Multi-mode linkage braking system of high-speed train

Abstract

The utility model relates to a multi-mode linkage braking system of a high-speed train, and belongs to the technical field of friction braking. The utility model discloses a multi-mode linkage braking system for a high-speed train. The multi-mode linkage braking system comprises a tread braking unit, a wheel disc braking unit and two axle disc braking units, wherein the tread braking unit and the wheel disc braking unit are arranged on the two sides of a train wheel pair; a shaft disc brake unit is arranged in a form of one-shaft symmetrical double discs. Meanwhile, the tread brake unit is arranged on one side of the axle disc brake cylinder, the wheel disc brake unit is arranged on the opposite side of the tread brake unit, and the wheel track friction increasing mechanism is integrated into the tread brake mechanism, so that space complementation is achieved, and the space is utilized to the maximum extent. According to the utility model, various technologies such as tread braking, wheel disc braking and axle disc braking are combined, and the intelligent control unit is supplemented, so that the braking system can adaptively adjust the braking force according to different working conditions, and high-efficiency braking of a high-speed train under complex and emergency conditions is realized.

Description

Technical Field

[0001] The utility model relates to a multi-mode linkage braking system for a high-speed train, belonging to the technical field of friction braking. Background Art

[0002] With the rapid development of global rail transit technology, high-speed trains have become a vital component of modern rail transportation, significantly improving transportation efficiency, shortening intercity commuting times, and promoting economic and cultural exchange between regions. my country's geographical conditions are complex and varied, especially in the southwest. High-speed railways are often built along viaducts and tunnels, crossing steep cliffs and turbulent rivers. These conditions significantly increase the difficulty and risk of construction and operation. Furthermore, extreme weather conditions in some areas, such as ice, snow, and sandstorms, pose even greater challenges to train control systems. Furthermore, track facilities are susceptible to sudden events such as mudslides and rockfalls, further complicating effective braking in emergency situations. In the face of these harsh natural conditions, ensuring train safety is paramount for high-speed rail operations.

[0003] Compared to emergency braking, super braking is a braking mode that achieves braking in the shortest possible distance or time under emergency conditions, with the primary premise of preventing the train from derailing and protecting the lives of passengers, at the expense of partial damage to track equipment. Super braking, also known as ultimate braking or extreme braking, aims to prevent the strong impact caused by rear-end collisions, which could lead to derailment and subsequent collisions with cliffs (tunnels), bridges (rivers), and fatal secondary accidents. However, existing train braking systems may not be fully effective in critical situations, especially under extreme braking conditions with higher initial braking velocities and shorter braking distances. The vehicle's kinetic energy is enormous, making it difficult for the driver to stop the train within visual range in the event of an accident. Especially in large-scale projects such as the Sichuan-Tibet Railway, where terrain and climatic conditions are more demanding, there is an urgent need to innovate and upgrade existing braking technology to better cope with possible emergencies and ensure safe extreme braking at high speeds. This has become a major technical challenge that the entire rail transit industry needs to address.

[0004] To address this challenge, this utility model proposes a multi-mode linkage braking system for high-speed trains and its super-braking optimization solution. This system aims to address the issues of delayed braking and insufficient braking force and wheel-rail friction in emergency situations. By combining tread braking, disc braking, and axle-disc braking technologies, supplemented by an intelligent control unit, the system can adaptively adjust braking force according to varying operating conditions, achieving efficient braking of high-speed trains under complex and emergency conditions. Utility Model Content

[0005] To overcome the shortcomings of existing technologies, this utility model aims to provide a multi-mode linkage braking system for high-speed trains. This system integrates a tread brake unit, a wheel disc brake unit, an axle disc brake unit, and a wheel-rail friction-enhancing mechanism. An intelligent control unit is also incorporated to optimize and adjust the braking scheme.

[0006] The technical solution provided by the present invention to solve the above technical problems is: a high-speed train multi-mode linkage braking system, including a tread brake unit and a wheel disc brake unit arranged on both sides of the train wheel set and two axle disc brake units installed at symmetrical positions of the axle center.

[0007] The tread brake unit is installed on one side of the wheelset, close to the axle-disc brake caliper, and similarly uses pneumatic transmission to apply load to the brake shoe. The brake shoe of this unit is a monolithic structure designed with a large wraparound contact angle, and its surface is designed with uninterrupted trapezoidal grooves in a direction perpendicular to the wheelset's running direction.

[0008] The disc brake unit is mounted on the opposite side of the tread brake. The disc brake caliper applies load to the brake pads through hydraulic transmission. The disc brake pads also adopt a one-piece structure. The brake pads on both sides of the wheel tread brake disc are designed with uninterrupted square grooves inclined at 45 degrees (positive) and 45 degrees (negative).

[0009] The disc brake unit consists of a ring brake disc, a disc brake caliper, and disc brake pads. These are symmetrically mounted between the wheelsets, and the brake pads are loaded via pneumatic transmission. The disc brake pads utilize a modular design, with polygonal friction blocks serving as the smallest friction unit. Each friction block features a textured, uninterrupted, horizontal square groove pattern.

