed, and the safety brake oil passage 17 is turned on. At this time, the oil pressure of the accumulator 12 passes through the pressure reducing valve 7 to reach the active brake cylinder of the active hydraulic clamp 32 to apply the braking force.
  • the safety brake deceleration is defined in accordance with the safety brake of the vehicle, thereby initially setting the limit value of the pressure reducing valve 7.
  • the safety brake does not require the control of the brake control unit 2, and the signal is directly sent to the hydraulic unit 1 to decelerate and stop directly with the preset pressure value of the pressure reducing valve 7.
  • the vehicle body 100 When the vehicle performs parking braking, the vehicle body 100 is first powered off. At this time, the first control valve 5a is turned on under the control of the brake control unit 2, so that the brake oil passage 14 and the energy storage oil passage 13 are parked. The oil tank 11 forms a passage. At this time, the passive hydraulic clamp 33 will lose oil, and the pressure will directly return to the oil tank 11. At this time, the spring in the passive hydraulic clamp 33 will apply pressure to make the passive hydraulic clamp 33 to the reduction gearbox 4 The inner rotating shaft is clamped to generate a braking force to keep the urban rail train 200 parked, thereby enabling the urban rail train 200 to be stably locked in place.
  • the internal principle of the entire hydraulic unit 1 is simple, easy to process, and the volume is small, and a hydraulic unit 1 can be simultaneously controlled by the active hydraulic clamp 32 and the passive hydraulic clamp 33, which can simultaneously satisfy the service brake and Park the brakes.
  • a city rail train 200 according to an embodiment of the second aspect of the present application includes a brake control system 101 for a city rail train 200 in accordance with the above-described first aspect of the present application.
