Tunnel transport locomotive electromagnetic and pneumatic double-brake system and tunnel transport locomotive

Abstract

The invention discloses a tunnel transport locomotive electromagnetic and pneumatic double-brake system and a tunnel transport locomotive, and belongs to the technical field of intelligent traffic and automation, the tunnel transport locomotive electromagnetic and pneumatic double-brake system comprises a pneumatic brake unit, compressed air serves as a power source, the compressed air pushes a brake cylinder, a brake air chamber of the brake cylinder pushes a brake shoe or a caliper, and friction brake is achieved; the electromagnetic brake unit is arranged at the tail end of a main shaft of the driving motor and forms complementary redundant braking with the pneumatic brake unit; the electromagnetic brake unit takes a vehicle-mounted battery as a power source, when braking is needed, the controller controls to be connected with a power supply, and the electromagnetic brake unit generates electromagnetic force to attract the brake pad, so that the brake pad is tightly attached to the brake disc; when the vehicle speed is reduced to a preset value or an emergency situation occurs, the pneumatic brake unit starts brake intervention and acts together with an electromagnetic brake of the electromagnetic brake unit. The pneumatic brake system and the electromagnetic brake system are adopted to form a complementary redundant brake scheme, so that the safety is improved, and the system adapts to complex working conditions of a tunnel.

Description

Technical Field

[0001] The present invention belongs to the field of intelligent transportation and automation technology, and in particular relates to an electromagnetic and pneumatic dual brake system for a tunnel transport locomotive and the tunnel transport locomotive. Background Art

[0002] The traditional braking method of tunnel transport locomotives is a single pneumatic braking method, which uses compressed air as the power source and achieves braking through a mechanical structure.

[0003] Among them, although the traditional pneumatic brake system of tunnel transport locomotives is mature and reliable, it also has some obvious shortcomings in actual application, especially in special working conditions such as tunnels, where its limitations are more prominent.

[0004] The pneumatic brake system in the prior art mainly has the following disadvantages:

[0005] 1. Slow response speed:

[0006] -Air pressure transmission delay: Compressed air needs to be transmitted to the brake cylinder through pipelines. The whole process usually takes 0.3 to 0.5 seconds, which is significantly delayed compared to electromagnetic braking (millisecond level). During emergency braking, it may increase the braking distance and affect safety.

[0007] -Valve action time: The action of mechanical components such as pneumatic solenoid valves and relay valves also takes a certain amount of time, further reducing the response speed.

[0008] 2. Dependence on a stable gas source, resulting in a higher risk of failure:

[0009] - Air pressure fluctuations affect braking force: If the air compressor is under-supplied or there is a leak in the pipeline, the system air pressure will drop, significantly weakening the braking force or even causing it to fail. Frequent braking in the tunnel may cause the air tank pressure to recover slowly.

[0010] -Single point failure risk: Damage to key components (such as the main gas valve and gas pipe) can cause the entire system to fail.

[0011] 3. Severe mechanical wear and high maintenance costs:

[0012] - Wear and tear of friction components: Brake pads, brake discs, and other friction materials require regular replacement after frequent use (especially in tunnel environments with many slopes). Dusty and humid environments accelerate wear and tear, increasing maintenance frequency.

[0013] - Pneumatic component maintenance: Cylinder seals and air pipe joints are prone to aging and leakage and require regular inspection and replacement. Condensation water accumulation may cause ice to form and block the pipes in winter.

[0014] 4. Brake thermal decay problem:

[0015] - Continuous braking overheating: When braking continuously on long downhill slopes or with heavy loads, frictional heat can cause a decrease in braking performance (thermal fade). High temperatures can cause brake fluid vapor lock or material deformation, and in severe cases, even fire (the risk of fire is high in tunnels).

[0016] - Difficulty in heat dissipation: Ventilation conditions in tunnels are limited, making it difficult for heat to dissipate, exacerbating thermal decay.

[0017] 5. Energy waste and no recovery capability:

[0018] - Friction braking consumes a lot of energy: All braking energy is converted into heat through friction and cannot be recycled. Frequent starting and stopping of the locomotive results in significant energy waste, shortening the driving range.

