Free axis control circuit and train

Abstract

The present invention provides a free-axle control circuit and train. The free-axle control circuit comprises: a free-axle solenoid valve, an ATC mode cutoff relay, a rapid brake relay, an emergency brake relay, and a free-axle solenoid valve control circuit breaker connected in series. The free-axle solenoid valve is installed on the brake air line of the selected free-axle. This circuit effectively avoids inaccurate speed measurement during service braking on non-fully powered trains.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transportation, and in particular relates to a free-axis control circuit and a train. Background Art

[0002] The statements in this section merely provide background information related to the present invention and do not necessarily constitute prior art.

[0003] During the traction and braking control of rail trains, accurately acquiring real-time wheel speed is a prerequisite for adhesion control and anti-spin / anti-skid control. It is fundamental to the real-time adjustment and effective application of traction and braking forces, and guarantees accurate stopping and safe operation. Therefore, safety-related systems such as signaling, braking, and traction systems all utilize speed measurement devices such as coded odometers and speed sensors on one or more axles.

[0004] Since idling or sliding will seriously affect the accuracy of speed measurement, the speed measuring device is usually installed on the non-powered shaft without traction motor, but there are the following problems:

[0005] When the train applies normal braking, the normal braking is an electric-air hybrid braking. When the train speed is higher than the set value (for example, 6km / h), pure electric braking can meet the braking force requirements. At this time, the axle equipped with the speed sensor will not slide. However, when the train speed is lower than 6km / h, in order to ensure accurate parking, the electric brake is cut off and all axles of the train are applied with air brakes according to certain principles. At this time, the axle equipped with the speed sensor is no longer a non-powered axle and may slide, resulting in inaccurate speed measurement. Summary of the Invention

[0006] In order to solve the above problems, the present invention proposes a free-axis control circuit, which can effectively improve the speed measurement accuracy of the train under the above working conditions.

[0007] According to some embodiments, the present invention adopts the following technical solutions:

[0008] In a first aspect, a free axis control circuit is disclosed, comprising:

[0009] A free-axis solenoid valve, an ATC mode cut-off relay, a fast brake relay, an emergency brake relay, and a free-axis solenoid valve control circuit breaker connected in series in sequence;

[0010] The free shaft solenoid valve is installed on the brake air path pipeline of the selected free shaft.

[0011] As a further technical solution, for trains with non-powered axles, the free axles should be selected as non-powered axles.

[0012] As a further technical solution, the free axis control circuit is applied in the train ATC driving mode.

[0013] As a further technical solution, when the free shaft solenoid valve is energized, the valve opens and the air pipeline of the shaft is exhausted, that is, the air brake of the shaft is cut off;

[0014] When the free shaft solenoid valve loses power, the valve is closed and the air pipeline of the shaft is inflated, that is, the air brake of the shaft works normally.

[0015] As a further technical solution, the free-axis solenoid valve controls the circuit breaker, which is disconnected when the circuit is overloaded or short-circuited, thereby playing a protective role.

[0016] As a further technical solution, the emergency brake relay is energized when the train is running normally, and its normally open contacts are in a closed state; when the train meets the emergency braking conditions, the emergency brake relay loses power and its normally open contacts are in an open state.

[0017] As a further technical solution, when the train is running normally, the rapid braking relay is energized and the normally open contact is in a closed state; when the train meets the rapid braking conditions, the rapid braking relay is de-energized and the normally open contact is in an open state.

[0018] As a further technical solution, when the train is in ATC driving mode, the ATC mode cut-off relay is not energized and its normally closed contact is closed; when the train is in other driving modes, that is, the ATC mode is cut off, the ATC mode cut-off relay is energized and its normally closed contact is open.

[0019] In a second aspect, a train is disclosed, comprising the above-mentioned free-axle control circuit, wherein the free-axle control circuit is applied in the train ATC driving mode, and the free-axle control circuit is not used for control during emergency braking and rapid braking.

[0020] In a third aspect, a rail train equipped with a linear motor is disclosed, wherein the bogies of the train are all equipped with linear motors, and the above-mentioned free axis control circuit is used to control the linear motor rail train.