  • the urban rail train 200 improves the driving safety and the parking safety by adopting the above-described brake control system 101, and has a simple structure and convenient arrangement.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Abstract

一种制动控制系统(101)和城轨列车(200)，每节车体(100)均配置一个制动控制系统(101)，制动控制系统(101)包括一个液压单元(1)和一个制动控制单元(2)，制动控制系统(101)被构造成在常用制动及紧急制动时通过主动液压夹钳(32)对车轮(31)施加制动力、在停放制动时通过被动液压夹钳(33)对车轮(31)施加制动力。

Description

用于城轨列车的制动控制系统和城轨列车
相关申请的交叉引用
本申请基于申请号为201711463894.8、申请日为2017年12月28日的中国专利申请以及申请号为201721887757.2、申请日为2017年12月28日的中国专利申请提出，并要求上述中国专利申请的优先权，上述中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及轨道交通领域，尤其是涉及一种用于城轨列车的制动控制系统和城轨列车。
背景技术
目前城轨列车如低地板有轨电车由于安装空间受限采用轻量化、小型化的液压制动系统，液压系统由于模块化，易于设计成架控，但目前的液压单元的原理设计导致液压单元只能单独控制主动液压夹钳或被动液压夹钳，无法同时控制主动液压夹钳和被动液压夹钳，对于单节车行车制动采用主动液压夹钳、停放制动采用被动夹钳的制动方案来说需要配置2个制动控制单元BCU和2个液压控制单元HGD，每节车的产品较多总体成本较高，对于编组少、地板低的小型胶轮城轨列车来说，存在难以布置和成本较高的问题。
发明内容
本申请旨在至少在一定程度上解决现有技术中的上述技术问题之一。为此，本申请提出一种用于城轨列车的制动控制系统，该制动控制系统通过同一个液压单元和一个制动控制单元来控制停放制动与常用制动及紧急制动的发生及更替。
本申请还提出一种具有上述制动控制系统的城轨列车。
根据本申请的第一方面实施例的用于城轨列车的制动控制系统，所述城轨列车包括至少一节车体，每节所述车体包括在前后方向布置的多个转向架，每个所述转向架上设有左右间隔设置的两个车轮、用于对两个所述车轮分别制动的两个主动液压夹钳和用于对所述转向架进行制动的被动液压夹钳，每节所述车体均配置一个所述制动控制系统，所述制动控制系统包括一个液压单元和一个制动控制单元，所述液压单元与所述制动控制单元电气连接，每个所述车体的所述主动液压夹钳和所述被动液压夹钳分别与所述液压单元相连，所述制动控制系统被构造成在常用制动及紧急制动时通过所述主动液压夹钳对所述车轮施加 制动力、在停放制动时通过所述被动液压夹钳对所述车轮施加制动力。
根据本申请的实施例的用于城轨列车的制动控制系统，该制动控制系统通过同一个液压单元和一个制动控制单元来控制控制停放制动与常用制动及紧急制动的发生及更替。
另外，根据本申请实施例的城轨列车，还可以具有如下附加技术特征：
根据本申请的一些实施例，所述液压单元包括：盛放制动油的油箱，所述油箱上设有油泵；停放制动油路，所述停放制动油路的第一端与所述油泵相连，所述停放制动油路的第二端与所述被动液压夹钳的被动进油口相连，所述停放制动油路上串联有第一控制阀，所述第一控制阀在所述车体断电时导通；常用制动及紧急制动油路，所述常用制动及紧急制动油路的第一端与所述油泵相连，所述常用制动及紧急制动油路的第二端与每个所述主动液压夹钳的主动制动缸相连，所述常用制动及紧急制动油路上串联有第二控制阀和比例阀，所述比例阀与所述油箱相连；所述第一控制阀和所述比例阀与所述制动控制单元相连，所述第二控制阀与所述车体的安全制动回路相连，所述安全制动回路得电时所述第二控制阀导通；用于检测所述主动制动缸的压力的第一压力检测装置，所述第一压力检测装置与所述制动控制单元相连，所述制动控制单元根据所述第一压力检测装置的检测结果控制所述比例阀的开度。
根据本申请的一些实施例，所述比例阀具有回油油路，所述回油油路与所述油箱相连，所述回油油路上设有第一节流阀。
根据本申请的一些实施例，所述城轨列车还包括蓄能器，所述蓄能器通过蓄能油路与所述液压泵油泵相连。
