A vehicle positioning method based on multi-source information fusion, comprising: arranging magnetic labels and RFID tags; on the basis of the arrangement of the magnetic labels, generating a local error-correcting code; performing longitudinal positioning on a vehicle, and when the vehicle receives RTK data, determining a nearest magnetic label sequence according to longitude and latitude and the local error-correcting code; when the vehicle receives RFID data, determining the nearest magnetic label sequence according to an EPC number and the local error-correcting code; when the vehicle receives magnetic label sequence data, maintaining the magnetic label sequence by means of counting, and determining a longitudinal position of the vehicle according to the magnetic label sequence; performing lateral positioning on the vehicle, and when the vehicle receives a magnetic field intensity by means of an array sensor unit, calculating a lateral deviation of the vehicle relative to a road. The method uses multi-source information fusion for lateral positioning and longitudinal positioning of vehicles, so as to ensure that when vehicles are at any positions of routes, the positions thereof can be determined on the basis of local error-correcting codes in combination with RTK or RFID, thus improving positioning precision, practicability and engineering feasibility.
G01C 21/28 - NavigationNavigational instruments not provided for in groups specially adapted for navigation in a road network with correlation of data from several navigational instruments
2.
CONTROL METHOD, APPARATUS AND DEVICE, AND STORAGE MEDIUM
Disclosed in the present invention is a control method, which is applied to a vehicle control system comprising rescue apparatuses. The method comprises: acquiring a driving mode of a first vehicle comprising a rescue apparatus; when the driving mode represents the first vehicle being controlled by a second vehicle comprising a rescue apparatus, acquiring a traction signal and/or rescue signal sent by the second vehicle to the first vehicle; and, on the basis of the traction signal and/or rescue signal, determining a control mode of the second vehicle to the first vehicle, the term "control mode" comprising braking control and/or traction control.
The present invention relates to the technical field of train control systems. Disclosed are an intensive car controller-based highly-redundant control method and control system. The control method comprises: intensive hosts divide respectively corresponding car subsystems in a train into SIL4, SIL2 and SIL0 according to control functions in a Hypervisor virtualization mode, and implement the function of each car subsystem in the train; the intensive hosts allocate SIL4, SIL2 and SIL0 to different CPUs and memory addresses by means of Hypervisor virtualization so as to achieve physical isolation; and each car uses one intensive host to implement control at a level of the present car, and executes train-level control in a competition and majority voting mode. The present invention has the advantages of improving the reliability and the real-time performance of trains, implementing deterministic network data transmission, and replacing most of original onboard devices by the intensive hosts so as to effectively reduce installation space, weight and wiring, and to decrease car costs and maintenance costs.
A current type speed sensor collection safety circuit, relating to the technical field of rail transit, and comprising a signal ATP speed collection circuit using a double 2-vote-2 architecture. The signal ATP speed collection circuit comprises a system A and a system B, the system A and the system B each comprise two CPUs, each CPU is provided with four independent collection circuits, and the four collection circuits of each CPU respectively collect two speed sensor channel signals of each of two speed sensors. The signal ATP speed collection circuit can match a Hall principle-based current type speed sensor, each group of collection circuits only occupies two channels of each speed sensor to implement collection of the speed and direction, and the two speed sensors form double redundancy; the collection circuits in the two systems are completely independent, collection and self-testing of the two systems are not affected by each other, and the self-testing does not affect a speed sensor signal.
G01P 3/481 - Devices characterised by the use of electric or magnetic means for measuring angular speed by measuring frequency of generated current or voltage of pulse signals
5.
METHOD FOR CONTROLLING TRAIN SPEED ON BASIS OF FRACTIONAL-ORDER SLIDING MODE AND KALMAN FILTERING
A method for controlling a train speed on the basis of a fractional-order sliding mode and Kalman filtering, which method belongs to the technical field of train control. By means of Kalman filtering, not only can a measurement error caused by system noise at an earlier stage be eliminated, but chattering caused by sliding mode control can also be reduced. Considering that a sliding mode of a sliding mode controller is unrelated to parameters and disturbance of a system, an improved Kalman filtering control algorithm based on sliding mode control is proposed; moreover, fractional-order calculus is introduced into a sliding mode switching function, so as to further suppress chattering; and a measurement error of sensor data at the earlier stage in a train speed control algorithm is effectively suppressed, thereby improving the actual control precision, and also maintaining a relatively high response speed and a weak-model dependence effect.
A train speed tracking control method based on an equivalent sliding mode and an RBF neural network. On the basis of the strong nonlinear interference suffered during a running process of a train, a neural network equivalent sliding mode controller is provided for a control target, sliding mode control is introduced, and the effectiveness of an algorithm is verified by means of simulation; and in order to suppress the inherent buffeting phenomenon of the sliding mode control during a convergence process, a rule base is established on the basis of a sliding mode control algorithm framework in combination with the driving experience of an excellent driver, and a neural network trainer is established.
G05B 13/04 - Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
B61L 27/20 - Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
7.
COUPLER BUFFER DEVICE MOUNTING STRUCTURE WITH SMALL-FASTENING-TORQUE PUSHING UNDER COMPACT SPACE
A coupler buffer device mounting structure for small-fastening-torque pushing under a compact space includes a double-headed stud passing through an installation fabrication hole of a vehicle body structure; a nut screwed on a first end of the double-headed stud; a push nut screwed on a second end of the double-headed stud and provided with a plurality of axial screw holes in a circumferential direction; and a plurality of push screws screwed into the circumferentially provided axial screw holes of the push nut, where the coupler buffer device is clamped and fixed to the vehicle body structure by heads abutting against the coupler buffer device via a hard washer. The coupler buffer device mounting structure achieves the passing of the double-headed stud from a coupler side to a vehicle body side by using the double-headed stud, the nut, the push nut and the plurality of push screws in combination.
An aluminum alloy metro vehicle body section bar capable of matching and combining includes a roof section bar, an upper edge beam section bar, a side wall section bar, a lower edge beam section bar and a floor section bar, wherein the roof section bar comprises roof edge section bars of two widths; the upper edge beam section bar comprises an upper edge beam of a drum-shaped vehicle and an upper edge beam 4b of the trapezoidal vehicle; the side wall section bar comprises a side wall middle section bar of the drum-shaped vehicle and a side wall middle section bar of the trapezoidal vehicle; the lower edge beam section bar comprises a lower edge beam of the drum-shaped vehicle and a lower edge beam of the trapezoidal vehicle; and the floor section bar comprises underframe edge section bars of two widths.