[0010] A further technical solution is that the tread brake unit includes a brake shoe, a brake shoe support, and a brake shoe adjustment rod and a loading pressure rod installed on the outside of the brake shoe support; the brake shoe is fixed on the inner side of the brake shoe support; the inner surface of the brake shoe is provided with a plurality of transversely uninterrupted trapezoidal grooves.

[0011] A further technical solution is that the upper bottom surface width of the rectangular cross section of the trapezoidal groove is 2 mm, the lower width is 1 mm, the height is 2 mm, and the spacing between each trapezoidal groove is 7 mm.

[0012] A further technical solution is that a wheel-rail friction increasing mechanism is provided on the tread brake unit to increase the wheel-rail adhesion coefficient and improve the braking efficiency.

[0013] The wheel-rail friction-enhancing mechanism uses the wheelset tread as the fixed jaw and the brake shoe as the movable jaw. During super braking, the motor drives the crank, which drives the brake shoe to crush sand and gravel fed from the pipeline, roughening the wheel tread, increasing the wheel-rail adhesion coefficient and improving braking efficiency.

[0014] A further technical solution is that the wheel-rail friction increasing mechanism includes a driving motor, a crank and a connecting rod installed on the brake shoe support; the crank is connected to the connecting rod through a pin shaft; and the driving motor is used to drive the crank to rotate.

[0015] A further technical solution is that the wheel disc brake unit includes two wheel disc brake pads, a link frame, a brake clamp frame, and a brake oil circuit joint. One side of the brake clamp frame is connected to the link frame, and two oppositely arranged wheel disc brake pads are installed on the other side; the brake oil circuit joint is installed on the brake clamp frame, and directly applies pressure to the wheel disc brake pad through the brake oil pressure; the surface of the wheel disc brake pad is provided with a 45° oblique uninterrupted square groove.

[0016] A further technical solution is that the axle disc brake unit includes a shaft ring brake disc, a shaft disc brake caliper and a shaft disc brake pad; the shaft ring brake disc is installed on the axle by bolts; the shaft disc brake pad is provided with a plurality of friction blocks, and the friction blocks are provided with horizontally uninterrupted square grooves.

[0017] A further technical solution is that the square cross-section of the square groove has a width of 0.5 mm and a length of 1 mm, and the spacing between each square groove is 3 mm.

[0018] A further technical solution is that the system also includes an intelligent control unit, which includes a data processing module and a sensor network; the data processing module dynamically adjusts the working status of each braking unit based on real-time information feedback from the sensors to ensure that the optimal braking force is provided in an emergency; the sensor network includes a speed sensor, a temperature sensor, a humidity sensor, a wheel-rail status detection device and an obstacle recognition system.

[0019] A super braking optimization method for a high-speed train multi-mode linkage braking system specifically comprises the following steps:

[0020] Step 1: Vehicle status monitoring;

[0021] Step 11: The speed sensor obtains the current speed of the train and transmits the data to the control system in real time;

[0022] Step 12: The temperature sensor monitors the temperature of all brake units and the surrounding environment;

[0023] Step 13: The humidity sensor captures the ambient humidity level and identifies the slippery track condition;

[0024] Step 14: The wheel-rail status detection device detects irregularities on the track surface in real time to identify potential risks;

[0025] Step 15: The obstacle detection system relies on radar technology to identify possible foreign objects on the track;

[0026] Step 2: Data processing and real-time analysis;

[0027] Step 21: The data processing module receives all sensor data and integrates the data to determine the braking environment characteristics;

[0028] Step 22: Using a built-in algorithm, a comprehensive assessment is performed based on the train's speed, temperature, and track conditions to determine the urgency of braking.

[0029] Step 23: Use historical driving data and features of existing routes to analyze and adjust current braking decisions and identify common trajectory patterns in repeated sections;

[0030] Step 3: Develop a braking strategy;

[0031] Its intelligent control unit divides the maximum speed of 350km / h into four speed ranges: high speed range, medium-high speed range, medium-low speed range, and low speed range, and makes different strategies for different speed ranges. It also makes targeted strategies for common natural disasters.

[0032] Step 4: Perform braking operation;

[0033] Step 41: Sending an air pressure signal to the tread brake unit to achieve accurate application of the brake shoe to the wheel;

[0034] Step 42: Transmitting a hydraulic system instruction to the wheel disc brake unit to adjust the pressure of the brake pad on the wheel disc;

[0035] Step 43: Start the pneumatic transmission of the shaft disc brake unit and apply appropriate brake pad pressure according to the calculated braking amount;

[0036] Step 44: activating the wheel-rail friction increasing mechanism to increase friction to ensure braking efficiency in emergency situations;

[0037] Step 5: Feedback loop and strategy adjustment;

[0038] Step 51: Recollect sensor data in real time to evaluate the current braking effect;

[0039] Step 52: If insufficient or excessive braking is detected, immediately adjust the control signal to optimize the braking strategy;

[0040] Step 53: Store all braking operations and environmental status feedback data into a historical database for further optimization of future decisions;

[0041] Step 54: Implement closed-loop control and continuously update the algorithm through the latest feedback and historical learning to ensure that the strategy can adapt to environmental changes and improve performance, thereby continuously improving the efficiency and safety of train operations.

