WO2022105649A1 - 虚拟轨道列车及其制动缸压力控制方法、制动系统、方法 - Google Patents
虚拟轨道列车及其制动缸压力控制方法、制动系统、方法 Download PDFInfo
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- WO2022105649A1 WO2022105649A1 PCT/CN2021/129679 CN2021129679W WO2022105649A1 WO 2022105649 A1 WO2022105649 A1 WO 2022105649A1 CN 2021129679 W CN2021129679 W CN 2021129679W WO 2022105649 A1 WO2022105649 A1 WO 2022105649A1
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- brake
- braking
- brake cylinder
- cylinder pressure
- train
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- 238000000034 method Methods 0.000 title claims abstract description 27
- 238000004904 shortening Methods 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 5
- 230000000116 mitigating effect Effects 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- JLQUFIHWVLZVTJ-UHFFFAOYSA-N carbosulfan Chemical compound CCCCN(CCCC)SN(C)C(=O)OC1=CC=CC2=C1OC(C)(C)C2 JLQUFIHWVLZVTJ-UHFFFAOYSA-N 0.000 description 1
- 239000004568 cement Substances 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/14—Combinations of different types of brakes, e.g. brake blocks acting on wheel-rim combined with disc brakes
Definitions
- the invention relates to the technical field of super virtual rail train braking, in particular to a virtual rail train and its brake cylinder pressure control method, braking system and method.
- the super virtual rail train is an ultra-long commercial bus vehicle, which is different from the ordinary rail train.
- the virtual rail train (including the super virtual rail train) has no rails, runs on the cement road, and moves along the virtual route of the guidance system.
- the virtual rail train is usually equipped with an electronically controlled brake system and a pure air brake system: the electronically controlled brake system receives the electric signal of the brake pedal from the brake control unit, and the control bridge module outputs the brake cylinder pressure; the pure air brake system The control air circuit of the brake pedal outputs the control pressure to the bridge module, and the bridge module outputs the brake cylinder pressure.
- the brake cylinder pressure is a key factor affecting the braking capability of the super virtual rail train, and the brake cylinder pressure is related to the brake level.
- the research results in inaccurate braking control of super virtual rail trains, and there are potential safety hazards.
- the electric control braking system of the virtual rail train braking system includes a braking control unit, and the braking control unit is electrically connected with the brake pedals and a plurality of bridge modules in the cabs at both ends of the train; each bridge module is correspondingly connected with two brakes ( The number of axle modules is the same as the number of axles).
- the air brake system includes a first air path, two brake pedals communicate with each other through a two-way valve arranged on the first air path, and all bridge modules are connected with a port of the two-way valve. The structure of the bridge module is shown in FIG.
- the first solenoid valve 7 is connected to The output port of the two-way valve 12 is communicated with the second solenoid valve 8 and the air supply pipeline 9; the input port of the third solenoid valve 13 is communicated with the output port of the second solenoid valve, and the output port of the first solenoid valve is communicated with the pressure control port of the relay valve 10
- the relay valve pressure control port is also connected to the air path between the second solenoid valve and the third solenoid valve; the relay valve input port is connected to the air supply pipeline 9, and the relay valve output port is connected to the two corresponding bridge modules.
- the air path between the relay valve and the brake is provided with a pressure sensor P/U, which is used to detect the air path pressure and send the pressure to the control unit.
- P/U pressure sensor
- the super virtual rail train has a long marshal, a large number of axles, and a long brake pipeline path.
- the electronically controlled brake system can quickly discharge the pressure of the brake cylinder
- the brake pedal is released,
- the passage of the pure air brake control air path into the bridge module is opened immediately. Since the distance between the bridge module and the brake pedal is as long as several tens of meters, the compressed air of the control air path cannot be discharged from the brake pedal and recharged. After a period of time, the compressed air is evacuated. This phenomenon of braking relaxation and lag has brought an impact to the operation of the train and seriously affected the comfort of the vehicle. .
- the technical problem to be solved by the present invention is to provide a virtual rail train and its brake cylinder pressure control method, braking system and method to improve the braking control accuracy of the super rail virtual train.