根据本申请的一些实施例，所述液压单元还包括安全制动油路和第四控制阀，所述安全制动油路的第一端与所述蓄能油路相连，所述安全制动油路的第二端与每个所述主动液压夹钳的主动制动缸相连，所述安全制动油路上串联有第三控制阀和减压阀，所述第三控制阀与所述安全制动回路相连，所述安全制动回路得电时所述第三控制阀关闭且所述安全制动回路断开时所述第三控制阀导通；所述第四控制阀串联在所述常用制动及紧急制动油路上，所述第四控制阀和所述第二控制阀设在所述比例阀的两侧，所述第四控制阀与所述安全制动回路相连以在所述安全制动回路得电时导通、所述安全制动回路断开时关闭。
根据本申请的一些实施例，所述安全制动油路的第二端设有第二节流阀。
根据本申请的一些实施例，所述液压单元还包括用于检测所述蓄能器压力的第二压力检测装置和用于检测所述被动液压夹钳内的压力的第三压力检测装置，所述第二压力检测装置、所述第三压力检测装置和所述油泵分别与所述制动控制单元相连，所述制动控制单元根据所述第二压力检测装置和所述第三压力检测装置的检测结果控制所述油泵启停。
根据本申请的一些实施例，所述蓄能油路上串联有第五控制阀，所述第五控制阀与所述制动控制单元相连，所述第五控制阀位于所述停放制动油路的第一端和所述蓄能器之间；所述停放制动油路上串联有第六控制阀，所述第六控制阀与所述制动控制单元相连。
根据本申请的一些实施例，所述油泵的出口端设有供给过滤器，所述蓄能油路与所述供给过滤器相连。
根据本申请的一些实施例，所述液压单元还包括与所述供给过滤器并联的止回阀，所述止回阀在所述油泵的出口压力到达设定值时导通以将制动油导向所述蓄能油路。
根据本申请的一些实施例，所述液压单元还包括手动泄压阀，所述手动泄压阀与所述蓄能器配合以手动将所述蓄能器内的压力卸回所述油箱。
根据本申请的一些实施例，所述液压单元还包括卸荷阀，所述卸荷阀与所述油泵相连以卸载所述油泵的负荷。
根据本申请的一些实施例，所述液压单元还包括溢流阀，所述溢流阀分别与所述油泵的出口和所述油箱相连。
根据本申请的一些实施例，每节所述车体上均设有驱动器，所述驱动器通过减速箱与至少一个所述转向架相连以驱动所述车轮行驶或停止。
根据本申请的一些实施例，所述被动液压夹钳设在所述减速箱的转动轴上以对所述转动轴施加制动力。
根据本申请第二方面实施例的城轨列车，包括根据本申请上述第一方面实施例的用于城轨列车的制动控制系统。
根据本申请实施例的城轨列车，通过采用上述的制动控制系统，提升了行车安全性和停车安全性，且结构简洁、便于布置。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本申请实施例的城轨列车的制动结构示意图；
图2是根据本申请实施例的一个车体的制动结构示意图；
图3是根据本申请实施例的液压单元的结构示意图。
附图标记：
城轨列车200，车体100，驱动器100a，制动控制系统101，
液压单元1，制动控制单元2，转向架3，车轮31，主动液压夹钳32，被动液压夹钳33，
减速箱4，转动轴41，油箱11，油泵111，蓄能器12，蓄能油路13，停放制动油路14，
停放制动油路的第一端141，停放制动油路的第二端142，
第一控制阀5a，第二控制阀5b，比例阀6，回油油路61，常用制动及紧急制动油路15，
常用制动及紧急制动油路的第一端151，常用制动及紧急制动油路的第二端152，
第一压力检测装置16a，安全制动油路17，
安全制动油路的第一端171，安全制动油路的第二端172，
第三控制阀5c，减压阀7，
第二压力检测装置16b，第三压力检测装置16c，第四控制阀5d，第五控制阀5e，
第六控制阀5f，供给过滤器8，止回阀18,手动泄压阀19，卸荷阀20，溢流阀21，
泵电机22，压力外接检测口23，第一节流阀241、第二节流阀242。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
在本申请的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本申请的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本申请中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接或可以互相通讯；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
在本申请中，除非另有明确的规定和限定，第一特征在第二特征之“上”或之“下”可以包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正下方和斜下方，或仅仅表示第一特征水平高度小于第二特征。
下面参考图1-图3描述根据本申请实施例的用于城轨列车200的制动控制系统101。