[0042] Through the above steps, it is ensured that high-speed trains continuously optimize their operating strategies during self-learning and improve driving safety and stability.

[0043] The utility model has the following beneficial effects:

[0044] 1. By integrating advanced sensor technology and intelligent control, real-time monitoring and rapid response are achieved, improving train safety and braking performance while optimizing operational efficiency and passenger comfort.

[0045] 2. The system features a special texture design on the brake pads of the actuators (including tread brakes, wheel disc brakes, and axle disc brakes), significantly increasing the friction at the brake interface and further enhancing the braking effect. A wheel-rail friction-enhancing mechanism is also designed to roughen the wheelset treads and spread crushed gravel onto the rail surface, significantly increasing the wheel-rail adhesion coefficient.

[0046] 3. This system has high reliability and redundant design, supports preventive maintenance, extends equipment life, and reduces operating costs. It is a reliable, intelligent, and efficient modern high-speed railway braking solution. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 It is a three-dimensional schematic diagram of the utility model;

[0048] Figure 2 It is a top view of the utility model;

[0049] Figure 3 This is a three-dimensional schematic diagram of the tread brake unit of the utility model;

[0050] Figure 4 This is a close-up view of the tread brake shoe of the utility model;

[0051] Figure 5 This is a three-dimensional schematic diagram of the wheel disc brake unit of the utility model;

[0052] Figure 6 This is a close-up view of the wheel disc brake pad of the utility model;

[0053] Figure 7 This is a three-dimensional schematic diagram of the shaft disc brake unit of the utility model;

[0054] Figure 8 This is a schematic diagram of the structure of the shaft disc brake pad of the utility model;

[0055] Figure 9 This is a close-up view of the friction block in the shaft disc brake pad of the utility model;

[0056] Figure 10 This is a three-dimensional schematic diagram of the wheel-rail friction increasing mechanism of the utility model;

[0057] Figure 11 This is a diagram showing the operating mechanism of the wheel-rail friction increasing mechanism of the present utility model.

[0058] As shown in the figure: 1-tread brake unit, 101-brake shoe, 101.1-trapezoidal groove, 102-brake shoe support, 103-brake shoe adjustment rod, 104-loading pressure rod, 2-wheel disc brake unit, 201-wheel disc brake pad, 201.1-square groove, 202-linking frame, 203-brake clamp frame, 204-brake oil circuit connector, 205-wheel surface brake disc, 3-axle disc brake unit, 301-axle disc brake pad, 304-axle disc brake caliper, 305-axle ring brake disc, 306-friction block, 306.1-square groove, 4-train wheelset, 5-axle, 6-wheel-rail friction-increasing mechanism, 601-drive motor, 602-crank, 603-connecting rod. DETAILED DESCRIPTION

[0059] The following is a clear and complete description of the technical solution of the present invention in conjunction with the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of the present invention.

[0060] like Figure 1-Figure 2 As shown, the utility model provides a high-speed train multi-mode linkage braking system, which includes an actuator and an intelligent control unit, and is intended to optimize and adjust the braking process.

[0061] The actuator includes a tread brake unit 1 and a disc brake unit 2 arranged on both sides of the train wheel set 4, two axle disc brake units 3 installed at the center symmetrical positions of the axle 5, and a wheel-rail friction increasing mechanism 6 installed on the tread brake unit 1.

[0062] The most frequently used mechanical brake during normal train operation is the axle disc brake. Considering the space constraints of multiple combinations, the axle disc brake unit was ultimately arranged in a single-axis symmetrical dual-disc configuration, employing an air brake mode. To efficiently utilize space, the tread brake unit 1 is positioned on one side of the axle disc brake cylinder, while the wheel disc brake unit 2 is positioned on the opposite side of the tread brake unit 1. Furthermore, the wheel-rail friction-enhancing mechanism 6 is integrated into the tread brake mechanism, achieving spatial complementarity and maximizing space utilization.

[0063] like Figure 3 and Figure 4As shown, in this embodiment, the tread brake unit 1 includes a brake shoe 101, a brake shoe support 102, and a brake shoe adjustment rod 103 and a loading pressure rod 104 installed on the outside of the brake shoe support 102; the brake shoe 101 is fixed on the inside of the brake shoe support 102; the tread brake unit 1 needs to act on the brake shoe 101 through the loading pressure rod 104 through the brake shoe support 102 to achieve the braking effect.

[0064] During prolonged or intense braking, the tread brake unit 1 generates significant heat due to friction, leading to reduced braking efficiency and potentially noise and vibration. To address these issues, the inner surface of the brake shoe 101 is provided with a plurality of uninterrupted, transverse trapezoidal grooves 101.1. These grooves interrupt the accumulation of vibration and noise, increase the surface area for heat convection, improve heat dissipation efficiency, and stabilize the tribological properties of the contact interface.

[0065] In this embodiment, the rectangular cross-section of the trapezoidal groove 101.1 has an upper bottom width of 2 mm, a lower width of 1 mm, and a height of 2 mm, and the spacing between each rectangular groove is 7 mm.