- the technical solution adopted in the present invention is: a method for controlling the pressure of a virtual rail train brake cylinder, and the specific implementation process of the method includes:
- the control brake cylinder pressure is 0; when the braking level is 20 ⁇ 74%, the brake cylinder pressure is 0 ⁇ 425kPa; When the dynamic level is 75 ⁇ 77%, the control brake cylinder pressure is 425 ⁇ 485kPa; when the braking level is 78% ⁇ 100%, the control brake cylinder pressure is consistent with the total air pressure of the train;
- the control brake cylinder pressure When the train is full, when the braking level is 0 ⁇ 19%, the control brake cylinder pressure is 0; when the braking level is 20 ⁇ 74%, the brake cylinder pressure is 0 ⁇ 463kPa; When the level is 75-77%, the control brake cylinder pressure is 463-529kPa; when the brake level is 78%-100%, the control brake cylinder pressure is consistent with the total train air pressure;
- the brake cylinder pressure is controlled to 0; when the braking level is 20 ⁇ 74%, the brake cylinder pressure is 0 ⁇ 570kPa; When the dynamic level is 75 ⁇ 77%, the control brake cylinder pressure is 570 ⁇ 630kPa; when the braking level is 78% ⁇ 100%, the control brake cylinder pressure is consistent with the total air pressure of the train;
- the control brake cylinder pressure When the train is overloaded, when the braking level is 0-19%, the control brake cylinder pressure is 0; when the braking level is 20-74%, the control brake cylinder pressure is 0-620kPa; When the dynamic level is 75 ⁇ 77%, the control brake cylinder pressure is 620 ⁇ 675kPa; when the braking level is 78% ⁇ 100%, the control brake cylinder pressure is consistent with the total air pressure of the train.
- the invention divides the braking level into different gears, and then precisely controls the pressure of the brake cylinder, realizes the precise control of the braking of the super-track virtual train, and improves the performance of the super-track virtual train. driving safety.
- the present invention also provides a virtual rail train braking system, including an electrically controlled braking system and an air braking system; the electrically controlled braking system includes a braking control unit; the braking control unit is connected to drivers at both ends of the train.
- the indoor brake pedal and a plurality of bridge modules are electrically connected; the brake control unit converts the brake pedal stepping angle electrical signal into a brake level electrical signal; each bridge module is electrically connected to a brake; the air
- the braking system includes a first air circuit, and the two brake pedals in the cabs at both ends of the train are communicated through a two-way valve arranged on the first air circuit; the plurality of bridge modules are all communicated with one port of the two-way valve;
- a relay valve is provided on the gas path between each of the bridge modules and the port of the two-way valve;
- the braking control unit When the electric control braking system is normal, if the braking control unit receives the angle electric signal, the braking control unit controls the bridge module to output the corresponding brake cylinder pressure according to the electric signal of the braking level corresponding to the angle electric signal; The channel inside the module is off;
- the brake cylinder pressure is determined by the aforementioned virtual rail train brake cylinder pressure control method.
- a relay valve for accelerating the discharge of compressed air is arranged on the pipeline close to the bridge module, which can shorten the braking relief time.
- the arrangement of the relay valve enables the braking system of the present invention to greatly improve the rapid response capability of the train braking system, reduce the running impact of the vehicle, and thus effectively improve the ride comfort.
- the distance between any bridge module and the relay valve communicated with it does not exceed 1m, which shortens the response time.
- the air brake system further includes a second air path; one end of the second air path is connected to a port of the two-way valve; the other end of the second air path is connected to a third air path; the third air path It communicates with a plurality of branches, and each branch corresponds to one of the bridge modules.
- the second air path can divide the compressed air, and the structure is more symmetrical and beautiful.
- the present invention also provides a virtual rail train, which adopts the above braking system.
- the present invention also provides a braking control method for the above-mentioned virtual rail train, wherein when the electric control braking system is normal, the air braking system is used as a backup; when the electric control braking system fails, all The air path between the bridge module and the brake pedal is connected.
- the invention effectively solves the problem of braking alleviation lag by optimizing the control sequence of the electric control braking system and the pure air braking system.
- the brake control unit empties the brake cylinder pressure according to the angle electrical signal of the brake pedal, and after a delay of T seconds, the internal passage of the bridge module is turned on, and the pre-control of the bridge module Pressurized compressed air has been expelled from the relay valve/brake pedal within T seconds.
