CN109969221B - Urban rail train - Google Patents
Urban rail train Download PDFInfo
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- CN109969221B CN109969221B CN201711463894.8A CN201711463894A CN109969221B CN 109969221 B CN109969221 B CN 109969221B CN 201711463894 A CN201711463894 A CN 201711463894A CN 109969221 B CN109969221 B CN 109969221B
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- brake
- oil
- control valve
- hydraulic
- valve
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- 230000009467 reduction Effects 0.000 claims abstract description 13
- 238000001514 detection method Methods 0.000 claims description 26
- 238000004146 energy storage Methods 0.000 claims description 6
- 239000012530 fluid Substances 0.000 claims 2
- 239000003921 oil Substances 0.000 description 126
- 239000010720 hydraulic oil Substances 0.000 description 4
- 238000000034 method Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000002238 attenuated effect Effects 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
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
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
- B60T11/16—Master control, e.g. master cylinders
- B60T11/22—Master control, e.g. master cylinders characterised by being integral with reservoir
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
- B60T11/28—Valves specially adapted therefor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
- B60T11/28—Valves specially adapted therefor
- B60T11/34—Pressure reducing or limiting valves
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H1/00—Applications or arrangements of brakes with a braking member or members co-operating with the periphery of the wheel rim, a drum, or the like
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
- B61H11/08—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes comprising a pump or the like circulating fluid, braking being effected by throttling of the circulation
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
The invention discloses a city rail train and a vehicle, wherein the city rail train comprises: each section of the vehicle body comprises a driver, a hydraulic unit, a brake control unit and a plurality of bogies which are arranged in the front-rear direction, wherein each bogie is provided with two wheels which are arranged at left-right intervals, two active hydraulic clamps which are used for braking the two wheels respectively and a passive hydraulic clamp which is used for braking the bogie, and the driver is connected with at least one bogie through a reduction gearbox to drive the wheels to run or stop. The urban rail train controls the active hydraulic clamp and the passive hydraulic clamp through the same hydraulic unit and a brake control unit, and further controls the occurrence and replacement of parking brake, service brake and emergency brake, so that the traditional active hydraulic clamp and the passive hydraulic clamp are integrated, the product of the whole system is relatively concise, the arrangement space requirement is small, and the system cost can be reduced.
Description
Technical Field
The invention relates to the field of rail transit, in particular to a city rail train.
Background
At present, due to the fact that a light-weight and miniaturized hydraulic braking system is adopted by an urban rail train such as a low-floor tramcar, the hydraulic system is easy to design into a frame control due to modularization, but due to the fact that the principle design of a current hydraulic unit, the hydraulic unit can only independently control an active hydraulic clamp or a passive hydraulic clamp and cannot simultaneously control the active hydraulic clamp and the passive hydraulic clamp, 2 braking control units BCU and 2 hydraulic control units HGD are required to be configured for a braking scheme of adopting the active hydraulic clamp for single-section running car braking and adopting the passive clamp for parking braking, the total cost of products of each section of car is relatively high, and the problems of difficulty in arrangement and relatively high cost exist for the small-size rubber-wheel urban rail train with few groups and low floors.
Disclosure of Invention
The present invention aims to solve, at least to some extent, one of the above technical problems in the prior art. For this purpose, the invention proposes a city rail train which controls the occurrence and replacement of parking brake and service brake and emergency brake by means of the same hydraulic unit and a brake control unit.
According to an embodiment of the present invention, an urban rail train includes at least one section of a vehicle body, each section of the vehicle body including a driver, a hydraulic unit, a brake control unit, and a plurality of bogies arranged in a front-rear direction, each of the bogies being provided with two wheels disposed at a left-right interval, two active hydraulic clamps for braking the two wheels respectively, and a passive hydraulic clamp for braking the bogies, the driver being connected to at least one of the bogies through a reduction gearbox to drive the wheels to run or stop, the active hydraulic clamps and the passive hydraulic clamps of each of the vehicle bodies being connected to the respective hydraulic units respectively, each of the vehicle bodies being configured to apply a braking force to the wheels through the active hydraulic clamps during service braking and emergency braking, and to apply a braking force to the wheels through the passive hydraulic clamps during parking braking.
