A magnetic track brake system

Abstract

The application provides a magnetic rail brake system, comprising: a magnetic rail electronic control unit for judging the application and release conditions of the magnetic rail brake, driving a magnetic rail pneumatic control unit and an electromagnetic relay; the magnetic rail pneumatic control unit is used for driving a magnetic rail brake; the electromagnetic relay is used for controlling the excitation current input to the magnetic rail brake; the magnetic rail brake is used for executing the magnetic rail brake. The magnetic rail brake system provided by the application is a set of independent brake system, which has high system integrity, reliability and safety level. The magnetic rail brake is adaptively interfaced according to the bogie, so that the newly manufactured vehicle or the existing vehicle can be installed with the magnetic rail brake system provided by the application after a small amount of interface modification, and therefore the application has strong operability.

Description

Technical Field

[0001] This application belongs to the field of rail transit technology, specifically a magnetic track braking system. Background Technology

[0002] Magnetic rail braking is a non-adhesive braking technology. When braking is applied, the magnetic rail brake is attracted to the rail by electromagnetic force and rubs against it, generating sliding friction at the contact surface and transmitting it to the bogie. Therefore, the magnetic rail braking force is independent of wheel-rail adhesion conditions. Magnetic rail braking force can supplement adhesive braking forces such as regenerative braking and air braking, improving braking deceleration and shortening braking distance.

[0003] When a train is under low-adhesion braking conditions, the magnetic rail braking force is particularly important for ensuring a safe braking distance. Applying magnetic rail braking causes rail wear and track temperature rise. Excessive rail wear affects the train's dynamic characteristics, ride comfort, and maintenance costs, while excessive track temperature rise affects rail thermal stress and wheel-rail adhesion. Therefore, high-frequency use of magnetic rail braking should be avoided as much as possible, and it should be used as an emergency braking system for safety. Based on this positioning, the magnetic rail braking system must have very high system integrity and reliability. Existing magnetic rail braking systems all rely to varying degrees on the train network and existing brake control unit (BCU) to transmit information such as speed and current for magnetic rail braking. Therefore, when certain special faults occur, such as train decoupling or BCU failure, the magnetic rail braking system cannot be used normally.

[0004] In addition, under special environmental conditions, such as when the rail surface is wet with rain, ice, snow, leaves, or oil, the wheel-rail adhesion coefficient is very low, which makes train traction and braking very difficult. Summary of the Invention

[0005] The magnetic rail braking system provided by this invention is simple and reliable, allowing it to be installed in new vehicles or existing vehicles with minor interface modifications. Therefore, this invention has strong practicality and operability. Furthermore, the magnetic rail braking system also features self-heating de-icing capabilities, demonstrating strong environmental adaptability.

[0006] To address the technical problems in the background section of this application, the present invention provides the following technical solutions:

[0007] In a first aspect, the present invention provides a magnetic track braking system, the device comprising:

[0008] The magnetic track electronic control unit is used to determine the application and release conditions of magnetic track braking, drive the magnetic track pneumatic control unit and electromagnetic relay;

[0009] The magnetic track pneumatic control unit is used to drive the magnetic track brake;

[0010] An electromagnetic relay is used to control the excitation current, which is input to the magnetic rail brake;

[0011] A magnetic rail brake is used to perform the magnetic rail braking.

[0012] In some embodiments of this application, the magnetic track electronic control unit is specifically used to drive the solenoid valve of the magnetic track pneumatic control unit.

[0013] In some embodiments of this application, the magnetic track pneumatic control unit is specifically used to supply air or exhaust air to the suspension cylinder of the magnetic track brake in order to drive the magnetic track brake to rise and fall.

[0014] The magnetic track pneumatic control unit is also used to provide feedback on the air path status to the magnetic track electronic control unit.

[0015] In some embodiments of this application, determining the application and release conditions of the magnetic track brake includes:

[0016] When the train needs to brake urgently, the speed of each axle is collected and the average value of each axle speed is calculated.

[0017] Determine the relationship between the average value and the critical velocity;

[0018] Determine the working status of the battery;

[0019] Determine the working status of the magnetic track pneumatic control unit.

[0020] In some embodiments of this application, when the train needs to brake urgently, the train speed is collected by the speed sensor of the WSP (Wheel Anti-skid Protection System) of the vehicle where the magnetic track braking system is located, and the train speed is sent to the magnetic track electronic control unit to form an independent magnetic track control system.

