266results about "Railway braking systems" patented technology

The embodiment of the invention provides a rail train brake control system and relates to the field of rail transit. The rail train brake control system comprising a single brake control unit, a wholetrain brake control unit, a traction control unit and a communication control unit is characterized in that the single brake control unit is arranged in each carriage of a rail train; the whole trainbrake unit and the communication control unit are arranged in the carriages located on both ends of the rail train; the traction control unit is arranged in power cars of multiple carriages; the single brake control unit, the whole train brake control unit, the traction control unit and the communication control unit realize communication through gateway. Further provided is a train comprising the above-mentioned system. The rail train brake control system has the advantage of realizing flexible grouping of the train with each carriage provided with the single brake control unit to apply airbraking force, each power car provided with the traction control unit to apply electric braking force, and the whole train brake control unit adopted to conduct centralized control.

The invention discloses a framework. The framework comprises a cross beam and a side beam, wherein the side beam is of a sheet structure and hunches up in the center in the longitudinal direction; and the cross beam is connected to the hunching-up top of the side beam and detachably connected with the side beam. The invention further provides a bogie at the same time. The bogie comprises the framework; integration mounting bases are installed on the upper surfaces of the transverse two ends of the cross beam correspondingly; each integration mounting base comprises a foundation seat, a pair of brake mounting seats, a vertical absorber seat and an antiroll device mounting seat, wherein the brake mounting seats are arranged on one side of the foundation seat in the same straight line in a back-to-back mode, the vertical absorber seat is arranged at one end of the other lateral side of the foundation seat, and the antiroll device mounting seat is arranged on the other end of the other lateral side of the foundation seat; and the side beam, the cross beam and the integration mounting bases are in series connection sequentially through fasteners. The problem that a framework made from carbon fiber composite materials is poor in welding property is solved. The longitudinal, transverse and vertical rigidity decoupling of the side beam and the cross beam is achieved. The framework and the bogie have the advantages that the structure and assembling process of the bogie are simplified, and the loading burden of the framework is relieved.

The invention provides a graded braking method for a maglev train including an electric brake system, a mechanical brake system and an alighting brake system. The graded braking method for the maglevtrain comprises the steps of calculating a corresponding electric brake curve, a corresponding mechanical brake curve and a corresponding alighting brake curve for each brake mode of the maglev trainin real time according to obtained current line data, vehicle condition data and passenger comfort restriction condition, wherein each brake curve represents that the train triggers speed triggering thresholds of corresponding braking in different positions from a target speed reduction point under a situation of the current line data and the vehicle condition data in order to satisfy a target speed reduction requirement and satisfy a passenger comfort restriction condition before reaching the target speed reduction point.

The invention discloses a train control method for dealing with severe weather. The method includes the steps that step1, the forward speed of a wheel set is obtained, the difference between the forward speed and reference speed is calculated to obtain a ratio alpha of the difference to the reference speed, and the trackslip conditions of a train are determined by comparing the ratio alpha with a trackslip threshold value w; step 2, corresponding trackslip control is implemented according to the trackslip conditions of the train.

The invention provides an operation control method for a train. The operation control method comprises the following steps of: obtaining relation between the energy loss and the highest operation speed of the train according to the traction characteristic of the train, the brake characteristic of the train and the air-resistance characteristic; obtaining highest operation speed when the energy loss of the train is minimum according to the relation between the energy loss and the highest operation speed of the train; obtaining the constant-speed operation time and the speed when the maximum braking is started according to the highest operation speed; obtaining an energy-saving train operation curve according to the highest operation speed, the constant-speed operation time and the speed when the maximum braking is started; controlling the operation of the train according to the energy-saving train operation curve. By the train operation control method provided by the embodiment of the invention, the train operation curve under the condition of minimum energy consumption of the train can be obtained according to the traction characteristic of the train, the braking characteristic of the train and the air resistance characteristic, and the obtained energy-saving train operation curve is more accurate, so that the energy-saving efficiency for operation of the train is higher.

The invention relates to a wind resistance braking device. The device comprises at least one first component, each component comprises a base, a brake plate which is provided with a first extension part, a driving device capable of controlling opening or closing of the brake plate, a first guide rail and a first sliding block thereon, and each first slide block is provided with a first protrusionend; one end of a first pull rod is rotatably connected with the corresponding first slide block, and the other end of each pull rod is rotatably connected with the corresponding first extension part;a first electronic control lock is arranged on the portion close to the first end of the corresponding first guide rail, and a second electronic control lock is arranged on the portion close to the second end of the corresponding first guide rail; each first component further comprises a control unit electrically connected with the corresponding driving device, the corresponding first electroniccontrol lock and the corresponding second electronic control lock, wherein the control unit can control the driving device to run and drives the corresponding first extension part to open or close thecorresponding brake plate; the control units can control the electronic control locks to limit or do not limit the first protrusion ends.

