WO2020135619A1 - Braking system for use in railway vehicle and railway vehicle - Google Patents

Abstract

A braking system (100) for use in a railway vehicle (200) and a railway vehicle (200), the braking system (100) comprising a hydraulic unit (3), a hydraulic braking control unit (2), electromechanical braking control units (5), and electromechanical units (6), an oil path (30m) of the hydraulic unit (3) being arranged to correspond to at least one brake (4), and the electromechanical braking control units (5) being arranged to correspond to at least one electromechanical unit (6). When the railway vehicle (200) implements service braking, the hydraulic braking control unit (2) is adapted to control the corresponding brake (4) to brake the vehicle wheels (11) by means of the oil path (30m); and when the railway vehicle (200) implements parking braking, at least one of the plurality of electromechanical braking control units (5) is adapted to brake the vehicle wheels (11) by means of the corresponding electromechanical unit (6).

Description

Brake system for rail vehicles and rail vehicles

Cross-reference of related applications

This application is based on a Chinese patent application with an application number of 201811634713.8 and an application date of December 29, 2018, and claims the priority of the above-mentioned Chinese patent application. The entire contents of the above-mentioned Chinese patent application are incorporated herein by reference.

Technical field

The present application relates to the technical field of urban rail transit, in particular to a braking system and rail vehicle for rail vehicles.

Background technique

In the related art, rail vehicles are generally braked by means of hydraulic oil lines or pneumatic lines, which has the advantages of fast response speed, easy control, and reliable braking. However, once the hydraulic oil circuit or air pressure pipeline fails, the brake system of the rail vehicle will be paralyzed, that is, the existing rail vehicles that use hydraulic brake or air pressure brake have greater safety risks.

Summary of the invention

This application aims to solve at least one of the technical problems in the related art. For this reason, the present application proposes a braking system for rail vehicles, which has good operational reliability.

The present application also proposes a rail vehicle having the above braking system.

A brake system for a rail vehicle according to an embodiment of the first aspect of the present application includes: a hydraulic unit and a hydraulic brake control unit, the hydraulic unit is electrically connected to the hydraulic brake control unit, and the hydraulic unit includes a Or multiple oil passages, each of which is corresponding to at least one brake; multiple electromechanical brake control units and multiple electromechanical units, each of which is corresponding to at least one electromechanical unit Wherein, when the rail vehicle is performing service braking, the hydraulic brake control unit is adapted to control the braking of the wheels of the rail vehicle corresponding to the brake through at least one of the oil passages. At the time of post-parking braking, at least one of the plurality of electromechanical brake control units is adapted to brake the wheels of the rail vehicle through the corresponding electromechanical unit.

According to the brake system for a rail vehicle according to an embodiment of the present application, by combining hydraulic brake and electromechanical brake, hydraulic brake and electromechanical brake respectively have higher redundancy, so that the brake system has a good Safety and reliability; when the brake system is applied to rail vehicles, it can effectively improve the redundancy of the service brakes of the rail vehicles and the brakes after parking, improve the safety and reliability of the entire rail vehicle, and the brake system structure Concise and simple maintenance; moreover, by combining the hydraulic brake of the hydraulic unit when driving the brake and the electromechanical brake of the electromechanical unit when parking, the hydraulic brake can be applied to improve the riding comfort when the rail vehicle is running. And fast response to the braking command, it can also meet the permanent parking of the rail vehicle on the ramp. The braking force will not be attenuated and lead to slipping. Realize the permanent parking of the rail vehicle; by setting the hydraulic unit to include multiple oil circuits, this application The required volume of the hydraulic unit is smaller than the overall required volume of multiple single oil circuit hydraulic units in the conventional technology, which is convenient for layout.

According to some embodiments of the present application, each of the oil circuits includes a common brake oil distribution circuit and a safety brake oil distribution circuit, and the common brake oil distribution circuit and the safe brake oil distribution circuit are connected in parallel. The common brake oil distribution circuit and the safe brake oil distribution circuit are both located between the fuel tank and the corresponding brake, and the common brake oil distribution circuit and the safe brake oil distribution circuit are adjacent to the A safety brake valve is provided at one end of the brake. The safety brake valve has a first state and a second state. When the rail vehicle brakes normally, the safety brake valve switches to the first state. In order to make the common brake oil distribution circuit conductive, the safe brake oil distribution circuit cut off; when the rail vehicle is safely braked, the safety brake valve is switched to the second state, so that the The safety brake oil separation circuit is turned on, and the common brake oil separation circuit is blocked.

According to some embodiments of the present application, an end of the service brake oil distribution passage and the safety brake oil distribution passage adjacent to the fuel tank is provided with an accumulator, and the accumulator communicates with the fuel tank.

According to some embodiments of the present application, an on-off valve is provided between the accumulator and the oil tank of each of the oil passages, and a plurality of the oil passages are connected to the oil tank through a common oil passage. A hydraulic pump is provided on the common oil line.

According to some embodiments of the present application, the other end of the common brake oil distribution path is connected to the fuel tank and includes an oil inlet valve and an oil return valve arranged in parallel. The oil inlet valve and the oil return valve are respectively connected to The hydraulic brake control unit is electrically connected.

According to some embodiments of the present application, the safety brake valve wire is connected in a safety brake circuit.

According to some embodiments of the present application, the safety brake circuit is energized when the rail vehicle brakes normally, and the safety brake valve is in the first state; when the rail vehicle is safely braked The safety brake circuit loses power, and the safety brake valve is in the second state.

According to some embodiments of the present application, there is one oil path, and there are multiple brakes, and the hydraulic brake control unit controls at least two pairs of the multiple brakes corresponding to the wheels through the oil path brake.

According to some embodiments of the present application, there are two oil passages, two oil passages are a first oil passage and a second oil passage, the brakes are four, and the hydraulic brake control unit passes the Two pairs of the first oil path controlling the brake correspond to the wheel braking, and/or two other pairs of the brake controlling the brake through the second oil path correspond to the wheel braking.

According to some embodiments of the present application, each of the oil passages further includes: an auxiliary relief oil passage, and one end of the auxiliary relief oil passage is provided between the brake and the safety brake valve through an auxiliary relief valve. The other end of the auxiliary relief oil path is connected to the fuel tank, the auxiliary relief valve has a third state and a fourth state, and when the rail vehicle brakes, the auxiliary relief valve switches to the third state, The auxiliary relief oil passage is blocked so that the oil passage control corresponds to the brake pair corresponding to the wheel braking; when the hydraulic unit cannot return oil, the auxiliary relief valve switches to the fourth state, The auxiliary relief oil circuit is turned on to return the brake oil.

According to some embodiments of the present application, the braking system further includes: a central controller, the hydraulic brake control unit and each of the electromechanical brake control units are connected to the central controller.

According to some embodiments of the present application, the hydraulic unit further includes: a pressure switch for detecting a braking force corresponding to the brake, and the pressure switch is electrically connected to the central controller.

According to some embodiments of the present application, each of the electromechanical brake control units is in communication with the hydraulic brake control unit, and when the hydraulic unit fails, the hydraulic brake control unit feeds back the failure signal to the An electromechanical brake control unit. After receiving the fault signal, the electromechanical brake control unit brakes the corresponding wheel through the corresponding electromechanical unit.

A rail vehicle according to an embodiment of the second aspect of the present application includes: at least one car body, each car body is provided with a plurality of wheels and a plurality of brakes for respectively braking the plurality of wheels; at least A braking system for a rail vehicle, the braking system being disposed on the corresponding vehicle body, the braking system being a braking system for a rail vehicle according to the embodiment of the first aspect of the present application described above.