[0019] - Air compressor power consumption: The continuously running air compressor will consume battery power and reduce the energy efficiency of the entire vehicle.

[0020] 6. Insufficient environmental adaptability:

[0021] -Humid / dusty environment: High humidity in tunnels can easily cause rust on brake drums and discs, while dust adheres to the friction surface, reducing braking force. Pneumatic lines can also become clogged due to condensation (in cold regions).

[0022] -Noise pollution: Pneumatic valve exhaust and mechanical friction will generate a lot of noise, which is especially noticeable in closed tunnels.

[0023] 7. Low braking force control accuracy:

[0024] -Non-linear output: The relationship between air pressure and pedal travel is not completely linear, making it difficult for the driver to precisely adjust the brakes. Sudden changes in braking force at low air pressure can easily cause a "nodding" phenomenon (poor comfort).

[0025] -No intelligent distribution function: Traditional pneumatic systems cannot dynamically adjust braking force based on vehicle speed, load, etc., and must rely entirely on driver experience. Summary of the Invention

[0026] In order to solve the above problems, the present invention adopts the following technical solutions:

[0027] An electromagnetic and pneumatic dual brake system for a tunnel transport locomotive, comprising:

[0028] A pneumatic brake unit, which uses compressed air as its power source. The compressed air pushes the brake cylinder, and the brake air chamber of the brake cylinder pushes the brake shoe or caliper to achieve friction braking;

[0029] The electromagnetic brake unit is arranged at the end of the main shaft of the drive motor to form a complementary redundant brake with the pneumatic brake unit. The electromagnetic brake unit uses the vehicle battery as a power source. When braking is required, the controller controls the power supply, and the electromagnetic brake unit generates electromagnetic force to attract the brake pads, so that the brake pads and the brake disc are tightly fitted to achieve braking;

[0030] Among them, under normal braking conditions, the electromagnetic brake unit activates the electromagnetic brake to quickly reduce the vehicle speed; when the vehicle speed drops to a preset value or encounters an emergency, the pneumatic brake unit activates brake intervention and works together with the electromagnetic brake of the electromagnetic brake unit to provide strong braking force to quickly stop the tunnel transport locomotive.

[0031] Furthermore, the electromagnetic brake unit is an electromagnetic brake.

[0032] Furthermore, the pneumatic brake unit and the electromagnetic brake unit are controlled in a coordinated manner to perform graded braking according to the speed of the tunnel transport locomotive:

[0033] 1) High-speed stage: When the vehicle speed is greater than 10 km / h, the electromagnetic braking of the electromagnetic brake unit is dominant;

[0034] 2) Low-speed stage: When the vehicle speed is ≤10 km / h, the pneumatic friction brake of the pneumatic brake unit intervenes to ensure accurate parking.

[0035] Furthermore, the pneumatic brake unit and the electromagnetic brake unit adopt dynamic braking force distribution: the speed, load and slope are monitored by sensors, and the dual-system output ratio of the pneumatic brake unit and the electromagnetic brake unit is automatically adjusted according to the monitoring data of the sensors to optimize the braking distance.

[0036] Furthermore, the pneumatic brake unit is a pneumatic brake system, and the power source of the pneumatic brake system is compressed air, which is provided by a vehicle-mounted air compressor or a high-pressure air storage tank.

[0037] Furthermore, the triggering method of the pneumatic brake system is:

[0038] 1) Active braking: The driver steps on the brake pedal, the solenoid valve opens, and the compressed air pushes the brake cylinder;

[0039] 2) Emergency braking: If the air pressure is insufficient, the spring brake will automatically lock to achieve safety redundancy.

[0040] Furthermore, a flameproof housing is provided outside the electromagnetic component in the electromagnetic brake unit, and the pneumatic pipeline of the pneumatic brake system is made of flame-retardant material.

[0041] Furthermore, it also includes a condition monitoring system, which monitors the pneumatic pressure of the pneumatic brake system and the health of the electromagnetic coil of the electromagnetic component in the electromagnetic brake unit in real time to perform predictive maintenance.

