WO2022021646A1 - 列车用制动系统和列车 - Google Patents
列车用制动系统和列车 Download PDFInfo
- Publication number
- WO2022021646A1 WO2022021646A1 PCT/CN2020/125502 CN2020125502W WO2022021646A1 WO 2022021646 A1 WO2022021646 A1 WO 2022021646A1 CN 2020125502 W CN2020125502 W CN 2020125502W WO 2022021646 A1 WO2022021646 A1 WO 2022021646A1
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- WIPO (PCT)
- Prior art keywords
- locomotive
- vehicle
- braking
- module
- control device
- Prior art date
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- 230000003137 locomotive effect Effects 0.000 claims abstract description 333
- 238000004891 communication Methods 0.000 claims abstract description 60
- 230000008054 signal transmission Effects 0.000 claims abstract description 21
- 238000012806 monitoring device Methods 0.000 claims description 19
- 238000003745 diagnosis Methods 0.000 claims description 14
- 230000005540 biological transmission Effects 0.000 claims description 7
- 238000012544 monitoring process Methods 0.000 claims description 6
- 230000001172 regenerating effect Effects 0.000 claims description 3
- 238000012423 maintenance Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 238000007689 inspection Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000000116 mitigating effect Effects 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 239000010720 hydraulic oil Substances 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
Images
Classifications
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- 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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0027—Radio-based, e.g. using GSM-R
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/009—On-board display devices
Definitions
- the present application relates to the technical field of locomotive machinery design and manufacture, and in particular, to a train braking system and a train.
- domestic locomotive and vehicle brake signal transmission media are mainly divided into the following three categories: air brakes that mainly use compressed air as the transmission medium, hydraulic brakes that mainly use hydraulic oil as the transmission medium, and electrical cables that use cables as the transmission medium.
- air brakes that mainly use compressed air as the transmission medium
- hydraulic brakes that mainly use hydraulic oil as the transmission medium
- electrical cables that use cables as the transmission medium.
- mechanical brakes although the transmission speed is gradually accelerated, brake failures sometimes occur due to poor piping or cable connections.
- the purpose of the present application is to provide a train braking system and a train, which can improve the safety and reliability of the braking system.
- a first aspect of the present application provides a braking system for a train, the train includes a locomotive and at least one vehicle detachably connected to the locomotive; the braking system includes a locomotive braking system for the locomotive and a vehicle braking system for the vehicle;
- the locomotive braking system includes a locomotive master control device, a display screen connected to the locomotive master control device through wireless communication, a vehicle brake signal transmission device, at least one brake controller and at least one locomotive base braking device ;
- the vehicle braking system includes a vehicle main control device connected with the vehicle brake signal transmission device through wireless communication, and at least one vehicle base braking device connected with the vehicle main control device through wireless communication;
- the locomotive main control device when operating the brake controller to brake, the locomotive main control device generates a basic braking force signal according to the received position signal of the brake handle in the brake controller, and generates a basic braking force signal according to the basic brake control device.
- the power signal controls the braking of the corresponding locomotive basic braking device; at the same time, the locomotive main control device transmits the basic braking force signal to the vehicle main control device through the vehicle braking signal transmission device, so The vehicle main control device controls the braking of the vehicle basic braking device corresponding thereto according to the basic braking force signal;
- the display screen can receive and display the information of the main control device of the locomotive.
- the locomotive braking system further includes a locomotive control and monitoring device, which is connected in communication with the locomotive main control device;
- the locomotive main control device when operating the brake controller to brake, sends a corresponding signal to the locomotive control and monitoring device according to the received position signal of the brake handle in the brake controller.
- electric braking force percentage request signal the locomotive control and monitoring device controls the locomotive motor regenerative braking after receiving the electric braking force percentage request signal, and outputs the corresponding electric braking force;
- the locomotive main control device controls the corresponding locomotive basic braking device to brake according to the basic braking force signal.
- the locomotive main control device has a locomotive brake command input and output module, a locomotive event recording module, a first power supply module and at least one locomotive basic brake control module;
- the locomotive system The locomotive command input and output module is connected with the brake controller through wireless communication, and is connected with the locomotive control and monitoring device through wired and/or wireless communication;
- the locomotive foundation brake control module is connected with the locomotive foundation The braking device is connected by wireless communication;
- the locomotive event recording module is used to record the fault of the locomotive;
- the first power supply module is used to supply power to the main control device of the locomotive;
- the first power supply module includes the first locomotive at least one of a power supply module and a first battery module, the first locomotive power supply module is electrically connected to a locomotive cable;
- the vehicle main control device has a vehicle braking command input and output module, a second power supply module, a vehicle event recording module and at least one vehicle basic braking control module; the vehicle braking command input and output module and the vehicle braking signal
- the transmission device is connected by wireless communication; the vehicle basic braking control module is connected with the vehicle basic braking device by wireless communication; the vehicle event recording module is used for recording vehicle faults; the second power supply module
- the second power supply module includes at least one of a second locomotive power supply module and a second battery module, and the second locomotive power supply module is electrically connected to a locomotive cable.
- the first power supply module includes at least one of the first locomotive power supply module and at least one of the first battery modules, and the first locomotive power supply module is located in the first locomotive power supply module. After the power of the battery module is exhausted, power is supplied to the main control device of the locomotive;
- the second power supply module includes at least one of the second locomotive power supply modules and at least one of the second battery modules, and the second locomotive power supply module is the main vehicle for the vehicle after the second battery module is exhausted. power supply to the control device.
- the locomotive foundation braking control module and the locomotive foundation braking device are provided with multiple and equal numbers; each of the locomotive foundation braking control modules independently controls a the locomotive foundation braking device; wherein each of the locomotive foundation braking devices comprises two locomotive brakes, the two locomotive brakes are respectively located at both ends of the locomotive axle;
- the vehicle base braking control module and the vehicle base braking device are provided with multiple and equal numbers; each of the vehicle base braking control modules independently controls one of the vehicle base braking devices; wherein, each The vehicle base braking device includes two vehicle brakes, and the two vehicle brakes are respectively located at two ends of the vehicle axle.
- each of the locomotive brakes in each of the locomotive foundation braking devices is respectively electrically connected with a locomotive cable, and/or, each of the locomotive foundation braking devices further includes a a third battery module for powering the locomotive brake;
- Each of the vehicle brakes in each of the vehicle base braking devices is respectively electrically connected to a vehicle cable, and/or each of the vehicle base braking devices further includes a fourth battery module for supplying power to the vehicle brakes .
- the plurality of said locomotive brakes comprise active locomotive brakes and passive locomotive brakes;
- the plurality of said vehicle brakes include vehicle active brakes and vehicle passive brakes.
- the locomotive main control device further has a wireless remote control and diagnosis module, a communication module, and at least one speed signal input module connected to the speed signal input module through wired communication. sensor;
- the wireless remote control and diagnosis module is used for sending the real-time data of locomotive operation to the ground train remote monitoring and diagnosis system, and for receiving the command signal sent by the ground train remote monitoring and diagnosis system;
- the communication module is connected with the locomotive control and monitoring device through wired communication, and the communication module includes a control local area network communication module or a multifunctional vehicle bus communication module;
- the speed sensor is used to detect the speed signal of the locomotive axle and send it to the speed signal input module;
- the locomotive main control device adjusts the magnitude of the braking force according to the speed signal received by the speed signal input module.
- the locomotive master control device can define the vehicle corresponding to the vehicle master control device as a door-closed vehicle when the vehicle master control device fails braking force of other vehicles.
