Braking system of new energy train

Abstract

The embodiment of the invention provides a braking system of a new energy train, and the braking system of the new energy train comprises a main blast pipe penetrating through the train; the at least one set of air source system A00 is used for supplying air to the main air pipe; a four-loop protection valve A11 is arranged on each axle; each axle is also provided with a pre-control and emergency control loop and a first brake air cylinder B01-1 for supplying air to the pre-control and emergency control loop; each axle is also provided with an air spring control loop and an air spring air cylinder L01 for supplying air to the air spring control loop; wherein a port 1 of the four-loop protection valve A11 serves as an air inlet to be connected with a main air pipe, a port 24 of the four-loop protection valve is connected with an air spring air cylinder L01 on the same axle, and a port 22 of the four-loop protection valve is connected with a first brake air cylinder B01-1 on the same axle. The embodiment of the invention provides a braking system of a new energy train. The braking system is used for solving the problem of a traditional rail vehicle tramcar.

Description

Technical Field

[0001] The present application relates to the technical field of new energy trains, and in particular, to a braking system for new energy trains. Background Art

[0002] In recent years, with the rapid development of medium and low-capacity rail transit, a new type of transportation, new energy trains, has emerged, which are more flexible in formation and operation, have large capacity, are environmentally friendly, resource-saving, and integrate the respective advantages of modern trams and buses. These new energy trains have brought new ideas and solutions to solving the difficulties of urban travel.

[0003] The new energy train is designed to have a maximum speed of 70 kilometers per hour. It can be driven manually or fully automatically. The vehicles are connected through articulated modules between carriages, powered by lithium batteries, driven by drive motors (including wheel-side motors), and tracked by radar, magnetic nails, navigation and other methods. It does not rely on traditional steel rails or the intermediate guide rails of trams. It is a new type of transportation system.

[0004] Because the new energy train adopts the articulated marshaling of multiple vehicles and can be driven in both directions at the same time, the existing rail vehicle braking system has many components, a complex system, and is expensive, which is not suitable for the application of new energy rail vehicles.

[0005] The traditional braking system of commercial buses cannot meet the requirements of two-way driving of vehicles. At the same time, the traditional air brake configuration of vehicles for long-formation vehicles will have a long response time, and the empty-load impact caused by the inability to adjust the empty and loaded vehicles is relatively large. The braking speeds of the leading and trailing vehicles are not synchronized, causing the vehicles to swing out of control and stack, which poses a great safety hazard.

[0006] Traditional passenger cars have shorter trains, so direct air control can meet the braking needs of short trains. New energy trains use a three-train design, so the traditional air braking method cannot meet the requirements in terms of braking response time. Increasing the braking response time will extend the braking distance, which poses a greater risk to vehicle safety braking.

[0007] At the same time, due to the use of pneumatic transmission for braking, the braking order can only be to brake first with the brake valve close to the brake, and brake last with the axle that is farther away. This may cause the vehicle to skid, etc., especially in harsh road conditions, and the safety hazard is greater.

[0008] At the same time, the magnitude of the braking force can only be controlled by the depth of the driver's braking pedal. The magnitude of the braking force of different drivers is difficult to control, resulting in deviations in the comfort of passengers.

[0009] For traditional buses equipped with brake control units, the brake system also uses only one control unit. Since there is no redundant design of the brake control unit, in the event of a brake control unit failure, it may also cause safety hazards to vehicle braking.

[0010] At the same time, the emergency brake cannot be automatically adjusted according to the vehicle load, which will cause the braking force to be too large or insufficient, posing certain safety hazards.

[0011] Therefore, traditional rail vehicle trams and existing passenger car braking systems cannot meet the requirements of new energy train braking systems.

[0012] The above information disclosed in the background section is only for enhancing understanding of the background of the present application and therefore it may contain information that does not form the prior art known to a person of ordinary skill in the art. Summary of the invention

[0013] The embodiments of the present application provide a braking system for a new energy train to solve the technical problem that the braking systems of traditional rail vehicles, trams and existing passenger cars cannot meet the requirements of the braking system of new energy trains.

[0014] The present application provides a braking system for a new energy train, comprising:

[0015] The main air duct running through the train;

[0016] At least one air source system A00, used to supply air to the main air duct;

[0017] A four-circuit protection valve A11 is provided on each axle;

[0018] Each axle is also provided with a pre-control and emergency control circuit and a first brake air cylinder B01-1 for air supply;

[0019] Each axle is also provided with an air spring control circuit and an air spring air cylinder L01 for supplying air to it;

[0020] Among them, port 1 of the four-circuit protection valve A11 is connected to the main air duct as an air inlet, port 24 of the four-circuit protection valve is connected to the air spring air cylinder L01 on the same axle, and port 22 of the four-circuit protection valve is connected to the first brake air cylinder B01-1 on the same axle.