[0066] like Figure 10 As shown, the wheel-rail friction increasing mechanism 6 is arranged on the tread brake unit 1, and is used to increase the wheel-rail adhesion coefficient and improve the braking efficiency. The wheel-rail friction increasing mechanism 6 includes a drive motor 601, a crank 602 and a connecting rod 603 installed on the brake shoe support 102; the crank 602 is connected to the connecting rod 603 through a pin shaft; the drive motor 601 is used to drive the crank 602 to rotate.

[0067] The working process is as follows: the drive motor 601 drives the crank 602 to rotate, and finally drives the brake shoe to use sand and gravel to roughen the wheelset tread to increase the wheel-rail adhesion coefficient and improve the braking efficiency.

[0068] The wheel-rail friction-enhancing mechanism uses the wheelset tread as the fixed jaw and the brake shoe as the movable jaw. During super braking, the motor drives the crank, which drives the brake shoe to crush sand and gravel fed from the pipeline, roughening the wheel tread, increasing the wheel-rail adhesion coefficient and improving braking efficiency.

[0069] Preferably, the crank length of the wheel-rail friction increasing mechanism needs to be less than or equal to 1 / 3 of the straight-line distance between the two ends of the brake shoe.

[0070] Intervention of wheel-rail friction increasing mechanism:

[0071] 1. Intelligent intervention: During zero-speed starting or climbing a gentle slope, if the wheel-rail adhesion provided by the wheel-rail adhesion coefficient does not meet the normal operating requirements, the intelligent control system will actively intervene to roughen the wheelset tread and fill the wheel-rail contact interface with crushed sand and gravel.

[0072] 2. Human intervention: Roughening and grinding are performed according to the condition of the wheelset tread, so that the wheel-rail adhesion coefficient remains at a relatively stable stage.

[0073] like Figure 5 and Figure 6 As shown, in this embodiment, the wheel disc brake unit 2 includes two wheel disc brake pads 201, a link frame 202, a brake clamp frame 203, and a brake oil circuit connector 204. One side of the brake clamp frame 203 is connected to the link frame 202, and two oppositely arranged wheel disc brake pads 201 are installed on the other side; the brake oil circuit connector 204 is installed on the brake clamp frame 203, and directly applies pressure to the wheel disc brake pads 201 through brake oil pressure; the wheel disc brake unit 2 directly applies pressure to the wheel disc brake pads through the brake oil circuit connector 204 through the brake oil pressure to achieve the purpose of braking.

[0074] Preferably, the wheel disc brake pads 201 are integral brake pads arranged in an annular pattern. The brake pads of the wheel disc brake unit are located on either side of the wheel disc 205 and are designed with uninterrupted square grooves 201.1 at a positive 45° angle and uninterrupted square grooves 201.1 at a negative 45° angle, respectively. The square grooves are angled at 45° counterclockwise and 45° clockwise, respectively, with respect to the vertical edge of the brake pad. The rectangular grooves are 1 mm wide and 2 mm deep, with 10 mm spacing between each square groove.

[0075] In the event of an unexpected natural disaster or when super braking is required, the disc brake unit 2 is added to the previous two braking methods. Since it is used least frequently, its design is intended to supplement braking force in emergency situations, allowing the vehicle to stop more quickly. Therefore, the square grooves 201.1 on the surface of the disc brake pads feature an asymmetric texture. Experimental results have shown that this texture significantly increases friction, but also increases the rate of temperature rise. Therefore, a heat dissipation zone is provided between the wheel brake disc 205 and the wheel, allowing air to enter the wheel brake disc 205 during driving and dissipate the heat generated by braking.

[0076] like Figure 7-9As shown, in this embodiment, the shaft disc brake unit includes a shaft ring brake disc 305, a shaft disc brake caliper 304 and a shaft disc brake pad 301; the shaft ring brake disc 305 is mounted on the axle 5 by bolts; the shaft disc brake pad 301 is provided with a plurality of friction blocks 306, and the friction blocks 306 are provided with transverse uninterrupted square grooves 306.1, the square cross-section of the square grooves 306.1 has a width of 0.5 mm and a length of 1 mm, and the spacing between each square groove 306.1 is 3 mm.

[0077] When braking is required, the brake cylinder pushes the loading lever, applying the braking pressure to the shaft disc brake pad 301 through the brake pad support, causing the friction block 306 to contact the shaft ring brake disc 305, thereby braking.

[0078] Since the mechanical braking method during train operation is mostly axle disc braking, it requires extremely high stability and good friction, vibration and noise performance to improve the passenger riding experience. Therefore, the square groove 306.1 in the axle disc brake unit 3 adopts a transverse uninterrupted groove as the texture form. Studies have shown that the transverse texture can effectively interrupt the process of noise and vibration accumulation, and at the same time make the friction coefficient of the braking interface more stable.

[0079] Preferably, the collar brake disc 305 is a split brake disc to improve heat dissipation efficiency. The structure can also be composed of an integrated brake disc or an integrated ventilated brake disc. The friction block 306 is a hexagonal friction block with holes.