[0021] In some embodiments of this application, the magnetic track electronic control unit is also used to monitor the information of the storage battery, the current of the power supply circuit, the pressure of the suspension cylinder of the magnetic track brake, and the position of the electromagnet of the magnetic track brake, in order to perform status monitoring and fault diagnosis.

[0022] In some embodiments of this application, de-icing the magnetic track brake includes:

[0023] When the magnetic track braking is released, the electromagnet is energized to heat up and melt the ice and snow.

[0024] In some embodiments of this application, the battery is used to de-ice the magnetic track brake.

[0025] In some embodiments of this application, the power supply circuit of the magnetic track braking system includes:

[0026] The power supply circuit of the battery is equipped with a first electromagnetic relay, a second electromagnetic relay, and a third electromagnetic relay; wherein the second electromagnetic relay and the third electromagnetic relay are connected in series and then connected in parallel with the first electromagnetic relay.

[0027] The first and second electromagnetic relays are normally open contacts; the third electromagnetic relay is a normally closed contact, and the first and third electromagnetic relays are controlled by the magnetic track electronic control unit, while the second electromagnetic relay is manually controlled.

[0028] In some embodiments of this application, energizing the electromagnet in the released magnetic track braking state to heat the electromagnet and melt the ice and snow includes:

[0029] Close the second electromagnetic relay to heat up the electromagnet and melt the ice and snow.

[0030] As described above, embodiments of the present invention provide a magnetic track braking system, which includes: a magnetic track electronic control unit for determining the application and release conditions of magnetic track braking, driving a magnetic track pneumatic control unit and an electromagnetic relay; a magnetic track pneumatic control unit for driving a magnetic track brake; an electromagnetic relay for controlling the excitation current, the excitation current being input to the magnetic track brake; and a magnetic track brake for performing magnetic track braking.

[0031] First, the magnetic track braking system provided in this embodiment of the invention can be used for emergency braking or applied independently. When the magnetic track braking is used for emergency braking, the braking command comes from the train network or safety circuit, the speed information comes from the vehicle's speed sensor, and the excitation current comes from the battery. The speed, pressure, and current signals necessary for the magnetic track braking to respond to emergency braking do not pass through the train network or BCU. Therefore, this magnetic track braking system is an independent braking system with high system integrity, reliability, and safety level.

[0032] In addition, when the magnetic track brake is applied alone, the braking command is transmitted by the train network, and no additional wiring is required.

[0033] The excitation power supply can be directly utilized from the existing vehicle's 24V~110V battery. The magnetic rail brake is designed with an adaptive interface based on the bogie, so that the magnetic rail brake system provided by this invention can be installed in new vehicles or existing vehicles with minor interface modifications. Therefore, this invention has strong practicality and operability.

[0034] Finally, the magnetic track braking system provided by this invention can also self-heat and de-ice, and has strong environmental adaptability. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a schematic diagram of the structure of a magnetic track braking system according to an embodiment of the present invention;

[0037] Figure 2 This is a schematic diagram of the air circuit of a magnetic track braking system in a specific application example of the present invention.

[0038] Figure 3 This is a schematic diagram of the power supply circuit of a magnetic track braking system in a specific application example of the present invention. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0040] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0041] It should be noted that the terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover a non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those explicitly listed, but may include other steps or units not explicitly listed or inherent to these processes, methods, products, or apparatuses. Without conflict, the embodiments and features in the embodiments of this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0042] An embodiment of the present invention provides a specific implementation of a magnetic track braking system, see below. Figure 1 The magnetic track braking system specifically includes: a magnetic track electronic control unit, a magnetic track pneumatic control unit, an electromagnetic relay, and a magnetic track brake, wherein:

[0043] The magnetic track electronic control unit is used to determine the application and release conditions of magnetic track braking, drive the magnetic track pneumatic control unit and electromagnetic relay;

[0044] The magnetic track pneumatic control unit is used to drive the magnetic track brake;

[0045] An electromagnetic relay is used to control the excitation current, which is input to the magnetic rail brake;

[0046] A magnetic rail brake is used to perform the magnetic rail braking.

[0047] In some embodiments of this application, the magnetic track electronic control unit is specifically used to drive the solenoid valve of the magnetic track pneumatic control unit.