[0021] The embodiment of the present application adopts the above technical solution, which has the following technical effects:

[0022] The four-circuit protection valve A11 is a mature automotive component. In the braking system of the new energy train of the embodiment of the present application, each axle is provided with a four-circuit protection valve A11, and port 1 of the four-circuit protection valve A11 is connected to the main air duct as an air inlet. The specific outlet pressure design of the four-circuit protection valve A11 itself can achieve limited guarantee of braking air. Port 22 of the four-circuit protection valve is connected to the first brake air cylinder B01-1, that is, port 22 of the four-circuit protection valve is used for braking air. Port 24 of the four-circuit protection valve is connected to the air spring air cylinder L01, that is, port 24 of the four-circuit protection valve is used for air supply to the air spring. Through the braking component products of commercial vehicles and the integration of the control concept of rail transit, a two-way controlled dual-circuit braking system is realized, and the braking system structure of the new energy train is simple. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0024] Figure 1 A schematic diagram of the braking system of the new energy train of the present application being used on the train;

[0025] Figure 2 A schematic diagram of the whole vehicle of the braking system of the new energy train of this application;

[0026] Figure 3 A schematic diagram of the air supply pipeline of the braking system of the new energy train of the present application;

[0027] Figure 4 A schematic diagram of a brake control circuit of a brake system of a new energy train of the present application;

[0028] Figure 5 A schematic diagram of the preset and emergency control circuits of the braking system of the new energy train of the present application;

[0029] Figure 6 A schematic diagram of a bridge combination valve of a braking system of a new energy train of the present application;

[0030] Figure 7 A schematic diagram of an empty spring control circuit of a braking system of a new energy train of the present application;

[0031] Figure 8 This is a schematic diagram of the parking circuit of the braking system of the new energy train of the present application. DETAILED DESCRIPTION

[0032] In order to make the technical solutions and advantages in the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than an exhaustive list of all the embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0033] Embodiment 1

[0034] like Figure 1 , Figure 2 , Figure 3 As shown, the braking system of the new energy train in the embodiment of the present application includes an air supply pipeline, a braking control unit, a braking control circuit, a parking circuit, and an air spring control circuit; wherein the braking control circuit adopts an electronic control and pure air control dual-circuit control method, and also has emergency braking control.

[0035] In implementation, such as Figure 1 , Figure 2 , Figure 3 As shown, the braking system of the new energy train of the embodiment of the present application includes:

[0036] The main air duct running through the train;

[0037] At least one air source system A00, used to supply air to the main air duct;

[0038] A four-circuit protection valve A11 is provided on each axle;

[0039] Each axle is also provided with a pre-control and emergency control circuit and a first brake air cylinder B01-1 for air supply;

[0040] Each axle is also provided with an air spring control circuit and an air spring air cylinder L01 for supplying air to it;

[0041] Among them, port 1 of the four-circuit protection valve A11 is connected to the main air duct as an air inlet, port 24 of the four-circuit protection valve is connected to the air spring air cylinder L01 on the same axle, and port 22 of the four-circuit protection valve is connected to the first brake air cylinder B01-1 on the same axle.

[0042] The four-circuit protection valve A11 is a mature automotive component. In the braking system of the new energy train of the embodiment of the present application, each axle is provided with a four-circuit protection valve A11, and port 1 of the four-circuit protection valve A11 is connected to the main air duct as an air inlet. The specific outlet pressure design of the four-circuit protection valve A11 itself can achieve limited guarantee of braking air. Port 22 of the four-circuit protection valve is connected to the first brake air cylinder B01-1, that is, port 22 of the four-circuit protection valve is used for braking air. Port 24 of the four-circuit protection valve is connected to the air spring air cylinder L01, that is, port 24 of the four-circuit protection valve is used for air supply to the air spring. Through the braking component products of commercial vehicles and the integration of the control concept of rail transit, a two-way controlled dual-circuit braking system is realized, and the braking system structure of the new energy train is simple.

[0043] Specifically, Figure 1 As shown, the train includes two end cars and one middle car. Wheel 1, wheel 2, wheel 3, wheel 4, wheel 5, and wheel 6 are indicated by 1, 2, 3, 4, 5, and 6 in the figure, and each set of wheels corresponds to an axle, wheel 1 corresponds to axle 1, wheel 2 corresponds to axle 2, wheel 3 corresponds to axle 3, wheel 4 corresponds to axle 4, wheel 5 corresponds to axle 5, and wheel 6 corresponds to axle 6.

[0044] The number of intermediate vehicles is not limited, and can be one, two, three, four, five, or more. Wheels 1 and 6 are powered steering wheels, and correspondingly, axles 1 and 6 are powered axles, and wheels 3, 4, and 5 are non-powered wheels. The powered wheels can be configured and adjusted according to different vehicles. During the application of service brakes, the powered wheels can apply electric brakes preferentially. Axles 2 and 5 are designed with parking air chambers, that is, axles 2 and 5 are parking axles, and other axles are designed with driving air chambers, and other axles are driving axles. The number of air chambers is determined by the maximum slope of the line.

[0045] Figure 2 There are two air source systems A00. The air source system A00 is the main air duct that supplies air to the air-using equipment.

[0046] Specifically, Figure 2 and Figure 3 As shown, both ends of the main air duct have external air supply ports A10 for rescue, also known as rescue interfaces.

[0047] Specifically, the main air duct uses nylon hose, copper pipe or stainless steel pipe, and adopts the pipe specification of 16X2 or 15X1.5. Other main air supply pipes use the pipe specification of 12X1.5, and the brake control circuit uses the pipe specification of 8X1.

[0048] The circuit protection valve A11, the air spring air cylinder L01, and the first brake air cylinder B01-1 are the components that every axle must have. Figure 3 As shown, Figure 3 Only the configuration of two axles is written. The axles at both ends are configured with axle 1 components, the axle with parking brake is configured with axle 2 components, and the axle without parking brake is configured with axle 2 components without P components. Figure 1 and Figure 2 , axle 1 and axle 6 have the same configuration and are the end car outer axles, axle 2 and axle 5 have the same configuration and are the end car inner axles, axle 3 and axle 4 have the same configuration and are the middle car axles. The arrangement is not limited to six axles.

[0049] Therefore, the braking system of the new energy train of the present application can be flexibly configured according to the axles.