根据本申请实施例的城轨列车200可以包括至少一节车体100，每节车体100包括在前后方向布置的多个转向架3。可以理解的是，城轨列车200的车体100的数量可以根据实际需求进行设定。
如图1和图2所示，每个转向架3上设有左右间隔设置的两个车轮31、用于对两个车轮31分别制动的两个主动液压夹钳32和用于对转向架3进行制动的被动液压夹钳33，每节车体100均配置一个制动控制系统101，每个车体100的主动液压夹钳32和被动液压夹钳33分别与液压单元1相连，制动控制系统101被构造成在常用制动及紧急制动时通过主动液压夹钳32对车轮31(直接或间接)施加制动力、在停放制动时通过被动液压夹钳33对车轮31(直接或间接)施加制动力。
换言之，当制动控制系统100应用于城轨列车200时，城轨列车200要进行常用制动及紧急制动时，液压单元1会控制主动液压夹钳32直接作用在车轮31上，对车轮31施加摩擦力，使其减速或停止。而当城轨列车200要进行停放制动时，液压单元1会控制被动液压夹钳33对转向架3的车轮31施加制动力使其停止。其中，主动液压夹钳32适于在城轨列车200行驶过程中对城轨列车200进行减速或驻停(例如停车)，而被动液压夹钳33则在停放制动时被采用，且主动液压夹钳32和被动液压夹钳33均由一个液压单元1与一个制动控制单元2所控制，由此，将传统的主动液压夹钳32和被动液压夹钳33进行集成，且由一个液压单元1控制，使得整个系统的产品较为简洁，而且主动液压夹钳32的占据体积小，易于实现像汽车一样的轮辋布置，从而制动控制系统布置空间需求小，同时可降低系统成本。而且由于主动液压夹钳32制动响应速度快、油压调节灵活，从而此制动方案可满足城轨列车200行车时施加主动液压制动提高乘车舒适性及快速响应制动指令，而被动液压夹钳33的制动力便于保持恒定，从而可以满足将城轨列车200永久停放在坡道上制动力不会衰减导致溜坡。
根据本申请实施例的用于城轨列车200的制动控制系统101，该城轨列车200的每个车体100通过同一个液压单元1和一个制动控制单元2来控制主动液压夹钳32和被动液压 夹钳33，进而控制停放制动与常用制动及紧急制动的发生及更替，由此，将传统的主动液压夹钳32和被动液压夹钳33进行集成，可使整个系统的产品较为简洁，布置空间需求小，同时可降低系统成本。
如图3所示，液压单元1包括：盛放制动油的油箱11、停放制动油路14、常用制动及紧急制动油路15和第一压力检测装置16a。
油箱11上设有油泵111。具体地，油箱11为整个液压单元1提供液压油并保证整个液压单元1的油路连通，其中，油泵111由泵电机22驱动。
停放制动油路的第一端141与油泵111相连，停放制动油路的第二端142与被动液压夹钳33的被动进油口相连，停放制动油路14上串联有第一控制阀5a，第一控制阀5a在车体100断电时导通。具体地，当城轨列车200要停放制动时，首先将车体100断电，此时，第一控制阀5a会导通，使停放制动油路14、蓄能油路13和油箱11形成通路，此时，被动液压夹钳33将会失油，压力直接回到油箱11内，此时被动液压夹钳33内的弹簧将施加压力以使被动液压夹钳33对转向架3施加制动力，保持城轨列车200驻停，进而使城轨列车200稳定的锁定在原地。
参照图3，常用制动及紧急制动油路的第一端151与油泵111相连，常用制动及紧急制动油路的第二端152与每个主动液压夹钳32的主动制动缸相连，常用制动及紧急制动油路15上串联有第二控制阀5b和比例阀6，比例阀6与油箱11相连。第一控制阀5a和比例阀6与制动控制单元2相连，第二控制阀5b与车体100的安全制动回路相连，安全制动回路得电时第二控制阀5b导通。具体地，第二控制阀5b与安全制动回路相连，正常制动时安全制动回路得电，第二控制阀5b得电导通，制动控制单元2可控制比例阀6导通，使常用制动及紧急制动油路15接通并与油箱11接通(即第二控制阀5b导通且比例阀5导通，使得常用制动及紧急制动油路15接通、且油箱11与常用制动及紧急制动油路15连通，油箱11内的油可以流至常用制动及紧急制动油路15，且常用制动及紧急制动油路15的第一端的油可以通过比例阀6和第二控制阀5b流至常用制动及紧急制动油路15的第二端)，同时制动控制单元2控制第一控制阀5a关闭，使被动液压夹钳33制动缸保持油压，从而在非停放制动工况下、被动液压夹钳33处于缓解状态，不影响城轨列车200的行车制动；而当第一控制阀5a导通时，被动液压夹钳33内的液压油回流至油箱11内，此时被动液压夹钳33处于制动状态，以实现行驶速度控制(常用制动)以及刹车(紧急制动)。其中，在非停放制动工况下被动液压夹钳33处于缓解状态，不影响行车制动。由此，实现了利用一个液压单元1与一个制动控制单元2来控制停放制动与常用制动及紧急制动的发生及更替。