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
A parking brake control method for an electromechanical brake system of an urban rail vehicle includes an operation instruction mechanism, a brake control mechanism, an electromechanical actuating mechanism and an auxiliary mechanism. The operation instruction mechanism outputs a control signal to the brake control mechanism to drive the action of the electromechanical actuating mechanism so as to achieve braking application and relief of the vehicle. The auxiliary mechanism is used for a redundant power supply system of a brake system. The auxiliary mechanism further includes a zero-speed state monitoring mechanism for monitoring a zero-speed state of the vehicle and an energy storage battery mechanism for providing a backup power supply. The parking brake control method enables an urban rail vehicle using an electromechanical brake system to achieve brake application and relief in a parked state and achieve brake application and relief in a dormant state of the urban rail vehicle.
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
B60T 13/66 - Electrical control in fluid-pressure brake systems
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
10.
AUTOMATIC OPERATION SYSTEM FOR ELECTRONIC GUIDED RUBBER-TYRED TRAM
The present invention relates to the technical field of automatic driving. Disclosed is an automatic operation system for an electronic guided rubber-tyred tram, comprising a sensing module, a decision-making module, and a control module. According to the present invention, vehicles, pedestrians and other obstacles within a specific distance on a road ahead and in a visual blind area are detected on the basis of vehicle-mounted radars, a visual sensor and other devices, so that a tram can sense dangerous working conditions in time, and accident risks can be avoided by means of deceleration and emergency braking. According to the present invention, radar point cloud data is collected, offline data analysis is carried out, an obstacle feature extraction method is researched, three-dimensional point cloud data is combined, and the category and distance of an obstacle are accurately marked. According to the present invention, pixel matching is carried out on the left and right views of a binocular camera on the basis of the parallax principle, an image depth map is obtained, and obstacle distance measurement based on vision is achieved. According to the present invention, local path planning is further carried out on the basis of the characteristic of the special right of way of the electronic guided rubber-tyred tram, and traction automatic control is carried out on the tram, so that the tram is safer.
Disclosed in the present invention is a vehicle body structure of a guide rail type rubber-tire rapid transit system. The structure comprises a vehicle roof, side walls being provided on the two sides of the bottom end of the vehicle roof, the bottom ends of the two side walls being connected to an underframe, and end walls being provided on the both sides of the side walls. The vehicle roof is connected to the side walls by means of first rivets; the side walls are connected to the end walls by means of second rivets; and the side walls are connected to the underframe by means of third rivets. The present invention mainly consists of four parts, the vehicle roof, the side walls, the underframe and the end walls; all the parts are riveted by means of the rivets; the vehicle roof, the side walls and the end walls are of aluminum alloy structures; the underframe is of a transverse- and longitudinal-beam carbon steel structure; the vehicle roof, the end walls and the side walls are separately subjected to assembling and welding and then subjected to machining to form a frame structure, and the underframe is subjected to machining and then subjected to assembling and welding to form a frame structure. Except for the underframe, the other parts of the whole vehicle all use aluminum profile structures, thus making the total weight of the vehicle body greatly reduced compared with that of whole steel structures, and achieving the purpose of light weight.
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
12.
CONDENSED WATER DISCHARGE STRUCTURE SUITABLE FOR CORRUGATED FLOOR OF RAILWAY VEHICLE
Disclosed in the present invention is a condensed water discharge structure suitable for a corrugated floor of a railway vehicle. The structure comprises a mounting plate frame, functional plate areas being provided at the two ends of the mounting plate frame; a corrugated floor is provided at the internal top portion of the mounting plate frame, a plurality of water leakage holes arranged at equal intervals being provided in both sides of the corrugated floor; and a water collection gutter is provided at the internal bottom portion of the mounting plate frame and directly below the water leakage holes, heat tracing boxes being provided on the two sides of the bottom portion of the water collection gutter, a water accumulation gutter being provided at the bottom portion of the water collection gutter and located between the two heat tracing boxes, and a heat tracing water valve being provided at the bottom end of the water accumulation gutter. By lap-jointing the water collection gutter with the lower surface of a wave trough of the corrugated floor to make the water gutter lower than the corrugated floor, the present invention achieves smoother water drainage, and avoids structural water accumulation in the wave trough. In addition, mounting the heat tracing valve at the lowest portion of the water accumulation gutter can achieve regular discharge, thus avoiding the situation of spilling condensate water along with a vehicle. When the vehicle runs, a drainage valve is closed, and the drainage valve is opened for discharging water after the vehicle enters a garage, thereby avoiding affecting the air tightness of the vehicle, and avoiding the impact of rail condensate water on the vehicle.
Disclosed in the present invention is a sensor fusion method based on binocular camera guidance. In the present invention, a fusion method based on binocular vision guidance is used, wherein a motion trajectory of a target can be established by using visual target information, and the position of the target in a three-dimensional space is then predicted; a data layer fusion method is used, wherein a visual prediction result is used to assist a laser radar in delimiting a detection range, such that the volume of operational data is greatly reduced, and the requirement for the performance of a computing platform is low; and on the basis of a target detection result acquired by means of binocular vision, a target depth can be accurately acquired, target detection information is expanded, and the robustness of target detection is enhanced.
G06V 10/75 - Organisation of the matching processes, e.g. simultaneous or sequential comparisons of image or video featuresCoarse-fine approaches, e.g. multi-scale approachesImage or video pattern matchingProximity measures in feature spaces using context analysisSelection of dictionaries
G06V 10/762 - Arrangements for image or video recognition or understanding using pattern recognition or machine learning using clustering, e.g. of similar faces in social networks
G06V 10/82 - Arrangements for image or video recognition or understanding using pattern recognition or machine learning using neural networks
G06V 10/25 - Determination of region of interest [ROI] or a volume of interest [VOI]
A control method based on a digital rail vehicle hybrid power system. The method comprises: when four conditions are all met, i.e. a cab activation relay is activated, a high voltage of an energy storage battery system is ready, a hydrogen-powered system is in normal communication and is standby, and a hybrid power switch is at a hybrid power position, a network control unit activating an input enabling signal of the hydrogen-powered system, and a vehicle entering a hybrid power mode; when the vehicle is in a traction state, the energy storage battery system providing an energy output, and the hydrogen-powered system providing vehicle endurance mileage; when the vehicle is in a braking state, the energy storage battery system absorbing electric braking energy and energy which is output by the hydrogen-powered system; when the hybrid power switch is at an electric-power position, the vehicle entering a capacitor mode, and the energy storage battery system providing an energy output; and when the hybrid power switch is at an emergency stop position, the hydrogen-powered system immediately shutting down. Further provided is a control circuit based on a digital rail vehicle hybrid power system. The digital rail vehicle hybrid power system takes a vehicle-mounted energy storage battery plus hydrogen energy as a power source of a vehicle, such that hybrid power supply is realized, and constructions such as power supply along a line and civil engineering are eliminated, thereby achieving the technical effects of low costs and a short cycle; and state quantity collection is completed in a network vehicle-control mode, such that completion control and power distribution control are realized. The present application is suitable for an operation condition of frequent traction and electric braking of a digital rail vehicle.