According to the urban rail train of the embodiment of the invention, the urban rail train controls and controls the occurrence and replacement of parking brake, service brake and emergency brake through the same hydraulic unit and a brake control unit.
In addition, the urban rail train according to the embodiment of the invention can also have the following additional technical characteristics:
According to some embodiments of the invention, the hydraulic unit comprises: an oil tank for containing brake oil, wherein an oil pump is arranged on the oil tank; the first end of the parking brake oil way is connected with the oil pump, the second end of the parking brake oil way is connected with the passive oil inlet of the passive hydraulic clamp, and a first control valve is connected in series on the parking brake oil way and is communicated when the vehicle body is powered off; the first end of the service brake and emergency brake oil way is connected with the oil pump, the other end of the service brake and emergency brake oil way is connected with an active brake cylinder of each active hydraulic clamp, a second control valve and a proportional valve are connected in series on the service brake and emergency brake oil way, and the proportional valve is connected with the oil tank; the first control valve and the proportional valve are connected with the brake control unit, the second control valve is connected with a safety brake loop of the vehicle body, and the second control valve is conducted when the safety brake loop is powered on; and the first pressure detection device is used for detecting the pressure of the active brake cylinder, and is connected with the brake control unit, and the brake control unit controls the opening degree of the proportional valve according to the detection result of the first pressure detection device.
According to some embodiments of the invention, the urban rail train further comprises an accumulator connected to the hydraulic pump oil pump via an accumulator oil circuit.
According to some embodiments of the invention, the hydraulic unit further comprises a safety brake oil circuit and a fourth control valve, a first end of the safety brake oil circuit is connected with the energy storage oil circuit, a second end of the safety brake oil circuit is connected with an active brake cylinder of each active hydraulic clamp, a third control valve and a pressure reducing valve are connected in series on the safety brake oil circuit, the third control valve is connected with the safety brake circuit, the third control valve is closed when the safety brake circuit is powered on, and the third control valve is turned on when the safety brake circuit is turned off; the fourth control valve is connected in series to the service brake and emergency brake oil paths, the fourth control valve and the second control valve are arranged on two sides of the proportional valve, and the fourth control valve is connected with the safety brake loop so as to be conducted when the safety brake loop is electrified.
According to some embodiments of the invention, the hydraulic unit further comprises a second pressure detection device for detecting the pressure of the accumulator and a third pressure detection device for detecting the pressure in the passive hydraulic clamp, wherein the second pressure detection device, the third pressure detection device and the oil pump are respectively connected with the brake control unit, and the brake control unit controls the start and stop of the oil pump according to the detection results of the second pressure detection device and the third pressure detection device.
According to some embodiments of the invention, a fifth control valve is connected in series with the stored energy oil path, the fifth control valve is connected with the brake control unit, and the fifth control valve is located between the first end of the parking brake oil path and the accumulator; and a sixth control valve is connected in series on the parking brake oil way, and the sixth control valve is connected with the brake control unit.
According to some embodiments of the invention, the outlet end of the oil pump is provided with a feed filter, and the stored-energy oil circuit is connected to the feed filter.
According to some embodiments of the invention, the hydraulic unit further comprises a check valve connected in parallel with the supply filter, the check valve being turned on when the outlet pressure of the oil pump reaches a set value to guide brake oil to the stored-energy oil passage.
According to some embodiments of the invention, the hydraulic unit further comprises a manual relief valve cooperating with the accumulator to manually relieve pressure in the accumulator back to the tank.
According to some embodiments of the invention, the hydraulic unit further comprises an unloading valve connected to the oil pump for unloading the load of the oil pump.
According to some embodiments of the invention, the hydraulic unit further comprises a relief valve connected to the outlet of the oil pump and to the oil tank, respectively.
According to some embodiments of the invention, the passive hydraulic clamp is provided on a rotating shaft of the reduction gearbox to apply a braking force to the rotating shaft.
Drawings
FIG. 1 is a schematic view of a brake structure of a vehicle body according to an embodiment of the present invention;
Fig. 2 is a schematic structural view of a hydraulic unit according to an embodiment of the present invention.