第一压力检测装置16a用于检测主动制动缸的压力，第一压力检测装置16a与制动控制 单元2相连，制动控制单元2根据第一压力检测装置16a的检测结果控制比例阀6的开度。具体地，第一压力检测装置16a用于监测主动液压夹钳32的主动制动缸的压力，并将压力信号发送给制动控制单元2。制动控制单元2会根据第一压力检测装置16a发来的信号和即时的制动指令信号来控制比例阀6的开度以相应的增加或减少主动液压夹钳32的主动制动缸的压力，使得主动液压夹钳32的主动制动缸压力达到目标值。
如图3所示，蓄能器12通过蓄能油路13与油泵111的出口相连。具体地，油泵111通过蓄能油路13为外部的蓄能器12提供足够的压力并储存起来，以待利用。
结合图1-图3所示实施例，液压单元1还包括安全制动油路17和第四控制阀5d，安全制动油路的第一端171与蓄能油路13相连，安全制动油路的第二端172与每个主动液压夹钳32的主动制动缸相连，安全制动油路17上串联有第三控制阀5c和减压阀7，第三控制阀5c与安全制动回路相连，安全制动回路得电时第三控制阀5c关闭且安全制动回路断开时第三控制阀5c导通。第四控制阀5d串联在常用制动及紧急制动油路15上，第四控制阀5d和第二控制阀5b设在比例阀6的两侧，第四控制阀5d与安全制动回路相连以在安全制动回路得电时导通、安全制动回路断开时关闭(也就是说，安全制动回路得电时，第四控制阀5d导通，安全制动回路断开时，第四控制阀5d关闭)。换言之，当城轨列车200处于正常行驶状态下时，车体100得电，此时，第三控制阀5c处于关闭状态，也就是安全制动油路17不通，但第二控制阀5b和第四控制阀5d为导通状态，此时要想进行常用制动及紧急制动，只需将比例阀6导通，使常用制动及紧急制动油路15与油箱11连通即可实现。
而当城轨列车200遇到危及行车安全的情况时，如列车间脱钩、车辆超出安全车速、电源失电等需触发安全制动，此时安全制动回路失电，第三控制阀5c失电导通，第二控制阀5b和第四控制阀5d失电关闭，使安全制动油路17接通，此时蓄能器12油压经减压阀7到达主动液压夹钳32的主动制动缸施加制动力。根据车辆的安全制动来定义安全制动减速度，从而对减压阀7的限值进行初始设定。安全制动不需要制动控制单元2的控制，信号直接给到液压单元1直接以减压阀7的预先设定压力值进行减速停车，享有最高的制动优先级。其中，蓄能器12用于失电时自动施加制动，还能提高油泵111使用寿命的作用。
其中，第四控制阀5d和第二控制阀5b设在比例阀6的两侧，第二控制阀5b和第四控制阀5d均在安全制动回路失电时关闭，则便于保证此时安全制动油路是蓄能器12和主动液压夹钳32之间只有安全制动油路17一个通路，可以保证安全制动的最高优先级；此时，第二控制阀5b关闭主要是防止常用制动及紧急制动油路15的第一端的油(例如，蓄能器12中的油)通过第二控制阀5b和比例阀6流回油箱11，而第四控制阀5d关闭主要是防止安全制动油路的第一端171的油(蓄能器12中的油)例如流经第三控制阀5c、减压阀7、 第四控制阀5d和比例阀6再流回油箱11，保证了安全制动的可靠性。
如图1-图3所示，液压单元1还包括用于检测蓄能器12压力的第二压力检测装置16b和用于检测被动液压夹钳33内的压力的第三压力检测装置16c，第二压力检测装置16b、第三压力检测装置16c和油泵111分别与制动控制单元2相连，制动控制单元2根据第二压力检测装置16b和第三压力检测装置16c的检测结果控制油泵111启停，例如当蓄能器12或被动液压夹钳33任意一个的压力降到定义的油泵启动值时，控制油泵111启动。当蓄能器12和被动液压夹钳33的压力值同时达到油泵关停值时，控制油泵关闭，从而可以提高城轨列车200的自动化程度，保证蓄能器12的蓄能效果和被动液压夹钳33只在停放制动时起作用。
进一步地，蓄能油路13上串联有第五控制阀5e，第五控制阀5e与制动控制单元2相连，第五控制阀5e位于停放制动油路14的第一端和蓄能器12之间；停放制动油路14上串联有第六控制阀5f，第六控制阀5f与制动控制单元2相连。具体地，当蓄能器12或被动液压夹钳33任意一个的压力降到定义的油泵启动值时，油泵111启动，当两者其中一个先达到关停值而另一个未达到时，通过控制第五控制阀5e和第六控制阀5f来切断停放制动油路14和蓄能油路13中的先达到关停值的油路，避免压力过高，此时油泵111继续泵压，直到蓄能器12和被动液压夹钳33内的压力均达到定义的油泵关停值为止。例如当第二压力检测装置16b检测的蓄能器12压力达到关停值且第三压力检测装置16c检测的被动液压夹钳33内的压力未达到关停值时，则控制第五控制阀5e关闭且第六控制阀5f导通，使得被动液压夹钳33的压力达到关停值。