[0021] Compared with the prior art, the present invention has the following beneficial effects:

[0022] The technical solution disclosed in the present invention selects a free axle through a control circuit. When the train is in ATC mode, under normal braking conditions, the air brake function of the selected free axle is cut off, so that the selected free axle has neither traction nor braking force, thereby avoiding idling, sliding, etc. of the free axle, and effectively avoiding inaccurate speed measurement of the non-powered axle on a non-fully powered train during normal braking.

[0023] The technical solution disclosed in the present invention can effectively improve the accuracy of train speed measurement, and provide important guarantees for train adhesion control, anti-spin and slide control, precise parking, and safe operation.

[0024] Advantages of additional aspects of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention.

[0025] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The accompanying drawings, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0027] Figure 1 This is a circuit diagram of the technical solution disclosed in this invention. DETAILED DESCRIPTION

[0028] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0029] It should be noted that the following detailed descriptions are illustrative and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which the present invention belongs.

[0030] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present invention. As used herein, unless the context clearly indicates otherwise, the singular form is intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0031] Example 1:

[0032] In this embodiment, a rail train is used as an example for illustration, but this does not mean that the control circuit provided by the present invention is only applicable to rail trains. It can also be applied to other vehicles according to different specific scenarios or objects.

[0033] First, the stress conditions of the powered and non-powered shafts under various traction and braking conditions are analyzed.

[0034] Power shaft: The shaft on which the traction motor is mounted.

[0035] Non-powered axle: A shaft that does not have a traction motor installed.

[0036] See Table 1 for details.

[0037] Table 1

[0038]

[0039] About the principles of free axis selection:

[0040] The ideal situation is to select an axle with neither traction nor braking force as the speed measuring axle. Therefore, for trains with non-powered axles, the free axle should be a non-powered axle.

[0041] In this embodiment, the free axis control circuit is as shown in the attached Figure 1 As shown, it includes: a free axis solenoid valve, an ATC mode cut-off relay, a fast brake relay, an emergency brake relay and a free axis solenoid valve control circuit breaker connected in series.

[0042] Figure 1 The switch status of each electronic component is described as follows:

[0043] YVCOF: Free axis solenoid valve. According to the above-mentioned free axis selection principle, this solenoid valve is installed on the brake air pipeline of the selected free axis: when YVCOF is energized, the valve opens and the air pipeline of this axis is exhausted, that is, the air brake of this axis is cut off; when YVCOF loses power, the valve closes and the air pipeline of this axis is inflated, that is, the air brake of this axis can work normally.

[0044] QFFVC: Free-axis solenoid valve control circuit breaker for circuit overload and short circuit protection.

[0045] KAEB: Emergency brake relay. Safety-oriented principle, the emergency brake loop is in reverse logic. When the train is operating normally, the emergency brake relay is energized. Figure 1 The KAEB normally open contact is in the closed state; when the train meets the emergency braking conditions, the emergency braking loop is disconnected and the emergency braking relay loses power. Figure 1 The normally open contact of KAEB is in the disconnected state.

[0046] KAFB: Fast braking relay. Safety-oriented principle, the fast braking loop is in reverse logic. When the train is operating normally, the fast braking relay is energized. Figure 1 The normally open contact of KAFB is in the closed state; when the train meets the rapid braking conditions, the rapid braking loop is disconnected and KAFB loses power. Figure 1 The normally open contact of KAFB is in the disconnected state.

[0047] KAATCCO: ATC mode cut-off relay. When the train is in ATC driving mode, KAATCCO shall not be powered. Figure 1The normally closed contact of KAATCCO is closed; when the train is in other driving modes, such as manual driving mode, the ATC mode is cut off and KAATCCO is energized. Figure 1 The normally closed contact of KAATCCO is open.

[0048] According to the above analysis, although the non-powered axle has no traction and no braking force during traction and normal braking and rapid braking at speeds above 6km / h, it has air braking force during normal braking and rapid braking and emergency braking at speeds below 6km / h, which may cause sliding, still affecting the speed measurement accuracy. When the free axis control circuit works specifically:

[0049] During normal braking, the train's braking deceleration is low. When the train speed is lower than 6 km / h, the total air braking force of the axles other than the free axle fully meets the air braking requirements of the entire vehicle. Therefore, when the train is in normal braking, the air braking force of the selected free axle can be cut off.