[0050] The air supply pipeline includes the main air duct, the air source system A00, the four-circuit protection valve A11, the first brake air cylinder B01-1, the second brake air cylinder B01-2, the empty spring air cylinder, the empty spring air cylinder L01, the parking air cylinder P01, etc. The air supply pipeline of the brake system of the new energy train of the present application adopts a setting method with the axle as a unit, so that the air supply pipeline can be flexibly grouped and has a higher degree of modularization.

[0051] In implementation, the four-circuit protection valve A11 set on the outer axle of the end car is the four-circuit protection valve for the power axle, the four-circuit protection valve A11 set on the inner axle of the end car is the four-circuit protection valve for the parking axle, and the others are four-circuit protection valves for the driving axle;

[0052] like Figure 2 and Figure 3 As shown, the braking system also includes:

[0053] A second brake air cylinder B01-2 and an electronically controlled brake master valve B06 are also provided on the outer axle of each end car;

[0054] An additional parking air cylinder P01 is provided on the inner axle of each end vehicle;

[0055] Among them, port 21 of the power axle four-circuit protection valve is connected to port 22 of the power axle four-circuit protection valve on the same axle, port 21 of the power axle four-circuit protection valve is also connected to port 11 of the electric control brake master valve B06 on the axle outside the same end of the vehicle, and port 22 of the power axle four-circuit protection valve is connected to port 12 of the electric control brake master valve B06 on the axle outside the same end of the vehicle;

[0056] Port 23 of the parking axle four-circuit protection valve is connected to the parking air cylinder P01.

[0057] After the port 21 of the power axle four-circuit protection valve is connected to the second brake air cylinder B01-2 and its accessories on the same axle, the port 21 of the power axle four-circuit protection valve is used for braking air.

[0058] Port 23 of the parking axle four-circuit protection valve is connected to the parking air cylinder P01, that is, port 23 of the parking axle four-circuit protection valve is used to supply air to the parking air cylinder.

[0059] like Figure 3 As shown, axle 1 is the outer axle of the end car, and is provided with an electric control brake master valve B06. Port 21 of the power axle four-circuit protection valve is connected to port 11 of the electric control brake master valve B06, and port 22 of the power axle four-circuit protection valve is connected to port 12 of the electric control brake master valve B06. That is, ports 11 and 12 of the electric control brake master valve B06 are both air supply ports, and the electric control brake master valve realizes a dual-circuit redundant design of air supply, and the brake system is safer.

[0060] like Figure 3 As shown, axle 2 is the inner axle of the end car, and no electric control brake master valve B06 is set. Port 21 of the parking axle four-circuit protection valve is connected to the first brake air cylinder B01-1, thereby supplying air to the pre-control and emergency control circuits.

[0061] In implementation, such as Figure 2 and Figure 4 As shown, the braking system of the new energy train also includes:

[0062] Each intermediate vehicle axle is further provided with a pre-control circuit, which includes a driving vehicle axle relay valve DB04 and a pressure limiting valve B05;

[0063] Port 1 of the driving axle relay valve DB04 is connected to port 22 of the four-circuit protection valve A11; port 21 of the electric control brake master valve B06 is connected to port 41 of the far-end driving axle relay valve DB04-1, and port 22 of the electric control brake master valve B06 is connected to port 42 of the near-end driving axle relay valve DB04-1;

[0064] Port 2 of the driving axle relay valve DB04-1 is connected to the inlet of the pressure limiting valve B05, and the outlet of the pressure limiting valve B05 is connected to the third control loop;

[0065] The first control loop includes a pre-controlled air inlet pipeline between port 22 of the electronically controlled brake master valve B06 and port 42 of the driving axle relay valve DB04-1;

[0066] The second control circuit includes a pre-controlled air inlet pipeline between port 21 of the electronically controlled brake master valve B06 and port 41 of the driving axle relay valve DB04-1;

[0067] The third control loop runs through the entire train and connects the outlets of all the driving axle relay valves DB04-1 to form a pre-control pressure.

[0068] Specifically, the brake control circuit includes a first control circuit, a second control circuit, and a third control circuit.

[0069] The electronically controlled brake master valve B06 is used as the air inlet through ports 11 and 12. Figure 3 The four-circuit protection valve A11 in the middle supplies air from port 21 to port 22.

[0070] At the same time, two driving axle relay valves DB04 are designed, which are located on the two axles of the middle vehicle respectively. This is mainly to ensure that the pure air circuit response time is balanced on each axle of the vehicle. Through the electronically controlled brake master valve B06, true dual-circuit control different from commercial vehicles is realized.

[0071] The pressure limiting valve B05 calculates the required maximum braking force based on the vehicle parameters and sets the value.

[0072] The two pressure sensors B10 on the third control loop are redundant and monitor the pressure of the third control loop. The pressure value is fed back to the brake control unit BCU to determine the failure of the third control loop.

[0073] During implementation, the pressure at port 21 set by the electronically controlled brake master valve B06 is slightly greater than the pressure at port 22, and the pre-control output pressure corresponding to port 41 of the driving axle relay valve DB04-1 is greater than that at port 42, so that the initial braking force of the far-end rear vehicle is greater than that of the front vehicle, preventing the vehicles from stacking up during pure air control.

[0074] The working process is as follows:

[0075] After the brake pedal is pressed, both ports 21 and 22 of the electronically controlled brake master valve B06 output air pressure signals;

[0076] However, port 21 of the electronically controlled brake master valve B06 will be triggered before port 22 for a certain period of time, and the pressure at port 21 is slightly higher than that at port 22 by a certain amount.

[0077] The 41st port of the intermediate relay valve DB04-1 connected to the 21st port of the electronically controlled brake master valve B06 will get the pre-control pressure first, that is, the intermediate relay valve DB04-1 at the rear according to the setting position, that is, the intermediate car at the rear.