[0048] Specifically, the magnetic track electronic control unit (MTB_EBCU) is used to determine the application and release conditions of magnetic track braking, drive the solenoid valve of the magnetic track pneumatic control unit (MTB_PBCU), control the electromagnetic relay, perform fault diagnosis, brake test, and network communication.

[0049] In some embodiments of this application, the magnetic track pneumatic control unit is specifically used to supply air or exhaust air to the suspension cylinder of the magnetic track brake in order to drive the magnetic track brake to rise and fall.

[0050] The magnetic track pneumatic control unit is also used to provide feedback on the air path status to the magnetic track electronic control unit.

[0051] Specifically, the MTB_PBCU supplies air or exhausts air to the suspension cylinder of the magnetic track brake, drives the magnetic track brake to lift and lower, and feeds back the air circuit status to the MTB_EBCU.

[0052] In some embodiments of this application, the magnetic rail brake is an electromagnetic high-suspension magnetic rail brake.

[0053] In some embodiments of this application, determining the application and release conditions of the magnetic track brake includes:

[0054] When the train needs to brake urgently, the speed of each axle is collected and the average value of each axle speed is calculated.

[0055] Determine the relationship between the average value and the critical velocity;

[0056] Determine the working status of the battery;

[0057] Determine the working status of the magnetic track pneumatic control unit.

[0058] In some embodiments of this application, when the train needs to brake urgently, the train speed is collected by the speed sensor of the WSP of the vehicle where the magnetic track braking system is located, and the train speed is sent to the magnetic track electronic control unit to form an independent magnetic track control system.

[0059] Specifically, during emergency braking in response to the magnetic track braking system, the train speed is collected by the speed sensor of the WSP (Wide Speed ​​Controller Station) of the train itself (the train where the magnetic track braking device is located). The MTB_EBCU takes the average speed of each axle and compares it with the lower critical speed vl and the upper critical speed vu. Magnetic track braking is allowed only when the average speed is between vl and vu.

[0060] In some embodiments of this application, a magnetic track braking system further includes:

[0061] A storage battery is used to generate the excitation current.

[0062] The excitation power supply can directly utilize the existing 24V to 110V batteries in the train, or a dedicated battery can be configured for the magnetic track brake.

[0063] In some embodiments of this application, the magnetic track electronic control unit is also used to monitor the information of the storage battery, the current of the power supply circuit, the pressure of the suspension cylinder of the magnetic track brake, and the position of the electromagnet of the magnetic track brake, in order to perform status monitoring and fault diagnosis.

[0064] Specifically, the MTB_EBCU monitors battery information, power supply circuit current, magnetic rail brake (MTB) suspension cylinder pressure, and MTB electromagnet position in real time to perform status monitoring and fault diagnosis.

[0065] In some embodiments of this application, the battery is used to de-ice the magnetic track brake.

[0066] In some embodiments of this application, the de-icing of the magnetic track brake includes:

[0067] When the magnetic track braking is released, the electromagnet is energized to heat up and melt the ice and snow.

[0068] In some embodiments of this application, see Figure 3 The power supply circuit of the magnetic track braking system includes:

[0069] The power supply circuit of the battery is equipped with a first electromagnetic relay K1, a second electromagnetic relay K2, and a third electromagnetic relay K3; wherein the second electromagnetic relay K2 and the third electromagnetic relay K3 are connected in series and then connected in parallel with the first electromagnetic relay K1.

[0070] In some embodiments of this application, the first electromagnetic relay K1 and the second electromagnetic relay K2 are normally open contacts; the third electromagnetic relay K3 is a normally closed contact, and the first electromagnetic relay K1 and the third electromagnetic relay K3 are controlled by the magnetic track electronic control unit, while the second electromagnetic relay K2 is manually controlled.

[0071] It is understandable that when magnetic rail braking is applied, the pole shoes contact and slide relative to the rail surface, which can clean the rail surface. Therefore, it is possible to consider having the driver control the application of magnetic rail braking separately to improve wheel-rail adhesion.

[0072] In some embodiments of this application, energizing the electromagnet in the released magnetic track braking state to heat the electromagnet and melt the ice and snow includes:

[0073] Close the second electromagnetic relay K2 to heat up the electromagnet and melt the ice and snow.