B60L 58/40 - Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
B60L 50/75 - Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
15.
NOVEL POWERED BOGIE FOR DIGITAL-RAIL RUBBER-TYRED TRAIN
Disclosed in the present invention is a novel powered bogie for a digital-rail rubber-tyred train, comprising a first driving bridge, wherein a second driving bridge matched with the first driving bridge is provided on one side of the first driving bridge. Angle encoders are provided at kingpins of the first driving bridge and the second driving bridge; support-containing wheels are connected to two ends of the first driving bridge and two ends of the second driving bridge by means of steering knuckles; a braking apparatus is provided on the inner side of each support-containing wheel; suspension apparatuses and traction apparatuses are provided on two sides of the first driving bridge and two sides of the second driving bridge; driving apparatuses are provided in the middle of the outer side of the first driving bridge and in the middle of the outer side of the second driving bridge; and a steering apparatus is provided at one end of the outer side of the first driving bridge. According to the present invention, the suspension apparatuses provide vehicle operation stability and comfort requirements, vehicle traction and braking force are transmitted, the driving apparatuses transmit driving torque and electric braking torque to the first driving bridge and the second driving bridge, and the steering apparatus realizes vehicle steering.
Disclosed in the present invention is a trailer bogie for a novel digital rail rubber-wheeled tram, comprising a rotary device. A hinge device is arranged on one side of the rotary device, and axles are arranged on the other side of the rotary device and one side of the hinge device; wheels are arranged on two ends of each axle; air springs are arranged at two ends of the top end of each axle; oil dampers are arranged at two ends of one side of each axle; a connecting rod device is arranged in the middle of the top end of each axle. According to the present invention, vehicle vibration can be effectively reduced, vehicle stability and comfort are improved, the experience of passengers is improved, and favorable conditions are created for subsequent speed increase of vehicles; by using the trailer bogie having the hinge device, the nodding effect of the vehicles in a traveling process can be effectively buffered while the degree of freedom of the vehicles is increased, the vehicles are better helped to pass through a vertical curve, and vehicle safety is improved.
B62D 12/02 - Steering specially adapted for vehicles operating in tandem or having pivotally connected frames for vehicles operating in tandem
B61G 5/02 - Couplings not otherwise provided for for coupling articulated trains, locomotives and tenders, or the bogies of a vehicleCoupling by means of a single coupling barCouplings preventing or limiting relative lateral movement of vehicles
17.
SNAP-FIT ASSEMBLY AND METHOD THEREOF FOR SNAP-FIT WITH ASSEMBLY APPARATUS
The present invention relates to a snap-fit assembly, which is used for fixedly connecting an apparatus and a C-shaped slot, and is characterized by comprising a buckle and a buckle support. The buckle comprises a movable support and fixed blocks provided at the two ends of the movable support, snap-fit slots used for snap-fit with the C-shaped slot are provided in the top portions of the fixed blocks, and the movable support is made of metal elastic pieces. The buckle support comprises a U-shaped support block. When the buckle is assembled in the C-shaped slot, the movable support is bent to form a recessed U-shaped arc, the U-shaped support block is inserted and fixed in the U-shaped arc, and at the moment, the U-shaped support block is in transition fit with the movable support having a U shape as a whole. The present application can effectively overcome the defects in the prior art, improve the snap-fit stability, and meet the installation requirements of large-weight apparatuses; in addition, the present application has low installation precision requirements, and facilitates operating.
F16B 2/04 - Clamps, i.e. with gripping action effected by positive means other than the inherent resistance to deformation of the material of the fastening internal, i.e. with spreading action
F16M 11/04 - Means for attachment of apparatusMeans allowing adjustment of the apparatus relatively to the stand
18.
ASSISTED BEND-TAKING METHOD AND APPARATUS FOR VEHICLE, AND STORAGE MEDIUM AND ELECTRONIC APPARATUS
The present invention relates to the technical field of bend-taking of vehicles. Disclosed are an assisted bend-taking method and apparatus for a vehicle. The assisted bend-taking method for a vehicle comprises: receiving detection data of an assisted bend-taking detection module or a signal module; performing bend-taking calculation in accordance with a preset inclination angle calculation model; determining whether a calculation result does not satisfy a preset maximum inclination angle threshold value; and if so, generating a control instruction for controlling speed limit for a vehicle and increasing a bend-taking radius, or for bend-taking warning. The present invention solves the problem of causing sideslip or derailment accidents by inertial centrifugal force due to the fact that, when the vehicle takes a bend, road surfaces at bends on some routes are designed to have a super-high side, such that part of centripetal force can be provided, but the centripetal force still fails to match the speed of the vehicle.
Disclosed in the present invention are a bogie and an aerial rail train in the technical field of aerial rail trains, aiming at solving the problems in the prior art of high construction cost and insufficient economy caused by a large number of bogies configured on a short marshalling train. The bogie comprises a main architecture which is a framework architecture and comprises a first mounting area, a second mounting area, and a third mounting area which are sequentially distributed along the transverse axis of the main architecture; a traction motor is fixedly connected in the second mounting area and is used for driving locomotion assemblies mounted in the first and third mounting areas to move in a C-shaped rail beam; two groups of guide wheels are respectively connected to two ends of the main architecture, and are used for vertically rolling along the inner walls of the C-shaped rail beam; and an end face of the second mounting area of the main architecture is tailor-welded to a single-axle architecture to form a single-axle bogie or tailed-welded to a double-axle architecture to form a double-axle bogie. The present invention is suitable for aerial rail trains, and can achieve overall light weight of marshalling trains and reduce cost.
A method for assessing fire severity for a non-metal material of a rail vehicle, which method is relates to the technical field of rail vehicles and aims to solve the technical problems of the accuracy of risk analysis being insufficient and it not being possible to properly guide fireproofing design work for vehicles due to the fact that technicians subjectively determine the severity of fire accidents which may have been caused by non-metal materials. The method comprises: establishing a target layer; performing screening to obtain a criterion layer, and determining, by using an analytic hierarchy process, influence weights of the criterion layer on the target layer and corresponding weight values; and obtaining the weight values of a specific mounting position of a mounting position and a specific material, and then performing dimensionless processing on same and calculating fire severity assessment values. By means of the method for assessing fire severity, a specific position which needs to be strengthened on a rail vehicle is obtained, thereby improving the overall fireproofing design performance of the rail vehicle.
The present invention relates to the field of rail transit monitoring control. Disclosed are a method and system for detecting an obstacle between a train door and a platform screen door. Two hemispherical high-definition cameras are installed in the middle of each of two sides of each compartment for monitoring an obstacle between a train door and a screen door; when it is detected that there is an obstacle before a train leaves the station, a train control unit is triggered to output an obstacle invasion alarm instruction, and connects the obstacle invasion instruction to a train traction authorization loop to block train traction; and after the obstacle is removed, the traction authorization loop can be created and then the train moves, such that safe operation of the train is ensured, the accident of person or object clamping is avoided, and the personal and property safety of passengers is guaranteed.