[0078] After the intermediate relay valve DB04-141 port obtains pressure, the corresponding driving axle relay valve DB04-1 will cause the 2nd port to output the set pressure, which is transmitted to the third control loop after passing through the pressure limiting valve B05.

[0079] Port 22 of the electronically controlled brake master valve B06 will also trigger port 42 of the front intermediate relay valve a certain time later, causing the output pressure of port 2 of the front driving axle relay valve to reach the third control circuit after passing through the pressure limiting valve. Port 41 set for the driving axle relay valve is also higher than the output pressure of port 2 of the driving axle relay valve triggered by the pre-control pressure of port 42. In this design, port 21 of the electronically controlled brake master valve gives priority to controlling port 41 of the rear driving axle relay valve. Due to the transmission of compressed air, the rear third control circuit gets compressed air first and then transmits it to the front.

[0080] During implementation, the braking system of new energy trains also includes:

[0081] Two pressure sensors B10, used to monitor the pressure of the third control circuit and feed back the pressure value to the brake control unit BCU;

[0082] Brake control unit BCU, used for:

[0083] When the sensor on the electronically controlled brake master valve has a signal output and the pressure sensor B10 also has a signal output, the brake control unit BCU determines that the brake trigger signal is normal and the pure air control function is available;

[0084] When the sensor on the electronically controlled brake master valve has a signal output and the pressure sensor B10 has no signal output, the brake control unit BCU determines that the brake trigger signal is abnormal and the brake function is unavailable;

[0085] The sensor on the electronically controlled brake master valve has no signal output, the pressure sensor has a signal output, the brake control unit BCU determines that the brake trigger signal is abnormal, and the pure air-controlled braking function is available.

[0086] like Figure 2 and Figure 5 As shown, the braking system of the new energy train also includes:

[0087] Each axle is also provided with a pre-control and emergency control circuit, which includes: an axle relay valve DB04-2, an emergency solenoid valve B07, a load adjustment gas control valve B08 and a pressure sensor L07;

[0088] Port 1 of the axle relay valve DB04-2 is connected to port 22 of the four-circuit protection valve, port 41 of the axle relay valve DB04-2 is connected to the third control circuit, and port 2 of the axle relay valve DB04-2 is used to connect the pre-control interface of the axle combination valve;

[0089] The outlet of the emergency solenoid valve B07 is connected to the port 42 of the axle relay valve DB04-2, and the inlet of the emergency solenoid valve B07 is connected to the outlet of the load adjustment air control valve B08, and the inlet of the load adjustment air control valve B08 is connected to the port 22 of the four-circuit protection valve through the air duct pipeline;

[0090] The pressure sensor L07 is used to collect the air spring pressure for the train's brake control unit BCU to calculate the vehicle load; the pre-control interface of the load adjustment air control valve B08 is connected to the pressure sensor L07 and the air spring pressure collection interface.

[0091] When there is pressure in the third control loop, the pressure input at port 41 of the axle relay valve DB04-2 will be triggered, and the output of port 2 of the axle relay valve DB04-2 will be controlled accordingly to output a corresponding proportional outlet pressure to control the pre-control interface of the axle combination valve.

[0092] The emergency solenoid valve B07 is of normally closed type and is energized under normal circumstances, cutting off the emergency braking path. That is, there is no pressure at port 42 of the axle relay valve DB04-2, and accordingly, the output pressure at port 2 of the axle relay valve DB04-2 will not be controlled, and the emergency braking circuit is cut off.

[0093] When the emergency brake is triggered, the emergency solenoid valve B07 loses power. When there is air spring pressure on the pre-control interface of the load adjustment air control valve B08, the main air path of the load adjustment air control valve B08 will be connected, and the outlet pressure output to the emergency solenoid valve B07 is in a certain proportion to the air spring pressure. The proportion is calibrated in advance according to the characteristics of the air spring. The emergency solenoid valve B07 is used to automatically adjust the emergency braking force according to the load. At this time, the pressure input of port 42 of the axle relay valve DB04-2 controls the outlet pressure of the corresponding proportion of the 2-port output of the axle relay valve DB04-2 to control the pre-control interface of the axle combination valve to realize the circuit control of the emergency brake. The pressure sensor L07 is used to collect the air spring pressure for the BCU to calculate the vehicle load.

[0094] In implementation, such as Figure 2 and Figure 6 As shown, the braking system of the new energy train also includes a bridge combination valve B09 and a basic braking device arranged on each axle;

[0095] Among them, port 1 of the bridge combination valve B09 is connected to the first brake air cylinder B01-1, port 4 of the bridge combination valve pre-control interface serves as the bridge combination valve pre-control interface and is connected to port 2 of the axle relay valve DB04-2; the brake interfaces 21 and 22 of the bridge combination valve pre-control interface are connected to the basic braking device.

[0096] In implementation, such as Figure 6 As shown, the bridge combination valve B09 includes:

[0097] The electronic control unit ECU is used to communicate with the brake control unit BCU, and according to the brake command of the brake control unit BCU, control the internal solenoid valve to perform corresponding actions to achieve electric braking; it is also used to provide feedback based on the pressure collected by each sensor;

[0098] Filter 1 ( Figure 6 Indicated by ①), standby pressure solenoid valve 2 ( Figure 6 Indicated by ②), standby pressure solenoid valve three ( Figure 6 Indicated by ③), charging solenoid valve 4 ( Figure 6 Indicated by ④), charging solenoid valve 5 ( Figure 6 ⑤ in the middle), exhaust solenoid valve 6 ( Figure 6 Indicated by ⑥), exhaust solenoid valve seven ( Figure 6 Indicated by ⑦), relay valve eight ( Figure 6 Indicated by ⑧), relay valve nine ( Figure 6 Indicated by ⑨), air supply pressure sensor P1, backup pressure sensor P2, brake pressure sensor P3, and brake pressure sensor P4.