如图3所示，油泵111的出口端设有供给过滤器8，蓄能油路13与供给过滤器8相连。供给过滤器8用于对油泵111泵出的液压油进行过滤处理，避免液压油内存在残渣等颗粒物堆积到某一部件上，而影响某一部件甚至整个液压单元1的正常运行，进而大大提高了城轨列车200的乘坐安全性。
进一步，液压单元1还包括与供给过滤器8并联的止回阀18，止回阀18在油泵111的出口压力到达设定值时导通以将制动油导向蓄能油路13。如供给过滤器8过负荷以至于其上下游产生压差超过特定的限值时，止回阀18将会导通，来保护供给过滤器8压力不会过大(例如，当过滤器8发生堵塞时，过滤器8的上下游之间的压差逐渐增大，当过滤器8上下游之间的压差超过止回阀18的开启压力时，止回阀18开启，此时液压泵111可以将液压油通过止回阀18输送至蓄能油路13中)，进而保护整个液压单元1，使整个液压单元1可正常运行。
参照图3，液压单元1还包括手动泄压阀19，手动泄压阀19与蓄能器12配合以手动将 蓄能器12内的压力卸回油箱11。由此，可有效的保护蓄能器12，避免蓄能器12内的压力过大对蓄能器12造成损坏。
液压单元1还包括卸荷阀20，卸荷阀20与油泵111相连以卸载油泵111的负荷。由此，避免油泵111带载启动，可延长油泵111的使用寿命。
液压单元1还包括溢流阀21，溢流阀21分别与油泵111的出口和油箱11相连。溢流阀21可有效防止液压单元1系统内部压力过大，当液压单元1系统内部的压力大于预定阈值时，溢流阀21将会向外界溢出一些液压油以保证液压单元1系统内部压力的稳定。
如图1-图3所示，转向架3上设有减速箱4，每个车体100上均设有驱动器100a，驱动器100a通过减速箱4与至少一个转向架3相连以驱动车轮31行驶或停止，减速箱4可以起到降速增扭的作用。
结合图1-图3所示实施例，根据本申请的一些实施例中，被动液压夹钳33设在减速箱4的转动轴41上以对转动轴41施加制动力，转动轴41与车轮31相连以驱动车轮31转动，此时被动液压夹钳33可以对车轮31间接施加制动力。具体地，在进行停放制动时，被动液压夹钳33直接将制动力作用于减速箱4内的转动轴41上，转动轴41又与转向架3相连接，因此，转向架3会制动停止，进而使车轮31制动停止，由此，完成了城轨列车200的驻停。其中，通过将被动液压夹钳33布置于减速箱4内的转动轴41上，可使减速比得到放大，进而作用到车轮31上的制动力就会增大，使城轨列车200驻停的更稳定，即使是停放在坡道上制动力也不会衰减而导致溜坡。
可以理解的是，减速箱4的转动轴41可以是输入轴、也可以是输出轴。减速箱4可以理解为转向架3的一部分。
如图3所示，液压单元1还包括三个压力外接检测口23，用于车辆在调试或维修过程中外接压力表测量夹钳和蓄能器12压力。
液压单元1还包括两个节流阀，由于常用制动和安全制动的施加需考虑一定的冲击率，因此分别在常用制动及紧急制动油路15和安全制动油路17上均加装了节流阀，而停放制动是在车辆已经停止后断电施加的制动，没有冲击，故不需要节流阀24。
两个节流阀可以分别为第一节流阀241和第二节流阀242。例如，在图3的示例中，比例阀6具有回油油路61，回油油路61与油箱11相连，第一节流阀241设在回油油路61上以缓冲液压单元1通过回油油路61回流至油箱11的液压油，避免液压油冲击油箱11，降低冲击率。第二节流阀242设在安全制动油路的第二端172，以缓冲安全制动油路17流至主动液压夹钳32的液压油，避免液压油冲击主动液压夹钳32导致制动力突增，进一步降低冲击率。
下面结合图1-图3描述一下整个系统的与运行过程：
此系统的每个车体100通过一个液压单元1与一个制动控制单元2实现了对主动液压夹钳32和被动液压夹钳33的控制，使主动液压夹钳32可作用于车轮31上以完成常用制动及紧急制动或安全制动，使被动液压夹钳33可作用于减速箱4内的转动轴上以完成停放制动，并可快速安全的实现这三种制动的更替。
具体地，当要进行常用制动及紧急制动时，第二控制阀5b与安全制动回路相连，安全制动回路得电，第二控制阀5b得电导通，制动控制单元2可控制比例阀6导通，使常用制动及紧急制动油路15接通并与油箱11接通，同时制动控制单元2控制第一控制阀5a关闭，使被动液压夹钳33制动缸保持油压，实现行驶速度控制(常用制动)以及刹车(紧急制动)。
当城轨列车200遇到危及行车安全的情况时触发安全制动，此时安全制动油路17失电，第三控制阀5c失电导通，第二控制阀5b和第四控制阀5d失电关闭，使安全制动油路17接通，此时蓄能器12油压经减压阀7到达主动液压夹钳32的主动制动缸施加制动力。根据车辆的安全制动来定义安全制动减速度，从而对减压阀7的限值进行初始设定。安全制动不需要制动控制单元2的控制，信号直接给到液压单元1直接以减压阀7的预先设定压力值进行减速停车。