An operator panel control circuit having a solenoid valve mechanical interlocking structure. The operator panel control circuit comprises: a present-end operator cabin control circuit, a far-end operator cabin control circuit and a middle car; the present-end operator cabin control circuit comprises a present-end operator panel circuit breaker (MCCB1), a present-end key bypass switch (KBS1), a present-end operator panel key limiting switch (KS1), a present-end solenoid valve (Y1), a present-end operator panel direction 0 position limiting switch (S1), a present-end operator panel key relay (KSR1) and a present-end operator cabin activation relay (COR1); the far-end operator cabin control circuit comprises a far-end operator panel circuit breaker (MCCB2), a far-end key bypass switch (KBS2), a far-end operator panel key limiting switch (KS2), a far-end solenoid valve (Y2), a far-end operator panel direction 0 position limiting switch (S2), a far-end operator panel key relay (KSR2) and a far-end operator cabin activation relay (COR2). The operator panel having a built-in solenoid valve structure and paired with a simple and reliable control circuit allows for ensuring an interlocking function of the operator panels at the two ends while reducing circuit design complexity and fault rate, thereby enhancing the reliability of operator panel operations.
An EMU bogie and a rubber-tired train are disclosed. The EMU bogie comprises a framework, a first EMU wheelset, a second EMU wheelset and an EMU steering driving device, the framework comprises two side beams opposite to each other and cross beams connected to the two side beams; the first EMU wheelset comprises a first axletree, a first EMU wheel and a second EMU wheel which are arranged at two ends of the first axletree; the second EMU wheelset comprises a second axletree, and a third EMU wheel and a fourth EMU wheel which are arranged at two ends of the second axletree; and the EMU steering driving, device comprises a driving part and a transmission part connected to the driving part, the first EMU wheelset and the second EMU wheelset, and is used for transmitting the steering power to the first EMU wheelset and the second EMU wheelset.
An emergency braking extension device includes an emergency braking extension loop, a first emergency braking extension train line and a second emergency braking extension train line. The emergency braking extension loop has a protective circuit breaker, a normally open contact of an emergency braking button, and an emergency braking extension relay, which are sequentially connected in series. A normally open contact of the emergency braking extension relay is connected in series to a pantograph lowering control loop. A first normally closed contact and a second normally closed contact of the emergency braking extension relay are connected in series to a return line and a power supply negative loop of a train emergency braking control loop, respectively. A third normally closed contact of the emergency braking extension relay is connected in series to a control loop of a bypass cut-off circuit of a train emergency braking execution loop.
A vehicle repair plan management method and system based on vehicle health diagnosis, which belong to the technical field of urban rail transit vehicles. The method comprises: S10, collecting vehicle related data; S20, data processing, which comprises processing the vehicle data, and forming a basic database from processed data; S30, abnormal state diagnosis, which comprises analyzing data of the basic database, and determining whether repair is required according to user-defined information; S40, information association, which comprises establishing, in the basic database, a relationship mapping table of data and corresponding minimum repairable units, and establishing a relationship mapping table of minimum repair items and the minimum repairable units; S50, initialization of a repair plan, which comprises constructing an initial repair task plan table, and completing initial repair plans of various types of stages within the whole life cycle of a vehicle; and S60, dynamic management over the repair plans. By means of the method, the problem of the low efficiency of a repair process is solved, thereby realizing the maximization of a utilization effect of vehicle health management data and effective feedback of on-site repair information for vehicle health management optimization.
A method for quickly identifying a marshalling state by a network control system during flexible marshalling of a multiple unit, comprising the following steps: S1, performing function configuration on single vehicles of a multiple unit by using single-vehicle electrical control units; S2, configuring devices with relatively fixed positions of the single vehicles of the multiple unit, and configuring touch screens or toggle devices for the single-vehicle electrical control units; S3, setting carriage numbers and vehicle type codes of the single vehicles on the basis of the touch screens or toggle devices of the single-vehicle electrical control units; S4, adjusting a train marshalling physical state on the basis of a train-level electrical control unit of a mechanic's room; and S5, solidifying and storing the adjusted train marshalling physical state, and realizing a train control logic and communication protocol. The method facilitates flexible use of a multiple unit by a user, improves the utilization rate of carriages, and reduces waste caused by empty load of carriages.
B61B 1/00 - General arrangement of stations, platforms, or sidingsRailway networksRail-vehicle marshalling systems
B61L 3/08 - Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control controlling electrically
B61L 3/00 - Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
B61L 27/00 - Central railway traffic control systemsTrackside controlCommunication systems specially adapted therefor
G05B 13/00 - Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
G06F 17/00 - Digital computing or data processing equipment or methods, specially adapted for specific functions
A rubber-tired train, and a control method and system thereof are disclosed. The train comprises multiple cars connected in series in turn, the cars include a relatively front car and a relatively rear car, and the front car is able to rotate in a horizontal plane relative to the rear car. The method comprises: acquiring a turning angle of a front car at a target position; determining a turning angle of a rear car at the target position according to the turning angle of the front car; and when it is determined that the rear car reaches the target position, controlling the rear car to steer according to the determined turning angle of the rear car. The rear car can follow the front car to steer, each car of the rubber-tired train can be controlled to steer accurately, allowing the rubber-tired train to run accurately along a preset running plan.
A vehicle body contour-based derailment detection method for a rail vehicle, including: measuring distances between measuring points and rails through a range finder mounted on an underframe of a vehicle body, and calculating a transverse displacement of the current vehicle body in a vehicle body coordinate system; measuring an inclination angle of the current vehicle body in the vehicle body coordinate system through an inclination sensor on the vehicle body; with reference to a size of the vehicle body and distribution positions of the measuring points, as well as the transverse displacement of the current vehicle body in the vehicle body coordinate system and the inclination angle of the vehicle body in the vehicle body coordinate system, obtaining a dynamic outer contour of the vehicle body in the vehicle body coordinate system and converting it into a dynamic outer contour in the rail coordinate system.
A method for comprehensively analyzing and determining the modal resonance of a frame on the basis of dynamic stress, vibrations and OMA. On the basis of a time-frequency analysis of dynamic stress, vibration acceleration analysis and OMA analysis of a subway vehicle bogie frame, it is comprehensively determined whether the subway vehicle bogie frame has generated local modal resonance during the application thereof.