According to the rail vehicle according to the embodiment of the present application, by using the above-mentioned braking system, the safety and reliability of the rail vehicle can be effectively improved, and the body configuration is simple and the maintenance is simple, without the need to back up each other through multiple independent braking systems High redundancy can be achieved. In addition, rail vehicles adopt a control method based on the principles of digitization, intelligence and safety, which can meet the requirements of unmanned driving.

According to some embodiments of the present application, there is one oil path, and there are multiple brakes, and the hydraulic brake control unit controls at least two pairs of the multiple brakes corresponding to the wheels through the oil path brake.

According to some embodiments of the present application, there are two oil passages, two oil passages are a first oil passage and a second oil passage, the brakes are four, and the four brakes are arranged in a square shape. Two of the four brakes correspond diagonally to the first oil passage, and the other two of the four brakes correspond diagonally to the second oil passage.

Additional aspects and advantages of the present application will be partially given in the following description, and some will become apparent from the following description, or be learned through practice of the present application.

BRIEF DESCRIPTION

The above and/or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

FIG. 1 is a schematic diagram of a braking system according to an embodiment of the present application;

2 is a schematic diagram of a braking system according to another embodiment of the present application;

3 is a schematic diagram of a hydraulic brake according to an embodiment of the present application, in which the hydraulic unit is in a power-off state;

4 is a schematic diagram of a hydraulic brake according to an embodiment of the present application, in which the hydraulic unit is in a power-off state;

5 is a schematic diagram of a connection between a safety brake circuit and a safety brake valve according to an embodiment of the present application;

6 is a schematic diagram of the working principle of the electromechanical unit according to an embodiment of the present application when braking;

7 is a schematic diagram of the relationship between the motor speed, the motor current and the clamping force on the wheel of the electromechanical unit shown in FIG. 6;

8 is a schematic diagram of a rail vehicle according to an embodiment of the present application.

Reference mark:

Rail vehicle 200,

Brake system 100,

Body 1, wheels 11, fuel tank 12, oil filler port 12a, breathing valve 121,

Hydraulic brake control unit 2.

Hydraulic unit 3, oil circuit 30m, safety brake valve 30, safety brake circuit 30n,

Common brake oil circuit 30a, safe brake oil circuit 30b, auxiliary relief oil circuit 30c,

The first oil passage 301, the first service brake oil passage 301a, the first safety brake oil passage 301b,

The second oil passage 302, the second service brake oil passage 302a, the second safety brake oil passage 302b,

Inlet valve 30d, oil return valve 30e, pressure relief valve 30f, auxiliary relief valve 30g, pressure relief valve 30h, relief valve 30i,

On-off valve 30j,

Common oil passage 303, pressure switch 31, hydraulic pump 32, accumulator 33, filter 34,

The first pressure sensor 35, the second pressure sensor 36,

Brake 4,

Electromechanical brake control unit 5.

Electromechanical unit 6, motor 61, screw mechanism 62, piston 621,

Central controller 7.

detailed description

The embodiments of the present application are described in detail below. Examples of the embodiments are shown in the drawings, in which the same or similar reference numerals indicate the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the drawings are exemplary, and are only used to explain the present application, and cannot be construed as limiting the present application.

In addition, the inventor of the present application has found through research and analysis that the small rail vehicle 200 with a small number of cars cannot be backed up by multiple independent car body braking systems due to the small number of car bodies. The safety and redundancy of the system 100 are both low; and the braking system 100 of the rail vehicle 200 has only common braking conditions. When the rail vehicle 200 fails, for example, the rail vehicle 200 loses power to cause a failure (for example, the vehicle body is separated) Therefore, the brake system 100 cannot automatically apply hydraulic braking, that is, there is no power failure automatic braking function, and if the oil return valve fails, the brake system 100 cannot be quickly relieved. In view of the above reasons, the inventors have improved the brake system 100 of the existing rail vehicle 200, and come to the technical solution of the present application.

The braking system 100 for a rail vehicle 200 according to an embodiment of the present application will be described below with reference to FIGS. 1-8. The rail vehicle 200 may be a self-guided small rubber-wheeled city rail train with fewer formations. For example, a 1-2 self-guided small-sized rubber-train city rail train, in which case the rail vehicle 200 includes 1 to 2 car bodies 1. But it is not limited to this.

As shown in FIGS. 1 and 2, a brake system 100 for a rail vehicle 200 according to an embodiment of the present application includes a hydraulic brake control unit 2, a hydraulic unit 3, multiple electromechanical brake control units 5, and multiple electromechanical Unit 6.

The hydraulic unit 3 is electrically connected to the hydraulic brake control unit 2, the hydraulic unit 3 includes a plurality of oil passages 30m, each oil passage 30m is provided corresponding to at least one brake 4, and each electromechanical brake control unit 5 is at least one electromechanical unit 6 Corresponding settings.

Wherein, when the rail vehicle 200 performs service braking, the hydraulic brake control unit 2 is adapted to control the corresponding brake 4 to brake the wheels 11 of the rail vehicle 200 through at least one (ie, one or more) oil paths 30m (apply braking Or ease braking). When the rail vehicle 200 brakes after parking, at least one of the plurality of electromechanical brake control units 5 is adapted to brake the wheels 11 of the rail vehicle 200 through the corresponding electromechanical unit 6.

For example, as shown in FIGS. 1-4, there may be multiple brakes 4, and multiple brakes 4 may be provided corresponding to multiple wheels 11 of the rail vehicle 200. For example, when the number of brakes 4 is equal to the number of wheels 11, more Each brake 4 may be provided in one-to-one correspondence with the plurality of wheels 11. When the number of brakes 4 is smaller than the number of wheels 11, at least one of the plurality of wheels 11 may be provided corresponding to one brake 4, and at least one of the plurality of wheels 11 If a brake 4 is not provided, the wheel 11 without the brake 4 cannot be braked or relieved by the brake 4. But it is not limited to this. Alternatively, the number of brakes 4 may be four, and the number of wheels 11 may be greater than or equal to four.

The plurality of electromechanical units 6 may be arranged corresponding to the plurality of wheels 11 of the rail vehicle 200, for example, when the number of electromechanical units 6 is equal to the number of wheels 11, the plurality of electromechanical units 6 may be arranged corresponding to the plurality of wheels 11 one by one. When the number of units 6 is smaller than the number of wheels 11, at least one of the wheels 11 may be corresponding to one electromechanical unit 6, and at least one of the wheels 11 does not correspond to the electromechanical unit 6, then the electromechanical unit is not correspondingly provided The wheel 11 of 6 cannot be braked or relieved by the electromechanical unit 6. But it is not limited to this. Alternatively, the electromechanical unit 6 may be two, and the wheel 11 may be greater than or equal to four.

For example, the brake system 100 may include a hydraulic brake control unit 2, a hydraulic unit 3, two electromechanical brake control units 5 and four electromechanical units 6, the two electromechanical brake control units 5 operate independently of each other, Without interfering with each other, each electromechanical brake control unit 5 can separately control at least one electromechanical unit 6, that is, each electromechanical unit 6 can be controlled only by the electromechanical brake control unit 5 connected thereto; the hydraulic unit 3 and the hydraulic brake control The unit 2 is electrically connected so that the hydraulic brake control unit 2 can transmit corresponding signals to the hydraulic unit 3 to control the operation of the hydraulic unit 3. When the hydraulic unit 3 includes a plurality of oil passages 30m, the plurality of oil passages 30m can be independent of each other Run without interference.