- a second aspect of the present application provides a train, which includes a locomotive, at least one vehicle detachably connected to the locomotive, and the braking system according to any one of the above, the braking system including a locomotive for the locomotive A locomotive braking system and a vehicle braking system for said vehicle.
- the train braking system and train provided by the present application, by making the display screen, vehicle braking signal transmission device, braking controller and locomotive basic braking device in the locomotive braking system all communicate with the locomotive master control device by wireless communication and connect the vehicle main control device with the vehicle brake signal transmission device by wireless communication, and connect the vehicle basic brake device with the vehicle main control device by wireless communication, which can reduce the number of pipelines or cables in the braking system. It can alleviate the situation of brake failure caused by poor pipeline and cable connection, and improve the safety and reliability of the brake system.
- FIG. 1 is a structural block diagram of a train braking system shown in an embodiment of the application
- FIG. 2 is a structural block diagram of a locomotive braking system in a train braking system shown in an embodiment of the application;
- FIG. 3 is a structural block diagram of a vehicle braking system in a train braking system according to an embodiment of the application.
- Locomotive braking system 10. Locomotive main control device; 101. Locomotive braking command input and output module; 102. First locomotive power supply module; 103. First battery module; 104. Locomotive event recording module; 105. Locomotive foundation brake control module; 106, wireless remote control and diagnosis module; 107, communication module; 108, speed signal input module; 109, speed sensor; 11, display screen; 12, vehicle brake signal transmission device; 13, brake control 14.
- Vehicle braking system 20. Vehicle main control device; 201. Vehicle braking command input and output module; 202. Second locomotive power supply module; 203. Second battery module; 204. Vehicle event recording module; 205. Vehicle foundation brake control module; 21. vehicle basic braking device; 210, vehicle brake; 211, fourth battery module;
- Example embodiments will now be described more fully with reference to the accompanying drawings.
- Example embodiments can be embodied in various forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art.
- the same reference numerals in the drawings denote the same or similar structures, and thus their detailed descriptions will be omitted.
- the embodiment of the present application provides a braking system for a train, and the train can be a railway train, but not limited thereto, it can also be a road train; specifically, the train can include a locomotive and at least one vehicle detachably connected to the locomotive, It should be understood that the locomotive can be the head of the train, which is mainly used for pulling or pushing the vehicle; the vehicle can be the carriage of the train, which is mainly used for carrying goods or people; One is detachably connected to the locomotive, and the remaining vehicles are detachably connected one by one.
- the braking system may include a locomotive braking system 1 for a locomotive and a vehicle braking system 2 for a vehicle. It should be noted that each vehicle has a corresponding vehicle braking system 2 .
- the locomotive braking system 1 may include a locomotive master control unit (Bus Control Unit, BCU for short) 10, and a vehicle braking signal transmission device 12 connected to the locomotive master control unit 10 through wireless communication , at least one brake controller 13 and at least one basic locomotive braking device 14; and the locomotive braking system 1 may further include a display screen 11 connected with the locomotive master control device 10 through wireless communication; the display screen 11 can receive and display the information of the locomotive master control device 10; in addition, the train driver can also perform human-computer interaction through the display screen 11 (ie: the train driver can touch the display screen 11) to set the number of connected vehicles, traction tonnage and faults Information prompts and inquiries; and the vehicle braking system 2 may include a vehicle main control device 20 and at least one vehicle base braking device 21 connected to the vehicle main control device 20 through wireless communication, and the vehicle main control device 20 may communicate with the vehicle control device 20.
- a locomotive master control unit Bus Control Unit, BCU for short
- vehicle braking signal transmission device 12 connected to the locomotive master control unit 10 through wireless
- the device 10 feeds back the braking situation.
- the display screen 11, the vehicle braking signal transmission device 12, the brake controller 13 and the locomotive basic braking device 14 in the locomotive braking system 1 all use wireless communication with the locomotive master controller. device 10; and the vehicle main control device 20 is connected to the vehicle brake signal transmission device 12 by wireless communication, and the vehicle basic brake device 21 is connected to the vehicle main control device 20 by wireless communication, compared with the prior art.
- the mentioned air brakes, hydraulic brakes and electromechanical brakes, the application can reduce the installation of pipelines or cables in the braking system, so as to alleviate the situation of brake failure caused by poor pipeline and cable connection,
- the safety and reliability of the braking system are improved; in addition, the braking components of the train can be simplified in a large range, the installation and maintenance are more convenient, the response speed of the braking system is improved, the braking efficiency and the synchronization of the train are increased; and the train is improved. scope of application.
- the locomotive main control device 10 may generate a basic system according to the received position signal of the brake handle in the brake controller 13 . power signal, and control the braking of the corresponding locomotive basic braking device 14 according to the basic braking force signal; at the same time, the locomotive main control device 10 transmits the basic braking force signal to the vehicle main control device 20 through the vehicle braking signal transmission device 12, The vehicle main control device 20 controls the corresponding vehicle basic braking device 21 to brake according to the basic braking force signal.
- the locomotive master control device 10 and the vehicle master control device 20 can not only control the braking of the locomotive base braking device 14 and the vehicle base braking device 21, but also control the locomotive base braking device 14 and the vehicle base braking device. 21 Mitigation; specifically controlled according to the signal it receives.
- the locomotive base braking device 14 and the vehicle base braking device 21 execute the braking or mitigation request according to the received braking force signal command, and can output the braking force value according to the request.
- the position of the brake handle in the brake controller 13 is the same as that of the existing locomotive, which is convenient for the driver to operate.
- the basic braking device mentioned in the embodiments of the present application refers to the basic braking device in the locomotive vehicle braking device, from the brake cylinder piston push rod to the brake shoe and a series of levers,
- the device composed of the transmission parts such as the tie rod and the brake beam (also including the brake shoe gap automatic adjuster), that is, the basic braking device as a whole can be a mechanical brake.
- the locomotive master control device 10 can also define the vehicle corresponding to the vehicle master control device 20 as a door-closed vehicle when the vehicle master control device 20 fails, and increase the braking force for other vehicles to ensure reliable train braking sex.
- the locomotive braking system 1 not only includes the aforementioned mechanical brake, but also includes an electric brake; and when the electric brake is normal, the locomotive braking system 1 preferentially adopts the electric brake Specifically, as shown in FIG. 2, the locomotive braking system 1 may also include a locomotive control and monitoring device 15 (Train Control and Management System, TCMS), and this locomotive control and monitoring device 15 can be combined with the locomotive master control device 10; Among them, when the electric brake is normal, when the brake controller 13 is operated to brake, the locomotive main control device 10 controls and monitors the locomotive according to the received position signal of the brake handle in the brake controller 13.
- TCMS Train Control and Management System
- the device 15 sends a corresponding electric braking force percentage request signal; the locomotive control and monitoring device 15 receives the electric braking force percentage request signal to control the locomotive motor regenerative braking, and output the corresponding electric braking force to realize braking; In case of failure, that is: when the locomotive main control device 10 receives the electric brake fault signal sent from the locomotive control and monitoring device 15, the locomotive main control device 10 controls the corresponding locomotive basic braking device 14 to brake according to the basic braking force signal. move.
- the locomotive master control device 10 may have a locomotive brake command input and output module 101 , a locomotive event recording module 104 , a first power supply module, and at least one locomotive basic brake control module 105; Details:
- the locomotive brake command input and output module 101 can be connected with the brake controller 13 through wireless communication, and with the locomotive control and monitoring device 15 through wired and/or wireless communication; when operating the brake controller 13 to brake , the position signal of the brake handle in the brake controller 13 that can be received by the locomotive brake command input and output module 101; , this signal can include signals such as no brake system failure, no brake system warning, brake release and brake application.