- a relay valve is set near each axle module, so that the compressed air in the control air circuit that needs to be discharged from the brake pedal is quickly discharged from the relay valve.
- the present invention has the following beneficial effects:
- the present invention can precisely control the pressure of the brake cylinder, thereby improving the braking performance of the virtual rail train and improving the driving safety;
- the present invention can greatly improve the rapid response capability of the train braking system, reduce the running impact of the vehicle, and thus effectively improve the ride comfort;
- a relay valve for accelerating the discharge of compressed air is arranged on the pipeline near the bridge module, which greatly shortens the braking relief time;
- the present invention solves the problem of braking alleviation lag by optimizing the control sequence of the electronically controlled braking system and the pure air braking system.
- Figure 1 is a structural diagram of a bridge module
- FIG. 2 is a schematic diagram of the braking system of the super virtual rail train of the present invention.
- FIG. 3 is a schematic diagram of the braking application process of the super virtual rail train of the present invention.
- FIG. 4 is a schematic diagram of the braking mitigation process of the super virtual rail train according to the present invention.
- FIG. 5 is a schematic diagram of the acceleration and braking mitigation of the super virtual rail train according to the present invention.
- the dotted line represents the circuit of the electronically controlled braking system; the dotted line with a circle represents the air circuit of the electronically controlled braking system; the solid line represents the air circuit of the pure air brake system; the arrows represent the direction of airflow.
- the control system of the embodiment of the present invention includes an electrically controlled braking system and an air braking system; the electrically controlled braking system includes a braking control unit; the braking control unit and the brakes in the cabs at both ends of the train
- the pedals and a plurality of bridge modules 3 are electrically connected; each bridge module 3 is correspondingly connected with two brakes 4;
- the air brake system includes a first air circuit and a second air circuit, and the two brake pedals are arranged on the first air circuit by
- the two-way valve 12 is connected; one end of the second air path is connected with a port of the two-way valve; the other end of the second air path is connected with the third air path; the third air path is connected with a plurality of branches, and each branch corresponds to a bridge Module is connected.
- a relay valve 5 is provided on the air circuit between each bridge module and the port of the two-way valve.
- the distance between any bridge module and the relay valve communicated with it does not exceed 1 m.
- Embodiment 2 of the present invention provides a virtual rail train, which adopts the braking system of the above embodiment.
- the virtual rail train braking method in Embodiment 3 of the present invention includes:
- the brake application process is shown in Figure 3: when the driver steps on the first brake pedal 1 or the second brake pedal 6, the angle electrical signal of the first brake pedal 1 or the second brake pedal 6 is sent to the brake control unit 2, and the brake The dynamic control unit 2 controls the axle module 3 to output the corresponding brake cylinder pressure according to the brake level corresponding to the angle signal; at the same time, the air port of the first brake pedal 1 or the second brake pedal 6 will output the control pressure to the axle Module 3, since the pipeline path of the pure air brake system is too long, the response time of brake application and release is long.
- the internal channel of the bridge module 3 is set to the off state, and the control The pressure is not charged into the brake cylinder, it is only used as a backup for the electronically controlled braking system.
- the internal passage of the bridge module 3 is automatically turned on, and the control pressure output by the pure air brake is output to the brake cylinder.
- the correspondence between brake level and brake cylinder pressure depends on the type of brake and the weight of the vehicle. After the corresponding relationship is determined, it is set in the control software of the brake control unit.
- the corresponding relationship in this embodiment is as follows:
- AW0 no load
- 0 ⁇ 10% is based on the characteristics of the brake pedal, no output (brake cylinder pressure is 0); 11 ⁇ 19% small level should use electric braking as much as possible to avoid frequent air supply, Output setting is 0; 20% ⁇ 74% output brake cylinder pressure linearly corresponds to 0 ⁇ 425kPa; 75 ⁇ 77%, output brake cylinder pressure linearly corresponds to 425-485kPa; 78% ⁇ 100% is emergency stepping
- the software does not control the pressure. Pure air braking directly charges the total air pressure into the brake cylinder, and the brake cylinder pressure is the total air pressure.