For example, the hydraulic unit 3 includes two oil passages 30m. When the rail vehicle 200 brakes during driving, the hydraulic brake control unit 2 can transmit a signal to the hydraulic unit 3, and the hydraulic unit 3 can operate with only one oil passage 30m. , The hydraulic oil of the hydraulic unit 3 can flow to the corresponding brake 4 through the oil passage 30m, and the brake 4 generates a braking force on the corresponding wheel 11 to reduce the rotation speed of the wheel 11, thereby realizing the braking of the rail vehicle 200; When a fault occurs on the 30m road, another hydraulic circuit 30m of the hydraulic unit 3 can be operated, and the hydraulic oil of the hydraulic unit 3 can flow to the corresponding brake 4 through the oil circuit 30m to brake the corresponding wheel 11, so that the two of the hydraulic unit 3 The 30m oil circuit can form a backup to each other, to avoid the failure of the hydraulic unit 3 caused by the failure of the 30m oil circuit, which cannot achieve the service brake of the rail vehicle 200, thereby improving the redundancy of the service brake of the rail vehicle 200 and ensuring the rail vehicle 200 Driving safety.

It is understandable that the number of car bodies 1 is relatively small for the low-composition trains, and the brake system 100 in the present application can meet the requirements of the low-composition trains (such as 1 to 2 formation trains) due to the high redundancy. The high redundancy requirements that can be achieved only when the braking systems of multiple independent car bodies 1 back up each other.

Of course, when the rail vehicle 200 brakes during driving (that is, the service brake), the two oil passages 30m of the hydraulic unit 3 can be simultaneously conducted, and at this time the hydraulic oil of the hydraulic unit 3 can flow through the two oil passages 30m to The corresponding brake 4 to brake the corresponding wheel 11 can also make the two oil passages 30m of the hydraulic unit 3 form a backup for each other, which improves the redundancy of the brake system 100 and thus the redundancy of the service brake of the rail vehicle 200 Degrees to ensure driving safety. Wherein, "driving brake" may include deceleration braking and parking braking (ie, braking during parking) of the rail vehicle 200 during driving.

When the rail vehicle 200 brakes after parking (the rail vehicle 200 is stably locked in place by braking after parking, ie parking brake), an electromechanical brake control unit 5 controls the corresponding electromechanical unit 6 to operate to the corresponding wheel 11 Generate braking force to ensure the parking state of the rail vehicle 200; at this time, when the electromechanical brake control unit 5 and/or the electromechanical unit 6 corresponding to the electromechanical brake control unit 5 fails, the rail vehicle 200 cannot stop During braking, another electromechanical brake control unit 5 can control the operation of the corresponding electromechanical unit 6 to brake the corresponding wheel 11, so that the two electromechanical brake control units 5 can form a backup for each other to avoid the failure of the electromechanical unit 6 and other factors. The rail vehicle 200 cannot be braked after parking, which improves the redundancy of the braking system 100, thereby improving the redundancy of the brake after the rail vehicle 200 stops, and ensures the parking safety of the rail vehicle 200.

Of course, when the rail vehicle 200 brakes after parking, the two electromechanical brake control units 5 can simultaneously control the operation of the corresponding electromechanical unit 6 to brake the corresponding wheels 11, and the two electromechanical brake control units 5 can also form Backup, enhance the redundancy of the braking system 100, thereby enhancing the redundancy of the braking of the rail vehicle 200 after parking, to ensure parking safety.

Among them, a plurality of brakes 4 can be provided in a one-to-one correspondence with a plurality of wheels 11; each oil passage 30m can correspond to at least one brake 4, that is, each oil passage 30m can control at least one wheel 11 to achieve braking; each The electromechanical brake control unit 5 may correspond to at least one electromechanical unit 6, that is, each electromechanical brake control unit 5 may control at least one wheel 11 to achieve braking.

It can be understood that the hydraulic unit 3 may include one or more oil passages 30m; when the hydraulic unit 3 includes one oil passage 30m, the hydraulic brake control unit 2 is adapted to control the corresponding brake 4 through the oil passage 30m to realize the rail vehicle 200 When the hydraulic unit 3 includes a plurality of oil passages 30m, the hydraulic brake control unit 2 is adapted to control the corresponding brake 4 through at least one of the plurality of oil passages 30m to achieve the service braking of the rail vehicle 200. The number of electromechanical brake control units 5 may also be three or more, and the number of oil passages 30m of the hydraulic unit 3 may be three or more. There may be one or more brakes 4 corresponding to each oil passage 30m. When there are multiple oil passages 30m, the number of brakes 4 corresponding to the multiple oil passages 30m may be completely the same or may not be completely the same.

Therefore, by setting the brake system 100, the hydraulic unit 3 is used for hydraulic braking when the rail vehicle 200 is being braked, and the electromechanical unit 6 is used for electromechanical braking when the rail vehicle 200 is stopped after braking, that is, driving. When hydraulic brakes are used for pressure braking and pressure relief relief (ie, the hydraulic unit 3 pressurizes the corresponding brake 4 to achieve braking, or the hydraulic unit 3 causes the corresponding brake 4 to relieve pressure to relieve braking) to ensure the rail vehicle 200’s The driving speed and electromechanical braking are used during parking, which can not only meet the requirements of applying hydraulic brakes to improve the riding comfort and quickly respond to braking commands when the rail vehicle 200 is driving, but also can permanently park the rail vehicle 200 on a slope without braking force. It will attenuate and cause landslides. Moreover, by using a combination of hydraulic braking and electromechanical braking, while ensuring the braking function, the structure and volume of the brake 4 can be relatively simplified, and the brake 4 can be easily arranged.

In addition, when the rail vehicle 200 is not parked for braking (for example, the service brake of the rail vehicle 200), the electromechanical unit 6 may be in a relieved state, and does not affect the service brake of the rail vehicle 200. It should be noted that, in the description of this application, the meaning of "plurality" is two or more.

According to the brake system 100 for the rail vehicle 200 of the embodiment of the present application, by combining the hydraulic brake and the electromechanical brake, the hydraulic brake and the electromechanical brake respectively have higher redundancy, thereby making the braking The system 100 has good safety and reliability; when the braking system 100 is applied to the rail vehicle 200, the redundancy of the service brake and parking brake of the rail vehicle 200 can be effectively improved, and the safety of the entire rail vehicle 200 is improved And reliability, and the brake system 100 has a simple structure and simple maintenance; moreover, by combining the hydraulic unit 3 hydraulic braking during service braking and the electromechanical unit 6 electromechanical braking after parking, it meets the needs of rail vehicles. When driving at 200, applying hydraulic brakes improves ride comfort and quickly responds to braking commands. At the same time, it can also meet the permanent parking of the rail vehicle 200 on the slope after parking. The braking force will not be attenuated and cause slippage. Permanent parking; by setting the hydraulic unit 3 to include multiple oil passages 30m, the multiple oil passages 30m can share piping (eg, common oil passage 303 described later), valves, and other devices (eg, described later) The filter 34 on the common oil passage 303 and the check valve) make the volume required by the hydraulic unit 3 of the present application smaller than the total required volume of the hydraulic units of multiple single oil passages in the conventional technology, which is convenient for arrangement.

For example, as shown in FIGS. 1 and 2, the brake 4 and the electromechanical unit 6 may be integrated into an integrated hydraulic electromechanical caliper, which is small in size and easy to arrange; for example, when the wheel 11 and integrated hydraulic When there are four electromechanical calipers, each wheel 11 may be provided with an integrated hydraulic electromechanical caliper. But it is not limited to this.