而当车辆进行停放制动时，首先将车体100断电，此时，第一控制阀5a在制动控制单元2控制下导通，使停放制动油路14、蓄能油路13和油箱11形成通路，此时，被动液压夹钳33将会失油，压力直接回到油箱11内，此时被动液压夹钳33内的弹簧将施加压力以使被动液压夹钳33对减速箱4内的转动轴进行夹紧以产生制动力，保持城轨列车200驻停，进而使城轨列车200稳定的锁定在原地。
综上所述，整个液压单元1内部原理较简洁，易加工，且体量较小，可实现一个液压单元1同时控制主动液压夹钳32和被动液压夹钳33，可同时满足行车制动和停放制动。
需要进行说明的是，本文中提到的主动液压夹钳32的具体结构、被动液压夹钳33的具体结构、车体100的安全制动回路的原理都是现有技术，这里就不进行详细描述。
根据本申请第二方面实施例的城轨列车200，包括根据本申请上述第一方面实施例的用于城轨列车200的制动控制系统101。
根据本申请实施例的城轨列车200，通过采用上述的制动控制系统101，提升了行车安全性和停车安全性，且结构简洁、便于布置。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必 须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。此外，本领域的技术人员可以将本说明书中描述的不同实施例或示例进行接合和组合。
尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (17)

  1. 一种用于城轨列车的制动控制系统，其特征在于，所述城轨列车包括至少一节车体，每节所述车体包括在前后方向布置的多个转向架，每个所述转向架上设有左右间隔设置的两个车轮、用于对两个所述车轮分别制动的两个主动液压夹钳和用于对所述转向架进行制动的被动液压夹钳，每节所述车体均配置一个所述制动控制系统，
    所述制动控制系统包括一个液压单元和一个制动控制单元，所述液压单元与所述制动控制单元电气连接，每个所述车体的所述主动液压夹钳和所述被动液压夹钳分别与所述液压单元相连，所述制动控制系统被构造成在常用制动及紧急制动时通过所述主动液压夹钳对所述车轮施加制动力、在停放制动时通过所述被动液压夹钳对所述车轮施加制动力。
  2. 根据权利要求1所述的用于城轨列车的制动控制系统，其特征在于，所述液压单元包括：
    盛放制动油的油箱，所述油箱上设有油泵；
    停放制动油路，所述停放制动油路的第一端与所述油泵相连，所述停放制动油路的第二端与所述被动液压夹钳的被动进油口相连，所述停放制动油路上串联有第一控制阀，所述第一控制阀在所述车体断电时导通；
    常用制动及紧急制动油路，所述常用制动及紧急制动油路的第一端与所述油泵相连，所述常用制动及紧急制动油路的第二端与每个所述主动液压夹钳的主动制动缸相连，所述常用制动及紧急制动油路上串联有第二控制阀和比例阀，所述比例阀与所述油箱相连；
    所述第一控制阀和所述比例阀与所述制动控制单元相连，所述第二控制阀与所述车体的安全制动回路相连，所述安全制动回路得电时所述第二控制阀导通。
  3. 根据权利要求2所述的用于城轨列车的制动控制系统，其特征在于，所述液压单元包括：
    用于检测所述主动制动缸的压力的第一压力检测装置，所述第一压力检测装置与所述制动控制单元相连，所述制动控制单元根据所述第一压力检测装置的检测结果控制所述比例阀的开度。
  4. 根据权利要求3所述的用于城轨列车的制动控制系统，其特征在于，所述比例阀具有回油油路，所述回油油路与所述油箱相连，所述回油油路上设有第一节流阀。
  5. 根据权利要求2-4中任一项所述的用于城轨列车的制动控制系统，其特征在于，还包括蓄能器，所述蓄能器通过蓄能油路与所述油泵相连。
  6. 根据权利要求5所述的用于城轨列车的制动控制系统，其特征在于，所述液压单元 还包括安全制动油路和第四控制阀，所述安全制动油路的第一端与所述蓄能油路相连，所述安全制动油路的第二端与每个所述主动液压夹钳的主动制动缸相连，所述安全制动油路上串联有第三控制阀和减压阀，所述第三控制阀与所述安全制动回路相连，所述安全制动回路得电时所述第三控制阀关闭且所述安全制动回路断开时所述第三控制阀导通；
    所述第四控制阀串联在所述常用制动及紧急制动油路上，所述第四控制阀和所述第二控制阀设在所述比例阀的两侧，所述第四控制阀与所述安全制动回路相连以在所述安全制动回路得电时导通、在所述安全制动回路断开时关闭。
  7. 根据权利要求6所述的用于城轨列车的制动控制系统，其特征在于，所述安全制动油路的第二端设有第二节流阀。