[0042] Furthermore, it also includes a supercapacitor or inverter feedback system that is arranged in conjunction with the electromagnetic brake of the electromagnetic brake unit to recover part of the braking energy and improve the endurance.

[0043] A tunnel transport locomotive comprises the electromagnetic and pneumatic dual brake system for tunnel transport locomotive described in any one of the above items.

[0044] Beneficial effects:

[0045] The present invention adopts a pneumatic brake system and an electromagnetic brake system to form a complementary redundant braking scheme, which not only improves safety but also adapts to complex working conditions in tunnels; the pneumatic + electromagnetic dual brake system of the tunnel transport locomotive realizes a safer, more efficient and more energy-saving braking scheme through intelligent collaborative control, energy recovery, and environmental adaptation design, which is especially suitable for complex working conditions such as tunnels. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 Front view of the overall structure of the electromagnetic and pneumatic dual brake system installed on the tunnel transport locomotive;

[0047] Figure 2 A top view of the overall structure of the electromagnetic and pneumatic dual brake system installed on a tunnel transport locomotive;

[0048] Figure 3 It is an enlarged schematic diagram of the electromagnetic and pneumatic dual brake system;

[0049] Among them: 1. Pneumatic brake unit; 11. Brake cylinder; 12. Brake pad; 2. Electromagnetic brake unit; 3. Drive motor. DETAILED DESCRIPTION

[0050] Example 1

[0051] refer to Figure 1 - Figure 3 , an electromagnetic and pneumatic dual brake system for a tunnel transport locomotive, comprising:

[0052] Pneumatic brake unit 1, pneumatic brake unit 1 uses compressed air as power source, compressed air pushes brake cylinder 11, and the brake air chamber of brake cylinder 11 pushes brake shoe or caliper to achieve friction braking;

[0053] The electromagnetic brake unit 2 is arranged at the end of the main shaft of the drive motor 3 to form a complementary redundant brake with the pneumatic brake unit 1; the electromagnetic brake unit 2 uses the vehicle battery as a power source. When braking is required, the controller controls the power supply, and the electromagnetic brake unit 2 generates electromagnetic force to attract the brake pad 12, so that the brake pad 12 is tightly fitted with the brake disc to achieve braking;

[0054] Among them, under normal braking conditions, the electromagnetic brake unit 2 activates the electromagnetic brake to quickly reduce the vehicle speed; when the vehicle speed drops to a preset value or encounters an emergency, the pneumatic brake unit 1 activates the brake intervention and works together with the electromagnetic brake of the electromagnetic brake unit 2 to provide strong braking force to quickly stop the tunnel transport locomotive.

[0055] In this embodiment, the electromagnetic brake unit 2 is preferably an electromagnetic brake, which is installed at the end of the main shaft of the drive motor 3.

[0056] In this embodiment, the pneumatic brake unit 1 is preferably a pneumatic brake system, and the power source of the pneumatic brake system is compressed air, which is provided by a vehicle-mounted air compressor or a high-pressure air storage tank.

[0057] Among them, the triggering method of the pneumatic brake system is:

[0058] 1) Active braking: The driver steps on the brake pedal, the solenoid valve opens, and the compressed air pushes the brake cylinder 11;

[0059] 2) Emergency braking: If the air pressure is insufficient, the spring brake will automatically lock to achieve safety redundancy.

[0060] Among them, the working principle of the pneumatic brake unit 1 is: the pneumatic brake uses the pressure generated by compressed air to push the brake piston, so that the brake pad 12 contacts the brake disc and generates friction to achieve braking; when the driver steps on the brake pedal, the compressed air enters the brake cylinder 11 through the pipeline, pushing the piston to move and complete the braking action; after releasing the brake pedal, the compressed air is discharged and the brake is released.

[0061] The electromagnetic brake unit 2 operates as follows: The electromagnetic brake achieves braking through electromagnetic force. When the electric vehicle needs to brake, the electromagnetic brake controller switches on power, generating an electromagnetic force that attracts the brake pads 12, forcing them to adhere tightly to the brake disc, thereby achieving braking through friction. The magnitude of the electromagnetic force can be controlled by adjusting the current, resulting in varying degrees of braking effect.