[0080] The intelligent control unit comprises a sensor network and a data processing module. The core function of the data processing module is to acquire real-time information from sensors and dynamically optimize braking strategies using advanced algorithms. In emergency situations, this module can quickly make decisions to achieve optimal braking force distribution.

[0081] The sensor network includes a speed sensor, a temperature sensor, a humidity sensor, a wheel-rail status detection device, and an obstacle recognition system. The speed sensor is installed on the axle and the front and rear of the train to monitor speed in real time. The temperature sensor is installed near the brake disc, outside the vehicle body, and on the axle to monitor the brake components and ambient temperature. The humidity sensor is arranged on the outside of the vehicle body to measure air humidity. The wheel-rail status detection device is installed near the axle to monitor the wheel-rail contact situation in real time. The obstacle recognition system is installed at the front and both sides of the train and uses radar, laser radar (LIDAR), and cameras to detect obstacles ahead.

[0082] The speed sensor should have the following basic parameters: measurement range: 0-450km / h, accuracy: ±0.02km / h, response time: <20ms, output frequency: 50Hz, resolution: 0.01km / h, operating temperature range: -40℃ to +85℃, durability: >10 7 times measurement.

[0083] The temperature sensor should have the following basic parameters: measuring range: -50℃ to +150℃, accuracy: ±0.1℃, response time: <1s, resolution: 0.01℃, linearity: ±0.05℃, durability: >10 6 Second cycle.

[0084] The humidity sensor should have the following basic parameters: measurement range: 0% RH to 100% RH, accuracy: ±1% RH, response time: <2s, resolution: 0.01% RH, stability: ±0.1% RH / year, operating temperature range: -40℃ to +85℃.

[0085] The track state sensor should have the following basic parameters: measurement parameters: vibration, impact, wear, temperature, vibration measurement range: 0-50g, vibration accuracy: ±0.01g, impact measurement range: 0-200g, impact accuracy: ±0.05g, temperature measurement range: -40℃ to +85℃, temperature resolution: ±0.1℃, wear detection accuracy: ±0.01mm, response time: <10ms.

[0086] The obstacle detection sensor should have the following basic parameters: distance: 0-300m, accuracy: ±0.1m, response time: <10ms, resolution: 0.01m, working band: laser radar (LiDAR), millimeter wave radar, scanning angle: 360°, data update rate: 50Hz.

[0087] The data communication should have the following basic parameters: transmission mode: wireless (Wi-Fi 6E, 5G, LoRa), wired (Ethernet fiber), data frequency: 50Hz-500 Hz, transmission distance: ≥500m (wireless), data encryption: AES-256 bit encryption, delay: <10ms.

[0088] After receiving the data, the intelligent control unit comprehensively analyzes speed, temperature, humidity, and wheel-rail conditions, formulating the optimal braking strategy for different speed ranges and environmental conditions. In practice, the intelligent control unit prioritizes the combination of braking units based on real-time speed and environmental data. For example, at high speeds, wheel disc and axle disc braking are prioritized, while at medium and low speeds, tread braking is primarily used, supplemented by other braking units. A closed-loop control algorithm continuously monitors and adjusts braking force distribution, while also incorporating self-learning capabilities to continuously optimize braking strategies to ensure safe and efficient train operation. This integrated system ensures effective and safe braking under various operating conditions.

[0089] The utility model provides a super braking optimization method for a high-speed train multi-mode linkage braking system, specifically comprising the following steps:

[0090] Step 1: Vehicle status monitoring;

[0091] Step 11: The speed sensor obtains the current speed of the train and transmits the data to the control system in real time;

[0092] Step 12: The temperature sensor monitors the temperature of all brake units and the surrounding environment;

[0093] Step 13: The humidity sensor captures the ambient humidity level and identifies the slippery track condition;

[0094] Step 14: The wheel-rail status detection device detects irregularities on the track surface in real time to identify potential risks;

[0095] Step 15: The obstacle detection system relies on radar technology to identify possible foreign objects on the track;

[0096] Step 2: Data processing and real-time analysis;

[0097] Step 21: The data processing module receives all sensor data and integrates the data to determine the braking environment characteristics;

[0098] Step 22: Using a built-in algorithm, a comprehensive assessment is performed based on the train's speed, temperature, and track conditions to determine the urgency of braking.

[0099] Step 23: Use historical driving data and features of existing routes to analyze and adjust current braking decisions and identify common trajectory patterns in repeated sections;

[0100] Step 3: Develop a braking strategy;

[0101] Its intelligent control unit divides the maximum speed of 350 km / h into four speed ranges: high speed range (250-350 km / h), medium-high speed range (150-250 km / h), medium-low speed range (50-150 km / h), and low speed range (0-50 km / h). It also makes targeted strategies for common natural disasters (heavy rain, ice and snow, strong winds, mudslides, etc.) and other abnormal situations.