Reference numerals:
The vehicle body 100, the hydraulic unit 1, the brake control unit 2, the bogie 3, the wheels 31, the active hydraulic tongs 32, the passive hydraulic tongs 33, the reduction gearbox 4, the oil tank 11, the oil pump 111, the accumulator 12, the accumulator oil passage 13, the parking brake oil passage 14, the first control valve 5a, the service brake and emergency brake oil passage 15, the second control valve 5b, the proportional valve 6, the first pressure detection device 16a, the safety brake oil passage 17, the third control valve 5c, the pressure reducing valve 7, the second pressure detection device 16b, the third pressure detection device 16c, the fourth control valve 5d, the fifth control valve 5e, the sixth control valve 5f, the supply filter 8, the check valve 18, the manual relief valve 19, the unloading valve 20, the relief valve 21, the pump motor 22, the pressure external detection port 23, and the throttle valve 24.
Detailed Description
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present invention and should not be construed as limiting the invention.
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; may be mechanically connected, may be electrically connected or may communicate with each other; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
An urban rail train according to an embodiment of the invention is described below with reference to fig. 1-2.
The urban rail train according to an embodiment of the present invention may include at least one car body, each car body including a driver, one hydraulic unit 1, one brake control unit 2, and a plurality of bogies 3 arranged in the front-rear direction. It is understood that the number of bodies of the urban rail train can be set according to actual requirements.
As shown in fig. 1, each bogie 3 is provided with two wheels 31 arranged at a left-right interval, two active hydraulic clamps 32 for braking the two wheels 31 respectively, and a passive hydraulic clamp 33 for braking the bogie 3, and a driver is connected to at least one bogie 3 through a reduction gearbox 4 to drive the wheels 31 to run or stop, the active hydraulic clamps 32 and the passive hydraulic clamps 33 of each vehicle body 100 are respectively connected to the corresponding hydraulic units 1, and each vehicle body 100 is configured to apply braking force to the wheels 31 through the active hydraulic clamps 32 during service braking and emergency braking, and apply braking force to the wheels 31 through the passive hydraulic clamps 33 during parking braking.
In other words, when the urban rail train 100 is going to perform service braking and emergency braking, the hydraulic unit 1 controls the active hydraulic clamp 32 to directly act on the wheels 31, and applies friction to the wheels 31 to slow or stop. When the urban rail train 100 is to be parked, the hydraulic unit 1 controls the passive hydraulic clamp 33 so as to stop the braking force applied to the wheels 31 of the bogie 3. The active hydraulic clamp 32 is suitable for decelerating or stopping the urban rail train in the running process of the urban rail train, the passive hydraulic clamp 33 is adopted in the parking braking process, and the active hydraulic clamp 32 and the passive hydraulic clamp 33 are controlled by one hydraulic unit 1 and one brake control unit 2, so that the traditional active hydraulic clamp 32 and the passive hydraulic clamp 33 are integrated, the product of the whole system is simpler, the arrangement space requirement is small, and the system cost can be reduced. The braking scheme can not only meet the requirements that the driving hydraulic braking is applied when the urban rail train is driven, the riding comfort is improved, and the braking instruction is responded quickly, but also meet the requirements that the braking force of the urban rail train which is permanently parked on a slope cannot be attenuated, so that the urban rail train slides on the slope.
According to the urban rail train provided by the embodiment of the invention, each train body of the urban rail train controls the active hydraulic clamp 32 and the passive hydraulic clamp 33 through the same hydraulic unit 1 and one brake control unit 2, so as to control the occurrence and replacement of parking brake, service brake and emergency brake, and therefore, the traditional active hydraulic clamp 32 and the passive hydraulic clamp 33 are integrated, so that the product of the whole system is relatively simple, the arrangement space requirement is small, and the system cost is reduced.
As shown in fig. 2, the hydraulic unit 1 includes: an oil tank 11 for holding brake oil, a parking brake oil passage 14, a service brake oil passage 15, and a first pressure detecting device 16a.