For example, as shown in FIG. 6, the electromechanical unit 6 may include a motor 61 and a screw mechanism 62. The screw mechanism 62 is driven and moved by the motor 61. A free end of the screw mechanism 62 is provided with a piston 621 connected to the corresponding brake 4. Thus, when the electromechanical brake control unit 5 is used to control the electromechanical unit 6 to brake, the motor 61 can drive the screw mechanism 62 to move toward the corresponding wheel 11 (for example, the motor 61 in FIG. 6 can drive the screw mechanism 62 to move to the right ), so that the piston 621 drives the brake 4 to brake the corresponding wheel 11. Among them, a speed reduction device may be provided between the motor 61 and the screw mechanism 62. Therefore, the braking mode of the electromechanical unit 6 has no compressed medium and no pipeline arrangement, and the source of the braking force is not compressed air or hydraulic oil, but the mechanical structure adopted, which makes the electromechanical unit 6 simple in structure and good in quality. The reliability is easy to maintain.

When the rail vehicle 200 needs to be parked, the parking brake (ie, braking after parking) is given to the electromechanical brake control unit 5, and the electromechanical brake control unit 5 controls the motor 61 in the electromechanical unit 6 to drive the screw mechanism 62 to turn the wheels The brake disc of 11 is locked, and the screw mechanism 62 has a self-locking function, and the braking force will not decline even when the power is turned off, so that the rail vehicle 200 is stably locked in place. Among them, the motor 61 rotates forward or reverse to implement braking and ease braking; the braking state of the brake 4 can be monitored by detecting the speed and current of the motor 61 corresponding to the brake 4, the motor 61 speed, the motor 61 current and the brake The relationship of the clamping force of the four pairs of wheels 11 is shown in FIG. 7; in FIG. 7, the horizontal axis represents time. At first, the motor 61 is not started, the motor 61 rotates at 0, and there is a certain interval between the piston 621 and the brake 4. When the force of the piston 621 on the wheel 11 is 0, the clamping force is 0; then, the motor 61 starts, the motor 61 generates an inrush current, and then the current of the motor 61 gradually stabilizes, at this time the motor 61 can rotate without load; then When the piston 621 comes into contact with the brake 4, the brake 4 exerts a force on the wheel 11. At this time, the clamping force begins to increase, the speed of the motor 61 decreases, the motor 61 begins to stall, the current of the motor 61 gradually increases and the motor 61 The current is a locked-rotor current. In other words, when the clamping force is not 0, there is a certain functional relationship between the rotation speed and current of the motor 61 and the clamping force, and the braking state of the brake 4 can be detected by detecting the rotation speed and current of the motor 61.

In some embodiments of the present application, as shown in FIGS. 3 and 4, each oil circuit 30 m includes a common brake oil circuit 30 a and a safe brake oil circuit 30 b, a common brake oil circuit 30 a and a safety system The dynamic oil dividing circuit 30b is connected in parallel, and the common brake oil dividing circuit 30a and the safety brake oil dividing circuit 30b are located between the fuel tank 12 and the corresponding brake 4, that is, one end of the common brake oil dividing circuit 30a is connected to the safety One end of the brake oil passage 30b is connected, the other end of the common brake oil passage 30a is connected to the other end of the safety brake oil passage 30b, and the above one end of the common brake oil passage 30a may be connected to the corresponding brake 4 The above-mentioned other end of the connected, service brake oil distribution passage 30a may be connected to the fuel tank 12. The common brake oil passage 30a and the safety brake oil passage 30b are provided with a safety brake valve 30 at one end adjacent to the brake 4, the safety brake valve 30 may have three interfaces, and the three interfaces may be the first interface respectively , A second interface and a third interface, the first interface can be connected to the above-mentioned one end of the common brake oil distribution path 30a, the second interface can be connected to the above-mentioned one end of the safety brake oil distribution path 30b, and the third interface can be connected to the corresponding The brake 4 is connected.

For example, the safety brake valve 30 has a first state and a second state. When the rail vehicle 200 brakes normally, the safety brake valve 30 switches to the first state. At this time, the first interface communicates with the third interface. The interface is disconnected from the third interface (that is, non-conducting), so that the common brake oil passage 30a is turned on, and the safety brake oil passage 30b is cut off, that is, the common brake oil passage 30a is connected to the corresponding brake 4, safe braking The oil separation path 30b is not in communication with the corresponding brake 4, and hydraulic oil can flow to the corresponding brake 4 through the common brake oil separation path 30a to apply a braking force to the corresponding wheel 11, thereby realizing the service braking of the rail vehicle 200; when the rail vehicle 200 During safe braking, the safety brake valve 30 is switched to the second state. At this time, the second interface is connected to the third interface, and the first interface is disconnected from the third interface, so that the safety brake oil passage 30b is turned on and the service brake is used. The oil separation circuit 30a is cut off, that is, the safety brake oil separation circuit 30b communicates with the corresponding brake 4, the service brake oil separation circuit 30a does not communicate with the corresponding brake 4, and hydraulic oil can flow to the corresponding brake 4 through the safety brake oil distribution path 30b In order to apply a braking force to the corresponding wheel 11, the safety braking of the rail vehicle 200 is achieved.

It should be noted that "normal braking" can be understood as the situation where the rail vehicle 200 needs to brake during normal travel, and "safe braking" can be understood as the railway vehicle 200 encounters a danger to driving safety (such as decoupling between trains, vehicle overrun) Safety vehicle speed, power failure, etc. need to trigger the safety brake oil distribution line 30b, etc.). Thus, when the rail vehicle 200 brakes normally, the brake system 100 can brake the rail vehicle 200 only through the service brake oil passage 30a; when the rail vehicle 200 brakes safely, the brake system 100 can only pass the safety The brake oil passage 30b brakes the rail vehicle 200.

Among them, the safety brake valve 30 can be selected as a two-position three-way solenoid valve, the switching between the first state and the second state of the safety brake valve 30 is the third interface and the first interface, the second interface Switch connectivity. An oil injection port 12a may be formed on the oil tank 12 to facilitate the injection of hydraulic oil into the oil tank 12 through the oil injection port 12a; a breathing valve 121 may be provided on the oil tank 12 to avoid damage to the oil tank 12 due to overpressure or vacuum, ensuring the oil tank 12 The reliability of use.

In some embodiments of the present application, an end of the common brake oil passage 30a and the safety brake oil passage 30b adjacent to the fuel tank 12 is provided with an accumulator 33, and the accumulator 33 communicates with the fuel tank 12 so that the fuel tank 12 The hydraulic oil can flow into the accumulator 33 and be stored; the accumulator 33 can be used to automatically apply the brake when the brake system 100 loses power, that is, when the brake system 100 loses power and the rail vehicle 200 needs to brake, The accumulator 33 can press the stored hydraulic oil into the oil passage 30m to realize automatic braking when the brake system 100 loses power.

As shown in FIGS. 3 and 4, each oil passage 30m is correspondingly provided with an accumulator 33, that is, there may be one or more accumulators 33, when there is one accumulator 33 and one oil passage 30m , The accumulator 33 corresponds to the oil passage 30m one by one, when there are multiple accumulators 33, and the oil passage 30m is plural, the multiple accumulators 33 are provided in one-to-one correspondence with the multiple oil passages 30m; each There is an on-off valve 30j between the accumulator 33 of the oil passage 30m and the oil tank 12, so as to realize the conduction and isolation between the corresponding oil passage 30m and the oil tank 12; when there are multiple oil passages 30m, multiple oil passages 30m can be connected to the oil tank 12 through a common oil path 303. The common oil path 303 is provided with a hydraulic pump 32, and the common oil path 303 is one. The hydraulic pump 32 can be driven by a pump motor and the hydraulic pump 32 will transfer the hydraulic oil in the oil tank 12 Pumped through the common oil passage 303 to each oil passage 30m. A filter 34 may be provided at the outlet of the hydraulic pump 32. The filter 34 is used to filter out impurities in the hydraulic oil flowing through it, so as to prolong the service life of the entire hydraulic unit 3. If the supply filter 34 is overloaded, If the pressure difference between upstream and downstream exceeds a certain limit, the check valve built into the filter 34 will open to protect the accumulator 34 from excessive pressure. Of course, when there is one oil passage 30m, the oil passage 30m may be connected to the oil tank 12 through the common oil passage 303.