- the control brake cylinder pressure is 0; when the braking level is 20-74%, the brake cylinder pressure is 0 ⁇ 463kPa; when the brake level is 75 ⁇ 77%, the control brake cylinder pressure is 463 ⁇ 529kPa; when the brake level is 78% ⁇ 100%, the control brake cylinder pressure is consistent with the total air pressure of the train ( That is, the brake cylinder pressure is the same as the total air pressure of the train).
- the control brake cylinder pressure is 0; when the braking level is 20 ⁇ 74%, the brake cylinder pressure is 0 ⁇ 570kPa; when the brake level is 75 ⁇ 77%, the control brake cylinder pressure is 570 ⁇ 630kPa; when the brake level is 78% ⁇ 100%, the control brake cylinder pressure is consistent with the total air pressure of the train .
- the control brake cylinder pressure is 0; when the braking level is 20 ⁇ 74%, the control brake cylinder pressure is 0 ⁇ 620kPa; when the brake level is 75 ⁇ 77%, the control brake cylinder pressure is 620 ⁇ 675kPa; when the brake level is 78% ⁇ 100%, the control brake cylinder pressure is consistent with the total air pressure of the train .
- the bridge module 3 After releasing the first brake pedal 1 or the second brake pedal 6, the bridge module 3 delays for 2 seconds to conduct the passage with the first brake pedal 1 or the second brake pedal 6 to prevent the first brake pedal The control air path of pedal 1 or the second brake pedal 6 cannot be discharged in time, resulting in the secondary application of the brake.
- the braking relief process is shown in Figure 4: when the driver releases the first brake pedal 1 or the second brake pedal 6 quickly, the electronically controlled braking system can be controlled according to the electrical signal of the angle of the first brake pedal 1 or the second brake pedal 6. Immediately bleed brake cylinder pressure to relieve braking. At this time, the bridge module 3 is designed to delay the passage for about 