The oil tank 11 is provided with an oil pump 111. Specifically, the oil tank 11 supplies the hydraulic oil to the entire hydraulic unit 1 and ensures the oil passage communication of the entire hydraulic unit 1, wherein the oil pump 111 is driven by the pump motor 22.
The first end of the parking brake oil path 14 is connected with the oil pump 111, the second end of the parking brake oil path 14 is connected with the passive oil inlet of the passive hydraulic clamp 33, and the parking brake oil path 14 is connected with the first control valve 5a in series, and the first control valve 5a is conducted when the vehicle body 100 is powered off. Specifically, when the urban rail train is to be parked for braking, the vehicle body 100 is powered off first, at this time, the first control valve 5a is turned on to form a passage for the parking brake oil passage 14, the energy storage oil passage 13 and the oil tank 11, at this time, the passive hydraulic clamp 33 will lose oil, the pressure returns directly into the oil tank 11, at this time, the spring in the passive hydraulic clamp 33 will apply pressure to make the passive hydraulic clamp 33 apply a braking force to the bogie 3, so as to keep the urban rail train parked, and further make the urban rail train stably locked in place.
Referring to fig. 2, a first end of the service and emergency brake oil path 15 is connected to an oil pump 111, the other end of the service and emergency brake oil path 15 is connected to an active brake cylinder of each active hydraulic clamp 32, and a second control valve 5b and a proportional valve 6 are connected in series to the service and emergency brake oil path 15, and the proportional valve 6 is connected to the oil tank 11. The first control valve 5a and the proportional valve 6 are connected with the brake control unit 2, the second control valve 5b is connected with a safety brake circuit of the vehicle body 100, and the second control valve 5b is conducted when the safety brake circuit is powered on. Specifically, the second control valve 5b is connected to the safety brake circuit, the safety brake circuit is powered on during normal braking, the second control valve 5b is electrically conducted, the brake control unit 2 can control the proportional valve 6 to be conducted, the service brake and emergency brake oil path 15 is connected to the oil tank 11, meanwhile, the brake control unit 2 controls the first control valve 5a to be closed, the brake cylinder of the passive hydraulic clamp 33 is kept at oil pressure, and running speed control (service brake) and braking (emergency brake) are achieved. Wherein the passive hydraulic clamp 33 is in a relieved condition under non-parking brake conditions, without affecting service braking. Thereby, it is achieved that the occurrence and replacement of parking and service and emergency braking is controlled by one hydraulic unit 1 and one brake control unit 2.
The first pressure detecting device 16a is used for detecting the pressure of the active brake cylinder, the first pressure detecting device 16a is connected with the brake control unit 2, and the brake control unit 2 controls the opening degree of the proportional valve 6 according to the detection result of the first pressure detecting device 16 a. Specifically, the first pressure detecting device 16a is configured to monitor the pressure of the active brake cylinder of the active hydraulic clamp 32 and transmit a pressure signal to the brake control unit 2. The brake control unit 2 controls the opening degree of the proportional valve 6 according to the signal sent from the first pressure detecting device 16a and the instant brake command signal to correspondingly increase or decrease the pressure of the active brake cylinder of the active hydraulic clamp 32, so that the active brake cylinder pressure of the active hydraulic clamp 32 reaches the target value.
As shown in fig. 2, the accumulator 12 is connected to an outlet of the oil pump 111 through an accumulator oil passage 13. Specifically, the oil pump 111 supplies the external accumulator 12 with sufficient pressure through the accumulator oil passage 13 and stores it for use.