- the locomotive basic braking control module 105 can be connected with the locomotive basic braking device 14 through wireless communication; when the locomotive brake command input and output module 101 receives the position signal of the brake handle, the corresponding locomotive basic braking control module 105 controls The locomotive base braking device 14 brakes or relieves.
- the locomotive event recording module 104 is used to record the faults of the locomotive, which is convenient to be called during the inspection and maintenance of the locomotive.
- the first power supply module is used to supply power to the locomotive main control device 10; the first power supply module may include at least one of the first locomotive power supply module 102 and the first battery module 103, and the first locomotive power supply module 102 is electrically connected to the locomotive cable 3. That is to say, the main control device 10 of the locomotive can be powered by the locomotive cable 3 completely, and can also be powered by the battery, and can also be powered by the locomotive cable 3 and the battery.
- the main control device 10 of the locomotive may be a redundant power supply mode using both the locomotive cable 3 and the battery, that is, the first power supply module may include at least one first locomotive power supply module 102 and at least one first battery module 103 to improve the reliability of the braking system; further, the first locomotive power supply module 102 in the locomotive main control device 10 may be provided with two circuits, which are mutually redundant.
- the first locomotive power supply module 102 of the locomotive main control device 10 supplies power to the locomotive main control device 10 after the power of the first battery module 103 is exhausted. After the battery power is exhausted or damaged, use the locomotive cable 3 to supply power; this can avoid the situation that the cable is in poor contact and affect the braking; but not limited to this, the locomotive cable 3 can also be used to supply power first, and the locomotive cable 3 is accidentally powered off. , using the battery as a backup power supply to improve the safety and reliability of the braking system.
- the number of the first locomotive power supply module 102 and the first battery module 103 is not limited to the number shown in FIG. 2 , and may be more, depending on the specific situation.
- the first battery module 103 can be arranged inside the main control device 10 of the locomotive, or can be arranged outside, depending on the specific situation.
- the locomotive foundation braking control module 105 and the locomotive foundation braking device 14 may be provided with multiple and equal numbers; each locomotive foundation braking control module 105 only independently controls one locomotive foundation braking device 14, that is to say, Each locomotive foundation braking device 14 is controlled independently of each other; wherein, each locomotive foundation braking device 14 may include two locomotive brakes 140, the two locomotive brakes 140 are respectively located at both ends of the locomotive axle, the two locomotive brakes 140 may be defined as the left locomotive brake and the right locomotive brake, respectively. Since the basic braking devices 14 of each locomotive are controlled independently of each other, the redundancy of the braking force is extremely high, which makes it possible from “axle control” to "wheel control". It should be understood that "axle control” means right Each locomotive axle is braked; “wheel control” is the braking of each locomotive wheel.
- each locomotive brake 140 in each locomotive foundation braking device 14 is electrically connected to the locomotive cable 3 respectively, and/or each locomotive foundation braking device 14 further includes a third battery module for supplying power to the locomotive brake 140 141; that is to say, the locomotive brake 140 can be completely powered by the locomotive cable 3, or completely powered by the battery, and can also be a redundant power supply mode for both the locomotive cable 3 and the battery. Further, the locomotive brake 140 can be a mutually redundant power supply mode in which both the locomotive cable 3 and the battery are used. The locomotive brake 140 can use the battery as a backup power supply for power supply after the locomotive cable 3 is accidentally powered off, so as to improve the braking system. Safety and reliability.
- the number of the locomotive foundation braking control module 105 and the locomotive foundation braking device 14 may be the same as the number of axles of the locomotive. Taking a four-axle locomotive as an example, the locomotive has four axles. Therefore, as shown in FIG. 2 , There should be four locomotive foundation braking devices 14, each locomotive foundation braking device 14 corresponds to a locomotive axle; and the locomotive foundation control module corresponds to a locomotive foundation braking device 14; it should be noted that the locomotive foundation braking device 14 corresponds to The number of the control modules 105 and the locomotive base braking devices 14 is not limited to the four shown in FIG. 2 , but may be more or less, depending on the number of the locomotive axles.
- each locomotive base braking device 14 is not limited to the one shown in FIG. 2 , and more can be provided; and the third battery modules 141 can be located inside the locomotive base braking device 14, or May be located externally; subject to availability.
- the plurality of locomotive brakes 140 may include active locomotive brakes and passive locomotive brakes; the parking brake function of the locomotive is to set a certain number in the locomotive basic braking device 14 according to the size and actual needs of the line ramp. It can be realized by using the passive brake, that is, when the locomotive is running, the passive brake is relieved, and the locomotive has no braking force. Once the power is cut off when the vehicle is stopped or unexpectedly powered off, the passive brake automatically applies the maximum braking force to ensure the safety of the train.
- the locomotive main control device 10 further has a wireless remote control and diagnosis module 106 , a communication module 107 , a speed signal input module 108 and the speed signal input module 108 connected through wired communication at least one speed sensor 109 of the ; details:
- the wireless remote control and diagnosis module 106 is used to send the real-time data of the locomotive operation to the ground train remote monitoring and diagnosis system, so that other staff can grasp the operation status of the train braking system in time; and the wireless remote control and diagnosis module 106 is also used to receive The command signal issued by the ground train remote monitoring and diagnosis system; to control the train deceleration and improve the safety of the train operation.
- the communication module 107 can be connected to the locomotive control and monitoring device 15 or other communication devices through wired communication, so as to transmit information; but not limited thereto, wireless communication can also be used.
- the communication module 107 includes a control area network (CAN) communication module or a multi-function vehicle bus (MVB) communication module.
- CAN control area network
- MVB multi-function vehicle bus
- the speed sensor 109 is used to detect the speed signal of the locomotive axle and send it to the speed signal input module 108; As shown in FIG. 2 , the number of speed sensors 109 can be consistent with the number of axles of the locomotive and correspond one-to-one; taking a four-axle locomotive as an example, four speed sensors 109 can be provided, and each speed sensor 109 is correspondingly provided on a At the locomotive axle, it is used to detect the speed of the corresponding locomotive axle.
- the number of speed sensors 109 is not limited to the four shown in FIG. 2 , but may also be more or less, depending on the number of axles of the locomotive.
- the vehicle main control device 20 may have a vehicle brake command input and output module 201 , a second power supply module, a vehicle event recording module 204 and at least one vehicle base brake control module 205; Details:
- the vehicle brake command input and output module 201 is connected with the vehicle brake signal transmission device 12 through wireless communication; the locomotive master control device 10 transmits the basic braking force signal to the vehicle brake command input and output module 201 through the vehicle brake signal transmission device 12 ;
- the vehicle basic braking control module 205 is connected with the vehicle basic braking device 21 through wireless communication; when the vehicle braking command input and output module 201 receives the basic braking force signal transmitted from the locomotive master control device 10, the vehicle basic braking control The module 205 can control the corresponding vehicle base braking device 21 to brake or release according to the base braking force signal. It should be noted that the vehicle brake command input and output module 201 can not only transmit signals such as brake relief and brake application with the locomotive master control device 10, but also transmit no brake system failure, no brake system warning, etc. Signal.
- the vehicle event recording module 204 is used to record vehicle faults, which is convenient for calling during vehicle inspection and maintenance.
- the second power supply module is used to supply power to the vehicle main control device 20; the second power supply module may include at least one of the second locomotive power supply module 202 and the second battery module 203, and the second locomotive power supply module 202 is electrically connected to the locomotive cable 3 connect. That is to say, the vehicle main control device 20 can be powered by the locomotive cable 3 completely, and can also be powered by the battery, and can also be a mutually redundant power supply mode in which both the locomotive cable 3 and the battery are used.