[0074] Specifically, see Figure 1 When the magnetic track brake is released, closing relay K2 can force the electromagnet to be energized, causing it to heat up and melt the ice and snow. When the magnetic track brake is applied, MTB_EBCU first disconnects K3 to prevent the electromagnet from being energized and operating.

[0075] Furthermore, under special environmental conditions, such as when the rail surface is covered with rainwater, ice, snow, leaves, or oil, the wheel-rail adhesion coefficient is very low, posing significant challenges to train traction and braking. When magnetic rail braking is applied, the pole shoes contact and slide relative to the rail surface, which can clean the rail surface. Therefore, wheel-rail adhesion can be improved by having the driver control the application of magnetic rail braking independently.

[0076] In some embodiments of this application, the magnetic track pneumatic control unit is composed of a one-way valve, an air cylinder, an isolation plug, a pressure reducing valve, a solenoid valve, a pressure switch, and a pressure sensor connected in sequence.

[0077] As described above, embodiments of the present invention provide a magnetic track braking system, which includes: a magnetic track electronic control unit for determining the application and release conditions of magnetic track braking, driving a magnetic track pneumatic control unit and an electromagnetic relay; a magnetic track pneumatic control unit for driving a magnetic track brake; an electromagnetic relay for controlling the excitation current, the excitation current being input to the magnetic track brake; and a magnetic track brake for performing magnetic track braking.

[0078] First, the magnetic track braking system provided in this embodiment of the invention can be used for emergency braking or applied independently. When the magnetic track braking is used for emergency braking, the braking command comes from the train network or safety circuit, the speed information comes from the vehicle's speed sensor, and the excitation current comes from the battery. The speed, pressure, and current signals necessary for the magnetic track braking to respond to emergency braking do not pass through the train network or BCU. Therefore, this magnetic track braking system is an independent braking system with high system integrity, reliability, and safety level.

[0079] Furthermore, when the magnetic track brake is applied independently, the braking command is transmitted via the train network, eliminating the need for additional wiring. The excitation power supply can directly utilize existing 24V–110V batteries from the train. The magnetic track brake is designed with an adaptable interface based on the bogie, allowing the magnetic track brake system provided by this invention to be installed on both new and existing trains with minor interface modifications. Therefore, this invention possesses strong practicality and operability. The magnetic track brake system also features self-heating de-icing capabilities, exhibiting strong environmental adaptability.

[0080] To further illustrate the solution, the present invention also provides a specific application example of a magnetic track braking system, which includes the following:

[0081] The magnetic track braking system provided by this invention has emergency braking and track surface cleaning functions. Specifically, the magnetic track braking system includes: a magnetic track electronic control unit (MTB_EBCU), a magnetic track pneumatic control unit (MTB_PBCU), an electromagnetic relay, a magnetic track brake (MTB), a storage battery, etc., wherein:

[0082] MTB_EBCU is used to determine the application and release conditions of magnetic track braking, drive the solenoid valve of MTB_PBCU, control the electromagnetic relay, perform fault diagnosis, brake test, and network communication.

[0083] The electromagnetic relay switches the excitation current to the magnetic rail brake on or off, energizing or de-energizing the electromagnet of the MTB. The MTB is an electromagnetic high-suspension magnetic rail brake, which is the final actuation component of the magnetic rail braking system.

[0084] Magnetic track braking can be used in emergency braking or applied independently of other braking methods. When used in emergency braking, the braking command originates from the train network or safety loop. When applied independently, the braking command originates from the train network.

[0085] Preferably, the driver's cab can be equipped with an independent magnetic rail brake application button. When the magnetic rail brake is used for rail surface cleaning, the driver applies the magnetic rail brake independently when pressing the magnetic rail brake button. Depending on the actual application conditions, the electromagnet can be energized or de-energized. The train speed is not determined in this working condition.

[0086] The designed power supply circuit has an electromagnet de-icing function. When the magnetic track brake is released, closing relay K2 can force the electromagnet to be energized, causing it to heat up and melt the ice and snow. When the magnetic track brake is applied, MTB_EBCU first disconnects K3 to prevent the electromagnet from being energized and operating.

[0087] The MTB_EBCU monitors battery information, power supply circuit current, MTB suspension cylinder pressure, and MTB electromagnet position in real time for status monitoring and fault diagnosis.

[0088] When the train is stationary, the MTB_EBCU can perform a magnetic track braking test, which automatically applies and releases the brakes. The results of the braking test are sent to the driver's cab display device via the network.