The present invention relates to an uninterruptible power supply system for neutral section passing of a power-centralized motor train unit trailer, comprising an inverter, a trailer AC load, a charger, a storage battery pack, and an emergency power supply. Before a train passes through a neutral section, the total power of the trailer AC load is reduced, a train power supply is turned off, and electric energy of the storage battery pack is boosted by the emergency power supply and inverted by the inverter to supply power to the trailer AC load; after the train passes through the neutral section, the trailer AC load is switched to be powered by the train power supply, and storage batteries are charged by the train power supply to ensure uninterrupted power supply during next neutral section passing. By using the uninterruptible power supply control scheme of the present invention, the trailer can be not limited by the train running speed and the train power supply, and uninterrupted power supply for the trailer AC load during neutral section passing is achieved by the standby power supply of the trailer; moreover, in the event of a sudden failure of the train power supply of the locomotive, it can be ensured that important electric equipment of the trailer continues to run for a certain period of time, thereby reducing the failure rate caused by sudden power failure of the equipment, and improving the reliability and comfort of the train in operation.
H02J 9/06 - Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over
H02J 7/34 - Parallel operation in networks using both storage and other DC sources, e.g. providing buffering
The present invention relates to the field of rail vehicles, and in particular to a frame suspended permanent magnet direct-drive bogie, comprising a frame, wheel sets, direct-drive motors, hollow shaft couplings, a single stage rubber stack, air springs, brake cylinders, and a traction pull rod. The frame is of a structure of the Chinese character "日"; the direct-drive motor and the frame are in elastic rubber joint connection; the direct-drive motors drive, by means of the hollow shaft couplings, the wheel sets to rotate; the direct-drive motors use suspension structure design, thereby facilitating small wheelbase design of the bogie; in addition, the motor and the frame are connected using three elastic joints, and the weight of the motors is directly borne by the frame; the brake cylinders use four-joint connection design. The bogie according to the present invention is simple and compact in structure, vehicle operating energy consumption can be reduced by means of the small wheelbase design, the weight of a traction driving device is changed from unsprung weight to sprung weight, the acting force between wheel rails is improved, the brake cylinders are installed on the outer side of the frame, and by means of four-joint connection, the acting positions of a brake shoe and wheel treads meet the braking requirement and eccentric wear will not be caused.
B61C 9/50 - Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
32.
Emergency braking control circuit based on coupler coupling detection
An emergency braking control circuit based on coupler coupling detection includes a coupler status detection circuit and a coupler status relay that are connected in series with a train power loop. A normally open contact of the coupler status relay is connected to an emergency braking train line in a cross-parallel manner. When a coupler is coupled normally, inductive proximity sensors located at a knuckle and a central pivot are closed to drive the coupler status relay, and the normally open contact of the coupler status relay is connected in a cross-parallel manner to ensure that a corresponding node of the emergency braking loop is closed. In case of abnormal coupling or accidental uncoupling of couplers, the inductive proximity sensors of the couplers of two adjacent cars are disconnected simultaneously, the coupler status relays of the two cars are powered off, and emergency braking is applied.
B60T 7/12 - Brake-action initiating means for automatic initiationBrake-action initiating means for initiation not subject to will of driver or passenger
B60T 17/22 - Devices for monitoring or checking brake systemsSignal devices
B61C 17/12 - Control gearArrangements for controlling locomotives from remote points in the train or when operating in multiple units
B60T 13/66 - Electrical control in fluid-pressure brake systems
33.
Logic control system for magnetic track braking of rail transit vehicle
A logic control system for magnetic track braking of a rail transit vehicle includes a magnetic track braking control circuit, a magnetic track braking power supply execution circuit, and a magnetic track braking status monitoring and feedback circuit. The magnetic track braking control circuit includes a pneumatic actuator relay, an electromagnet relay, a system protection relay, a power-on delay relay, a power-off delay relay, an automatic control branch circuit, and a manual control branch circuit. The pneumatic actuator relay is connected to the power-on delay relay, and the system protection relay is connected to the power-off delay relay. The automatic control branch circuit includes a first isolation magnetic track braking switch and an emergency braking relay contact. The manual control branch circuit includes a first circuit breaker, a cab signal option switch, a second isolation magnetic track braking switch and a manual touch button.
H01H 47/00 - Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current
H01F 7/06 - ElectromagnetsActuators including electromagnets
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
Discloses is an urban rail train intelligent comprehensive detection system fusion main unit. Vehicle-mounted detection subsystems comprising an obstacle detection subsystem, a pantograph-catenary detection subsystem, a running gear/derailment detection subsystem and a stability detection subsystem are fused on one main unit; an interface standard and a management mode are unified, and information collected by a front-end sensor is processed and managed in a centralized manner, so that intelligent and comprehensive monitoring of an urban rail train is achieved. According to the present invention, the integration of the whole vehicle is simplified, and the requirements for vehicle space, power consumption and other resources are effectively reduced, thereby reducing the implementation cost and the later operation cost. On the basis of a function-level algorithm library fusion solution, own core algorithms of the subsystems are reserved to the maximum extent and are called and managed by platform software in a unified manner, the fusion problem caused by diversity of application development languages or programming frameworks or special requirements of program running environments is effectively avoided, and the compatibility of a platform system is remarkably improved.
An underframe end structure without a bolster beam for a rail vehicle, including an underframe end beam, an underframe edge beam, a coupler mounting base, coupler support beams, and oblique support beams, where the front of the coupler mounting base is connected to the underframe end beam through the oblique support beams, two sides of the coupler mounting base are connected to the underframe edge beam through the coupler support beams, so that quadrilateral frame structures are respectively formed on the two sides of the coupler mounting base, the oblique support beams form an included angle of 55° to 80° with a forward opening, and the coupler support beams form an included angle of 120° to 140° with a backward opening.
Disclosed is a parking brake control method for an urban rail vehicle electromechanical braking system, comprising an operation instruction mechanism, a brake control mechanism, an electromechanical execution mechanism, and an auxiliary mechanism. The operation instruction mechanism outputs a control signal to the brake control mechanism to drive the electromechanical execution mechanism to act, and brake application and relieving of a vehicle are achieved. The auxiliary mechanism is applied to a redundant power supply system of the brake system. The auxiliary mechanism further comprises a zero-speed state monitoring mechanism for monitoring the zero-speed state of the vehicle and an energy storage battery mechanism for providing a standby power supply. According to the present invention, the urban rail vehicle using the electromechanical braking system can achieve brake application and relieving in a parking state and brake application and relieving in a dormant state of the urban rail vehicle, the control method is simple and efficient, and the failure rate is low.
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
37.