- the vehicle main control device 20 may be a mutually redundant power supply mode using both the locomotive cable 3 and the battery, that is, the second power supply module may include at least one second locomotive power supply module 202 and at least one second battery Module 203 to improve the reliability of the braking system.
- the second locomotive power supply module 202 of the vehicle main control device 20 supplies power to the vehicle main control device 20 after the power of the second battery module 203 is exhausted, that is to say, the vehicle main control device 20 preferentially uses the battery for power supply, After the battery power is exhausted or damaged, use the locomotive cable 3 to supply power; this can avoid the situation that the cable is in poor contact and affect the braking; but not limited to this, the locomotive cable 3 can also be used to supply power first, and the locomotive cable 3 is accidentally powered off. , using the battery as a backup power supply to improve the safety and reliability of the braking system.
- the number of the second locomotive power supply module 202 and the second battery module 203 is not limited to the one shown in FIG. 3 , but can also be more, depending on the specific situation.
- the second battery module 203 can be arranged inside the main control device 10 of the locomotive, or can be arranged outside, depending on the specific situation.
- each vehicle base braking control module 205 and the vehicle base braking device 21 may be provided with multiple and equal numbers; each vehicle base braking control module 205 independently controls only one vehicle base braking device 21; that is, Each vehicle base braking device 21 is controlled independently of each other; wherein, each vehicle base braking device 21 may include two vehicle brakes 210, the two vehicle brakes 210 are respectively located at both ends of the vehicle axle, the two vehicle brakes The two vehicle brakes 210 are respectively located at both ends of the vehicle axle, and the two vehicle brakes 210 can be respectively defined as a left vehicle brake and a right vehicle brake.
- each vehicle brake 210 in each vehicle base braking device 21 is respectively electrically connected with the vehicle cable, and/or, each vehicle base braking device 21 further includes a fourth battery module 211 for supplying power to the vehicle brake 210 That is to say, the vehicle brake 210 can be completely powered by the locomotive cable 3, and can also be powered by the battery, and can also be a redundant power supply mode in which both the locomotive cable 3 and the battery are used. Further, the vehicle brake 210 can be a mutually redundant power supply mode in which both the locomotive cable 3 and the battery are used. The vehicle brake 210 can use the battery as a backup power supply for power supply after the locomotive cable 3 is accidentally cut off, so as to improve the braking system. Safety and reliability.
- the number of vehicle base braking control modules 205 and vehicle base braking devices 21 may be the same as the number of vehicle axles. Taking a four-axle vehicle as an example, the vehicle has four axles. Therefore, as shown in FIG. 3 , There should be four vehicle base braking devices 21, each vehicle base braking device 21 corresponds to a vehicle axle; and the vehicle base control module corresponds to a vehicle base braking device 21; it should be noted that the vehicle base braking device 21 corresponds to The number of control modules 205 and vehicle base braking devices 21 is not limited to the four shown in FIG. 3 , but may be more or less, depending on the number of vehicle axles.
- each vehicle base braking device 21 is not limited to the one shown in FIG. 3 , and more can be provided; and the fourth battery module 211 may be located inside the vehicle base braking device 21, or May be located externally; subject to availability.