2 seconds before the passage is turned on. Within 2 seconds, the compressed air in the control air path output by the first brake pedal 1 or the second brake pedal 6 can be basically The exhaust port of the first brake pedal 1 or the second brake pedal 6 is discharged to the atmosphere without charging the brake cylinder, resulting in secondary braking.
- a relay valve 5 is set, so that the compressed air of the control air path that needs to be discharged from the first brake pedal 1 or the second brake pedal 6 is quickly discharged from the relay valve 5.
- the number of relay valves 5 is set with the vehicle axle. The number is the same.
- the air inlet of the relay valve is connected to the third air path, the air outlet is connected to the bridge module, and the air outlet is communicated with the outside atmosphere.
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Abstract
一种虚拟轨道列车制动缸压力控制方法，根据列车所处的不同工况，将制动级位划分为不同的档位，进而精确控制制动缸压力，制动系统包括电控制动系统和空气制动系统；所述电控制动系统包括制动控制单元（2）；所述制动控制单元（2）与列车两端司机室内的刹车踏板（1；6）、多个桥模块（3）电连接；每个桥模块（3）均对应与一个制动器电连接；所述空气制动系统包括第一气路，两个刹车踏板之间通过设置于第一气路上的双向阀（12）连通；所述多个桥模块（3）均与双向阀（12）一端口连通；每个所述桥模块（3）与所述双向阀（12）的端口之间的气路上均设有一个继动阀。在靠近桥模块的管路上设置加速压缩空气排放的继动阀，缩短了制动缓解时间。以及一种虚拟轨道列车及其制动系统和制动方法。
Description
本发明涉及超级虚拟轨道列车制动技术领域，特别是一种虚拟轨道列车及其制动缸压力控制方法、制动系统、方法。
超级虚拟轨道列车是超长商用巴士车辆，区别于普通轨道列车，虚拟轨道列车(包括超级虚拟轨道列车)没有铁轨，在水泥路面上行驶，沿着导向系统虚拟的路线前进。
虚拟轨道列车通常配置有电控制动系统和纯空气制动系统：电控制动系统由制动控制单元接收刹车踏板的电信号，控制桥模块输出制动缸压力；纯空气制动系统则由刹车踏板的控制气路输出控制压力给桥模块，由桥模块输出制动缸压力。
制动缸压力是影响超级虚拟轨道列车的制动能力的关键因素，制动缸压力与制动级位是相关的，然而，现有技术并未对制动缸压力与制动级位关系进行研究，导致超级虚拟轨道列车的制动控制不精确，存在安全隐患。
虚拟轨道列车制动系统电控制动系统包括制动控制单元，制动控制单元与列车两端司机室内的刹车踏板、多个桥模块电连接；每个桥模块均对应与两个制动器连接(桥模块与车桥数量一致)。空气制动系统包括第一气路，两个刹车踏板之间通过设置于第一气路上的双向阀连通，所有的桥模块均与双向阀一端口连通。桥模块的结构如图1所示，包括控制单元，控制单元与三个电磁阀、多个连接器(例如图1中的2B、1B、3A、4A)电连接；其中第一电磁阀7与双向阀12输出口连通，第二电磁阀8与供风管路9连通；第三电磁阀13输入口与第二电磁阀输出口连通，第一电磁阀输出口与中继阀10压力控制口连通，中继阀压力控制口还与第二电磁阀、第三电磁阀之间的气路连通；中继阀输入口接供风管路9，中继阀输出口接桥模块对应的两个制动器；中继阀与制动器之间的气路设置压力传感器P/U，用于检测该气路压力，并将压力发送至控制单元。第一电磁阀7失电时，刹车踏板输出的控制压力经由气路11、第一电磁阀、中继阀至制动器，制动器制动，此时的状态即桥模块内部的通路连通；反之，当第一电磁阀7得电时，制动器缓解，此时的状态即桥模块内部的通路断开。