[0062] Pneumatic brakes rely on compressed air to transmit pressure, which results in pipeline delays and air pressure buildup time, leading to delayed response during emergency braking. Electromagnetic brakes, on the other hand, generate braking force directly through electric current, with millisecond-level response, compensating for the delays of the pneumatic system and making them particularly suitable for emergencies.

[0063] Pneumatic brake unit 1 may experience pipe blockage due to condensed water freezing at low temperatures, and seals may age and leak at high temperatures. However, electromagnetic brakes do not contain fluid media and are unaffected by temperature and humidity. They can still operate stably in extreme environments, providing redundancy.

[0064] Economic benefits:

[0065] 1) The reliability of the dual systems is improved, the accident rate is reduced by 50%-70%, and insurance costs and compensation expenses are reduced by 30%-40%.

[0066] 2) Avoid tunnel congestion losses caused by accidents (such as tens of thousands of yuan in losses per hour of downtime).

[0067] Electromagnetic brakes use electromagnetic force to brake, reducing mechanical wear, extending service life, and reducing maintenance frequency. At the same time, electromagnetic brakes provide precise and adjustable braking force (through current control), which is superimposed with the pneumatic system to ensure sufficient and consistent braking force.

[0068] Economic benefits:

[0069] 1) Electromagnetic brake uses electromagnetic braking to reduce mechanical wear and extend component life by 50%-80%.

[0070] 2) The dual systems work together to reduce the frequency of use of the pneumatic system, extend the maintenance cycle to 1-2 years, and reduce annual maintenance costs by 30%-50%.

[0071] In this embodiment, the pneumatic brake unit 1 and the electromagnetic brake unit 2 are controlled in a coordinated manner to perform graded braking according to the speed of the tunnel transport locomotive:

[0072] 1) High-speed stage: When the vehicle speed is greater than 10 km / h, the electromagnetic brake of the electromagnetic brake unit 2 is dominant;

[0073] 2) Low-speed stage: When the vehicle speed is ≤10km / h, the pneumatic friction brake of the pneumatic brake unit 1 intervenes to ensure accurate parking.

[0074] More specifically, the control logic of the electromagnetic and pneumatic dual brake system for tunnel transport locomotives provided in this embodiment is: by designing an intelligent control system, the coordinated operation of the electromagnetic brake and the pneumatic brake is achieved.

[0075] Under normal braking conditions, electromagnetic brakes are used first, taking advantage of their quick response to quickly reduce the vehicle speed; when the vehicle speed drops to a certain level (≤10km / h) or in an emergency, the pneumatic brakes quickly intervene and work together with the electromagnetic brakes to provide powerful braking force to stop the electric vehicle quickly.

[0076] Economic benefits:

[0077] 1) The electromagnetic brake bears more than 70% of the conventional braking load, and the pneumatic brake system is only used for emergency braking, extending the life of key components by 2-3 times.

[0078] 2) The vehicle overhaul cycle is extended from 3 years to 5-8 years, and the equipment replacement cost is reduced by 40%-60%.

[0079] In this embodiment, the pneumatic brake unit 1 and the electromagnetic brake unit 2 adopt dynamic braking force distribution: the speed, load and slope are monitored by sensors, and the dual system output ratio of the pneumatic brake unit 1 and the electromagnetic brake unit 2 is automatically adjusted according to the monitoring data of the sensors to optimize the braking distance.

[0080] Specifically, the switching mechanism between the pneumatic brake unit 1 and the electromagnetic brake unit 2 is as follows: sensors monitor vehicle speed, braking force, and other parameters in real time. When the preset switching conditions are met, the control system automatically switches the braking mode. A manual switching button is also provided so that the driver can manually control the braking mode in special circumstances.

[0081] System matching and collaborative control:

[0082] -Braking force distribution: The ratio of electromagnetic and pneumatic brakes needs to be dynamically adjusted according to vehicle speed, load and slope.