- the plurality of vehicle brakes 210 include active vehicle brakes and passive vehicle brakes. That is to say, the vehicle also sets a certain number of passive brakes according to the requirements of the line gradient to realize the vehicle parking braking function.
- the safety circuit between the locomotive and the vehicle is disconnected, that is, the locomotive passive brake and the vehicle passive brake automatically apply the maximum braking force to ensure the safety of the train.
- the emergency braking command is sent by the locomotive main control device 10, and the entire train applies the emergency braking maximum braking force.
- each locomotive brake 140 and each vehicle brake 210 can also be added with a two-dimensional code identification, which facilitates information collection, intelligent maintenance and maintenance management.
- the locomotive main control device 10 the display screen 11, the vehicle braking signal transmission device 12, the brake controller 13, and the locomotive basic braking device 14 all use an independent locomotive power supply or battery Power on.
- the dotted lines used to connect the various components represent wireless connections, and the solid lines represent wired connections.
- the embodiment of the present application also provides a train, which includes a locomotive, at least one vehicle detachably connected to the locomotive, and the braking system described in any of the above embodiments, the braking system includes a locomotive braking system 1 for a locomotive and a vehicle braking system 2 for a vehicle.
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Abstract
一种列车用制动系统及列车，制动系统包括机车制动系统（1）和车辆制动系统（2）；机车制动系统（1）包括机车主控装置（10）、以及与机车主控装置（10）通过无线通信方式连接的显示屏（11）、车辆制动信号传输装置（12）、至少一个制动控制器（13）和至少一个机车基础制动装置（14）；车辆制动系统（2）包括与车辆制动信号传输装置（12）通过无线通信方式连接的车辆主控装置（20）、以及与车辆主控装置（20）通过无线通信方式连接的至少一个车辆基础制动装置（21）。该方案能够提高制动系统安全性和可靠性。
Description
交叉引用
本公开要求于2020年7月30日提交的申请号为202010750533.7名称均为“列车用制动系统和列车”的中国专利申请的优先权，该中国专利申请的全部内容通过引用全部并入本文。
本申请涉及机车机械设计制造技术领域，具体而言，涉及一种列车用制动系统和列车。
目前国内机车、车辆制动信号传输介质主要分为以下三类：主要以压缩空气为传输介质的空气制动机、主要以液压油作为传输介质的液压制动、及以电缆作为传输介质的电机械制动机，虽然传输速度逐渐加快，但是因管路或电缆连接不良导致制动故障时有发生。
需要说明的是，在上述背景技术部分公开的信息仅用于加强对本申请的背景的理解，因此可以包括不构成对本领域普通技术人员已知的现有技术的信息。
公开内容
本申请的目的在于提供一种列车用制动系统和列车，能够提高制动系统安全性和可靠性。
本申请第一方面提供了一种列车用制动系统，所述列车包括机车和至少一个与所述机车可拆卸连接的车辆；所述制动系统包括用于所述机车的机车制动系统和用于所述车辆的车辆制动系统；
所述机车制动系统包括机车主控装置、以及与所述机车主控装置通过无线通信方式连接的显示屏、车辆制动信号传输装置、至少一个制动控制器和至少一个机车基础制动装置；
所述车辆制动系统包括与所述车辆制动信号传输装置通过无线通信方式连接的车辆主控装置、以及与所述车辆主控装置通过无线通信方式连接的至少一个车辆基础制动装置；
其中，当操作所述制动控制器进行制动时，所述机车主控装置根据接收到的所述制动控制器中制动手柄的位置信号生成基础制动力信号，并根据所述基础制动力信号控制与其对应的所述机车基础制动装置制动；同时，所述机车主控装置通过所述车辆制动信号传输装置将所述基础制动力信号传输至所述车辆主控装置，所述车辆主控装置根据所述基础制动力信号控制与其对应的所述车辆基础制动装置制动；
所述显示屏能够接收并显示所述机车主控装置的信息。
在本申请的一种示例性实施例中，所述机车制动系统还包括机车控制和监控装置，与所述机车主控装置通信连接；
其中，当操作所述制动控制器进行制动时，所述机车主控装置根据接收到的所述制动控制器中制动手柄的位置信号，向所述机车控制和监控装置发出对应的电制动力百分比请求信号；所述机车控制和监控装置接收到所述电制动力百分比请求信号控制机车电机再生制动，输出对应的电制动力；在所述机车主控装置接收到来自所述机车控制和监控装置发送的电制动故障信号时，所述机车主控装置根据所述基础制动力信号控制与其对应的所述机车基础制动装置制动。
在本申请的一种示例性实施例中，所述机车主控装置具有机车制动指令输入输出模块、机车事件记录模块、第一供电模块以及至少一个机车基础制动控制模块；所述机车制动指令输入输出模块与所述制动控制器通过无线通信方式连接，并与所述机车控制和监控装置通过有线和/或无线通信方式连接；所述机车基础制动控制模块与所述机车基础制动装置通过无线通信方式连接；所述机车事件记录模块用于对机车故障进行记录；所述第一供电模块用于为所述机车主控装置供电；所述第一供电模块包括第一机车供电模块和第一蓄电池模块中的至少一种，所述第一机车供电模块与机车电缆电连接；
所述车辆主控装置具有车辆制动指令输入输出模块、第二供电模块、车辆事件记录模块以及至少一个车辆基础制动控制模块；所述车辆制动指令输入输出模块与所述车辆制动信号传输装置通过无线通信方式连接；所述车辆基础制动控制模块与所述车辆基础制动装置通过无线通信方式连接；所述车辆事件记录模块用于对车辆故障进行记录；所述第二供电模块用于为所述车辆主控装置供电；所述第二供电模块包括第二机车供电模块和第二蓄电池模块中的至少一种，所述第二机车供电模块与机车电缆电连接。
在本申请的一种示例性实施例中，所述第一供电模块包括至少一个所述第一机车供电模块和至少一个所述第一蓄电池模块，所述第一机车供电模块在所述第一蓄电池模块的电量耗尽后为所述机车主控装置供电；
所述第二供电模块包括至少一个所述第二机车供电模块和至少一个所述第二蓄电池模块，所述第二机车供电模块在所述第二蓄电池模块的电量耗尽后为所述车辆主控装置供电。
在本申请的一种示例性实施例中，所述机车基础制动控制模块和所述机车基础制动装置设置有多个、且数量相等；每个所述机车基础制动控制模块独立控制一所述机车基础制动装置；其中，每个所述机车基础制动装置包括两个机车制动器，所述两个机车制动器分别位于机车车轴的两端；