[0089] Furthermore, applying magnetic rail braking causes rail wear and track temperature rise. Therefore, magnetic rail braking should only be used for higher-level emergency braking or rail cleaning in special environments (such as when the rail surface is covered with rain, snow, leaves, or other foreign objects). This invention provides a complete magnetic rail braking system with two working modes: emergency braking and rail cleaning, and also features an electromagnet de-icing function.

[0090] like Figure 1 As shown, the magnetic track braking system consists of a magnetic track brake, a magnetic track braking control system, a battery, and an independent application button. The magnetic track brake (MTB) is the final actuator for magnetic track braking, mainly composed of a suspension cylinder, an electromagnet, and limit switches. The electromagnet's excitation power is only 1kW to 2kW, therefore the battery can be a borrowed 24V to 110V battery from the existing vehicle, or a dedicated battery can be configured for the magnetic track brake. The independent application button is located on the driver's cab control panel and is specifically used for track cleaning. The magnetic track braking control system consists of a magnetic track electronic control unit (MTB_EBCU), a magnetic track pneumatic control unit (MTB_PBCU), and electromagnetic relays.

[0091] The structure of MTB_PBCU is as follows: Figure 2As shown, the system consists of a check valve, air cylinder, isolation plug, pressure reducing valve, solenoid valve, pressure switch, and pressure sensor connected in sequence. The MTB_EBCU drives the solenoid valve and receives status feedback from the isolation plug, pressure switch, and pressure sensor. The air cylinder ensures the magnetic track brake suspension cylinder performs at least two lifting and lowering actions. The isolation plug isolates downstream pneumatic components and the magnetic track brake, and its isolation status is fed back to the MTB_EBCU. The pressure reducing valve reduces the upstream total air pressure to the working pressure of the suspension cylinder. The solenoid valve is normally open to atmospheric air, meaning the suspension cylinder is constantly venting air. When the magnetic track brake is applied, the MTB_EBCU drives the solenoid valve to allow upstream compressed air to enter the suspension cylinder. To increase the descent speed of the suspension cylinder and improve airflow, the solenoid valve can be used in conjunction with a relay valve. The pressure switch monitors the pressure of the suspension cylinder and feeds back to the MTB_EBCU. The pressure sensor is used to assist in fault diagnosis and is not used as a criterion for applying / releasing the magnetic track brake.

[0092] The power supply circuit of the magnetic rail braking electromagnet is as follows: Figure 3 As shown, both the output and input circuits of the battery are equipped with fuses and electromagnetic relays, and the electromagnetic relays in the output and input circuits are linked. Relays K1 and K2 are normally open contacts, and relay K3 is a normally closed contact. K1 and K3 are controlled by the MTB_EBCU, while K2 is manually controlled by the train's electrical control cabinet. A current sensor monitors the current in the power supply circuit and provides real-time feedback to the MTB_EBCU. A freewheeling diode is connected in parallel across the electromagnet to prevent reverse voltage from damaging the circuit during power outages.

[0093] Understandably, when magnetic rail braking is used for emergency braking, its primary task is to ensure safe and reliable stopping. Therefore, the magnetic rail braking system must have sufficient system integrity and reliability, simplify the system design as much as possible, and eliminate functions such as adjustable excitation current and adjustable braking force.

[0094] Specifically, after receiving a braking signal from the train network or safety loop, the MTB_EBCU first determines whether the conditions for applying magnetic rail braking are met. If all of the following conditions are met, magnetic rail braking is applied:

[0095] (1) The battery is working normally;

[0096] (2) The speed v of this vehicle is between vl and vu;

[0097] (3) MTB_PBCU is in normal condition. The train speed is provided by the speed sensor of the anti-skid protection system (WSP) of this car (the car where the magnetic track braking device is located). After conditioning and A / D conversion by MTB_EBCU, the average speed v of each axle of this car is compared with the lower critical speed vl and the upper critical speed vu. Specifically, when the speed is greater than the upper critical speed vu (e.g., 280 km / h), magnetic track braking is not allowed to be applied to prevent excessive wear of the magnetic track brake and the rail surface. When the average speed v is between vl and vu, magnetic track braking is allowed to be applied. When emergency braking is canceled or the train speed is lower than vl, MTB_EBCU controls the magnetic track braking to be released. In emergency braking mode, the magnetic track braking system is completely independent of other braking control systems. The magnetic track braking system has high integrity, strong availability, and a simple and reliable architecture.