[0102] In this embodiment, the specific control strategy of the intelligent control unit in the high-speed range (250-350 km / h) is as follows:

[0103] In this speed range, the train requires very strong braking force to ensure safety and stability. Under ideal conditions (in actual conditions, closed-loop intelligent fine-tuning control will be performed based on sensor data), the braking strategy for high-speed sections can be considered as follows:

[0104] Tread brake unit 1: Low-intensity braking, accounting for 10% of the total braking force, is primarily used to assist in reducing wear and heat buildup at high speeds. Brake shoe temperature is controlled within 250°C. It serves as auxiliary braking because at high speeds, tread brakes experience high wear and heat buildup, making them unsuitable as primary braking force.

[0105] Disc brake unit 2: Hydraulically applied, it provides the primary braking force, accounting for 60% of the total braking force, ensuring stable braking at high speeds. The brake disc temperature is monitored in real time and never exceeds 300°C. Disc brakes are the primary braking force source because they provide greater braking force and more evenly distribute it at high speeds, reducing vibration and wear during braking.

[0106] Axis-disc brake unit 3: Air pressure transmission provides secondary braking force, accounting for 30% of the total braking force and increasing braking stability. It serves as an auxiliary brake because the polygonal friction pad design can reduce heat buildup and wear in the brake system while providing effective braking.

[0107] In this embodiment, the specific control strategy of the intelligent control unit in the medium and high speed range (150-250 km / h) is as follows:

[0108] Under medium and high speed conditions, the coordinated operation of each braking unit is particularly important. Under ideal conditions (the actual situation will be closed-loop intelligent fine-tuning control based on sensor data), the braking strategy for medium and high speed range conditions can be controlled as follows:

[0109] Tread brake unit 1: Mainly applies moderate braking force through air pressure transmission, accounting for 40% of the total braking force. Tread brake provides the main braking force in this speed range because it can provide effective and smooth braking force under medium speed conditions while keeping wheel wear and heat accumulation within a controllable range.

[0110] Disc brake unit 2: Assists in applying the load, accounting for 40% of the total braking force, helping to reduce tread wear. The disc temperature rise does not exceed 50°C per braking operation. It serves as an auxiliary brake because it effectively shares braking force with the tread and manages thermal energy.

[0111] Axle-disc brake unit 3: Provides secondary auxiliary braking force, accounting for 20% of the total braking force, ensuring smooth braking. It is used as a secondary auxiliary because it can improve redundancy and stability during braking, especially in wet and slippery track conditions.

[0112] In this embodiment, the specific control strategy of the intelligent control unit during medium and low speed braking (50-150 km / h) is as follows:

[0113] In this speed range, passenger comfort and braking efficiency are equally important. Ideally, the braking strategy for low and medium speeds (in actual conditions, closed-loop intelligent fine-tuning control based on sensor data) can be as follows:

[0114] Tread brake unit 1: This is the primary braking force source, accounting for 50% of the total braking force. It utilizes pneumatic transmission to apply moderate braking force, providing efficient braking and passenger comfort. It is suitable as the primary braking force because at low speeds, the tread brake provides a gentler force distribution and minimizes wheel wear.

[0115] Disc brake unit 2: Provides only low-intensity auxiliary braking, accounting for 20% of the total braking force, to ensure that the overall system temperature is not overloaded. It is used as an auxiliary because it can provide additional braking force when necessary to ensure the reliability of the braking system.

[0116] Axle-disc brake unit 3: Assists in providing stable braking force, accounting for 30% of the total braking force. The polygonal friction pad responds to braking commands within 1 second. It serves as auxiliary braking force because it provides additional braking force to ensure braking balance and redundancy.

[0117] In this embodiment, the specific control strategy of the intelligent control unit during low-speed braking (0-50 km / h) is as follows:

[0118] At low speeds, smooth steering and a comfortable parking experience are particularly important. Ideally, the braking strategy for low-speed ranges (in actual conditions, closed-loop intelligent fine-tuning control will be performed based on sensor data) can be as follows:

[0119] Tread Brake Unit 1: Fully utilized, it accounts for 70% of the total braking force, ensuring stable and smooth air pressure, providing the primary braking force. It is suitable as the primary braking force because at low speeds, the tread brake provides a smooth and precise braking force, ideal for precise stopping.

[0120] Disc brake unit 2: Provides auxiliary braking force when needed, accounting for 20% of the total braking force. Brake disc temperature rise is controlled within 20°C. It is primarily used for load distribution and balancing. It serves as an auxiliary brake because it supplements tread braking force when necessary, ensuring smooth braking.

[0121] Axle disc brake unit 3: Provides only minimal braking intervention, accounting for 10% of the total braking force, as a safety measure. It is a secondary auxiliary because it mainly provides system redundancy at low speeds and additional braking force in emergency situations.

[0122] In this embodiment, the specific control strategy of the intelligent control unit in heavy rain conditions is as follows:

[0123] Tread brake unit 1: accounts for 30% of the total braking force, provides smooth braking force, reduces impact force during braking, and reduces the risk of slipping.

[0124] Disc brake unit 2: Contributes 50% of the total braking force, ensuring stability on wet tracks. Disc brakes are more efficient in wet conditions and are less susceptible to moisture.

[0125] Axle disc brake unit 3: accounts for 20% of the total braking force, monitors the slip rate in real time and keeps it within 5%. Its auxiliary role is to provide additional braking force and reduce slip.