所述车辆基础制动控制模块和所述车辆基础制动装置设置有多个、且数量相等；每个所述车辆基础制动控制模块独立控制一所述车辆基础制动装置；其中，每个所述车辆基础制动装置包括两个车辆制动器，所述两个车辆制动器分别位于车辆车轴的两端。
在本申请的一种示例性实施例中，每个所述机车基础制动装置中各所述机车制动器分 别与机车电缆电连接，和/或，每个所述机车基础制动装置还包括用于为所述机车制动器供电的第三蓄电池模块；
每个所述车辆基础制动装置中各所述车辆制动器分别与车辆电缆电连接，和/或，每个所述车辆基础制动装置还包括用于为所述车辆制动器供电的第四蓄电池模块。
在本申请的一种示例性实施例中，多个所述机车制动器包括机车主动式制动器和机车被动式制动器；
多个所述车辆制动器包括车辆主动式制动器和车辆被动式制动器。
在本申请的一种示例性实施例中，所述机车主控装置还具有无线远程控制和诊断模块、通信模块、速度信号输入模块与所述速度信号输入模块通过有线通信方式连接的至少一个速度传感器；
其中，所述无线远程控制和诊断模块用于将机车运行实时数据发送至地面列车远程监视与诊断系统，并用于接收所述地面列车远程监视与诊断系统发出的指令信号；
所述通信模块通过有线通信方式与所述机车控制和监控装置连接，所述通信模块包括控制局域网通信模块或多功能车辆总线通信模块；
所述速度传感器用于检测机车车轴的速度信号并发送至所述速度信号输入模块；
所述机车主控装置根据所述速度信号输入模块接收到的速度信号对制动力大小进行调整。
在本申请的一种示例性实施例中，所述机车主控装置在所述车辆主控装置发生故障时，能够将与所述车辆主控装置对应的车辆定义为关门车，并加大对其他车辆的制动力。
本申请第二方面提供了一种列车，其包括机车、至少一个与所述机车可拆卸连接的车辆以及上述中任一项所述的制动系统，所述制动系统包括用于所述机车的机车制动系统和用于所述车辆的车辆制动系统。
本申请提供的技术方案可以达到以下有益效果：
本申请所提供的列车用制动系统和列车，通过使机车制动系统中的显示屏、车辆制动信号传输装置、制动控制器和机车基础制动装置均采用无线通信方式与机车主控装置；以及使车辆主控装置采用无线通信方式与车辆制动信号传输装置连接、使车辆基础制动装置采用无线通信方式与车辆主控装置连接，这样可减少制动系统中管路或电缆的设置，从而可缓解因管路和电缆连接不良导致制动故障的情况，提高了制动系统的安全性和可靠性。
应当理解的是，以上的一般描述和后文的细节描述仅是示例性和解释性的，并不能限制本申请。
此处的附图被并入说明书中并构成本说明书的一部分，示出了符合本申请的实施例，并与说明书一起用于解释本申请的原理。显而易见地，下面描述中的附图仅仅是本申请 的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本申请一实施例所示出的列车用制动系统的结构框图；
图2为本申请一实施例所示出的列车用制动系统中机车制动系统的结构框图；
图3为本申请一实施例所示出的列车用制动系统中车辆制动系统的结构框图。
附图标记说明：
1、机车制动系统；10、机车主控装置；101、机车制动指令输入输出模块；102、第一机车供电模块；103、第一蓄电池模块；104、机车事件记录模块；105、机车基础制动控制模块；106、无线远程控制和诊断模块；107、通信模块；108、速度信号输入模块；109、速度传感器；11、显示屏；12、车辆制动信号传输装置；13、制动控制器；14、机车基础制动装置；140、机车制动器；141、第三蓄电池模块；15、机车控制和监控装置；
2、车辆制动系统；20、车辆主控装置；201、车辆制动指令输入输出模块；202、第二机车供电模块；203、第二蓄电池模块；204、车辆事件记录模块；205、车辆基础制动控制模块；21、车辆基础制动装置；210、车辆制动器；211、第四蓄电池模块；
3、机车电缆。
现在将参考附图更全面地描述示例实施方式。然而，示例实施方式能够以多种形式实施，且不应被理解为限于在此阐述的实施方式；相反，提供这些实施方式使得本申请将全面和完整，并将示例实施方式的构思全面地传达给本领域的技术人员。图中相同的附图标记表示相同或类似的结构，因而将省略它们的详细描述。
虽然本说明书中使用相对性的用语，例如“上”“下”来描述图标的一个组件对于另一组件的相对关系，但是这些术语用于本说明书中仅出于方便，例如根据附图中所述的示例的方向。能理解的是，如果将图标的装置翻转使其上下颠倒，则所叙述在“上”的组件将会成为在“下”的组件。当某结构在其它结构“上”时，有可能是指某结构一体形成于其它结构上，或指某结构“直接”设置在其它结构上，或指某结构通过另一结构“间接”设置在其它结构上。
用语“一个”、“一”、“该”、“所述”用以表示存在一个或多个要素/组成部分/等；用语“包括”和“具有”用以表示开放式的包括在内的意思并且是指除了列出的要素/组成部分/等之外还可存在另外的要素/组成部分/等；用语“第一”和“第二”等仅作为标记使用，不是对其对象的数量限制。
本申请实施例提供了一种列车用制动系统，此列车可为铁路列车，但不限于此，也可为公路列车；具体地，列车可包括机车和至少一个与机车可拆卸连接的车辆，应当理解的 是，此机车可为列车的车头，主要用于牵引或推送车辆运行；车辆可为列车的车厢，主要用于载货或载人；车辆可设置有多个，多个车辆中的一个与机车可拆卸连接，其余车辆一个接一个可拆卸连接。而如图1所示，制动系统可包括用于机车的机车制动系统1和用于车辆的车辆制动系统2，需要说明的是，每个车辆均对应具有一车辆制动系统2。
其中，如图1所示，机车制动系统1可包括机车主控装置(Bus Control Unit，简称：BCU)10、以及与机车主控装置10通过无线通信方式连接的车辆制动信号传输装置12、至少一个制动控制器13和至少一个机车基础制动装置14；且此机车制动系统1还可包括与机车主控装置10通过无线通信方式连接的显示屏11；此显示屏11能够接收并显示机车主控装置10的信息；此外，列车司机也可通过此显示屏11进行人机交互(即：列车司机可通过触摸此显示屏11)，来设置连接车辆的数量、牵引吨位以及故障信息提示和查询；而车辆制动系统2可包括车辆主控装置20以及与车辆主控装置20通过无线通信方式连接的至少一个车辆基础制动装置21，且车辆主控装置20可与车辆制动信号传输装置12通过无线通信方式连接的车辆主控装置20，该车辆主控装置20可通过车辆制动信号传输装置12能够接收来自机车主控装置10发送的制动信号或向机车主控装置10反馈制动情况。
在本申请的实施例中，通过使机车制动系统1中的显示屏11、车辆制动信号传输装置12、制动控制器13和机车基础制动装置14均采用无线通信方式与机车主控装置10；以及使车辆主控装置20采用无线通信方式与车辆制动信号传输装置12连接、使车辆基础制动装置21采用无线通信方式与车辆主控装置20连接，相比于现有技术中提到的空气制动机、液压制动和电机械制动机，本申请可减少制动系统中管路或电缆的设置，从而可缓解因管路和电缆连接不良导致制动故障的情况，提高了制动系统的安全性和可靠性；此外，还可大范围简化列车制动部件，安装、维护更加方便，提高制动系统响应速度，增加制动效能和列车同步性；以及提升了列车的应用范围。
需要说明的是，在本申请的实施例中，当操作制动控制器13进行制动时，机车主控装置10可根据接收到的制动控制器13中制动手柄的位置信号生成基础制动力信号，并根据基础制动力信号控制与其对应的机车基础制动装置14制动；同时，机车主控装置10通过车辆制动信号传输装置12将基础制动力信号传输至车辆主控装置20，车辆主控装置20根据基础制动力信号控制与其对应的车辆基础制动装置21制动。
应当理解的是，机车主控装置10、车辆主控装置20不仅可以控制机车基础制动装置14、车辆基础制动装置21制动，也可控制机车基础制动装置14、车辆基础制动装置21缓解；具体根据其接收到的信号来控制。且机车基础制动装置14、车辆基础制动装置21根据接收到的制动力信号指令执行制动或缓解要求，并可根据要求输出制动力数值。制动控制器13中制动手柄的位置与既有机车一致，方便司机操作。
此外，还应当理解的是，本申请实施例中提到的基础制动装置基础制动装置是指机车车辆制动装置中，在制动缸活塞推杆之后至闸瓦以及其间一系列杠杆、拉杆、制动梁等传 动部分(也包括闸瓦间隙自动调整器)所组成的装置，即：基础制动装置整体可为机械式制动。
其中，机车主控装置10在车辆主控装置20发生故障时，还能够将与车辆主控装置20对应的车辆定义为关门车，并加大对其他车辆的制动力，以保证列车制动可靠性。