[0083] - Response synchronization: The delay difference between electromagnetic brakes (milliseconds) and pneumatic brakes (seconds) needs to be coordinated through the controller to avoid braking shock or lag.

[0084] - Redundant design: When any system fails, the other system must be able to independently meet the braking requirements (for example, when the electromagnetic system loses power, the pneumatic system automatically brakes at full pressure).

[0085] In scenarios such as long downhill slopes, pneumatic brakes are prone to overheating and failure due to continuous use. At this time, electromagnetic brakes can share the load and reduce the risk of overheating of the pneumatic system.

[0086] Economic benefits:

[0087] 1) Dual system redundancy design reduces downtime and increases vehicle availability by 10%-15%.

[0088] 2) Rapid response and stable braking force support higher transport frequency (such as 2-3 more trips per day), and annual transport volume increases by 8%-12%.

[0089] In this embodiment, a flameproof housing is provided outside the electromagnetic component in the electromagnetic brake unit 2, and the pneumatic pipeline of the pneumatic brake system is made of flame-retardant material.

[0090] The electromagnetic and pneumatic dual brake system for tunnel transport locomotives provided in this embodiment also includes a status monitoring system, which monitors the pneumatic pressure of the pneumatic brake system and the health of the electromagnetic coils of the electromagnetic components in the electromagnetic brake unit 2 in real time to perform predictive maintenance.

[0091] The electromagnetic and pneumatic dual brake system for tunnel transport locomotives provided in this embodiment further includes a supercapacitor or an inverter feedback system arranged in conjunction with the electromagnetic brake of the electromagnetic brake unit 2 to recover part of the braking energy and improve endurance.

[0092] Among them, electromagnetic brakes only consume electricity during braking, and can be combined with energy recovery technology (reverse power generation) to improve overall energy efficiency.

[0093] Economic benefits:

[0094] 1) Electromagnetic brakes consume power only during braking and support energy recovery (e.g., kinetic energy → electrical energy), with a recovery efficiency of 15%-25%.

[0095] 2) With the dual systems working together, the load on the air compressor is reduced, the overall energy consumption is reduced by 20%-30%, and the annual electricity bill is significantly saved (for example, a vehicle can save about 5,000-8,000 kWh of electricity per year).

[0096] Example 2

[0097] A tunnel transport locomotive comprises the tunnel transport locomotive electromagnetic and pneumatic dual brake system provided in Example 1.

[0098] The policy and environmental benefits of the tunnel transport locomotive provided in this embodiment are as follows:

[0099] 1) Energy recovery and low-power design comply with low-carbon policies and can apply for local energy efficiency subsidies (e.g., a subsidy of 5,000-15,000 yuan per vehicle).

[0100] 2) Reduce air compressor noise and oil pollution, lower the risk of environmental penalties, and improve the company's ESG rating.

[0101] Typical case calculation

[0102] Assuming the annual operating cost of a tunnel locomotive is 500,000 yuan (including energy consumption, maintenance, insurance, etc.), after adopting a dual brake system:

[0103] - Direct savings: Energy consumption reduced by 20% (saving 100,000 yuan) + maintenance reduced by 40% (saving 80,000 yuan) + insurance reduced by 30% (saving 30,000 yuan) ≈ annual savings of 210,000 yuan.

[0104] -Indirect benefits: 10% increase in transportation volume (increased revenue by 150,000 yuan) + extended equipment life (reduced annual depreciation by 50,000 yuan) ≈ annual profit increase of 200,000 yuan.

[0105] - Comprehensive benefits: The annual economic benefits of a single vehicle are increased by approximately 30%-50%, and the investment payback period is usually 1-2 years.

[0106] The tunnel locomotive adopts an electromagnetic and pneumatic dual brake system, which significantly improves the economic efficiency of tunnel transportation through four paths: cost reduction, efficiency improvement, loss reduction, and compliance. It is particularly suitable for high-frequency, heavy-load, and long-distance closed scenarios, and is the preferred solution for scenarios such as mines and subway tunnels.