In combination with the embodiment shown in fig. 1 and 2, the hydraulic unit 1 further includes a safety brake oil path 17 and a fourth control valve 5d, a first end of the safety brake oil path 17 is connected to the energy storage oil path 13, a second end of the safety brake oil path 17 is connected to the active brake cylinder of each active hydraulic clamp 32, a third control valve 5c and a pressure reducing valve 7 are connected in series to the safety brake oil path 17, the third control valve 5c is connected to a safety brake circuit, the third control valve 5c is closed when the safety brake circuit is powered on, and the third control valve 5c is turned on when the safety brake circuit is turned off. The fourth control valve 5d is connected in series with the service brake and emergency brake oil path 15, the fourth control valve 5d and the second control valve 5b are arranged on two sides of the proportional valve 6, and the fourth control valve 5d is connected with the safety brake circuit to be conducted when the safety brake circuit is electrified. In other words, when the urban rail train is in the normal running state, the vehicle body 100 is powered on, and at this time, the third control valve 5c is in the closed state, that is, the safety brake oil passage 17 is not open, but the second control valve 5b and the fourth control valve 5d are in the conducting state, and at this time, in order to perform the service brake and the emergency brake, only the proportional valve 6 needs to be conducted, and the service brake and the emergency brake oil passage 15 is communicated with the oil tank 11.
When the urban rail train encounters the condition of endangering the driving safety, such as unhooking among trains, exceeding the safe speed of the vehicle, losing electricity of a power supply and the like, the safety braking circuit is in power failure, the third control valve 5c is in power failure conduction, the second control valve 5b and the fourth control valve 5d are in power failure and are closed, the safety braking oil way 17 is connected, and the oil pressure of the energy accumulator 12 reaches the active braking cylinder of the active hydraulic clamp 32 through the pressure reducing valve 7 to apply braking force. The safety braking deceleration is defined according to the safety braking of the vehicle, so that the limit value of the pressure release valve 7 is initially set. The safety braking does not need the control of the braking control unit 2, and the signal is directly sent to the hydraulic unit 1 to directly perform deceleration and parking by the preset pressure value of the pressure reducing valve 7, so that the highest braking priority is enjoyed. The accumulator 12 is used for automatically applying braking when power is lost, and can also improve the service life of the oil pump 111.
As shown in fig. 1 and 2, the hydraulic unit 1 further includes a second pressure detecting device 16b for detecting the pressure of the accumulator 12 and a third pressure detecting device 16c for detecting the pressure in the passive hydraulic clamp 33, the second pressure detecting device 16b, the third pressure detecting device 16c, and the oil pump 111 are respectively connected to the brake control unit 2, and the brake control unit 2 controls the start and stop of the oil pump 111 based on the detection results of the second pressure detecting device 16b and the third pressure detecting device 16c, for example, when the pressure of either the accumulator 12 or the passive hydraulic clamp 33 falls to a defined oil pump start value, the oil pump 111 is controlled to start. When the pressure values of the accumulator 12 and the passive hydraulic clamp 33 reach the oil pump stop value at the same time, the oil pump is controlled to be closed, so that the automation degree of the urban rail train can be improved, and the energy storage effect of the accumulator 12 and the action of the passive hydraulic clamp 33 only during parking braking are ensured.
Further, a fifth control valve 5e is connected in series to the storage oil path 13, the fifth control valve 5e is connected to the brake control unit 2, and the fifth control valve 5e is located between the first end of the parking brake oil path 14 and the accumulator 12; the parking brake oil passage 14 is connected in series with a sixth control valve 5f, and the sixth control valve 5f is connected to the brake control unit 2. Specifically, when the pressure of either the accumulator 12 or the passive hydraulic clamp 33 falls to a defined oil pump start value, the oil pump 111 is started, and when one of them reaches the shut-off value first and the other does not, the oil passage that reaches the shut-off value first in the parking brake oil passage 14 and the accumulator oil passage 13 is shut-off by controlling the fifth control valve 5e and the sixth control valve 5f, so that the pressure is prevented from being excessively high, and at this time, the oil pump 111 continues pumping until the pressures in both the accumulator 12 and the passive hydraulic clamp 33 reach the defined oil pump shut-off value. For example, when the accumulator 12 pressure detected by the second pressure detecting means 16b reaches the shut-off value and the pressure in the passive hydraulic clamp 33 detected by the third pressure detecting means 16c does not reach the shut-off value, the fifth control valve 5e is controlled to be closed and the sixth control valve 5f is controlled to be turned on, so that the pressure of the passive hydraulic clamp 33 reaches the shut-off value.