在本申请一实施例中，机车制动系统1不仅包括前述提到的机械式制动，还可包括电制动；且在电制动正常的情况下，机车制动系统1优先采用电制动；具体地，如图2所示，机车制动系统1还可包括机车控制和监控装置15(Train Control and Management System，TCMS)，此机车控制和监控装置15可与机车主控装置10；其中，在电制动正常的情况下，当操作制动控制器13进行制动时，机车主控装置10根据接收到的制动控制器13中制动手柄的位置信号，向机车控制和监控装置15发出对应的电制动力百分比请求信号；机车控制和监控装置15接收到电制动力百分比请求信号控制机车电机再生制动，输出对应的电制动力，以实现制动；在电制动发生故障时，即：在机车主控装置10接收到来自机车控制和监控装置15发送的电制动故障信号时，机车主控装置10根据基础制动力信号控制与其对应的机车基础制动装置14制动。
在本申请的一实施例中，如图2所示，机车主控装置10可具有机车制动指令输入输出模块101、机车事件记录模块104、第一供电模块以及至少一个机车基础制动控制模块105；详细说明：
机车制动指令输入输出模块101可与制动控制器13通过无线通信方式连接，并与机车控制和监控装置15通过有线和/或无线通信方式连接；在操作制动控制器13进行制动时，机车制动指令输入输出模块101可接收到的制动控制器13中制动手柄的位置信号；且此机车制动指令输入输出模块101可与机车控制和监控装置15之间可进行信号传输，此信号可包括无制动系统故障、无制动系统警告、制动缓解及制动施加等信号。
机车基础制动控制模块105可与机车基础制动装置14通过无线通信方式连接；在机车制动指令输入输出模块101接收到制动手柄的位置信号时，通过对应机车基础制动控制模块105控制机车基础制动装置14制动或缓解。
机车事件记录模块104用于对机车故障进行记录，方便机车检修和保养时调用。
第一供电模块用于为机车主控装置10供电；此第一供电模块可包括第一机车供电模块102和第一蓄电池模块103中的至少一种，第一机车供电模块102与机车电缆3电连接；也就是说，机车主控装置10可完全采用机车电缆3供电，也可完全采用蓄电池供电，还可为机车电缆3和蓄电池两种方式都采用的互为冗余供电方式。
优选地，机车主控装置10可为机车电缆3和蓄电池两种方式都采用的互为冗余供电方式，即：第一供电模块可包括至少一个第一机车供电模块102和至少一个第一蓄电池模块103，以提高制动系统的可靠性；进一步地，机车主控装置10中第一机车供电模块102可设置有两路，互为冗余。
需要说明的是，机车主控装置10的第一机车供电模块102在第一蓄电池模块103的 电量耗尽后为机车主控装置10供电，也就是说，机车主控装置10优先采用蓄电池供电，在蓄电池电量耗尽或损坏后，再使用机车电缆3供电；这样可避免电缆接触不良而影响制动的情况；但不限于此，也可先机车电缆3供电，在机车电缆3意外断电后，采用蓄电池作为备用电源进行供电，提高制动系统安全性、可靠性。
此外，应当理解的是，第一机车供电模块102和第一蓄电池模块103的数量不限于图2中所示的数量，也可为更多，视具体情况而定。且第一蓄电池模块103可设置在机车主控装置10内部，也可设置在外部，视具体情况而定。
其中，机车基础制动控制模块105和机车基础制动装置14可设置有多个、且数量相等；每个机车基础制动控制模块105仅独立控制一机车基础制动装置14，也就是说，每个机车基础制动装置14都是相互独立控制；其中，每个机车基础制动装置14可包括两个机车制动器140，两个机车制动器140分别位于机车车轴的两端，这两个机车制动器140可分别定义为左侧机车制动器和右侧机车制动器。由于每个机车基础制动装置14都是相互独立控制的，其制动力的冗余度极高，使“轴控”到“轮控”成为可能，应当理解的是，“轴控”为对每个机车车轴进行制动；“轮控”为对每个机车车轮进行制动。
优选地，每个机车基础制动装置14中各机车制动器140分别与机车电缆3电连接，和/或，每个机车基础制动装置14还包括用于为机车制动器140供电的第三蓄电池模块141；也就是说，机车制动器140可完全采用机车电缆3供电，也可完全采用蓄电池供电，还可为机车电缆3和蓄电池两种方式都采用的互为冗余供电方式。进一步地，机车制动器140可为机车电缆3和蓄电池两种方式都采用的互为冗余供电方式，机车制动器140在机车电缆3意外断电后可采用蓄电池作为备用电源进行供电，提高制动系统安全性、可靠性。
应当理解的是，机车基础制动控制模块105和机车基础制动装置14的数量可与机车车轴的数量相同，以四轴机车为例，机车具有四个车轴，因此，如图2所示，机车基础制动装置14应设置有四个，每个机车基础制动装置14与一机车车轴对应；且机车基础控制模块与一机车基础制动装置14对应；需要说明的是，机车基础制动控制模块105和机车基础制动装置14的数量不限于图2中所示的4个，也可为更多或更少，具体根据机车车轴的数量而定。且每个机车基础制动装置14中第三蓄电池模块141的数量不限于图2中所示的一个，也可设置更多；且第三蓄电池模块141可以位于机车基础制动装置14内部，也可位于外部；视具体情况而定。
可选地，多个机车制动器140可包括机车主动式制动器和机车被动式制动器；机车的停放制动功能是通过在机车基础制动装置14中，根据线路坡道的大小和实际需要，设置一定数量的被动式制动器来实现，即：机车运行时被动式制动器被缓解，机车无制动力，一旦停车断电或开车意外断电后，被动式制动器自动施加最大制动力，来保障列车安全。
在本申请的一些实施例中，如图2所示，机车主控装置10还具有无线远程控制和诊断模块106、通信模块107、速度信号输入模块108与速度信号输入模块108通过有线通信方式连接的至少一个速度传感器109；详细说明：
无线远程控制和诊断模块106用于将机车运行实时数据发送至地面列车远程监视与诊断系统，以便于其他工作人员及时掌握列车制动系统运行状况；且无线远程控制和诊断模块106还用于接收地面列车远程监视与诊断系统发出的指令信号；以控制列车减速，提高列车运行的安全性。
通信模块107可通过有线通信方式与机车控制和监控装置15或其他通讯设备连接，以进行信息传输；但不限于此，也可通过无线通信方式。其中，通信模块107包括控制局域网(CAN)通信模块或多功能车辆总线(MVB)通信模块。
速度传感器109用于检测机车车轴的速度信号并发送至速度信号输入模块108；机车主控装置10根据速度信号输入模块108接收到的速度信号对制动力大小进行调整，以实现闭环控制。如图2所示，速度传感器109的数量可与机车车轴的数量一致，并一一对应；以四轴机车为例，此速度传感器109可设置有四个，每个速度传感器109对应设置在一机车车轴处，用于检测与其对应的机车车轴的速度。
需要说明的是，速度传感器109的数量不限于图2中所示的4个，也可为更多或更少，具体根据机车车轴的数量而定。
在本申请的一些实施例中，如图3所示，车辆主控装置20可具有车辆制动指令输入输出模块201、第二供电模块、车辆事件记录模块204以及至少一个车辆基础制动控制模块205；详细说明：
车辆制动指令输入输出模块201与车辆制动信号传输装置12通过无线通信方式连接；机车主控装置10通过车辆制动信号传输装置12将基础制动力信号传输至车辆制动指令输入输出模块201；
车辆基础制动控制模块205与车辆基础制动装置21通过无线通信方式连接；在车辆制动指令输入输出模块201接收到机车主控装置10传输来的基础制动力信号时，车辆基础制动控制模块205可根据此基础制动力信号控制与其对应的车辆基础制动装置21制动或缓解。需要说明的是，此车辆制动指令输入输出模块201不仅可与机车主控装置10进行制动缓解和制动施加等信号的传输，还可传输无制动系统故障、无制动系统警告等信号。
车辆事件记录模块204用于对车辆故障进行记录，方便车辆检修和保养时调用。
第二供电模块用于为车辆主控装置20供电；此第二供电模块可包括第二机车供电模块202和第二蓄电池模块203中的至少一种，第二机车供电模块202与机车电缆3电连接。也就是说，车辆主控装置20可完全采用机车电缆3供电，也可完全采用蓄电池供电，还可为机车电缆3和蓄电池两种方式都采用的互为冗余供电方式。
优选地，车辆主控装置20可为机车电缆3和蓄电池两种方式都采用的互为冗余供电方式，即：第二供电模块可包括至少一个第二机车供电模块202和至少一个第二蓄电池模块203，以提高制动系统的可靠性。
需要说明的是，车辆主控装置20的第二机车供电模块202在第二蓄电池模块203的电量耗尽后为车辆主控装置20供电，也就是说，车辆主控装置20优先采用蓄电池供电， 在蓄电池电量耗尽或损坏后，再使用机车电缆3供电；这样可避免电缆接触不良而影响制动的情况；但不限于此，也可先机车电缆3供电，在机车电缆3意外断电后，采用蓄电池作为备用电源进行供电，提高制动系统安全性、可靠性。
此外，应当理解的是，第二机车供电模块202和第二蓄电池模块203的数量不限于图3中所示的一个，也可为更多，视具体情况而定。且第二蓄电池模块203可设置在机车主控装置10内部，也可设置在外部，视具体情况而定。
其中，车辆基础制动控制模块205和车辆基础制动装置21可设置有多个、且数量相等；每个车辆基础制动控制模块205仅独立控制一车辆基础制动装置21；也就是说，每个车辆基础制动装置21都是相互独立控制；其中，每个车辆基础制动装置21可包括两个车辆制动器210，两个车辆制动器210分别位于车辆车轴的两端，这两个车辆制动器210分别位于车辆车轴的两端，这两个车辆制动器210可分别定义为左侧车辆制动器和右侧车辆制动器。由于每个车辆基础制动装置21都是相互独立控制的，其制动力的冗余度极高，使“轴控”到“轮控”成为可能，应当理解的是，“轴控”为对每个车辆车轴进行制动；“轮控”为对每个车辆车轮进行制动。