[0050] During rapid braking and emergency braking, the train's braking deceleration is high, and the conditions for applying rapid braking and emergency braking are generally more urgent. For safety reasons, it is not recommended to cut off the air braking force of the selected free axle.

[0051] Considering that the train driving mode is divided into the ATC mode controlled by the signal system and the manual driving mode, the manual driving mode does not require high parking accuracy for the train, but the ATC mode requires the train to be able to stop accurately, so it is preferred to apply the above-mentioned free axis control scheme only to the train ATC driving mode.

[0052] For trains with non-fully powered axles, this control circuit solution can solve the problem of reduced speed measurement accuracy due to wheel slippage when the train speed is lower than 6 km / h under common braking conditions, which in turn affects traction braking control and parking accuracy.

[0053] The control circuit does not require any additional hardware equipment, and the control circuit is simple, safe, and efficient.

[0054] In this embodiment, 6 km / h is used as an example of the threshold value for illustration. The specific solution may be adjusted according to actual conditions and is not specifically limited here.

[0055] Example 2:

[0056] Based on the control circuit of the first embodiment, a train is disclosed, including the above-mentioned free-axle control circuit, wherein the free-axle control circuit is applied in the ATC driving mode of the train.

[0057] Example 3:

[0058] Based on the control circuit of the first embodiment, a rail train equipped with a linear motor is disclosed. The bogies of the train are all equipped with linear motors. The free axis control circuit is used to control the linear motor rail train.

[0059] Specifically, linear motor trains typically have motors installed on all bogies. However, a characteristic of linear motors is that traction and electric braking forces do not act on the axles. Instead, traction is generated through the interaction between the stator mounted on the bogie and the rotor laid flat on the track, directly propelling the train forward. Therefore, there is no traction or electric braking force on the axles. However, pneumatic braking force still acts on the wheelsets and axles, resulting in reduced speed measurement accuracy when the train speed is below 6 km / h under normal braking conditions. This present invention effectively addresses this problem.

[0060] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

[0061] Although the above describes the specific embodiments of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solution of the present invention without any creative work are still within the scope of protection of the present invention.

Claims

1. A free axis control circuit, characterized in that: include: A free-axis solenoid valve, an ATC mode cut-off relay, a fast brake relay, an emergency brake relay, and a free-axis solenoid valve control circuit breaker connected in series in sequence; The free shaft solenoid valve is installed on the brake air line of the selected free shaft; When the free axis solenoid valve is energized, the valve opens and the air pipeline of the axis is exhausted, that is, the air brake of the axis is cut off; When the free shaft solenoid valve loses power, the valve is closed and the air pipeline of the shaft is inflated, that is, the air brake of the shaft works normally; When the train is running normally, the fast brake relay is energized and the normally open contact is in a closed state; when the train meets the fast braking conditions, the fast brake relay is de-energized and its normally open contact is in an open state; The emergency brake relay is energized when the train is operating normally, and its normally open contact is in a closed state; when the train meets the emergency braking conditions, the emergency brake relay loses power and its normally open contact is in an open state; For trains with non-powered axles, the free axle should be the non-powered axle.

2. A free axis control circuit as claimed in claim 1, characterized in that: The free-axis solenoid valve controls the circuit breaker, which is disconnected when the circuit is overloaded or short-circuited, thereby playing a protective role.

3. The free axis control circuit according to claim 1, wherein: When the train is in ATC driving mode, the ATC mode cut-off relay is not energized and its normally closed contact is closed; when the train is in other driving modes, that is, the ATC mode is cut off, the ATC mode cut-off relay is energized and its normally closed contact is open.

4. A free axis control circuit according to any one of claims 1 to 3, characterized in that: The free axis control circuit is applied in the train ATC driving mode, and the free axis control circuit is not used for control during emergency braking and rapid braking.

5. A train, characterized in that: The free axis control circuit comprises any one of claims 1 to 4 above, wherein the free axis control circuit is applied in the train ATC driving mode, and the free axis control circuit is not used for control during emergency braking and rapid braking.

6. A rail vehicle equipped with a linear motor, characterized in that: The bogies of the train are all equipped with linear motors, and the free axis control circuit described in any one of claims 1 to 4 is used to control the linear motor rail train.

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