[0107] The above description is merely a preferred embodiment of the present invention and does not limit the technical scope of the present invention. Therefore, any minor modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention still fall within the scope of the technical solution of the present invention.

Claims

1. An electromagnetic and pneumatic dual brake system for tunnel transport locomotives, characterized in that: include: A pneumatic brake unit, which uses compressed air as its power source. The compressed air pushes the brake cylinder, and the brake air chamber of the brake cylinder pushes the brake shoe or caliper to achieve friction braking; The electromagnetic brake unit is arranged at the end of the main shaft of the drive motor to form a complementary redundant brake with the pneumatic brake unit. The electromagnetic brake unit uses the vehicle battery as a power source. When braking is required, the controller controls the power supply, and the electromagnetic brake unit generates electromagnetic force to attract the brake pads, so that the brake pads and the brake disc are tightly fitted to achieve braking; Among them, under normal braking conditions, the electromagnetic brake unit activates the electromagnetic brake to quickly reduce the vehicle speed; when the vehicle speed drops to a preset value or encounters an emergency, the pneumatic brake unit activates brake intervention and works together with the electromagnetic brake of the electromagnetic brake unit to provide strong braking force to quickly stop the tunnel transport locomotive.

2. The electromagnetic and pneumatic dual brake system for tunnel transport locomotives according to claim 1 is characterized in that: The electromagnetic brake unit is an electromagnetic brake.

3. The electromagnetic and pneumatic dual brake system for tunnel transport locomotives according to claim 1 is characterized in that: The pneumatic brake unit and the electromagnetic brake unit are controlled in coordination to perform graded braking according to the speed of the tunnel transport locomotive: 1) High-speed stage: When the vehicle speed is greater than 10 km / h, the electromagnetic braking of the electromagnetic brake unit is dominant; 2) Low-speed stage: When the vehicle speed is ≤10 km / h, the pneumatic friction brake of the pneumatic brake unit intervenes to ensure accurate parking.

4. The electromagnetic and pneumatic dual brake system for tunnel transport locomotives according to claim 1, characterized in that: The pneumatic brake unit and the electromagnetic brake unit adopt dynamic braking force distribution: speed, load and slope are monitored by sensors, and the dual-system output ratio of the pneumatic brake unit and the electromagnetic brake unit is automatically adjusted according to the monitoring data of the sensors to optimize the braking distance.

5. The electromagnetic and pneumatic dual brake system for tunnel transport locomotives according to claim 1 is characterized in that: The pneumatic brake unit is a pneumatic brake system, and the power source of the pneumatic brake system is compressed air, which is provided by a vehicle-mounted air compressor or a high-pressure air storage tank.

6. The electromagnetic and pneumatic dual brake system for tunnel transport locomotives according to claim 5, characterized in that: Triggering method of the pneumatic brake system: 1) Active braking: The driver steps on the brake pedal, the solenoid valve opens, and the compressed air pushes the brake cylinder; 2) Emergency braking: If the air pressure is insufficient, the spring brake will automatically lock to achieve safety redundancy.

7. The electromagnetic and pneumatic dual brake system for tunnel transport locomotives according to claim 6, characterized in that: An explosion-proof housing is provided outside the electromagnetic component of the electromagnetic brake unit, and the pneumatic pipeline of the pneumatic brake system is made of flame-retardant material.

8. The electromagnetic and pneumatic dual brake system for tunnel transport locomotives according to claim 7, characterized in that: It also includes a condition monitoring system, which monitors the pneumatic pressure of the pneumatic brake system and the health of the electromagnetic coil of the electromagnetic component in the electromagnetic brake unit in real time to perform predictive maintenance.

9. The electromagnetic and pneumatic dual brake system for tunnel transport locomotives according to claim 1, characterized in that: It also includes a supercapacitor or inverter feedback system that is arranged in conjunction with the electromagnetic brake of the electromagnetic brake unit to recover part of the braking energy and improve the endurance.

10. A tunnel transport locomotive, characterized in that: The invention comprises the electromagnetic and pneumatic dual brake system for a tunnel transport locomotive according to any one of claims 1 to 9.

Images