超级虚拟轨道列车编组长，车桥数量多，制动管路路径远，当司机踩踏刹车踏板并快速松开后，虽然电控制动系统能快速排空制动缸压力，然而，在松开刹车踏板的瞬间，纯空气制动的控制气路进入桥模块的通路随即打开，由于桥模块与刹车踏板之间距离长 达几十米，控制气路的压缩空气来不及从刹车踏板排出而再次充入制动缸，造成了制动的二次施加，经过一段时间后，压缩空气才被排空，这种制动缓解滞后的现象给列车的运行带来了冲击，严重影响车辆乘坐的舒适性。
发明内容
本发明所要解决的技术问题是，针对现有技术不足，提供一种虚拟轨道列车及其制动缸压力控制方法、制动系统、方法，提高超级轨道虚拟列车的制动控制精确度。
为解决上述技术问题，本发明所采用的技术方案是：一种虚拟轨道列车制动缸压力控制方法，该方法具体实现过程包括：
列车空载工况下，当制动级位为0～19％时，控制制动缸压力为0；当制动级位为20～74％时，制动缸压力为0～425kPa；当制动级位为75～77％时，控制制动缸压力为425～485kPa；当制动级位为78％～100％时，控制制动缸压力与列车总风压力一致；
列车满座工况下，当制动级位为0～19％时，控制制动缸压力为0；当制动级位为20～74％时，制动缸压力为0～463kPa；当制动级位为75～77％时，控制制动缸压力为463～529kPa；当制动级位为78％～100％时，控制制动缸压力与列车总风压力一致；
列车额定荷载工况下，当制动级位为0～19％时，控制制动缸压力为0；当制动级位为20～74％时，制动缸压力为0～570kPa；当制动级位为75～77％时，控制制动缸压力为570～630kPa；当制动级位为78％～100％时，控制制动缸压力与列车总风压力一致；
列车超载工况下，当制动级位为0～19％时，控制制动缸压力为0；当制动级位为20～74％时，控制制动缸压力为0～620kPa；当制动级位为75～77％时，控制制动缸压力为620～675kPa；当制动级位为78％～100％时，控制制动缸压力与列车总风压力一致。
本发明根据列车所处的不同工况，将制动级位划分为不同的档位，进而精确控制制动缸压力，实现了超级轨道虚拟列车制动的精确控制，提高了超级轨道虚拟列车的行车安全性。
本发明还提供了一种虚拟轨道列车制动系统，包括电控制动系统和空气制动系统；所述电控制动系统包括制动控制单元；所述制动控制单元与列车两端司机室内的刹车踏板、多个桥模块电连接；所述制动控制单元将刹车踏板踩入角度电信号转化为制动级位电信号；每个桥模块均对应与一制动器电连接；所述空气制动系统包括第一气路，列车两端司机室内的两个刹车踏板通过设置于第一气路上的双向阀连通；所述多个桥模块均与双向阀一端口连通；
每个所述桥模块与所述双向阀的端口之间的气路上均设有一继动阀；
当电控制动系统正常时，若制动控制单元接收到角度电信号，制动控制单元根据所述角度电信号对应的制动级位电信号控制桥模块输出相应的制动缸压力；桥模块内部的通路为关断状态；
当电控制动系统故障时，桥模块内部的通路导通，刹车踏板与桥模块之间的气路导通，输出控制压力到制动缸
其中，制动缸压力前述虚拟轨道列车制动缸压力控制方法确定。
本发明在靠近桥模块的管路上设置了加速压缩空气排放的继动阀，可以缩短制动缓解时间。同时，继动阀的设置使得本发明的制动系统可大大提升列车制动系统的快速响应能力，减少车辆的运行冲击，从而有效地改善乘坐舒适性。
优选地，任一桥模块和与其连通的继动阀之间的距离不超过1m，缩短响应时间。
所述空气制动系统还包括第二气路；所述第二气路一端与所述双向阀一端口连通；所述第二气路另一端与第三气路连通；所述第三气路与多条支路连通，每条支路对应与一个所述桥模块连通。第二气路可以对压缩空气分流，结构更加对称，美观。
本发明还提供了一种虚拟轨道列车，其采用上述制动系统。
作为一个发明构思，本发明还提供了一种上述虚拟轨道列车的制动控制方法，其当电控制动系统正常时，空气制动系统用作备份；当电控制动系统故障时，所述桥模块与所述刹车踏板之间的气路导通。
本发明通过优化电控制动系统和纯空气制动系统的控制时序，从而有效解决了制动缓解滞后的问题。
本发明中，制动缓解过程中，所述制动控制单元根据刹车踏板的角度电信号排空制动缸压力，延时T秒后，桥模块内部的通路才导通，桥模块的预控压力压缩空气已在T秒时间内从继动阀/刹车踏板排出。在每根车桥桥模块的附近设置一个继动阀，使得原本需从刹车踏板排出的控制气路压缩空气快速地从继动阀排出。