As shown in fig. 2, the outlet end of the oil pump 111 is provided with a supply filter 8, and an accumulator oil passage 13 is connected to the supply filter 8. The supply filter 8 is used for filtering the hydraulic oil pumped by the oil pump 111, so that particles such as residues in the hydraulic oil are prevented from accumulating on a certain part, the normal operation of a certain part and even the whole hydraulic unit 1 is prevented from being influenced, and the riding safety of urban rail trains is greatly improved.
Further, the hydraulic unit 1 further includes a check valve 18 connected in parallel with the supply filter 8, the check valve 18 being turned on to guide the brake oil to the accumulator oil passage 13 when the outlet pressure of the oil pump 111 reaches a set value. If the supply filter 8 is overloaded so that a pressure difference between the upstream and downstream sides exceeds a certain limit value, the check valve 18 will be turned on to protect the supply filter 8 from excessive pressure, and thus the entire hydraulic unit 1, so that the entire hydraulic unit 1 can operate normally.
Referring to fig. 2, the hydraulic unit 1 further comprises a manual relief valve 19, the manual relief valve 19 cooperating with the accumulator 12 to manually relieve the pressure in the accumulator 12 back to the tank 11. Thereby, the accumulator 12 can be effectively protected, and damage to the accumulator 12 caused by excessive pressure in the accumulator 12 can be avoided.
The hydraulic unit 1 further includes an unloading valve 20, and the unloading valve 20 is connected to the oil pump 111 to unload the load of the oil pump 111. Thus, the on-load start of the oil pump 111 is avoided, and the service life of the oil pump 111 can be prolonged.
The hydraulic unit 1 further comprises a relief valve 21, the relief valve 21 being connected to the outlet of the oil pump 111 and to the oil tank 11, respectively. The overflow valve 21 can effectively prevent the pressure in the system of the hydraulic unit 1 from being excessive, and when the pressure in the system of the hydraulic unit 1 is larger than a preset threshold value, the overflow valve 21 overflows some hydraulic oil to the outside to ensure the stability of the pressure in the system of the hydraulic unit 1.
In connection with the embodiments shown in fig. 1 and 2, a passive hydraulic clamp 33 is provided on the rotational shaft of the reduction gearbox 4 to apply a braking force to the rotational shaft according to some embodiments of the invention. Specifically, when parking braking is performed, the passive hydraulic clamp 33 directly applies braking force to the rotating shaft in the reduction gearbox 4, and the rotating shaft is connected to the bogie 3, so that the bogie 3 stops braking, and the wheels 31 stop braking, thereby completing parking of the urban rail train. By arranging the passive hydraulic tongs 33 on the rotating shaft in the reduction gearbox 4, the reduction ratio can be enlarged, and the braking force acting on the wheels 31 can be increased, so that the urban rail train is more stable to stop, and the braking force is not attenuated even if the urban rail train is parked on a slope, so that the slope is slipped.
As shown in fig. 2, the hydraulic unit 1 further comprises three external pressure sensing ports 23 for measuring the clamp and accumulator 12 pressures with external pressure gauges during commissioning or maintenance of the vehicle.
The hydraulic unit 1 further comprises two throttle valves 24. Since the application of the service brake and the safety brake takes a certain impact rate into consideration, the throttle 24 is additionally installed on the service brake and emergency brake oil path 15 and the safety brake oil path 17, and the parking brake is the brake applied by power outage after the vehicle has stopped, and no impact occurs, so that the throttle 24 is not required.
The following describes the overall system and operation in conjunction with fig. 1 and 2:
Each vehicle body of the system realizes the control of the active hydraulic clamp 32 and the passive hydraulic clamp 33 through one hydraulic unit 1 and one brake control unit 2, so that the active hydraulic clamp 32 can act on the wheels 31 to finish the service brake and the emergency brake or the safety brake, the passive hydraulic clamp 33 can act on the rotating shaft in the reduction gearbox 4 to finish the parking brake, and the three types of brake replacement can be realized quickly and safely.