[0099] Braking of brake control:

[0100] One is electric braking; the other is the electronic control function of the bridge combination valve, which gives priority to electric braking;

[0101] Next is the electronic control function inside the bridge combination valve, that is, controlling the internal solenoid valve to achieve pressure regulation, which can be achieved directly by controlling the internal solenoid valve through the brake control unit BCU, without the pneumatic pre-control circuit;

[0102] The last is pure pneumatic control, which is achieved through three pre-control loops.

[0103] The axle combination valve is a key component of the brake system. The axle combination valve integrates the electronic control unit ECU, two sets of pneumatic control units and sensors into a compact component, greatly reducing the complexity of vehicle pipeline connections and improving vehicle space utilization.

[0104] Through the bridge combination valve, the left and right wheels can be braked independently, which can realize the functions of driving brake pressure regulation, holding brake, pure air control brake and anti-skid adjustment.

[0105] Port 1 of the bridge combination valve B09 is used as the air supply port, port 4 of the bridge combination valve pre-control interface is used as the pre-control interface, brake interfaces 21 and 22 of the bridge combination valve pre-control interface are used as brake output ports, and port 3 of the bridge combination valve pre-control interface is used as the exhaust port.

[0106] The bridge combination valve has an air supply port, a pure air-controlled pre-control interface, and a brake output port. The electronic control unit ECU is mainly used to communicate with the brake control unit BCU, and controls the internal solenoid valve to perform corresponding actions according to the brake command of the brake control unit BCU, and at the same time provides feedback based on the collected pressure of each sensor.

[0107] When the brake control unit BCU and the electronic control unit ECU are in normal and non-emergency braking, the backup pressure sensor P2 detects that there is pneumatic brake pressure at port 4 of the bridge combination valve pre-control interface, or when the electronic control unit ECU receives the brake command from the brake control unit BCU through the CAN bus, the backup pressure solenoid valve 2 and the backup pressure solenoid valve 3 are always energized, and the pre-control pressure at port 4 of the bridge combination valve pre-control interface cannot reach the pre-control port of the relay valve 8 and the relay valve 9 through the backup pressure solenoid valve 2 and the backup pressure solenoid valve 3. The bridge combination valve selects the electronic control pressure regulation function, that is, electronic control. At the same time, the air charging solenoid valve 4 and the air charging solenoid valve 5 are energized, allowing compressed air to flow from the first brake air storage cylinder B01-1 through the relay valve 8 and the relay valve 9 to the brake interface 21 and 22 of the bridge combination valve pre-control interface, and then to the brake air chamber. The brake air chamber pressure can be measured by the brake pressure sensor P3 and the brake pressure sensor P4 and fed back to the electronic control unit ECU, and compared with the brake target pressure transmitted by the brake control unit BCU for adjustment. When the pressure in the brake air chamber meets the current braking demand, the charging solenoid valve four and the charging solenoid valve five are de-energized to maintain the current pressure in the brake cylinder.

[0108] When the braking force is reduced, ABS anti-skid control or the brake needs to be relieved, the exhaust solenoid valve is energized, the control pressure of the relay valve is discharged through the exhaust port, and the pressure in the brake air chamber is reduced. Exhaust solenoid valve 6 and exhaust solenoid valve 7 remain energized. When the pressure in the brake air chamber continues to decrease to 0kPa, exhaust solenoid valve 6 and exhaust solenoid valve 7, backup pressure solenoid valve 2 and backup pressure solenoid valve 3 are simultaneously de-energized. Wait for the next braking demand.

[0109] The axle combination valve integrates the ABS control function, and the anti-skid control is realized by the ECU control board in the axle combination valve. It is realized by collecting wheel speed, and controlling the pressure change of the brake air chamber through the cycle of the solenoid valve charging, pressure maintaining, and exhausting actions. The ABS can realize the wheel control anti-skid function. When the pressure requirements at both ends of the axle are inconsistent, the pressure control of ports 21 and 22 can also be controlled separately to realize independent anti-skid control.

[0110] When the power supply of the bridge combination valve fails or the charging and exhausting solenoid valve 6 and the exhausting solenoid valve 7 are unavailable, the bridge combination valve can also be braked through the backup pressure solenoid valve 2 and the backup pressure solenoid valve 3. The backup pressure solenoid valve 2 and the backup pressure solenoid valve 3 are powered off, and the pneumatic brake control demand is directly transmitted to the relay valve 8 and the relay valve 9, and the first control circuit and the second control circuit output by the electric control brake master valve B06 are controlled through the driving axle relay valve DB04-1 to the third control circuit. Figure 5 The axle relay valve B04 then controls port 4 of the axle combination valve to achieve backup pressure control.

[0111] In implementation, such as Figure 2 and Figure 7As shown, the braking system of the new energy train also includes:

[0112] Each axle is also provided with an empty spring control circuit;

[0113] The air spring control circuit is used to control the amount of compressed air from the air spring air cylinder L01 entering the air spring of the air spring control circuit, thereby controlling the air spring.

[0114] like Figure 7 As shown, the air springs of the end cars MC1 and MC3 of the vehicle are controlled by three points (controlled by three height valves), axles 1 and 6 are designed with two height valves, axles 2 and 5 are designed with one height valve, so as to facilitate the body balance of the vehicles at both ends, and the air springs of the middle car T02 are controlled by two points, and each axle is designed with a height valve.