与现有技术相比，本发明所具有的有益效果为：
1、本发明可以精确控制制动缸压力，从而改善了虚拟轨道列车的制动性能，提高了行车安全性；
2、本发明可大大提升列车制动系统的快速响应能力，减少车辆的运行冲击，从而有效地改善乘坐舒适性；
3、本发明在靠近桥模块的管路上设置加速压缩空气排放的继动阀，极大地缩短了制动缓解时间；
4、本发明通过优化电控制动系统和纯空气制动系统的控制时序，解决了制动缓解滞后的问题。
图1为桥模块结构图；
图2为本发明超级虚拟轨道列车制动系统示意图；
图3为本发明超级虚拟轨道列车制动施加过程示意图；
图4为本发明超级虚拟轨道列车制动缓解过程示意图；
图5为本发明超级虚拟轨道列车加速制动缓解示意图；
图2～图5中：
虚线表示电控制动系统电路；带圆圈的虚线表示电控制动系统气路；实线表示纯空气制动系统气路；箭头表示气流方向。
如图2和图5所示，本发明实施例控制系统包括电控制动系统和空气制动系统；电控制动系统包括制动控制单元；制动控制单元与列车两端司机室内的刹车踏板、多个桥模块3电连接；每个桥模块3均对应与两个制动器4连接；空气制动系统包括第一气路、第二气路，两个刹车踏板通过设置于第一气路上的双向阀12连通；第二气路一端与双向阀一端口连通；第二气路另一端与第三气路连通；第三气路与多条支路连通，每条支路对应与一个桥模块连通。每个桥模块与双向阀的端口之间的气路上均设有一个继动阀5。
本实施例中，任一桥模块和与其连通的继动阀之间的距离不超过1m。
对应于上述实施例的制动系统，本发明实施例2提供了一种虚拟轨道列车，其采用上述实施例的制动系统。
本发明实施例3的虚拟轨道列车制动方法包括：
1、优化电控制动系统和纯空气制动系统的控制时序
1)当电控制动系统正常时，纯空气制动系统只做备份，第一刹车踏板1或第二刹车踏板6与桥模块3的通路只在电控制动系统故障时导通，此措施可提升制动系统快速响应性能。
制动施加过程如图3所示：当司机踩踏第一刹车踏板1或第二刹车踏板6时，第一 刹车踏板1或第二刹车踏板6的角度电信号发送给制动控制单元2，制动控制单元2根据角度信号对应的制动级位控制桥模块3输出相应的制动缸压力；与此同时，第一刹车踏板1或第二刹车踏板6自身的气路口将输出控制压力到桥模块3，由于纯空气制动系统管路路径太长，制动施加和缓解的响应时间长，因此，此时只要电控制动系统正常，桥模块3内部的通路设置为关断状态，控制压力不充入制动缸，只是作为电控制动系统的备份。当然，一旦电控制动系统故障，桥模块3内部的通路自动导通，纯空气制动输出的控制压力输出到制动缸。
制动级位和制动缸压力之间的对应关系取决于制动器的型号以及车重情况。对应关系确定后，设置在制动控制单元的控制软件内。本实施例的对应关系如下：
表1 AW0工况下制动级位和制动缸压力之间的对应关系
| 制动级位 | 11 | 19 | 74～77 |
| 制动缸压力/kPa | 0 | 0 | 425-485 |
以AW0(空载)为例解读：0～10％根据刹车踏板特性，无输出(制动缸压力为0)；11～19％小级位尽可能利用电制动，避免频繁补气，将输出设置为0；20％～74％输出的制动缸压力线性对应为0～425kPa；75～77％，输出的制动缸压力线性对应为425-485kPa；78％～100％属急踩大级位制动，软件不做压力控制，纯空气制动直接将总风压力充入制动缸，制动缸压力即为总风压力。
表2 AW1(满座)工况下制动级位和制动缸压力之间的对应关系
| 制动级位 | 11 | 19 | 74～77 |
| 制动缸压力/kPa | 0 | 0 | 463-529 |
如表2所示，列车满座工况下，当制动级位为0～19％时，控制制动缸压力为0；当制动级位为20～74％时，制动缸压力为0～463kPa；当制动级位为75～77％时，控制制动缸压力为463～529kPa；当制动级位为78％～100％时，控制制动缸压力与列车总风压力一致(即制动缸压力与列车总风压力相同)。
表3 AW2(额定荷载)工况下制动级位和制动缸压力之间的对应关系
| 制动级位 | 11 | 19 | 74～77 |
| 制动缸压力/kPa | 0 | 0 | 570-630 |
如表3所示，列车额定荷载工况下，当制动级位为0～19％时，控制制动缸压力为0；当制动级位为20～74％时，制动缸压力为0～570kPa；当制动级位为75～77％时，控制制动缸压力为570～630kPa；当制动级位为78％～100％时，控制制动缸压力与列车总风压力一致.