A method of locating nodes in train having at least one node per car and includes enabling each node; querying each enabled node to respond during a response interval; disabling each node which responded; and re-querying the enabled nodes until no further responses are received during a response interval. The method further includes disabling the responding nodes before the expiration of the response interval if the interval is under utilized and after the expiration of the response interval if the interval is fully utilized. The method further includes determining the number of responses during a present response interval and setting the length of a subsequent response interval as a function of the determined number of responses. The number of responses may be determined for a whole interval or for a portion of the present response interval, and the length of the subsequent response interval is set based on the response rate determined for the portion of the present response interval. The subsequent response interval may be initiated before the expiration of the present response interval if a new interval length is to be set.

The invention discloses an electro-pneumatic brake, comprising a main air module, a balanced air cylinder pressure control module, a brake pressure regulating module and a parking brake pressure control module. The equalizing air cylinder pressure control module is provided with an equalizing air cylinder, a first air supply pipeline for supplying air to the equalizing air cylinder is communicatedwith the main air module, a second air supply pipeline for supplying air to the train pipe and a relay valve are communicated with the main air module, and the relay valve controls the air supply andexhaust of the train pipe through the pressure difference between the equalizing air cylinder and the train pipe. The balanced air cylinder pressure control module controls the gradual pressure change of the train pipe or the pressure stage change of the train pipe, thereby realizing the stage adjustment of the locomotive braking force, in accordance with the UIC 540- 2006 Standard Requirements.

The embodiment of the invention provides a rail vehicle brake control method and device. The rail vehicle brake control method includes the steps that a deceleration instruction is received and comprises target deceleration; first brake force is applied to a rail vehicle and is preset corresponding to the target deceleration; real-time deceleration of the rail vehicle is measured; second brake force is determined according to the difference of the real-time deceleration of the rail vehicle and the target deceleration and the first brake force; the second brake force is applied to the rail vehicle. By means of the method and device, brake force needing to be applied can be accurately determined when the total load information of the rail vehicle can not be obtained through displacement and pressure of a spring material on a bogie.

A locomotive consist includes a first locomotive unit that receives a power command from a throttle signal or a dynamic brake signal from MU trainlines, a second locomotive unit with an energy storage system electrically connected to one or more second unit traction motors, and a hybrid control system on the first locomotive unit. The hybrid control system intercepts the throttle signal or the dynamic brake signal from the MU trainlines, calculates first and second alternate power commands for the first and second locomotive units, respectively, that when added together equal the power command received on the MU trainlines, communicates the first power command to the first locomotive prime engine or dynamic braking system, and communicates the second power command to the second locomotive unit.

The invention discloses a power management method and system for a hydraulic brake system of a magnetic levitation train and further discloses a rail vehicle comprising the power management system forthe hydraulic brake system of the magnetic levitation train. The power management method comprises the steps that a master-control electronic brake control unit (EBCU) is controlled to obtain the braking capacity values of carriages through a MVB network, and the total braking target value is obtained according to the braking capacity values of the carriages and carrying information of the wholetrain; according to the total braking target value, whether electric braking of the whole train is insufficient or not is judged; if yes, electric braking force is all distributed to the carriages, and hydraulic force is averagely distributed to the carriages, and the target values of the braking force needing to be applied of the carriages are obtained; and if not, pure electric braking force isdistributed to the carriages. A slave-control EBCU is controlled to receive the corresponding target values of the braking force needing to be applied, and the braking force is applied according to the target values of the braking force needing to be applied. The purpose that energy is fed back to a power grid to the maximum extent through the vehicle MVB network is achieved, energy sources are saved, abrasion of a braking pad is reduced, and the maintenance cost of the train is saved.

The invention discloses a train electric-air converting method and device. The train electric-air converting method comprises the steps that electric-air converting speed points of a train under a current running state are obtained; and an electric-air converting instruction is generated according to the electric-air converting speed points, wherein the electric-air converting instruction is usedfor controlling the train to be converted into an air braking state from an electric braking state. The train electric-air converting method and device solves the technical problem of low efficiency in the vehicle braking process due to the fact that the electric-air converting speed points are fixed in the related technology.

The invention relates to an electropneumatic braking method and an electropneumatic braking system with fault complementation control on the basis of single-axis control, which is characterized in that two independent embedded type electropneumatic braking units are adopted, and each unit comprises a control circuit, a piezoelectric relay valve, a piezoelectric ventilation valve and a corresponding pressure sensor; the two units are managed by a communication and management circuit and arranged near a steering frame; and two axles on the same steering frame are controlled by the two embedded type electropneumatic braking units respectively. The method and the system can greatly reduce the volume of a cylinder and a pipeline by directly controlling a single braking cylinder, and have the advantages of rapid control response, high precision and good safety.