[0115] The compressed air of the air spring cylinder L01 enters the corresponding air spring L05 through the control of the height valve L08. A two-way valve L06 is designed between the two air springs of axle 1 and axle 6. The output port collects the maximum air spring pressure and transmits it to the pre-control interface of the load adjustment air control valve B08. The two air springs of other axles are directly connected to output the air spring pressure to the pre-control interface of the load adjustment air control valve B08. Similarly, the four-point control of the air spring can also be designed according to the vehicle configuration requirements.

[0116] Specifically, Figure 8 As shown, the parking circuit mainly includes a parking solenoid valve P05, a shut-off valve P06, a relay valve P04, a two-way valve P07, a pressure sensor B10, a test connector C03 and a brake air chamber C04.

[0117] Ports 21 and 22 of the bridge combination valve correspond to two brake air chambers C04 of one axle, one of which is connected to the A1 interface of the two-way valve P07. The air supply port of the parking air cylinder is used to supply air to the parking brake circuit, and is respectively connected to port 1 of the relay valve P04, the inlet of the parking solenoid valve P05 and the plug gate. Port 2 of the relay valve P04 is connected to the spring cylinder through the pressure sensor B10, and the parking brake is realized through the spring parking air chamber. The outlet of the parking solenoid valve is connected to the pre-control port 41 of the relay valve, and the other end of the plug gate is connected to the A3 port of the two-way valve P07. The outlet A2 of the two-way valve P07 is connected to the pre-control port 42 of the relay valve P04.

[0118] Under normal circumstances, the shut-off valve is closed, and the parking brake is relieved by conducting the pressure of the air supply port of the left path of the solenoid valve P05 to the pre-control port 41 of the relay valve P04, so as to realize the connection between port 1 and port 2 of the relay valve P04, and press the compressed air at port 2 of the relay valve P04 into the spring cylinder to compress the spring and realize parking relief.

[0119] When the right path of the parking solenoid valve P05 is connected, the compressed air at the pre-control port 41 of the relay valve P04 is discharged to the atmosphere through P04, the pressure at the pre-control port 41 of the relay valve P04 disappears, cutting off the passages between ports 1 and 2 of the relay valve P04, and the compressed air in the spring cylinder can be discharged through the exhaust port of the relay valve P04, releasing the spring to achieve parking application.

[0120] What is more advantageous is that a rescue control circuit is designed. When the parking solenoid valve P05 fails or loses power, the other end A3 of the two-way valve P07 can be supplied with air by opening the cut-off valve P06, and the outlet A2 controls the pre-control port 42 of the relay valve P04 to realize the passage of ports 1 and 2 of the relay valve P04, thereby achieving parking relief. The two-way valve P07 can realize the interlocking of the parking brake and the service brake, preventing the brake cylinder from being filled with air when the parking brake is applied, so that the braking force generated by the caliper is superimposed.

[0121] The braking of this application adopts an air-electric composite braking method: the traction system has an electric braking function, which cooperates with the vehicle braking system. The brake control unit BCU performs braking calculation and distribution. Electric braking is given priority during the distribution process. When the electric braking is insufficient, the vehicle air braking system compensates. This part of the electric braking is the braking of the motor.

[0122] The brake circuit adopts the principle of redundancy of electric control and pneumatic control, with electric control braking priority, and the conversion between electric control braking and pneumatic control braking is smooth.

[0123] Taking a single axle as an example, when the train is operating normally, the electric control brake takes priority. The brake demand is converted into an electric signal by the electric control brake master valve and transmitted to the brake control unit BCU. The brake control unit BCU analyzes and processes information such as vehicle load, speed, auxiliary brake (regenerative electric brake), calculates the braking force required by the axle according to the axle load, and sends the braking demand to the axle combination valve through the CAN bus. The content of this paragraph is electric control pneumatic braking, that is, braking achieved by controlling the axle combination valve.

[0124] After processing the command information, the ECU controls the charging solenoid valve and exhaust solenoid valve inside the bridge combination valve to perform opening and closing actions, so that the compressed air in the brake air cylinder enters the brake air chamber to implement braking. The output end of the bridge combination valve is equipped with a pressure sensor to feedback the pressure of the output port, thereby accurately controlling the air pressure in the brake air chamber.

[0125] When the electric control circuit fails, the backup pressure solenoid valve inside the bridge combination valve is powered off, and the brake control is converted from electric control to air control. The air control circuit (i.e., the first control circuit, the second control circuit, the third control circuit, the preset and emergency control circuits, and the air control circuit formed by the bridge combination valve) determines the output port pressure. The compressed air from the air source is connected to the air inlet of the electric control brake master valve through the second brake air cylinder. The air outlet of the electric control brake master valve is divided into two paths, which are connected to the first control circuit and the second control circuit of the vehicle respectively. The brake control circuit controls the driving axle relay valve to charge the third control circuit respectively, thereby controlling the action of each axle relay valve and charging air to the 4 ports of the bridge combination valve. At this time, the backup pressure solenoid valve in the bridge combination valve is powered off, and the compressed air controls the internal relay valve through the backup pressure solenoid valve, thereby controlling the pressure in the brake air chamber to realize the braking process.

[0126] When the electronic control circuit fails, the braking force of each wheel is the same and cannot be adjusted accordingly based on changes in information such as vehicle load.

[0127] According to the different requirements of the train's operating ends, the brake adopts a dual-circuit design, which can be controlled by the electrically controlled main brake valves in the driver's cab at both ends.