[0098] In emergency braking mode, MTB_EBCU first disconnects relay K3 to prevent the electromagnet from operating under electromagnetic attraction when K2 is closed, and then drives the solenoid valve of MTB_PBCU (e.g., Figure 2 The action (as shown) causes the suspension cylinder to fill with air, pushing the magnetic track brake downwards onto the track surface. After a certain delay t (e.g., 3s), the electromagnetic relay K1 (e.g., ...) closes. Figure 3 (As shown) This is an example of an electromagnet being energized. This prevents the magnetic track brake from being energized before it contacts the rail surface, which could cause the magnetic track brake to rapidly impact the rail surface under the attraction force, resulting in rail damage and train jerkiness.

[0099] When using magnetic rail braking for track cleaning, the driver presses the independent magnetic rail application button, and the train network sends a signal to the MTB_EBCU. The MTB_EBCU performs an application condition check, similar to emergency braking, but without collecting train speed. When the driver presses the independent magnetic rail application button again, the MTB_EBCU releases the magnetic rail braking. It should be noted that in warmer southern regions where track surfaces are less prone to icing, cleaning the track surface does not require significant contact force, and the electromagnet does not need to be energized. Conversely, in colder northern regions where track surfaces are easily covered by ice and snow, breaking through the ice and snow requires greater contact force, and the electromagnet needs to be energized.

[0100] The magnetic track braking system also features an electromagnet de-icing function. Located under the vehicle, the magnetic track brake is susceptible to ice and snow accumulation in low-temperature environments, affecting its normal operation. The electrical cabinet of the vehicle housing the magnetic track brake has a manual switch, relay K2. Closing relay K2 forces the electromagnet to power on, causing it to heat up and melt the ice and snow. The electromagnet is designed to operate in S1 duty cycle, meaning it is continuously energized. During continuous energization, the electromagnet can achieve a controllable thermal equilibrium state, preventing overheating.

[0101] The MTB_EBCU monitors real-time battery information, power supply circuit current, MTB suspension cylinder pressure, and MTB position (by...). Figure 1 (Feedback from the limit switch). When the magnetic rail brake is in the released state, the current in the power supply circuit should be 0 (the current should be within the normal range when the snow melting function is on), the pressure switch near the suspension cylinder should report a pressure status of 0, and the limit switch should report a position status of 0. When the magnetic rail brake is in the braking state, the current in the power supply circuit should be within the normal range, the pressure switch near the suspension cylinder should report a pressure status of 1, and the limit switch should report a position status of 0. When the MTB_EBCU detects an abnormal state, it should not respond to the magnetic rail brake or should disengage the magnetic rail brake, and should send the fault code to the driver's cab display device via the network.

[0102] When the train is stationary, the MTB_EBCU can perform a magnetic track braking test, which automatically applies and releases the brakes, and detects the current in the power supply circuit, the pressure status of the MTB suspension cylinder, and the position status of the MTB. The braking test results are sent to the display equipment in the driver's cab via the network.

[0103] As described above, embodiments of the present invention provide a magnetic track braking system, which includes: a magnetic track electronic control unit for determining the application and release conditions of magnetic track braking, driving a magnetic track pneumatic control unit and an electromagnetic relay; a magnetic track pneumatic control unit for driving a magnetic track brake; an electromagnetic relay for controlling the excitation current, the excitation current being input to the magnetic track brake; and a magnetic track brake for performing magnetic track braking.

[0104] First, the magnetic track braking system provided in the specific application example of this invention can be used for emergency braking or applied independently. When the magnetic track braking is used for emergency braking, the braking command comes from the train network or safety circuit, the speed information comes from the vehicle's speed sensor, and the excitation current comes from the battery. The speed, pressure, and current signals necessary for the magnetic track braking to respond to emergency braking do not pass through the train network or BCU. Therefore, this magnetic track braking system is an independent braking system with high system integrity, reliability, and safety level.