EMERGENCY TRACTION METHOD SUITABLE FOR DRIVERLESS TRAIN
Disclosed in the present invention is an emergency traction method suitable for a driverless train, comprising: step 1, establishing a train communication control network; step 2, automatically activating a train emergency traction mode: when detecting a vehicle-mounted network failure, a vehicle-mounted terminal sends a detected vehicle-mounted network failure signal to a ground control terminal, and the ground control terminal automatically enables the train emergency traction mode remotely; and step 3, precise stopping: in the train emergency traction mode, the ground control terminal directly sending a traction braking instruction and a changed traction braking force value to a traction braking system, so that a train achieves precise stopping by means of stepless speed regulation. According to the emergency traction method suitable for a driverless train, by means of the cooperation of 5G technology and a ground device, remote manual emergency driving control of the train is automatically achieved in the case of a network failure, thereby avoiding the disadvantage that a person cannot get on the vehicle in a timely manner, and cannot control the vehicle by means of stepless speed regulation, and achieving efficient rescue and operation of the train.
An aluminum alloy subway car body profile capable of combination, comprising a roof profile, an upper side beam profile, a side wall profile, a lower side beam profile, and a floor profile. The roof profile comprises two wide roof side profiles (3a, 3b) to adapt to an A-type car and a B-type car, respectively. The upper side beam profile comprises a drum-shaped car upper side beam (4a) and a trapezoidal car side beam (4b) to adapt to a drum-shaped car and a trapezoidal car, respectively. The side wall profile comprises a drum-shaped car side wall middle section bar (7a) and a trapezoidal car side wall middle section bar (7b) to respectively adapt to the drum-shaped car and the trapezoidal car. The lower side beam profile comprises a drum-shaped car lower side beam (9a) and a trapezoidal car lower side beam (9b) to respectively adapt to the drum-shaped car and the trapezoidal car. The floor profile comprises bottom frame side profiles (10a, 10b) of two widths to adapt to the A-type car and the B-type car, respectively. By means of optimizing the profile design of the car body profile, the rate of common use among profiles is increased, the profile can be compatible with various car types, and only 17 profiles are used to construct a section of a car body of an A-type trapezoidal car, an A-type drum-shaped car, a B-type trapezoidal car and a B-type drum-shaped car.
A coupler cushion device mounting structure, comprising: a double-head stud (3), which passes through a mounting process hole (7) of a vehicle body structure (8); a nut (1), which is screwed on a first end of the double-head stud (3); a pushing nut (5), which is screwed on a second end of the double-head stud (3) and is provided with a plurality of axial screw holes in the circumferential direction; and a plurality of pushing screws (6), which are screwed into the axial screw holes in the circumferential direction of the pushing nut (5), the head of the pushing nut (5) abutting against a coupler cushion device (9) by means of a hard washer (4), so that the coupler cushion device (9) is clamped and fixed to the vehicle body structure (8). By means of the cooperation of the double-head stud, the nut, the pushing nut, and the plurality of pushing screws, the double-head stud can penetrate from a coupler side to a vehicle body side, and a plurality of small screws are fastened on the side of the coupler cushion device, so that the problem that bolts cannot penetrate from the vehicle body side to the coupler side due to the small closed space of the vehicle body side is solved. Also disclosed are a coupler cushion device comprising the mounting structure, a railway vehicle, and a mounting method and a disassembling method for the cushion device.
An intermediate car electric coupler control circuit for a subway vehicle includes a coupling state relay, a power supply circuit for a decoupling electromagnetic valve, a first power supply circuit for an electric coupler control relay, a second power supply circuit for an air path and electric coupler module control electromagnetic valve, and a third power supply circuit for a bus control contactor. A coupler coupling operation is performed exactly according to a sequence of a mechanical coupling, an air path conduction, an electric coupler extension, and a medium- and low-voltage bus closing, wherein contacts of electric couplers are prevented from being damaged. A coupler decoupling operation is performed exactly according to a sequence of a contact heavy-current removal, an electric coupler withdrawal, an air path disconnection and a mechanical decoupling, wherein the contacts are prevented from being damaged by a heavy current arcing and a discharge.
B61G 5/10 - Couplings not otherwise provided for for, or combined with, couplings or connectors for fluid conduits or electric cables for electric cables
A single-door control circuit for a train includes a first circuit for controlling a single door when the train is in a sleep state, and a second circuit for controlling a door of the train when the train is in a wake-up activated state. When the train is in the sleep state, the second circuit is not electrified, the first circuit works, a door control unit is electrified by a storage battery power supply, and the single-door control is triggered by an electric unlocking switch or a single-door button; and when the train is in the wake-up activated state, the first circuit is cut off, the second circuit is electrified, and under a condition that a cab on a local side is activated and the train is at a zero velocity, the single-door control is only triggered by activating the single-door button in the cab.
E05B 81/58 - Control of actuators involving time control, e.g. for controlling run-time of electric motors
E05B 81/60 - Control of actuators using pulse control, e.g. pulse-width modulation
E05B 81/62 - Control of actuators for opening or closing of a circuit depending on electrical parameters, e.g. increase of motor current
E05B 81/72 - Monitoring or sensing, e.g. by using switches or sensors the lock status, i.e. locked or unlocked condition
E05B 81/74 - Monitoring or sensing, e.g. by using switches or sensors the lock status, i.e. locked or unlocked condition by sensing the state of the actuator
A bus breaker control circuit for a railway vehicle includes a close relay, an open relay, a power supply circuit for a bus breaker, a power supply circuit for the hold relay, and a delay module; the power supply circuit for the hold relay comprises a normally-closed contact of the open relay, an auxiliary normally-open contact of the bus breaker, and the hold relay sequentially connected in series to a train power supply; the power supply circuit for the bus breaker comprises a normally-open contact of the hold relay and the bus breaker sequentially connected in series to the train power supply; and the delay module is connected in parallel with the hold relay, normally-closed contacts of the delay module are connected in series to the power supply circuit for the close relay.
B60M 3/00 - Feeding power to the supply lines in contact with collector on vehiclesArrangements for consuming regenerative power
H02H 7/22 - Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for distribution gear, e.g. bus-bar systemsEmergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for switching devices
43.
Dual start control circuit for auxiliary inverters of railway vehicle
A dual start control circuit for auxiliary inverters of a railway vehicle is provided. An external dual circuit is designed for controlling a start and stop of the auxiliary inverters; and an APS START signal is added to start conditions of the auxiliary inverters. When a start-stop switch is turned to an “on” position, an APS start train line is electrified, APS start relays in cabs at both ends are electrified and corresponding normally-open contacts of the APS start relays are closed, a self-locking circuit is kept electrified, the APS start train line is kept electrified, and a start signal is transmitted to the auxiliary inverters through a hard wire; and when the start-stop switch is turned to an “off” position, an APS stop train line is electrified, APS stop relays in the cabs at both ends are electrified and corresponding normally-closed contacts of the APS stop relays are disconnected.