表4 AW3(超载)工况下制动级位和制动缸压力之间的对应关系
| 制动级位 | 11 | 19 | 74～77 |
| 制动缸压力/kPa | 0 | 0 | 620-675 |
如表4所示，列车超载工况下，当制动级位为0～19％时，控制制动缸压力为0；当制动级位为20～74％时，控制制动缸压力为0～620kPa；当制动级位为75～77％时，控制制动缸压力为620～675kPa；当制动级位为78％～100％时，控制制动缸压力与列车总风压力一致。
2)在松开第一刹车踏板1或第二刹车踏板6后，桥模块3延时2秒钟导通与第一刹车踏板1或第二刹车踏板6之间的通路，以防止第一刹车踏板1或第二刹车踏板6控制气路不能及时排出而造成制动二次施加。
制动缓解过程如图4所示：当司机快速松开第一刹车踏板1或第二刹车踏板6时，电控制动系统根据第一刹车踏板1或第二刹车踏板6的角度电信号可立即排空制动缸压力，以缓解制动。而此时，桥模块3设计为延时2秒钟左右才将通路导通，在2秒钟之内，第一刹车踏板1或第二刹车踏板6输出的控制气路内的压缩空气基本可通过第一刹车踏板1或第二刹车踏板6的排气口排向大气，而不会充入制动缸，造成二次制动。
2、加速控制气路压缩空气的排放
如图5所示，为进一步加速第一刹车踏板1或第二刹车踏板6输出的控制气路内压缩空气的排放，提升制动缓解响应的及时性，在每根车桥桥模块3的附近设置一个继动阀5，使得原本需从第一刹车踏板1或第二刹车踏板6排出的控制气路压缩空气快速地从继动阀5排出，继动阀5的设置数量与车辆车桥的数量一致。本发明中，继动阀的进 气口接第三气路，出气口接桥模块，排气口与外部大气相通。
Claims (7)
- 一种虚拟轨道列车制动缸压力控制方法，其特征在于，该方法具体实现过程包括：列车空载工况下，当制动级位为0～19％时，控制制动缸压力为0；当制动级位为20～74％时，制动缸压力为0～425kPa；当制动级位为75～77％时，控制制动缸压力为425～485kPa；当制动级位为78％～100％时，控制制动缸压力与列车总风压力一致；列车满座工况下，当制动级位为0～19％时，控制制动缸压力为0；当制动级位为20～74％时，制动缸压力为0～463kPa；当制动级位为75～77％时，控制制动缸压力为463～529kPa；当制动级位为78％～100％时，控制制动缸压力与列车总风压力一致；列车额定荷载工况下，当制动级位为0～19％时，控制制动缸压力为0；当制动级位为20～74％时，制动缸压力为0～570kPa；当制动级位为75～77％时，控制制动缸压力为570～630kPa；当制动级位为78％～100％时，控制制动缸压力与列车总风压力一致；列车超载工况下，当制动级位为0～19％时，控制制动缸压力为0；当制动级位为20～74％时，控制制动缸压力为0～620kPa；当制动级位为75～77％时，控制制动缸压力为620～675kPa；当制动级位为78％～100％时，控制制动缸压力与列车总风压力一致。
- 一种虚拟轨道列车制动系统，包括电控制动系统和空气制动系统；所述电控制动系统包括制动控制单元；所述制动控制单元与列车两端司机室内的刹车踏板、多个桥模块电连接；所述制动控制单元将采集到的刹车踏板角度电信号转化为制动级位电信号；每个桥模块均对应与一制动器电连接；所述空气制动系统包括第一气路，列车两端司机室内的两个刹车踏板通过设置于第一气路上的双向阀连通；所述多个桥模块均与双向阀一端口连通；其特征在于：每个所述桥模块与所述双向阀的端口之间的气路上均设有一继动阀；当电控制动系统正常时，若制动控制单元接收到刹车踏板的角度电信号，制动控制单元根据所述角度电信号对应的制动级位电信号控制桥模块输出相应的制动缸压力；桥模块内部的通路为关断状态；当电控制动系统故障时，桥模块内部的通路导通，刹车踏板与桥模块之间的气 路导通，输出控制压力到制动缸；其中，制动缸压力根据权利要求1所述方法确定。
- 根据权利要求2所述的虚拟轨道列车制动系统，其特征在于，任一桥模块和与其连通的继动阀之间的距离不超过1m。
- 根据权利要求2或3所述的虚拟轨道列车制动系统，其特征在于，所述空气制动系统还包括第二气路；所述第二气路一端与所述双向阀一端口连通；所述第二气路另一端与第三气路连通；所述第三气路与多条支路连通，每条支路对应与一个所述桥模块连通。
- 一种虚拟轨道列车，其特征在于，其采用权利要求2～4之一所述的制动系统。
- 一种权利要求5所述虚拟轨道列车的制动控制方法，其特征在于，当电控制动系统正常时，空气制动系统用作备份；当电控制动系统故障时，桥模块与所述刹车踏板之间的气路导通。
- 根据权利要求6所述的方法，其特征在于，制动缓解过程中，所述制动控制单元根据刹车踏板的角度电信号排空制动缸压力，延时T秒后，桥模块内部的通路导通，桥模块的预控压力压缩空气在T秒时间内从继动阀/刹车踏板排出。
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| CN112319538B (zh) | 2022-04-08 |
| CN112319538A (zh) | 2021-02-05 |
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