It can be understood that the accumulator 33 can also increase the life of the pump motor, reduce the number of pump pressures of the pump motor, avoid frequent start of the pump motor, increase the life of the pump motor and quickly respond to braking commands.

For example, as shown in FIGS. 3 and 4, a check valve may also be provided on the common oil passage 303 downstream of the filter 34 to prevent the hydraulic oil in the oil passage 30 m from flowing back into the oil tank 12 through the common oil passage 303. A branch circuit may be provided between the one-way valve and the filter 34, and a relief valve 30i may be provided on the branch circuit. The relief valve 30i may be used to prevent the hydraulic unit 3 from being overpressured.

For example, as shown in FIGS. 3 and 4, the other end of the service brake oil passage 30a is connected to the fuel tank 12 and the service brake oil passage 30a includes an oil inlet valve 30d and an oil return valve 30e arranged in parallel, that is, the oil inlet. One end of the valve 30d and one end of the oil return valve 30e are connected to the safety brake valve 30, the other end of the oil inlet valve 30d and the other end of the oil return valve 30e are connected to the oil tank 12, the oil inlet valve 30d and the oil return valve 30e They are electrically connected to the hydraulic brake control unit 2 respectively, so that the hydraulic brake control unit 2 can adjust the opening degrees of the oil inlet valve 30d and the oil return valve 30e to realize the comprehensive adjustment of the oil inlet valve 30d and the oil return valve 30e, and accordingly increase Or reduce the braking force corresponding to the brake 4.

The brake 4 may include a brake cylinder, and hydraulic oil may flow into the brake cylinder. The hydraulic brake control unit 2 may increase or decrease the brake cylinder by adjusting the openings of the oil inlet valve 30d and the oil return valve 30e. The internal pressure causes the pressure in the brake cylinder to increase or decrease to adjust the braking force of the corresponding brake 4 to achieve relief of the brake pressure relief.

As shown in FIGS. 3 and 4, each oil passage 30m may further include a first pressure sensor 35, which is electrically connected to the hydraulic brake control unit 2, and the first pressure sensor 35 is used to monitor the brake cylinder’s pressure. The first pressure sensor 35 sends the detected pressure signal flow to the hydraulic brake control unit 2. According to the signal of the first pressure sensor 35 and the immediate brake command signal, the hydraulic brake control unit 2 controls the oil inlet valve 30d and the return The opening degree of the oil valve 30e increases or decreases the pressure of the brake cylinder accordingly, so that the pressure of the brake cylinder reaches the target value, that is, the braking force of the brake 4 reaches the target value.

For example, as shown in FIGS. 3 and 4, each oil passage 30m may further include a second pressure sensor 36 for monitoring the pressure of the corresponding accumulator 33, and the second pressure sensor 36 may be connected to the hydraulic pump 32 in order to In order to control the start and stop of the hydraulic pump 32 according to the pressure of the accumulator 33; when the second pressure sensor 36 detects that the pressure of the corresponding accumulator 33 drops to the defined pump motor start value, the pump motor starts, when multiple accumulators When one of the accumulators 33 reaches the shutdown value first, and the remaining accumulators 33 have not reached the shutdown value, the hydraulic oil flowing to one of the accumulators 33 is cut off by opening and closing the valve 30j to prevent the accumulator 33 from overpressure High, when all the accumulators 33 reach the shutdown value, the pump motor stops running.

The hydraulic unit 3 may further include a pressure relief valve 30h. The pressure relief valve 30h may be a manual pressure relief valve. When the hydraulic unit 3 needs maintenance, the pressure relief valve 30h may be manually adjusted to return the hydraulic oil in the accumulator 33 to Inside the fuel tank 12.

For example, the vehicle body 1 can also be equipped with a plurality of wheel speed sensors to detect the speed of the wheels 11 or the axles, and feed back the speed signal to the central controller 7. The central controller 7 analyzes and calculates to determine whether the corresponding wheel 11 occurs Skid. When the central controller 7 judges that the wheel 11 is slipping, it can separately adjust the pressure of the oil passage 30m corresponding to the slipping wheel 11 to reduce the pressure of the corresponding brake cylinder, so that the wheel 11 resumes rolling.

In some embodiments of the present application, the safety brake valve 30 is electrically connected to the safety brake circuit 30n, and the safety brake circuit 30n can change the working state of the safety brake valve 30, for example, the safety brake circuit 30n can be energized. 1. Power off to switch the safety brake valve 30 between the first state and the second state, so that when the rail vehicle 200 needs to trigger a safety brake, for example, the car body 1 of the rail vehicle 200 is disconnected, the rail vehicle 200 exceeds the safe speed, the power loss of the power supply of the rail vehicle 200, etc. endangers the driving safety. At this time, the energization state of the safety brake circuit 30n changes, so that the safety brake valve 30 can be switched from the first state to the second state, and the safety brake The oil dividing circuit 30b is turned on, and the common brake oil dividing circuit 30a is blocked, and the hydraulic oil flows to the corresponding brake 4 through the safety brake oil dividing circuit 30b to realize the braking of the corresponding wheel 11, thereby realizing the safe braking of the rail vehicle 200, The safety of the rail vehicle 200 is further improved. The safety brake valve 30 may be hard-wired to the safety brake circuit 30n.

For example, when the rail vehicle 200 performs normal service braking, the safety brake circuit 30n is energized, the safety brake valve 30 is in the first state, so that the service brake oil passage 30a is turned on, and the safety brake oil passage 30b is cut off , Hydraulic oil can flow to the corresponding brake 4 through the common brake oil channel 30a to achieve braking; when the rail vehicle 200 performs safe braking, the safety brake circuit 30n loses power, and the safety brake valve 30 is in the second state, so that The safety brake oil dividing circuit 30b is turned on, and the common brake oil dividing circuit 30a is blocked. The hydraulic oil can flow to the corresponding brake 4 through the safety brake oil dividing circuit 30b to realize braking.

Here, it should be noted that the "safety brake circuit 30n" is an electric circuit, and the electric circuit has two states of power-on and power-off. For example, when the rail vehicle 200 performs normal service braking, the safety brake circuit 30n is energized. At this time, the safety brake circuit 30n is energized, and the safety brake valve 30 is energized to switch to the first state; (For example, when the rail vehicle 200 brakes when it encounters a dangerous situation), the safety brake circuit 30n is de-energized. At this time, the safety brake circuit 30n loses power, and the safety brake valve 30 loses power to switch to the second state. It can be understood that the triggered power off of the safety brake circuit 30n can be achieved by setting a trigger button on the safety brake circuit 30n, or the safety brake circuit 30n can be provided between two adjacent car bodies of the rail vehicle 200, When the two adjacent car bodies of the rail vehicle 200 are uncoupled, the power off of the safety brake circuit 30n can be realized, but not limited to this.

Wherein, the deceleration of the rail vehicle 200 during safe braking may be defined according to the safety braking of the rail vehicle 200, so as to ensure the safety of the rail vehicle 200 during safe braking. As shown in FIGS. 3 and 4, the safety brake oil passage 30b may include a pressure relief valve 30f, and the limit value (ie, output pressure) of the pressure relief valve 30f may be initially set according to the safety brake deceleration of the rail vehicle 200 The safety brake does not require the control of the hydraulic brake control unit 2. The signal is directly given to the hydraulic unit 3 to directly decelerate to stop with the pressure value preset by the pressure reducing valve 30f, and enjoys the highest braking priority.