An underframe boundary beam connecting structure suitable for a railway vehicle with a drum-shaped vehicle body is provided. An underframe boundary beam is a through long roll bending piece, a section of the through long roll bending piece is of a channel structure, and has a side face, an upper wing face, and a lower wing face. The side face has an inclination angle consistent with a side wall plate, an upper end of an outer side of the side face is provided with a concave platen, and the side wall plate is lapped on the concave platen and fixed by a butt welding; an inner end of the lower wing face is provided with a downwards vertical flanging, a vertical plate is welded and fixed between the upper wing face and the lower wing face.
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
A box underframe end structure of a railway vehicle includes an underframe boundary beam, an end beam, a front draft sill, and a coupler mounting seat, and further includes a rear end cross beam located on one side in a rear of the front draft sill, an end floor fixed between the end beam and the rear end cross beam, and a coupler cross beam fixed with the coupler mounting seat into a whole. A draft sill includes the front draft sill and a rear draft sill respectively arranged on a front side and a rear side of the coupler mounting seat. The coupler cross beam, the rear end cross beam, and the end floor are welded and fixed with the underframe boundary beam. The front draft sill, the rear draft sill, and the coupler cross beam are welded and fixed on a lower surface of the end floor.
Provided is a rubber-tired train, which comprises: at least two railway cars, a motor car (1) bogie being arranged below a front end of a railway car at an end part of the train, and the railway cars being connected by means of a trailer car bogie (4); the railway car at the end part of the train is a motor car (1), the motor car (1) comprises a driver compartment (101) and a passenger compartment (102), the passenger compartment (102) comprises a front passenger compartment area and a rear passenger compartment area arranged sequentially along the length of the car, the front passenger compartment area is located between the driver compartment (101) and the rear passenger compartment area, and the floor height of the front passenger compartment area is higher than the floor height of the rear passenger compartment area. The provided rubber-tired train has superior curving performance, and also has a low floor design, facilitating entry and exit of passengers.
B62D 31/02 - Superstructures for passenger vehicles for carrying large numbers of passengers, e.g. omnibus
B62D 47/02 - Motor vehicles or trailers predominantly for carrying passengers for large numbers of passengers, e.g. omnibus
B62D 12/02 - Steering specially adapted for vehicles operating in tandem or having pivotally connected frames for vehicles operating in tandem
B60L 53/16 - Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
B60L 53/31 - Charging columns specially adapted for electric vehicles
B60J 10/86 - Sealing arrangements specially adapted for opening panels, e.g. doors arranged on the opening panel
B60H 1/00 - Heating, cooling or ventilating devices
B60R 16/02 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided forArrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric
A bullet train bogie (3) and a rubber-tired train. The bullet train bogie comprises a framework, a first bullet train wheel pair (351), a second bullet train wheel pair (352) and a bullet train steering driving device (34). The framework comprises two side beams (31) which are arranged opposite each other and a cross beam (32) by means of which the two side beams (31) are connected to each other. The first bullet train wheel pair (351) comprises a first axle, and a first bullet train wheel (3511) and a second bullet train wheel (3512), which are arranged at two ends of the first axle. The second bullet train wheel pair (352) comprises a second axle, and a third bullet train wheel (3521) and a fourth bullet train wheel (3522) which are arranged at two ends of the second axle. The bullet train steering driving device (34) comprises a driving portion and a transmission portion, wherein the driving portion is used for providing steering power; and the transmission portion is connected to the driving portion, the first bullet train wheel pair (351) and the second bullet train wheel pair (352), and is used for transmitting the steering power, provided by the driving portion, to the first bullet train wheel pair (351) and the second bullet train wheel pair (352). The bullet train bogie (3) can control steering of the two bullet train wheel pairs simultaneously by means of a bullet train steering driving device (34), such that the flexibility of steering of a bullet train body connected to the bullet train bogie (3) is guaranteed.
B61G 5/02 - Couplings not otherwise provided for for coupling articulated trains, locomotives and tenders, or the bogies of a vehicleCoupling by means of a single coupling barCouplings preventing or limiting relative lateral movement of vehicles
B61G 1/28 - Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means with vertical bolt or pin
A train body and a rubber-tired train. The train body comprises an underframe and a top plate which are arranged opposite each other, and a train body side wall and a train body end wall connected to the underframe and the top plate. The train body end wall comprises two train end outer side cross beams (1151) and a train end inner side cross beam (1152), wherein in the width direction of the train body, the train end inner side cross beam (1152) is located between the two train end outer side cross beams (1151); a first train body traction rod seat (1153) is arranged on each train end outer side cross beam (1151), the first train body traction rod seats (1153) being perpendicular to the train body end wall; and two second train body traction rod seats (1154) are arranged on the train end inner side cross beam (1152), each second train body traction rod seat (1154) being obliquely arranged in a direction away from the corresponding first train body traction rod seat (1153) that is adjacent thereto.
Provided are a rubber-tyred train and a control method and system thereof, relating to the technologies of rubber-tyred train control. The rubber-tyred train comprises a plurality of carriages which are sequentially connected in series, the plurality of carriages comprising relative previous carriages and relative subsequent carriages, the previous carriages being able to rotate in a horizontal plane relative to the subsequent carriage. The method comprises: acquiring a rotation angle of a previous carriage at a target position; according to the rotation angle of the previous carriage, determining a rotation angle of a subsequent carriage at the target position; and when it is determined that the subsequent carriage reaches the target position, according to the determined rotation angle of the subsequent carriage, controlling the steering of the subsequent carriage. The present invention can realize the steering of a subsequent carriage following a previous carriage, so as to control the accurate steering of each carriage of a rubber-tyred train, thereby facilitating controlling the rubber-tyred train to accurately operate along a preset driving plan; and the required turning radius is relatively small, thereby facilitating reduction of the construction cost of a virtual track of the rubber-tyred train, and facilitating the reduction of the space occupation of a road.
A train body and a rubber-tired train. The train body comprises a train roof longitudinal beam (112), a train roof cross beam (111), a train bottom high cross beam (1114), and a cab end wall (17) located between a cab and a passenger compartment; the cab end wall (17) comprises two side wall stand columns (171), a partition wall cross beam (173) and two partition wall stand columns (172); the side wall stand columns (171) are respectively connected to the train roof longitudinal beam (112) and the train bottom high cross beam (1114), the partition wall stand columns (172) are parallel to the side wall stand columns (171), one end of each of the partition wall stand columns (172) is connected to the train bottom high cross beam (1114), and the other end thereof is connected to the train roof cross beam (111); and the partition wall cross beam (173) is parallel to the train roof cross beam (111), and two ends of the partition wall cross beam (173) are respectively connected to the side wall stand columns (171).