Specifically, when the service brake and the emergency brake are to be performed, the second control valve 5b is connected to the safety brake circuit, the safety brake circuit is powered on, the second control valve 5b is electrically conducted, the brake control unit 2 can control the proportional valve 6 to be conducted, the service brake and the emergency brake oil passage 15 to be conducted and to be conducted with the oil tank 11, and simultaneously the brake control unit 2 controls the first control valve 5a to be closed, so that the brake cylinder of the passive hydraulic clamp 33 maintains the oil pressure, and the running speed control (service brake) and the braking (emergency brake) are realized.
When the urban rail train encounters the condition of endangering the driving safety, the safety braking oil way 17 is powered off, the third control valve 5c is powered off, the second control valve 5b and the fourth control valve 5d are powered off, the safety braking oil way 17 is connected, and the oil pressure of the accumulator 12 reaches the active braking cylinder of the active hydraulic clamp 32 through the pressure reducing valve 7 to apply braking force. The safety braking deceleration is defined according to the safety braking of the vehicle, so that the limit value of the pressure release valve 7 is initially set. The safety braking does not require the control of the braking control unit 2, and the signal is directly given to the hydraulic unit 1 to perform deceleration and stopping directly with the preset pressure value of the pressure reducing valve 7.
When the vehicle is in parking braking, the vehicle body 100 is powered off firstly, at this time, the first control valve 5a is conducted under the control of the brake control unit 2, so that the parking brake oil way 14, the energy storage oil way 13 and the oil tank 11 form a passage, at this time, the passive hydraulic clamp 33 loses oil, the pressure directly returns to the oil tank 11, at this time, the spring in the passive hydraulic clamp 33 applies pressure so that the passive hydraulic clamp 33 clamps the rotating shaft in the reduction gearbox 4 to generate braking force, the urban rail train is kept to be parked, and the urban rail train is locked in place stably.
In summary, the internal principle of the whole hydraulic unit 1 is simple, easy to process, and small in volume, so that one hydraulic unit 1 can simultaneously control the active hydraulic clamp 32 and the passive hydraulic clamp 33, and service brake and parking brake can be simultaneously satisfied.
The specific structure of the active hydraulic clamp 32, the specific structure of the passive hydraulic clamp 33, and the principle of the safety brake circuit of the vehicle body are all known in the art, and will not be described in detail herein.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Further, one skilled in the art can engage and combine the different embodiments or examples described in this specification.
While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the invention.
Claims (9)
1. A urban rail train comprising at least one section of a train body, each section of the train body comprising a driver, a hydraulic unit, a brake control unit and a plurality of bogies arranged in the front-rear direction, each bogie being provided with two wheels arranged at a left-right interval, two active hydraulic clamps for braking the two wheels respectively and a passive hydraulic clamp for braking the bogies, the driver being connected to at least one of the bogies through a reduction gearbox to drive the wheels to run or stop, the active hydraulic clamps and the passive hydraulic clamps of each of the train bodies being connected to the respective hydraulic units respectively, each of the train bodies being configured to apply braking forces to the wheels through the active hydraulic clamps during service braking and emergency braking, and to apply braking forces to the wheels through the passive hydraulic clamps during parking braking;
the hydraulic unit includes:
An oil tank for containing brake oil, wherein an oil pump is arranged on the oil tank;
The first end of the parking brake oil way is connected with the oil pump, the second end of the parking brake oil way is connected with the passive oil inlet of the passive hydraulic clamp, and a first control valve is connected in series on the parking brake oil way and is communicated when the vehicle body is powered off;
The first end of the service brake and emergency brake oil way is connected with the oil pump, the other end of the service brake and emergency brake oil way is connected with an active brake cylinder of each active hydraulic clamp, a second control valve and a proportional valve are connected in series on the service brake and emergency brake oil way, and the proportional valve is connected with the oil tank;
the first control valve and the proportional valve are connected with the brake control unit, the second control valve is connected with a safety brake loop of the vehicle body, and the second control valve is conducted when the safety brake loop is powered on;
The first pressure detection device is used for detecting the pressure of the active brake cylinder, and is connected with the brake control unit, and the brake control unit controls the opening of the proportional valve according to the detection result of the first pressure detection device;
The hydraulic unit further comprises an overflow valve which is respectively connected with the outlet of the oil pump and the oil tank;
The hydraulic unit further includes an unloading valve connected to the oil pump to unload a load of the oil pump.