[0105] Furthermore, when the magnetic track brake is applied independently, the braking command is transmitted via the train network, eliminating the need for additional wiring. The excitation power supply can directly utilize existing 24V–110V batteries from the train. The magnetic track brake is designed with an adaptable interface based on the bogie, allowing the magnetic track brake system provided by this invention to be installed on both new and existing trains with minor interface modifications. Therefore, this invention possesses strong practicality and operability. The magnetic track brake system also features self-heating de-icing capabilities, exhibiting strong environmental adaptability.

[0106] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on its differences from other embodiments. In particular, hardware + program embodiments are relatively simple in description because they are fundamentally similar to method embodiments; relevant parts can be referred to the descriptions in the method embodiments.

[0107] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0108] While this application provides method operation steps as shown in the embodiments or flowcharts, more or fewer operation steps may be included based on conventional or non-inventive labor. The order of steps listed in the embodiments is merely one possible execution order among many and does not represent the only execution order. In actual device or client product execution, the method can be executed sequentially as shown in the embodiments or drawings, or in parallel (e.g., in a parallel processor or multi-threaded processing environment).

[0109] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing the embodiments of this specification, the functions of each module can be implemented in one or more software and / or hardware components, or a module that performs the same function can be implemented by a combination of multiple sub-modules or sub-units. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between devices or units, and may be electrical, mechanical, or other forms.

[0110] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, system embodiments are basically similar to method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. In the description of this specification, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments in this specification. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0111] The above description is merely an embodiment of the present specification and is not intended to limit the embodiments of the present specification. For those skilled in the art, various modifications and variations can be made to the embodiments of the present specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of the embodiments of the present specification should be included within the scope of the claims of the embodiments of the present specification.

Claims

1. A magnetic track braking system, characterized in that, include: The magnetic track electronic control unit is used to determine the application and release conditions of magnetic track braking, drive the magnetic track pneumatic control unit and electromagnetic relay; The magnetic track pneumatic control unit is used to drive the magnetic track brake; An electromagnetic relay is used to control the excitation current, which is input to the magnetic rail brake; A magnetic track brake, used to perform the magnetic track braking; The determination of the application and release conditions of the magnetic track braking includes: When the train needs to brake urgently, the speed of each axle is collected and the average value of each axle speed is calculated. Determine the relationship between the average value and the critical velocity; Determine the working status of the battery; Determine the operating status of the magnetic track pneumatic control unit; When the train needs to brake urgently, the speed of the train is collected by the speed sensor of the WSP of the car where the magnetic track braking system is located, and the speed of the train is sent to the magnetic track electronic control unit to form an independent magnetic track control system. Specifically: when the magnetic track braking responds to emergency braking, the train speed is collected by the speed sensor of the WSP of the car where the magnetic track braking device is located. The magnetic track electronic control unit takes the average speed of each axle and compares it with the lower critical speed vl and the upper critical speed vu. Magnetic track braking is allowed to be applied only when the average speed is between vl and vu. The battery is used to de-ice the magnetic track brake; The power supply circuit of the magnetic track braking system includes: The power supply circuit of the battery is equipped with a first electromagnetic relay, a second electromagnetic relay, and a third electromagnetic relay; wherein the second electromagnetic relay and the third electromagnetic relay are connected in series and then connected in parallel with the first electromagnetic relay. The first electromagnetic relay and the second electromagnetic relay are normally open contacts; the third electromagnetic relay is a normally closed contact, and the first electromagnetic relay and the third electromagnetic relay are controlled by the magnetic track electronic control unit, while the second electromagnetic relay is manually controlled. When the magnetic track braking is released, energizing the electromagnet to heat it up and melt the ice and snow includes: Close the second electromagnetic relay to heat up the electromagnet and melt the ice and snow.

2. The magnetic track braking system according to claim 1, characterized in that, The magnetic track electronic control unit is specifically used to drive the solenoid valve of the magnetic track pneumatic control unit.

3. The magnetic track braking system according to claim 1, characterized in that, The magnetic track pneumatic control unit is specifically used to supply air or exhaust air to the suspension cylinder of the magnetic track brake in order to drive the magnetic track brake to rise and fall. The magnetic track pneumatic control unit is also used to provide feedback on the air path status to the magnetic track electronic control unit.

4. The magnetic track braking system according to claim 1, characterized in that, The magnetic track electronic control unit is also used to monitor the information of the battery, the current of the power supply circuit, the pressure of the suspension cylinder of the magnetic track brake, and the position of the electromagnet of the magnetic track brake, in order to perform status monitoring and fault diagnosis.

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