In some embodiments of the present application, as shown in FIG. 4, there is one oil passage 30 m and multiple brakes 4, and the hydraulic brake control unit 2 controls at least two pairs of multiple brakes 4 through the oil passage 30 m The wheels 11 brake. For example, there may be four brakes 4, and the above oil passage 30m may be provided corresponding to at least two of the four brakes 4, so that the hydraulic brake control unit 2 may control the at least two brakes 4 through the oil passage 30m to realize a rail vehicle The service brake of 200 makes the braking force received by the rail vehicle 200 more balanced, ensures the braking stability of the rail vehicle 200, and makes the rail vehicle 200 have good comfort.

In some embodiments of the present application, as shown in FIGS. 1-3, there are two oil passages 30m, the two oil passages 30m are the first oil passage 301 and the second oil passage 302, and the brakes 4 are four, The hydraulic brake control unit 2 controls two of the pairs of brakes 4 via the first oil passage 301 to brake the corresponding wheels 11 and/or controls the other two pairs of the brakes 4 via the second oil passage 302 to brake the corresponding wheels 11. For example, in the examples of FIGS. 1-3, the first oil passage 301 and the second oil passage 302 may be connected in parallel, the electromechanical unit 6 may also be four, and the four brakes 4 may correspond to the four electromechanical units 6 in one-to-one correspondence And the four brakes 4 can be provided in one-to-one correspondence with the four wheels 11; wherein, the first oil passage 301 corresponds to two of the four brakes 4, and the second oil passage 302 corresponds to the other of the four brakes 4. Two correspondences, that is to say, the hydraulic oil of the first oil passage 301 can flow to the above two brakes 4 to brake the corresponding wheels 11, and the hydraulic oil of the second oil passage 302 can flow to the other two brakes 4 To brake the corresponding wheel 11. Thus, by setting the number of oil passages 30m of the hydraulic unit 3 to two, the structure of the hydraulic unit 3 is simplified, the cost is reduced, and the arrangement of the hydraulic unit 3 is facilitated while ensuring the redundancy of the hydraulic unit 3. Of course, there may be three or more oil passages 30m.

It can be understood that when the rail vehicle 200 performs service braking, only the first oil passage 301 may be operated and the second oil passage 302 may not be operated, and hydraulic oil may only flow through the first oil passage 301 to the two brakes 4 described above to achieve Braking; or, only the second oil passage 302 may be operated, the first oil passage 301 may not be operated, and hydraulic oil may only flow to the other two brakes 4 through the second oil passage 302 to achieve braking; or, the first oil Both the path 301 and the second oil path 302 are running, and hydraulic oil may flow to the two of the above-mentioned two brakes 4 through the first oil path 301 and to the other two of the above-mentioned two brakes 4 to achieve braking.

For example, as shown in FIG. 3, the first oil passage 301 includes a first service brake oil passage 301a and a first safety brake oil passage 301b, and a first service brake oil passage 301a and a first safety brake passage The oil paths 301b are connected in parallel. The first service brake oil distribution path 301a and the first safety brake oil distribution path 301b are located between the fuel tank 12 and the brake 4 corresponding to the first oil path 301. The first service brake oil distribution path A first safety brake valve is provided at one end of 301a and the first safety brake oil passage 301b adjacent to the corresponding brake 4, the first safety brake valve has a first state and a second state; the second oil passage 302 includes a second The service brake oil circuit 302a and the second safety brake oil circuit 302b, the second service brake oil circuit 302a and the second safety brake oil circuit 302b are connected in parallel, and the second service brake oil circuit 302a and The second safety brake oil passage 302b is located between the fuel tank 12 and the brake 4 corresponding to the second oil passage 302, and the second service brake oil passage 302a and the second safety brake oil passage 302b adjacent to the corresponding brake 4 One end of the is provided with a second safety brake valve, and the second safety brake valve has a first state and a second state. The first safety brake valve and the second safety brake valve are the safety brake valve 30 of the first oil passage 301 and the safety brake valve 30 of the second oil passage 302, respectively.

The rail vehicle 200 performs normal service braking. When the first oil passage 301 is running, the first safety brake valve is switched to the first state, so that the first service brake oil passage 301a is turned on, and the first safety brake The oil passage 301b is cut off; when the second oil passage 302 is running, the second safety brake valve is switched to the first state so that the second service brake oil passage 301a is turned on and the second safety brake oil passage 301b is cut off . The rail vehicle 200 performs safety braking. When the first oil passage 301 is running, the first safety brake valve is switched to the second state, so that the first service brake oil passage 301a is blocked and the first safety brake oil passage 301b is turned on; when the second oil passage 302 is running, the second safety brake valve is switched to the second state, so that the second service brake oil passage 301a is blocked and the second safety brake oil passage 301b is turned on.

In some embodiments of the present application, as shown in FIGS. 3 and 4, each oil passage 30m further includes an auxiliary relief oil passage 30c. One end of the auxiliary relief oil passage 30c is provided on the corresponding brake 4 and safety through the auxiliary relief valve 30g Between the brake valves 30, the other end of the auxiliary relief oil passage 30c is connected to the fuel tank 12, and the auxiliary relief valve 30g may have three ports. The three ports may be the fourth port, the fifth port, and the sixth port, respectively. The interface may be connected to the above-mentioned one end of the auxiliary relief oil passage 30c, the fifth interface may be connected to the safety brake valve 30, and the sixth interface may be connected to the corresponding brake 4; in this case, there may be one or more oil passages 30m.

For example, the auxiliary relief valve 30g has a third state and a fourth state. When the rail vehicle 200 brakes, the auxiliary relief valve 30g switches to the third state. At this time, the fifth interface communicates with the sixth interface, and the fourth interface communicates with the sixth state. The interface is cut off, so that the auxiliary relief oil circuit 30c is cut off, so that the common brake oil circuit 30a or the safe brake oil circuit 30b controls the corresponding brake 4 to brake the corresponding wheel 11; when the hydraulic unit 3 cannot return oil (for example, as mentioned above) When the failure of the oil return valve 30e described above causes the hydraulic unit 3 to be unable to return oil) and the braking force of the brake 4 on the wheels 11 cannot be relieved, the auxiliary relief valve 30g switches to the fourth state, at which time the fourth port is connected to the sixth port The fifth port is cut off from the sixth port, so that the auxiliary relief oil circuit 30c is turned on to return the brake 4 to the oil, and the hydraulic oil returns to the oil tank 12, thereby alleviating the braking force of the brake 4 on the wheels 11, and ensuring the normal return of the hydraulic unit 3 The oil prevents the dragging phenomenon of the rail vehicle 200, so that the rail vehicle 200 quickly relieves the braking, without waiting for the person to manually lower the brake manually under the car body 1, reducing the downtime of the car body 1 lying down. Alternatively, the auxiliary relief valve 30g may be a two-position three-way valve.

Among them, the auxiliary relief valve 30g may be connected to the hydraulic brake control unit 2 or the background control center of the rail vehicle 200, but not limited to this; when the auxiliary relief valve 30g is connected to the background control center of the rail vehicle 200, Therefore, the background control center can apply a signal to the auxiliary relief valve 30g through the signal system, so that the auxiliary relief valve 30g can be switched between the third state and the fourth state. For example, when the rail vehicle 200 brakes, the background control center does not supply power to the auxiliary relief valve 30g, the auxiliary relief valve 30g loses power and is in the third state; when the hydraulic unit 3 returns to oil, the background control center can apply a signal to the auxiliary relief valve 30g to energize the auxiliary relief valve 30g, at which time the auxiliary relief valve 30g switches to the fourth state. Thereby, remote relief braking of the hydraulic unit 3 is achieved. Alternatively, the auxiliary relief valve 30g can also be triggered by the auxiliary relief button on the vehicle body 1 to switch the operating state.