[0126] Intelligent control unit: adjusts braking power in real time according to the wetness of the track, with adjustment time less than 50ms.

[0127] In this embodiment, the specific control strategy of the intelligent control unit when covered by ice and snow is as follows:

[0128] Tread brake unit 1: accounts for 30% of the total braking force and adopts a pneumatic transmission system to provide smooth braking force in ice and snow conditions to reduce slipping.

[0129] Disc brake unit 2: accounts for 45% of the total braking force. The brake disc surface is heated to prevent icing. Disc brakes are more efficient and stable in low-temperature conditions.

[0130] Axle disc brake unit 3: This unit accounts for 25% of the total braking force and provides additional braking force to maintain smooth train deceleration. Its auxiliary function is to increase braking force and system redundancy.

[0131] Intelligent control unit: adjusts braking strategy in real time according to temperature and humidity changes, with a response time of less than 100ms.

[0132] In this embodiment, the specific control strategy of the intelligent control unit in strong wind conditions is as follows:

[0133] The wind speed sensor detected a crosswind exceeding 50 km / h at a speed of 220 km / h.

[0134] Tread brake unit 1: accounts for 25% of the total braking force, provides smooth braking force and helps reduce the impact of wind on braking effect.

[0135] Disc brake unit 2: This unit accounts for 45% of the total braking force, ensuring the train remains firmly on the track. Disc brakes offer significant advantages in stability and reliability at high wind speeds.

[0136] Axle-disc brake unit 3: accounts for 30% of the total braking force, monitors lateral force to ensure it is within a safe range, and provides additional stable braking force.

[0137] Intelligent Control Unit: Dynamically adjusts braking strategies to ensure uniform braking in strong winds, with adjustment delays limited to 30 milliseconds.

[0138] In this embodiment, the specific control strategy of the intelligent control unit in the case of debris flow is as follows:

[0139] When a sudden mudslide causes a road interruption, once the train detects an obstacle within 800-1000m, the intelligent control unit will activate the super braking strategy.

[0140] Tread brake unit 1: provides 30% of the total mechanical braking force and adopts a pneumatic transmission system to ensure smooth response; the tread brake can provide smooth and continuous braking force, reduce the impact force during braking, maintain the steady-state operation of the train, and reduce the impact on passengers and damage to the car body.

[0141] Disc brake unit 2: provides 50% of the total mechanical braking force and quickly outputs large braking force through the hydraulic transmission system; the disc brake can provide strong and rapid braking force in a very short time and quickly respond to obstacle detection signals, thereby minimizing the braking distance of the train and ensuring safety.

[0142] Disc brake unit 3: Provides 20% of the total mechanical braking force, ensuring redundancy and stability. As an auxiliary braking system, the disc brake provides additional braking force to ensure sufficient braking effect even if the main brake unit is unstable or fails, improving the reliability and redundancy of the entire braking system.

[0143] The intelligent control unit precisely adjusts braking force distribution within 100ms and continuously monitors the operating status of each braking unit and track conditions to ensure effective braking and the shortest stopping distance. Throughout the super-braking process, the system also monitors the temperatures of the brake disc and brake shoe in real time, maintaining them below 350°C and 300°C, respectively, to ensure equipment safety and reliability. This intelligent, multi-distribution braking strategy enables trains to stop quickly and safely in the event of a sudden mudslide that disrupts the road, ensuring the safety of both passengers and train.

[0144] Step 4: Perform braking operation;

[0145] Step 41: Sending an air pressure signal to the tread brake unit 1 to achieve accurate application of the brake shoe to the wheel;

[0146] Step 42: Transmitting a hydraulic system instruction to the wheel disc brake unit 2 to adjust the pressure of the brake pad on the wheel disc;

[0147] Step 43: Start the pneumatic transmission of the shaft disc brake unit 3 and apply appropriate brake pad pressure according to the calculated braking amount;

[0148] Step 44: activating the wheel-rail friction increasing mechanism 6 to increase friction to ensure braking efficiency in emergency situations;

[0149] Step 5: Feedback loop and strategy adjustment;

[0150] Step 51: Recollect sensor data in real time to evaluate the current braking effect;

[0151] Step 52: If insufficient or excessive braking is detected, immediately adjust the control signal to optimize the braking strategy;

[0152] Step 53: Store all braking operations and environmental status feedback data into a historical database for further optimization of future decisions;

[0153] Step 54: Implement closed-loop control and continuously update the algorithm through the latest feedback and historical learning to ensure that the strategy can adapt to environmental changes and improve performance, thereby continuously improving the efficiency and safety of train operations.

[0154] Through the above steps, it is ensured that high-speed trains continuously optimize their operating strategies during self-learning and improve driving safety and stability.

[0155] The overall concept of the intelligent control unit in this embodiment is as follows:

[0156] Data collection and analysis: The intelligent control unit collects and analyzes various data from sensors (speed, temperature, humidity, track status) in real time, and quickly calculates the braking strategy that needs to be adjusted to adapt to the different environments and conditions of the vehicle.