[0128] When the brake pedal is pressed suddenly (the electronically controlled brake master valve is pressed to the bottom in a short period of time), the axle combination valve determines that it is an emergency situation and directly outputs the maximum brake pressure to the brake air chamber.

[0129] Specifically, Figure 1 As shown, the air supply pipeline also includes:

[0130] The main air cylinder A07 and its drainage device A07.01, the output port of the air compressor of the air source system A00 is connected to the main air cylinder A07;

[0131] Pressure sensor A08, monitors the pressure of the main air cylinder A07;

[0132] Test interface A09, used to measure the air pressure externally and calibrate the reading of pressure sensor A08;

[0133] The pressure sensor B02 is connected to the second brake air reservoir cylinder B01-2 to monitor the pressure of the pressure sensor B02.

[0134] Drainage device B01.01: The first brake air cylinder B01-1 and the second brake air cylinder B01-2 each have their own drainage device B01.01. The drainage device B01.01 can be a mechanical drainage plug or an electrically controlled drainage solenoid valve. The electrically controlled drainage solenoid valve is controlled by the brake control unit and automatically drains water according to a set cycle.

[0135] Pressure sensor L01.01 is used to measure the pressure of the air spring cylinder L01.

[0136] Pressure sensor P01.01 is used to measure the pressure of the parking air cylinder P01.

[0137] Test interface B03. The test interface B03 is set at the pressure sensor B02, which is used to measure the air pressure externally and calibrate the reading of the pressure sensor B02; the test interface B03 is set at the air supply port of the pre-control and emergency circuit to test the air pressure.

[0138] Test interface P03, which is provided at the air supply port of the parking circuit, is used to test the air pressure.

[0139] The axle components mainly include brake cylinder B01, drainage device B01.01, test interface B03, pressure sensor B02, air spring cylinder L01 and parking cylinder P01, etc. Among them, the axle with P01 is equipped with parking brake, and the P type components can be omitted if there is no parking brake.

[0140] Specifically, the basic brake device is mainly composed of a brake disc, a caliper, a speed sensor and a brake chamber. The brake chamber is divided into two parts: a brake cylinder without a parking brake function and a spring cylinder with a parking brake function. The brake cylinder has only one air circuit interface, which is connected to the service brake chamber. The spring cylinder has two air circuit interfaces, which are connected to the parking brake and the service brake respectively, to realize the service brake and parking brake functions.

[0141] Specifically, the air source system includes air compressor, electric control dryer, cooler, safety valve and sensor, etc. It has power supply and control power supply interface, and the cooler is used to cool the compressed high-pressure and high-temperature gas.

[0142] Specifically, a brake control unit is designed for each vehicle, which is mainly used to collect brake pedal signals and pressure sensor signals, and calculate the vehicle weight and braking force based on the collected signals. At the same time, the brake control units in each workshop communicate with each other, and the vehicle occupancy end is designed as the main control unit, and the others execute braking commands and control the bridge combination valve to apply braking force.

[0143] The brake control circuit adopts a fully dual-circuit control, and controls the relay valve of each bridge to output the corresponding air circuit pressure through the control pipeline running through the entire column to control the bridge combination valve, and applies the brake in a pure air circuit manner. Among them, the bridge combination valve integrates the total air pressure sensor, the driving brake control solenoid valve and the ABS anti-skid control solenoid valve, and performs the corresponding brake control through the internal ECU+ABS control unit.

[0144] This application is applicable to the braking system of new energy trains. Through the braking component product of commercial vehicles - the four-circuit protection valve A11, the control concept of rail transit is integrated to complete the design of a braking system with two-way control and dual circuits. The braking system has a simple structure and is equipped with electronically controlled braking, pure air circuit braking, and braking with load adjustment function, which makes up for the shortcomings of traditional commercial vehicle braking systems and has great innovation and market application prospects.

[0145] In the description of the present application and its embodiments, it should be understood that the orientation or positional relationship indicated by the terms "top", "bottom", "height", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0146] In the present application and its embodiments, unless otherwise clearly specified and limited, the terms "set", "install", "connect", "connect", "fix" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or a communication; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0147] In the present application and its embodiments, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0148] The disclosure above provides many different embodiments or examples to realize the different structures of the present application. In order to simplify the disclosure of the present application, the parts and settings of specific examples are described above. Of course, they are only examples, and the purpose is not to limit the present application. In addition, the present application can repeat reference numbers and / or reference letters in different examples, and this repetition is for the purpose of simplification and clarity, which itself does not indicate the relationship between the various embodiments and / or settings discussed. In addition, the various specific processes and material examples provided by the present application, but those of ordinary skill in the art can be aware of the application of other processes and / or the use of other materials.

[0149] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0150] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A braking system for a new energy train, characterized in that: include: The main air duct running through the train; At least one air source system A00, used to supply air to the main air duct; A four-circuit protection valve A11 is provided on each axle; Each axle is also provided with a pre-control and emergency control circuit and a first brake air cylinder B01-1 for air supply; Each axle is also provided with an air spring control circuit and an air spring air cylinder L01 for supplying air to it; Among them, port 1 of the four-circuit protection valve A11 is connected to the main air duct as an air inlet, port 24 of the four-circuit protection valve is connected to the air spring air cylinder L01 on the same axle, and port 22 of the four-circuit protection valve is connected to the first brake air cylinder B01-1 on the same axle.