  8. 根据权利要求5-7中任一项所述的用于城轨列车的制动控制系统，其特征在于，所述液压单元还包括用于检测所述蓄能器压力的第二压力检测装置和用于检测所述被动液压夹钳内的压力的第三压力检测装置，所述第二压力检测装置、所述第三压力检测装置和所述油泵分别与所述制动控制单元相连，所述制动控制单元根据所述第二压力检测装置和所述第三压力检测装置的检测结果控制所述油泵启停。
  9. 根据权利要求8所述的用于城轨列车的制动控制系统，其特征在于，所述蓄能油路上串联有第五控制阀，所述第五控制阀与所述制动控制单元相连，所述第五控制阀位于所述停放制动油路的第一端和所述蓄能器之间；
    所述停放制动油路上串联有第六控制阀，所述第六控制阀与所述制动控制单元相连。
  10. 根据权利要求5-9中任一项所述的用于城轨列车的制动控制系统，其特征在于，所述油泵的出口端设有供给过滤器，所述蓄能油路与所述供给过滤器相连。
  11. 根据权利要求10所述的用于城轨列车的制动控制系统，其特征在于，所述液压单元还包括与所述供给过滤器并联的止回阀，所述止回阀在所述油泵的出口压力到达设定值时导通以将制动油导向所述蓄能油路。
  12. 根据权利要求5-9中任一项所述的用于城轨列车的制动控制系统，其特征在于，所述液压单元还包括手动泄压阀，所述手动泄压阀与所述蓄能器配合以手动将所述蓄能器内的压力卸回所述油箱。
  13. 根据权利要求2-12中任一项所述的用于城轨列车的制动控制系统，其特征在于，所述液压单元还包括卸荷阀，所述卸荷阀与所述油泵相连以卸载所述油泵的负荷。
  14. 根据权利要求2-13中任一项所述的用于城轨列车的制动控制系统，其特征在于，所述液压单元还包括溢流阀，所述溢流阀分别与所述油泵的出口和所述油箱相连。
  15. 根据权利要求1-14中任一项所述的用于城轨列车的制动控制系统，其特征在于， 所述转向架上设有减速箱，每节所述车体上均设有驱动器，所述驱动器通过所述减速箱与至少一个所述转向架相连以驱动所述车轮行驶或停止。
  16. 根据权利要求15所述的用于城轨列车的制动控制系统，其特征在于，所述被动液压夹钳设在所述减速箱的转动轴上以对所述转动轴施加制动力，所述转动轴与所述车轮相连以驱动所述车轮转动。
  17. 一种城轨列车，其特征在于，包括根据权利要求1-16中任一项所述的用于城轨列车的制动控制系统。
PCT/CN2018/124902 2017-12-28 2018-12-28 用于城轨列车的制动控制系统和城轨列车 WO2019129205A1 (zh)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0424684A2 (de) * 1989-10-27 1991-05-02 Walter Becker GmbH Bremswagen einer Schienenflurbahn oder Schienenhängebahn des Bergbaues
CN104455113A (zh) * 2014-10-20 2015-03-25 青岛思锐科技有限公司 轨道机车车辆制动夹钳单元
CN104613110A (zh) * 2015-01-20 2015-05-13 上海庞丰交通设备科技有限公司 制动夹钳油缸
CN105620448A (zh) * 2016-03-16 2016-06-01 株洲南车时代电气股份有限公司 一种轨道交通电驱液压制动控制系统
CN208021476U (zh) * 2017-12-28 2018-10-30 比亚迪股份有限公司 城轨列车

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0424684A2 (de) * 1989-10-27 1991-05-02 Walter Becker GmbH Bremswagen einer Schienenflurbahn oder Schienenhängebahn des Bergbaues
CN104455113A (zh) * 2014-10-20 2015-03-25 青岛思锐科技有限公司 轨道机车车辆制动夹钳单元
CN104613110A (zh) * 2015-01-20 2015-05-13 上海庞丰交通设备科技有限公司 制动夹钳油缸
CN105620448A (zh) * 2016-03-16 2016-06-01 株洲南车时代电气股份有限公司 一种轨道交通电驱液压制动控制系统
CN208021476U (zh) * 2017-12-28 2018-10-30 比亚迪股份有限公司 城轨列车

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