优选地，每个车辆基础制动装置21中各车辆制动器210分别与车辆电缆电连接，和/或，每个车辆基础制动装置21还包括用于为车辆制动器210供电的第四蓄电池模块211；也就是说，车辆制动器210可完全采用机车电缆3供电，也可完全采用蓄电池供电，还可为机车电缆3和蓄电池两种方式都采用的互为冗余供电方式。进一步地，车辆制动器210可为机车电缆3和蓄电池两种方式都采用的互为冗余供电方式，车辆制动器210在机车电缆3意外断电后可采用蓄电池作为备用电源进行供电，提高制动系统安全性、可靠性。
应当理解的是，车辆基础制动控制模块205和车辆基础制动装置21的数量可与车辆车轴的数量相同，以四轴车辆为例，车辆具有四个车轴，因此，如图3所示，车辆基础制动装置21应设置有四个，每个车辆基础制动装置21与一车辆车轴对应；且车辆基础控制模块与一车辆基础制动装置21对应；需要说明的是，车辆基础制动控制模块205和车辆基础制动装置21的数量不限于图3中所示的4个，也可为更多或更少，具体根据车辆车轴的数量而定。且每个车辆基础制动装置21中第四蓄电池模块211的数量不限于图3中所示的一个，也可设置更多；且第四蓄电池模块211可以位于车辆基础制动装置21内部，也可位于外部；视具体情况而定。
可选地，多个车辆制动器210包括车辆主动式制动器和车辆被动式制动器。也就是说，车辆同样根据线路坡度要求设置一定数量的被动式制动器，来实现车辆停放制动功能。当列车发生断钩或者紧急制动时，机车与车辆之间的安全回路被断开，即：机车被动式制动器、车辆被动式制动器自动施加最大制动力，来保障列车安全。同时，通过机车主控装置10发送紧急制动指令，全列车施加紧急制动最大制动力。
在本申请的一实施例中，每个机车制动器140和每个车辆制动器210上还可增加二维码标识，方便信息采集、智能维护和保养管理。
需要说明的是，机车制动系统1中，机车主控装置10、显示屏11、车辆制动信号传输装置12、制动控制器13、机车基础制动装置14均采用独立的机车电源或蓄电池进行供电。此外，还需说明的是，图1至图3中用于连接各部件之间的虚线表示无线连接，实线为有线连接。
本申请实施例还提供了一种列车，其包括机车、至少一个与机车可拆卸连接的车辆以及上述任一实施例所描述的制动系统，制动系统包括用于机车的机车制动系统1和用于车辆的车辆制动系统2。
本领域技术人员在考虑说明书及实践这里公开的发明后，将容易想到本申请的其它实施方案。本申请旨在涵盖本申请的任何变型、用途或者适应性变化，这些变型、用途或者适应性变化遵循本申请的一般性原理并包括本申请未公开的本技术领域中的公知常识或惯用技术手段。说明书和实施例仅被视为示例性的，本申请的真正范围和精神由所附的权利要求指出。
Claims (10)
- 一种列车用制动系统，所述列车包括机车和至少一个与所述机车可拆卸连接的车辆，其特征在于，所述制动系统包括用于所述机车的机车制动系统和用于所述车辆的车辆制动系统；所述机车制动系统包括机车主控装置、以及与所述机车主控装置通过无线通信方式连接的显示屏、车辆制动信号传输装置、至少一个制动控制器和至少一个机车基础制动装置；所述车辆制动系统包括与所述车辆制动信号传输装置通过无线通信方式连接的车辆主控装置、以及与所述车辆主控装置通过无线通信方式连接的至少一个车辆基础制动装置；其中，当操作所述制动控制器进行制动时，所述机车主控装置根据接收到的所述制动控制器中制动手柄的位置信号生成基础制动力信号，并根据所述基础制动力信号控制与其对应的所述机车基础制动装置制动；同时，所述机车主控装置通过所述车辆制动信号传输装置将所述基础制动力信号传输至所述车辆主控装置，所述车辆主控装置根据所述基础制动力信号控制与其对应的所述车辆基础制动装置制动；所述显示屏能够接收并显示所述机车主控装置的信息。
- 根据权利要求1所述的制动系统，其特征在于，所述机车制动系统还包括机车控制和监控装置，与所述机车主控装置通信连接；其中，当操作所述制动控制器进行制动时，所述机车主控装置根据接收到的所述制动控制器中制动手柄的位置信号，向所述机车控制和监控装置发出对应的电制动力百分比请求信号；所述机车控制和监控装置接收到所述电制动力百分比请求信号控制机车电机再生制动，输出对应的电制动力；在所述机车主控装置接收到来自所述机车控制和监控装置发送的电制动故障信号时，所述机车主控装置根据所述基础制动力信号控制与其对应的所述机车基础制动装置制动。
- 根据权利要求2所述的制动系统，其特征在于，所述机车主控装置具有机车制动指令输入输出模块、机车事件记录模块、第一供电模块以及至少一个机车基础制动控制模块；所述机车制动指令输入输出模块与所述制动控制器通过无线通信方式连接，并与所述机车控制和监控装置通过有线和/或无线通信方式连接；所述机车基础制动控制模块与所述机车基础制动装置通过无线通信方式连接；所述机车事件记录模块用于对机车故障进行记录；所述第一供电模块用于为所述机车主控装置供电；所述第一供电模块包括第一机车 供电模块和第一蓄电池模块中的至少一种，所述第一机车供电模块与机车电缆电连接；所述车辆主控装置具有车辆制动指令输入输出模块、第二供电模块、车辆事件记录模块以及至少一个车辆基础制动控制模块；所述车辆制动指令输入输出模块与所述车辆制动信号传输装置通过无线通信方式连接；所述车辆基础制动控制模块与所述车辆基础制动装置通过无线通信方式连接；所述车辆事件记录模块用于对车辆故障进行记录；所述第二供电模块用于为所述车辆主控装置供电；所述第二供电模块包括第二机车供电模块和第二蓄电池模块中的至少一种，所述第二机车供电模块与机车电缆电连接。
- 根据权利要求3所述的制动系统，其特征在于，所述第一供电模块包括至少一个所述第一机车供电模块和至少一个所述第一蓄电池模块，所述第一机车供电模块在所述第一蓄电池模块的电量耗尽后为所述机车主控装置供电；所述第二供电模块包括至少一个所述第二机车供电模块和至少一个所述第二蓄电池模块，所述第二机车供电模块在所述第二蓄电池模块的电量耗尽后为所述车辆主控装置供电。
- 根据权利要求2所述的制动系统，其特征在于，所述机车基础制动控制模块和所述机车基础制动装置设置有多个、且数量相等；每个所述机车基础制动控制模块独立控制一所述机车基础制动装置；其中，每个所述机车基础制动装置包括两个机车制动器，所述两个机车制动器分别位于机车车轴的两端；所述车辆基础制动控制模块和所述车辆基础制动装置设置有多个、且数量相等；每个所述车辆基础制动控制模块独立控制一所述车辆基础制动装置；其中，每个所述车辆基础制动装置包括两个车辆制动器，所述两个车辆制动器分别位于车辆车轴的两端。
- 根据权利要求5所述的制动系统，其特征在于，每个所述机车基础制动装置中各所述机车制动器分别与机车电缆电连接，和/或，每个所述机车基础制动装置还包括用于为所述机车制动器供电的第三蓄电池模块；每个所述车辆基础制动装置中各所述车辆制动器分别与车辆电缆电连接，和/或，每个所述车辆基础制动装置还包括用于为所述车辆制动器供电的第四蓄电池模块。
- 根据权利要求5所述的制动系统，其特征在于，多个所述机车制动器包括机车主动式制动器和机车被动式制动器；多个所述车辆制动器包括车辆主动式制动器和车辆被动式制动器。
- 根据权利要求3至7中任一项所述的制动系统，其特征在于，所述机车主控装置还具有无线远程控制和诊断模块、通信模块、速度信号输入模块与所述速度信号输入模块通过有线通信方式连接的至少一个速度传感器；其中，所述无线远程控制和诊断模块用于将机车运行实时数据发送至地面列车远程监视与诊断系统，并用于接收所述地面列车远程监视与诊断系统发出的指令信号；所述通信模块通过有线通信方式与所述机车控制和监控装置连接，所述通信模块包括控制局域网通信模块或多功能车辆总线通信模块；所述速度传感器用于检测机车车轴的速度信号并发送至所述速度信号输入模块；所述机车主控装置根据所述速度信号输入模块接收到的速度信号对制动力大小进行调整。
- 根据权利要求1至7中任一项所述的制动系统，其特征在于，所述机车主控装置在所述车辆主控装置发生故障时，能够将与所述车辆主控装置对应的车辆定义为关门车，并加大对其他车辆的制动力。
- 一种列车，其特征在于，包括机车、至少一个与所述机车可拆卸连接的车辆以及如权利要求1至9中任一项所述的制动系统，所述制动系统包括用于所述机车的机车制动系统和用于所述车辆的车辆制动系统。
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| CN113060112B (zh) * | 2021-03-10 | 2022-03-08 | 交控科技股份有限公司 | 轨道车载制动控制的安全备用制动系统和方法 |
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