2. The braking system of the new energy train according to claim 1, characterized in that: The four-circuit protection valve A11 set on the power axle is the power axle four-circuit protection valve, the four-circuit protection valve A11 set on the parking axle is the parking axle four-circuit protection valve, and the others are driving axle four-circuit protection valves; The braking system also includes: A second brake air cylinder B01-2 and an electronically controlled brake master valve B06 are also provided on the outer axle of each end car; An additional parking air cylinder P01 is provided on the inner axle of each end vehicle; Among them, port 21 of the power axle four-circuit protection valve is connected to the second brake air cylinder B01-2 on the same axle, port 21 of the power axle four-circuit protection valve is also connected to port 11 of the electric control brake master valve B06 on the axle outside the same end vehicle, and port 22 of the power axle four-circuit protection valve is connected to port 12 of the electric control brake master valve B06 on the axle outside the same end vehicle; Port 23 of the parking axle four-circuit protection valve is connected to the parking air cylinder P01.

3. The braking system of the new energy train according to claim 2 is characterized in that: Also includes: Each intermediate vehicle axle is further provided with a pre-control circuit, which includes a driving vehicle axle relay valve DB04 and a pressure limiting valve B05; Port 1 of the driving axle relay valve DB04 is connected to the first brake cylinder B01-1 of the middle vehicle; port 21 of the electric control brake master valve B06 is connected to port 41 of the driving axle relay valve DB04-1 at the far end, and port 22 of the electric control brake master valve B06 is connected to port 42 of the driving axle relay valve DB04-1 at the near end; Port 2 of the driving axle relay valve DB04-1 is connected to the inlet of the pressure limiting valve B05, and the outlet of the pressure limiting valve B05 is connected to the third control circuit running through the entire vehicle; The first control loop includes a pre-controlled air inlet pipeline between port 22 of the electronically controlled brake master valve B06 and port 42 of the driving axle relay valve DB04-1; The second control loop includes a pre-controlled air intake pipeline between port 21 of the electronically controlled brake master valve B06 and port 41 of the driving axle relay valve DB04-1.

4. The braking system of the new energy train according to claim 3 is characterized in that: The pressure at port 21 set by the electronically controlled brake master valve B06 is slightly greater than the pressure at port 22, and the pre-control output pressure corresponding to port 41 of the driving axle relay valve DB04-1 is greater than that at port 42, so that the initial braking force of the far-end rear vehicle is greater than that of the front vehicle, preventing vehicles from stacking up during pure air control.

5. The braking system of the new energy train according to claim 4, characterized in that: Also includes: Two pressure sensors B10, used to monitor the pressure of the third control circuit and feed back the pressure value to the brake control unit BCU; Brake control unit BCU, used for: When the sensor on the electronically controlled brake master valve has a signal output and the pressure sensor B10 also has a signal output, the brake control unit BCU determines that the brake trigger signal is normal and the pure air control function is available; When the sensor on the electronically controlled brake master valve has a signal output and the pressure sensor B10 has no signal output, the brake control unit BCU determines that the brake trigger signal is abnormal and the brake function is unavailable; The sensor on the electronically controlled brake master valve has no signal output, the pressure sensor has a signal output, the brake control unit BCU determines that the brake trigger signal is abnormal, and the pure air-controlled braking function is available.

6. The braking system of the new energy train according to claim 5, characterized in that: Also includes: Each axle is also provided with a pre-control and emergency control circuit, which includes: an axle relay valve DB04-2, an emergency solenoid valve B07, a load adjustment gas control valve B08 and a pressure sensor L07; Port 1 of the axle relay valve DB04-2 is connected to port 22 of the four-circuit protection valve, port 41 of the axle relay valve DB04-2 is connected to the third control circuit, and port 2 of the axle relay valve DB04-2 is used to connect the pre-control interface of the axle combination valve; The inlet of the emergency solenoid valve B07 is connected to the port 42 of the axle relay valve DB04-2, and the outlet of the emergency solenoid valve B07 is connected to the inlet of the load adjustment air control valve B08. The outlet of the load adjustment air control valve B08 is connected to the port 22 of the four-circuit protection valve through the air duct pipeline.

7. The braking system of the new energy train according to claim 6, characterized in that: Also includes: The pressure sensor L07 is used to collect the air spring pressure and provide it to the train's brake control unit BCU for vehicle load calculation; The pre-control interface of the load adjustment air control valve B08 is connected to the pressure sensor L07 and the air spring pressure collection interface.

8. The braking system of the new energy train according to claim 7, characterized in that: It also includes a bridge combination valve B09 and a basic brake device being arranged on each axle; Among them, port 1 of the bridge combination valve B09 is connected to port 22 of the four-circuit protection valve, port 4 of the bridge combination valve pre-control interface serves as the bridge combination valve pre-control interface and is connected to port 2 of the axle relay valve DB04-2; the brake interfaces 21 and 22 of the bridge combination valve pre-control interface are connected to the basic braking device.

9. The braking system of the new energy train according to claim 8, characterized in that: The bridge combination valve B09 includes: The electronic control unit ECU is used to communicate with the brake control unit BCU, and according to the brake command of the brake control unit BCU, it controls the internal solenoid valve to perform corresponding actions to realize the electronic control function; it is also used to provide feedback based on the collected pressure of each sensor; Filter 1, standby pressure solenoid valve 2, standby pressure solenoid valve 3, charging solenoid valve 4, charging solenoid valve 5, exhaust solenoid valve 6, exhaust solenoid valve 7, relay valve 8, relay valve 9, air supply pressure sensor P1, standby pressure sensor P2, brake pressure sensor P3, brake pressure sensor P4.

10. The braking system of the new energy train according to claim 9, characterized in that: Also includes: Each axle is also provided with an empty spring control circuit; The air spring control circuit is used to control the amount of compressed air from the air spring air cylinder L01 that enters the air spring of the air spring control circuit, thereby controlling the air spring.

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