2. The urban rail train of claim 1, further comprising an accumulator coupled to the oil pump via an accumulator oil circuit.
3. The urban rail train of claim 2, wherein the hydraulic unit further comprises a safety brake oil circuit and a fourth control valve, a first end of the safety brake oil circuit is connected with the energy storage oil circuit, a second end of the safety brake oil circuit is connected with an active brake cylinder of each active hydraulic clamp, a third control valve and a pressure reducing valve are connected in series on the safety brake oil circuit, the third control valve is connected with the safety brake circuit, the third control valve is closed when the safety brake circuit is powered on, and the third control valve is turned on when the safety brake circuit is turned off;
The fourth control valve is connected in series to the service brake and emergency brake oil paths, the fourth control valve and the second control valve are arranged on two sides of the proportional valve, and the fourth control valve is connected with the safety brake loop so as to be conducted when the safety brake loop is electrified.
4. The urban rail train according to claim 2, wherein the hydraulic unit further comprises a second pressure detection device for detecting the pressure of the accumulator and a third pressure detection device for detecting the pressure in the passive hydraulic clamp, the second pressure detection device, the third pressure detection device and the oil pump are respectively connected with the brake control unit, and the brake control unit controls the start and stop of the oil pump according to the detection results of the second pressure detection device and the third pressure detection device.
5. The urban rail train of claim 4, wherein a fifth control valve is connected in series with the stored energy fluid circuit, the fifth control valve being connected to the brake control unit, the fifth control valve being located between the first end of the parking brake fluid circuit and the accumulator;
And a sixth control valve is connected in series on the parking brake oil way, and the sixth control valve is connected with the brake control unit.
6. Urban rail train according to claim 2, characterized in that the outlet end of the oil pump is provided with a feed filter, the stored-energy oil circuit being connected to the feed filter.
7. The urban rail train of claim 6, wherein the hydraulic unit further comprises a check valve in parallel with the supply filter, the check valve being turned on to direct brake oil to the stored-energy oil circuit when the outlet pressure of the oil pump reaches a set value.
8. The urban rail train of claim 2, wherein the hydraulic unit further comprises a manual relief valve cooperating with the accumulator to manually relieve pressure within the accumulator back to the tank.
9. The urban rail train of any one of claims 1-8, wherein the passive hydraulic clamp is provided on a rotating shaft of the reduction gearbox to apply a braking force to the rotating shaft.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711463894.8A CN109969221B (en) | 2017-12-28 | 2017-12-28 | Urban rail train |
| PCT/CN2018/124902 WO2019129205A1 (en) | 2017-12-28 | 2018-12-28 | Brake control system for urban rail train and urban rail train |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201711463894.8A CN109969221B (en) | 2017-12-28 | 2017-12-28 | Urban rail train |
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| CN109969221B true CN109969221B (en) | 2024-09-10 |
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| CN111806411B (en) * | 2020-03-26 | 2023-11-03 | 同济大学 | Wheel control type hydraulic braking system for virtual railway vehicle |
| CN111572578B (en) * | 2020-05-26 | 2021-12-17 | 中车株洲电力机车有限公司 | Method and system for controlling door and illumination of railway vehicle during cleaning and vehicle |
| CN112477912B (en) * | 2020-11-26 | 2021-11-23 | 湘潭市恒欣实业有限公司 | Passive braking system of railway vehicle |
| CN118163768B (en) * | 2024-05-12 | 2024-07-26 | 成都长客新筑轨道交通装备有限公司 | Remote exhaust device for urban rail vehicle |
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| CN103253146B (en) * | 2013-05-09 | 2016-01-20 | 同济大学 | The pedal decoupling type Electro-hydraulic brake system that integrated pedal displacement is measured |
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| CN104613110A (en) * | 2015-01-20 | 2015-05-13 | 上海庞丰交通设备科技有限公司 | Brake clamp oil cylinder |
| CN105620448A (en) * | 2016-03-16 | 2016-06-01 | 株洲南车时代电气股份有限公司 | Rail transit electric drive hydraulic brake control system |
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