A steering frame of a unit brake device is an improvement on a steering frame structure used for a truck and overcomes the defect of nonideal brake efficiency; in the steering frame of a unit brake device, a bolster and two groups of wheel pair assemblies are arranged in a side frame; a cross rod assembly is arranged in the side frame; the two ends of a spanning beam are arranged on the side frame; a lower center plate is arranged on the bolster; in the unit brake device, a brake beam is arranged in a slide slot of the side frame; a unit brake cylinder is arranged on the brake beam; a fixing pillar is suspended and set on the brake beam by a protection device; a manual brake lever is connected with the chain crane of the fixing pillar; a brake lever is connected with the fixing pillar; the brake lever is connected with the compressive brake adjuster of the chain crane; the other end of the compressive brake adjuster is connected with a lever; the lever is connected with the fixing pillar; the other end of the lever is connected with the brake cylinder push rod; the other end of the brake cylinder push rod is connected with the unit brake cylinder; a position limiter is connected with the brake lever and the compressive brake adjuster; brake shoes are arranged at the two ends of the brake beam. The steering frame of a unit brake device has the advantages of high brake efficiency and optimized car structure.

The invention discloses a locomotive and an air-controlled backup brake control system thereof. The air-controlled backup brake control system comprises a backup brake valve, a balancing air cylinder, a relay valve, an air-controlled shut-off valve and a cut-out cock, wherein an input opening of the backup brake valve communicates with the first end of the cut-out cock, and an output opening of the backup brake valve communicates with an air opening of the balancing air cylinder; the air opening of the balancing air cylinder and a pre-control opening of the relay valve communicate with the first end of the cut-out cock; and the second end of the cut-out cock communicates with a main air pipe; an air source opening of the relay valve communicates with the main air pipe, and an outlet opening of the relay valve communicates with an air inlet of the air-controlled shut-off valve; the air outlet of the air-controlled shut-off valve communicates with a train pipe, and a control opening of the air-controlled shut-off valve communicates with the first end of the cut-out cock; when the cut-out cock is opened, the first end and the second end of the cut-out cock are communicated, or else, the first end communicates with the outside; and when a preset atmospheric pressure is generated at the control opening of the air-controlled shut-off valve, the air inlet and the air outlet of the air-controlled shut-off valve are in communication, or else, the air inlet and the air outlet of the air-controlled shut-off valve are not in communication. According to the air-controlled backup brake control system disclosed by the invention, when being under an ordinary condition, the balancing air cylinder is under a decompression condition, so that the situation that when pure air backup braking is performed, the locomotive has a stable braking effect is guaranteed, and the relieving situation is avoided.

The invention relates to a permanent-magnet-shaft-type direct-drive air-ground shared stereoscopic rail rapid transit system, in particular to a rail car and a stereoscopic rail traffic system of energy-saving permanent-magnet-shaft-type direct-drive supporting power wheels. The stereoscopic rail traffic system is composed of a rail system, the permanent-magnet-shaft-type direct-drive rail car, anelectromagnetic orienting and braking system, an unmanned air-ground shared car, a passenger traffic carriage and a system running cloud platform; the stereoscopic rail traffic system can run in theair or on the ground or in an underground tunnel or a mountain tunnel or at the two sides below a bridge; the unmanned air-ground shared car can run on the ground or in an aerial rail system. Throughadoption of the permanent-magnet-shaft-type driving rail car and an electromagnetic orienting and braking technique, the structure is simplified, the size and weight both are reduced by 50%, the energy is saved by 20-30%, the height and weight of the rail are decreased, charging can be achieved when the air-ground dual-purpose unmanned car runs on the rail, and an urban smart stereoscopic trafficsettlement scheme is provided.

The invention discloses a city rail train coupling disconnection protecting device. A coupler electric connector TCC and a coupler relay TRCR are arranged at each end part of the train; a coil of each coupler relay TRCR is connected with a 110V DC power supply through the corresponding coupler electric connector TCC; and contact ports are connected in series in a brake control loop. According to the city rail train coupling disconnection protecting device, the coupling state of the train is judged through the coupler electric connectors TCC and the coupler relays TRCR; when the coupled trains are separated from one another, the coil of each coupler relay is in loss of power, each contact port is disconnected, and the brake control loop generates corresponding protection action, thus the safety of the train is ensured when coupling is disconnected.

The invention discloses a subsectional braking force controlling method based on velocity. The subsectional braking force controlling method comprises the steps that a deceleration and velocity curve during 100% braking level is drawn; deceleration and velocity curves during other braking levels are drawn; velocity signals are collected; the baking levels are applied; and deceleration is determined, and electric braking force is calculated and applied. According to the subsectional braking force controlling method based on velocity, the power curve of electric braking is taken as the basis of sectional braking force control, through the velocity signals output by a velocity sensor and vehicle baking applying level, braking controlling is automatically conducted by a braking system according to corresponding deceleration on the braking curve, and the problems of gliding of a high-speed section and excessive abrasion can be solved.