For example, as shown in FIG. 2, the brake system 100 may further include a central controller 7, and the hydraulic brake control unit 2 and each electromechanical brake control unit 5 are connected to the central controller 7. The hydraulic brake control unit 2 is connected to the central controller 7 so that there can be signal interaction between the hydraulic brake control unit 2 and the central controller 7, and the central controller 7 can transmit signals to the hydraulic brake control unit 2 such as issuing instructions, The hydraulic brake control unit 2 can transmit a signal such as a feedback signal to the central controller 7; each electromechanical brake control unit 5 is connected to the central controller 7 respectively, so that a plurality of electromechanical brake control units 5 operate independently of each other, and There can be signal interaction between each electromechanical brake control unit 5 and the central controller 7, the central controller 7 can transmit signals to each electromechanical brake control unit 5 separately, such as issuing commands, each electromechanical brake control unit 5 can Signals such as feedback signals are transmitted to the central controller 7 respectively. As a result, the central controller 7 can monitor the operating status of the hydraulic brake control unit 2 and the electromechanical brake control unit 5 in real time, ensure the operational reliability of the hydraulic brake control unit 2 and the electromechanical brake control unit 5, and facilitate central control The device 7 adjusts a suitable braking scheme according to the operating states of the hydraulic brake control unit 2 and the electromechanical brake control unit 5.

Among them, the hydraulic brake control unit 2 and the central controller 7 can be connected through the network, the electromechanical brake control unit 5 can be connected through the network, to ensure that the hydraulic brake control unit 2 and the central controller 7, the electromechanical brake control unit 5 and the central There can be more types of signal interactions between the controllers 7 to ensure the redundancy of signal interactions between the hydraulic brake control unit 2 and the central controller 7 and the electromechanical brake control unit 5 and the central controller 7, further improving Operational reliability of the braking system 100.

For example, as shown in FIGS. 3 and 4, the hydraulic unit 3 further includes a pressure switch 31. The pressure switch 31 is used to detect the braking force of the corresponding brake 4. The pressure switch 31 is electrically connected to the central controller 7. The pressure switch 31 transmits the detected pressure signal to the central controller 7, so that the central controller 7 can determine whether the hydraulic unit 3 returns to oil normally. Since the pressure switch 31 is connected to the central controller 7, the hydraulic brake control unit 2 can be avoided. When the oil return failure of the hydraulic unit 3 is caused by the failure, the hydraulic brake control unit 2 cannot determine whether the hydraulic unit 3 returns oil normally, which further ensures the reliability of the determination of the oil return of the brake system 100.

In some embodiments of the present application, each electromechanical brake control unit 5 is in communication with the hydraulic brake control unit 2 so that there can be signal interaction between each electromechanical brake control unit 5 and the hydraulic brake control unit 2; When the hydraulic unit 3 fails, the hydraulic unit 3 cannot brake the vehicle body 1. The hydraulic brake control unit 2 feeds back the failure signal to the electromechanical brake control unit 5. After receiving the failure signal, the electromechanical brake control unit 5 passes the corresponding The electromechanical unit 6 brakes the corresponding wheel 11; that is, when the hydraulic unit 3 fails, the electromechanical unit 6 applies redundant safety braking to the vehicle body 1 to ensure the safety of the urban rail vehicle.

It can be understood that “the hydraulic brake control unit 2 feeds back the fault signal to the electromechanical brake control unit 5” may include the hydraulic brake control unit 2 directly feed back the fault signal to the electromechanical brake control unit 5, or may include When the dynamic system 100 includes the central controller 7, the hydraulic brake control unit 2 feeds back the fault signal to the electromechanical brake control unit 5 through the central controller 7.

As shown in FIG. 3 and FIG. 4, if the rail vehicle 200 is abnormally high-voltage power off during driving, the electromechanical brake control unit 5 module can be designed to supply constant power, for example, it can be powered and detected by the rail vehicle 200 battery The signal applies the brake to ensure the safety of the vehicle, and the entire vehicle is powered off, and the safety brake of the hydraulic unit 3’s safety brake sub-circuit 30b is automatically applied (as shown in FIG. 3), that is, the rail vehicle 200 has a failure The electric automatic braking function further improves the safety and reliability of the rail vehicle 200.

The rail vehicle 200 according to the embodiment of the second aspect of the present application, as shown in FIG. 8, includes at least one car body 1 and at least one braking system 100 for the rail vehicle 200, each car body 1 is provided with a plurality of The wheels 11 and the braking system 100 are arranged on the corresponding vehicle body 1, and there are a plurality of brakes 4. The plurality of brakes 4 respectively brake the plurality of wheels 11. Wherein, the braking system 100 is the braking system 100 for the rail vehicle 200 according to the embodiment of the first aspect of the present application.

For example, when the vehicle body 1 is one section, the braking system 100 may be one; when the vehicle body 1 is multiple sections, the braking system 100 may be at least one, and the number of braking systems 100 may be the same as the vehicle body 1 The number of brake systems is equal, and multiple braking systems 100 can be set in one-to-one correspondence with the multi-section car bodies 1, that is, each section of the car body 1 is equipped with a brake system 100, or the number of brake systems 100 can be smaller than the car body For the number of 1, the braking system 100 is configured on the corresponding vehicle body 1, and at least one vehicle body is not equipped with the braking system 100 at this time. But it is not limited to this.

In the case where there are multiple braking systems 100 and the braking system 100 includes a central controller 7, the rail vehicle 200 may use one central controller 7 or multiple central controllers 7.

According to the rail vehicle 200 of the embodiment of the present application, by using the above-mentioned braking system 100, the safety and reliability of the rail vehicle 200 can be effectively improved, and the vehicle body 1 has a simple configuration and simple maintenance and maintenance, and does not need to pass multiple independent systems. The mobile system 100 can back up each other to achieve high redundancy. In addition, the rail vehicle 200 adopts a control method based on the principles of digitization, intelligence, and safety, which can meet the requirements of unmanned driving.

For example, as shown in FIG. 4, there is one oil passage 30 m and a plurality of brakes 4, and the hydraulic brake control unit 2 controls at least two of the plurality of brakes 4 to brake the corresponding wheels 11 through the oil passage 30 m. For example, there may be four brakes 4, and the above oil passage 30m may be provided corresponding to at least two of the four brakes 4, so that the hydraulic brake control unit 2 may control the at least two brakes 4 through the oil passage 30m to realize a rail vehicle The service brake of 200 makes the braking force received by the rail vehicle 200 more balanced, ensures the braking stability of the rail vehicle 200, and makes the rail vehicle 200 have good comfort.

For example, as shown in FIGS. 1-3, there are two oil passages 30m, two oil passages 30m are the first oil passage 301 and the second oil passage 302, the brakes 4 are four, and the four brakes 4 are arranged in a square shape , Two of the four brakes 4 correspond to the first oil passage 301, that is, the first oil passage 301 can control the two of the four brakes 4 to brake the wheel 11 and the four brakes 4 Two of the above are diagonally arranged, that is to say, two of the four brakes 4 are arranged along the diagonal of the square structure; the other two of the four brakes 4 and the second oil passage 302 Correspondingly, that is to say, the second oil passage 302 can control the other two of the four brakes 4 to brake the wheels 11, and the other two of the four brakes 4 are arranged diagonally, that is, four The other two of the brakes 4 are arranged along the diagonal of the square structure.