[0157] Closed-loop control and optimization: A closed-loop control algorithm is used to adjust the operating status of each brake unit in real time. This continuous, automated adjustment ensures the braking system provides optimal braking force distribution in all conditions.

[0158] Self-learning and prediction: The system has a built-in self-learning function that continuously improves the braking strategy based on historical data, providing a reliable reference for similar environments in the future.

[0159] When receiving early warning signals (for example: heavy rain, ice, strong wind or obstacles), the intelligent adjustment mechanism will adjust the braking strategy in advance to prepare for unexpected conditions.

[0160] In summary, the present invention designs a multi-mode linkage braking system for high-speed trains and its super braking optimization scheme to cope with the problem of needing to stop the train within a short distance (such as a driver's visible distance of about 800m to 1000m) when sudden accidents such as mudslides, falling rocks, and earthquakes occur. The system realizes real-time monitoring of speed, temperature, humidity, wheel-rail status and potential obstacles by configuring an intelligent control unit and a sensor network, and collaboratively optimizes the braking strategy. Through the multi-mode linkage of tread braking, wheel disc braking and axle disc braking, the system forms a graded braking strategy for different speeds and environmental conditions. In addition, to enhance the braking performance in harsh environments, the surface texture of each brake unit and the unique friction-increasing mechanism effectively improve the braking force and wheel-rail adhesion coefficient, while reducing noise and vibration. The system's built-in self-learning function continuously optimizes the braking strategy based on historical data to ensure safe and efficient braking in complex terrain and extreme weather.

[0161] The above description does not limit the present invention in any form. Although the present invention has been disclosed through the above embodiments, it is not intended to limit the present invention. Any technician familiar with the profession can use the technical content disclosed above to make some changes or modifications to equivalent embodiments without departing from the scope of the technical solution of the present invention. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention are within the scope of the technical solution of the present invention.

Claims

1. A high-speed train multi-mode linkage braking system, characterized in that: The invention comprises a tread brake unit (1) and a wheel disc brake unit (2) arranged on both sides of a train wheel set (4), and two axle disc brake units (3) installed at centrally symmetrical positions of an axle (5); The tread brake unit (1) comprises a brake shoe (101), a brake shoe support (102), a brake shoe adjustment rod (103) and a loading pressure rod (104) mounted on the outside of the brake shoe support (102); the brake shoe (101) is fixed on the inside of the brake shoe support (102); and the inner surface of the brake shoe (101) is provided with a plurality of transversely uninterrupted trapezoidal grooves (101.1).

2. A high-speed train multi-mode linkage braking system according to claim 1, characterized in that: The rectangular cross-section of the trapezoidal groove (101.1) has an upper bottom width of 2 mm, a lower width of 1 mm, and a height of 2 mm. The spacing between each trapezoidal groove (101.1) is 7 mm.

3. The high-speed train multi-mode linkage braking system according to claim 1, characterized in that: The tread brake unit (1) is provided with a wheel-rail friction increasing mechanism (6) for increasing the wheel-rail adhesion coefficient and improving the braking efficiency.

4. A high-speed train multi-mode linkage braking system according to claim 3, characterized in that: The wheel-rail friction-increasing mechanism (6) comprises a driving motor (601), a crank (602), and a connecting rod (603) mounted on the brake shoe support (102); the crank (602) is connected to the connecting rod (603) via a pin shaft; and the driving motor (601) is used to drive the crank (602) to rotate.

5. The high-speed train multi-mode linkage braking system according to claim 1, characterized in that: The wheel disc brake unit (2) comprises two wheel disc brake pads (201), a link frame (202), a brake clamp frame (203), and a brake oil circuit connector (204); one side of the brake clamp frame (203) is connected to the link frame (202), and the other side is mounted with two wheel disc brake pads (201) arranged opposite to each other; the brake oil circuit connector (204) is mounted on the brake clamp frame (203) and directly applies pressure to the wheel disc brake pads (201) through brake oil pressure; and the surface of the wheel disc brake pad (201) is provided with a 45° oblique uninterrupted square groove (201.1).

6. A high-speed train multi-mode linkage braking system according to claim 1, characterized in that: The axle disc brake unit comprises a shaft ring brake disc (305), a shaft disc brake caliper (304) and a shaft disc brake pad (301); the shaft ring brake disc (305) is mounted on the axle (5) by means of bolts; the shaft disc brake pad (301) is provided with a plurality of friction blocks (306), and the friction blocks (306) are provided with transversely uninterrupted square grooves (306.1).

7. A high-speed train multi-mode linkage braking system according to claim 6, characterized in that: The square cross-section of the square groove (306.1) has a width of 0.5 mm and a length of 1 mm, and the spacing between each square groove (306.1) is 3 mm.

8. A high-speed train multi-mode linkage braking system according to any one of claims 1 to 7, characterized in that: The system also includes an intelligent control unit, which includes a data processing module and a sensor network. The data processing module dynamically adjusts the operating status of each brake unit based on real-time information fed back by the sensors to ensure optimal braking force in emergency situations. The sensor network includes a speed sensor, a temperature sensor, a humidity sensor, a wheel-rail status detection device, and an obstacle recognition system.

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