For example, the four brakes 4 are arranged corresponding to four wheels 11, and the four wheels 11 are arranged in a square shape. The wheels 11 corresponding to two of the four brakes 4 may be located on the left front side and the right rear side of the vehicle body 1, respectively The wheels 11 corresponding to the other two of the four brakes 4 may be located on the right front side and the left rear side of the vehicle body 1, respectively. As a result, when braking is achieved only through the first oil passage 301 or the second oil passage 302, the body 1 is subjected to force balance in the front, back, left, and right directions, and when the brake is applied or relieved (that is, the brake is released), the body 1 becomes more Stability ensures the comfort of the rail vehicle 200.

Here, it should be noted that "braking only through the first oil passage 301 or the second oil passage 302" may include when the rail vehicle 200 itself is set to the service brake, through only two of the 30m oil passages. One implementation may also include that when the rail vehicle 200 itself is set to service braking, it is achieved through two oil paths 30m at the same time, and one of the oil paths 30m fails and braking cannot be achieved.

It is understandable that the two of the above-mentioned two brakes 4 corresponding to the first oil passage 301 may be provided adjacent to one end of the vehicle body 1, and the above-mentioned two other brakes 4 corresponding to the second oil passage 302 may be adjacent to the other end of the vehicle body 1 Settings.

Other configurations and operations of the rail vehicle 200 according to the embodiments of the present application are known to those of ordinary skill in the art, and will not be described in detail here.

In the description of this application, it should be understood that the terms "center", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", The azimuth or positional relationship indicated by "top", "bottom", "inner", "outer", etc. is based on the azimuth or positional relationship shown in the drawings, only for the convenience of describing the present application and simplifying the description, rather than indicating or It is implied that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be construed as a limitation of the present application.

In the description of this specification, reference to the descriptions of the terms "one embodiment", "some embodiments", "exemplary embodiments", "examples", "specific examples", or "some examples" is meant to be combined with the implementation The specific features, structures, materials, or characteristics described in the examples or examples are included in at least one embodiment or example of the present application. In this specification, the schematic expression of the above term does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Although the embodiments of the present application have been shown and described, those of ordinary skill in the art may understand that various changes, modifications, replacements, and variations can be made to these embodiments without departing from the principle and purpose of the present application, The scope of the application is defined by the claims and their equivalents.

Claims (16)

1. A braking system for rail vehicles is characterized by comprising:

   A hydraulic unit and a hydraulic brake control unit, the hydraulic unit is electrically connected to the hydraulic brake control unit, the hydraulic unit includes one or more oil passages, and each of the oil passages is correspondingly provided with at least one brake;

   A plurality of electromechanical brake control units and a plurality of electromechanical units, each of the electromechanical brake control units corresponding to at least one of the electromechanical units,

   Wherein, when the rail vehicle is performing service braking, the hydraulic brake control unit is adapted to control the braking of the wheels of the rail vehicle corresponding to the brake through at least one of the oil paths; When braking after parking, at least one of the plurality of electromechanical brake control units is adapted to brake the wheels of the rail vehicle through the corresponding electromechanical unit.
2. The brake system for a rail vehicle according to claim 1, wherein each of the oil paths includes a service brake oil distribution path and a safety brake oil distribution path, and the service brake oil distribution path and The safety brake oil dividing circuit is connected in parallel, the common brake oil dividing circuit and the safety brake oil dividing circuit are located between the fuel tank and the corresponding brake, and the common brake oil dividing circuit and A safety brake valve is provided at an end of the safety brake oil distribution path adjacent to the brake, the safety brake valve has a first state and a second state

   When the rail vehicle brakes normally, the safety brake valve switches to the first state, so that the service brake oil passage is turned on, and the safety brake oil passage is blocked; When the rail vehicle is safely braked, the safety brake valve is switched to the second state, so that the safety brake oil passage is turned on and the service brake oil passage is blocked.
3. The brake system for a rail vehicle according to claim 2, characterized in that an energy accumulator is provided at one end of the service brake oil distribution passage and the safety brake oil distribution passage adjacent to the fuel tank, The accumulator communicates with the oil tank.
4. The braking system for a rail vehicle according to claim 3, wherein an on-off valve is provided between the accumulator and the oil tank of each of the oil passages, and a plurality of the oil The road is connected to the oil tank through a common oil path, and a hydraulic pump is provided on the common oil path.
5. The brake system for a rail vehicle according to claim 2, wherein the other end of the service brake oil distribution path is connected to the fuel tank and includes an oil inlet valve and an oil return valve arranged in parallel. The oil inlet valve and the oil return valve are electrically connected to the hydraulic brake control unit, respectively.
6. The brake system for a rail vehicle according to any one of claims 2-5, wherein the safety brake valve wire is connected in a safety brake circuit.
7. The braking system for a rail vehicle according to claim 6, characterized in that when the rail vehicle brakes normally, the safety brake circuit is energized, and the safety brake valve is in the first State; when the rail vehicle is safely braked, the safety brake circuit loses power, and the safety brake valve is in the second state.
8. The brake system for a rail vehicle according to any one of claims 1-7, characterized in that there is one oil passage, there are a plurality of brakes, and the hydraulic brake control unit passes the The oil circuit controls at least two pairs of the plurality of brakes to brake the wheels.
9. The braking system for a rail vehicle according to any one of claims 1-7, wherein there are two oil passages, and the two oil passages are a first oil passage and a second oil respectively The number of brakes is four, and the hydraulic brake control unit controls two pairs of the brakes through the first oil circuit to correspond to the wheel brakes and/or through the second oil circuit. The other two pairs of brakes correspond to the wheel brakes.
10. The braking system for a rail vehicle according to any one of claims 2-9, wherein each of the oil circuits further includes:

    Auxiliary relief oil passage, one end of the auxiliary relief oil passage is provided between the brake and the safety brake valve through an auxiliary relief valve, and the other end of the auxiliary relief oil passage is connected to the oil tank, the auxiliary The relief valve has a third state and a fourth state,

    When the rail vehicle brakes, the auxiliary relief valve switches to the third state, and the auxiliary relief oil passage is blocked so that the oil passage control corresponds to the brake pair corresponding to the wheel braking; when When the hydraulic unit cannot return oil, the auxiliary relief valve is switched to the fourth state, and the auxiliary relief oil path is conducted to return the brake to the oil.
11. The braking system for a rail vehicle according to any one of claims 1-10, further comprising:

    A central controller, the hydraulic brake control unit and each of the electromechanical brake control units are connected to the central controller.
12. The braking system for a rail vehicle according to claim 11, wherein the hydraulic unit further includes:

    A pressure switch, the pressure switch is used to detect a braking force corresponding to the brake, and the pressure switch is electrically connected to the central controller.
13. The brake system for a rail vehicle according to any one of claims 1-12, wherein each of the electromechanical brake control units is communicatively connected to the hydraulic brake control unit when the hydraulic pressure When the unit fails, the hydraulic brake control unit feeds back the fault signal to the electromechanical brake control unit. After receiving the fault signal, the electromechanical brake control unit controls the wheel move.
14. A rail vehicle is characterized by comprising:

    At least one car body, each of which is provided with multiple wheels;

    At least one braking system for a rail vehicle, the braking system being the braking system for a rail vehicle according to any one of claims 1-13, the braking system being configured to correspond to the vehicle In principle, there are a plurality of brakes, and the plurality of brakes respectively brake the plurality of wheels.
15. The rail vehicle according to claim 14, characterized in that there is one oil passage and there are a plurality of brakes, and the hydraulic brake control unit controls at least two of the plurality of brakes through the oil passages Each pair corresponds to the wheel brake.
16. The rail vehicle according to claim 14, wherein there are two oil passages, two oil passages are a first oil passage and a second oil passage, and the brakes are four, four The brakes are arranged in a square shape, two of the four brakes correspond to the first oil passage and are diagonally arranged, and the other two of the four brakes correspond to the second oil passage and are present Diagonally arranged.

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