An electric coupler control circuit for an intermediate car of a metro vehicle, the control circuit including a coupled statue relay (CTR), an uncoupling solenoid valve (MUV) power supply circuit, an electric coupler control relay (MUNCR) power supply circuit, a gas circuit and electric coupler module control solenoid valve (ECV) power supply circuit, and a bus control contactor (MVK) power supply loop. A car coupler coupling operation is carried out completely in the order of mechanical coupling-gas circuit connection-electric coupler extension-closing of medium-voltage and low-voltage buses, thus preventing an electric coupler contact terminal from being damaged. A car coupler uncoupling operation is carried out in the order of cutting off a contact-point large current-retracting an electric coupler-disconnecting a gas circuit-carrying out mechanical uncoupling, thus preventing contact terminal damage caused by large-current arcing. During the operation of a vehicle, if accidental decoupling or poor contact of an electric contact point of an electric coupler occurs, the medium-voltage and low-voltage buses in an electric coupler contact terminal can be disconnected by means of the control circuit in the vehicle, thereby avoiding the phenomenon of large-current arcing.
A train link rescue control circuit and a control method thereof. When a train is in a rescue pending state, a driver operates a link switch (CTS), and the link state of the train is automatically determined by a link state travel switch (ACS) on a coupling. When the train is successfully linked, a link relay (CTR1) of the train is powered on for isolating common brakes of the train, and when the train fails to be linked in the rescue process, the driver is prompted by a buzzer in a circuit, which ensures the security of the whole rescue process.
B60L 7/24 - Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
B61G 3/10 - Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads in the form of hook-like interengaging rigid jaws, e.g. "Willison" type
A train single-door control circuit, comprising a first circuit for controlling a single door in a train sleep state and a second circuit for controlling a train door in a train wake-up activation state. When the train is in the sleep state, the second circuit has no power, the first circuit works, a battery power source supplies power to a gate control unit, and single-door control may be triggered by an electric unlocking switch or single-door button. When the train is in the wake-up activation state, the first circuit is cut off, the second circuit has power, and the single-door control is only triggered by activating the single-door button in a driver cab on the side when the driver cab is activated and the train is at zero speed. The train single-door control circuit not only ensures the life of a mechanical device, but also lowers circuit design costs and the failure rate, and increases reliability.
A rail vehicle bus bar circuit breaker control circuit, comprising a closed relay (BHB_CLOSE), a breaking relay (BHB_OPEN), a power supply circuit of the bus bar circuit breaker (BHB), a power supply circuit of a latching relay (BHB_HOLD), and a delay module (RS). The power supply circuit of the latching relay (BHB_HOLD) comprises a normally closed contact (BHB_OPEN-1) of the breaking relay (BHB_OPEN), an auxiliary normally open contact (BHB-2) of the bus bar circuit breaker (BHB) and the latching relay (BHB_HOLD) which are sequentially connected in series to a train power supply. The power supply circuit of the bus bar circuit breaker (BHB) comprises a normally open contact (BHB_HOLD-1) of the latching relay (BHB_HOLD) and the bus bar circuit breaker (BHB) which are sequentially connected in series to the train power supply. The delay module (RS) and the latching relay (BHB_HOLD) are in parallel connection. The normally closed contacts of the delay module (RS-1, RS-2) are sequentially connected in series to the power supply circuit of the closed relay (BHB_CLOSE). A high-potential end of the closed relay (BHB_CLOSE) is connected to a high-potential end of the delay module (RS) via a normally open contact (BHB_CLOSE-1) of the closed relay (BHB_CLOSE). After the bus bar circuit breaker control circuit is applied, the vehicle can perform logical determination and automatically send instructions to force a closing or manually force a closing. Control devices in a bus bar circuit breaker box execute the instructions.
A duplex start control circuit for an auxiliary inverter of a railway vehicle. An auxiliary inverter start (APS START) signal is added to a condition for starting the auxiliary inverter. When a start/stop switch is turned to the position "on", an APS start train line is energized, APS start relays APSSR in cabs at both ends are powered on, and corresponding normally open contacts thereof are closed, a self-locking circuit is continuously powered on, the APS start train line is continuously powered on, and a hard wire transmits a start signal to the auxiliary inverter; when the start/stop switch is turned to the position "off", an APS stop train line is energized, APS stop relays APSOR in the cabs at both ends are powered on, corresponding normally closed contacts thereof are disconnected, the APS start train line is powered off, and an APS stops running. A self-locking control circuit employs dual-contact parallel control.
Disclosed is a connecting structure for a rail vehicle bolster (1) and a floor plate. The connecting structure comprises a bolster (1), a corrugated floor plate (3), and a floor plate connecting beam (2). The floor plate connecting beam (2) has a hat-shaped structure, and has an inverted U-shaped portion and a first flange (21) and a second flange (22) respectively located at the front and the rear of the inverted U-shaped portion. The first flange (21) is disposed on an upper cover plate of the bolster (1) and is fixed thereto. A front end of the corrugated floor plate (3) is disposed on an upper surface of the second flange (22) and is fixed thereto. The bolster (1) is connected to the corrugated floor plate (3) by means of the hat-like floor plate connecting beam (2). The hat-like shape visible in cross-section is easily deformable, and so only a small part of a longitudinal force is transmitted to the corrugated floor plate (3) via the connecting beam, and the longitudinal force is mainly transmitted backwards via two side beams. As a result, it is not necessary to provide a longitudinal beam behind the bolster, and a thin corrugated floor plate (3) having a small cross section can be used. The invention simplifies the structure of an underframe, reduces stress on the corrugated floor plate (3), reduces the weight of the underframe, extends the service life of the vehicle body, reduces processing difficulty, shortens the production cycle, and reduces manufacturing costs.
Disclosed is a box-type chassis end structure of a rail vehicle, comprising: chassis side sills (9), an end sill (8), front draft sills (7), and a coupler mounting seat (5). The box-type chassis end structure also comprises: a rear end crossbeam (1) that is located on the rear side of the front draft sills (7), an end floor (2) that is fixed between the end sill (8) and the rear end crossbeam (1), and a coupler crossbeam (6) that is integrally fixed to the coupler mounting seat (5). Draft sills comprise the front draft sills (7) and a rear draft sill (3) that are respectively provided on the front and rear sides of the coupler mounting seat (5); the coupler crossbeam (6), the rear end crossbeam (1), and the end floor (2) are all welded and fixed to the chassis side sills (9); and the front draft sills (7), the rear draft sill (3), and the coupler crossbeam (6) are welded and fixed to the lower surface of the end floor (2). A longitudinal force transmitted from a coupler is transmitted to the front draft sills (7) and the rear draft sill (3) by means of a coupler seat, then transmitted to the rear end crossbeam (1) and the end floor (2) by the front draft sills (7) and the rear draft sill (3), and transmitted to the chassis side sills (9); a transverse force is mainly transmitted to the chassis side sills (9) by the coupler crossbeam (6); moreover, the rear end crossbeam (1) can effectively suppress floor deformation caused by a bending moment.
A connecting structure for a chassis side beam of a rail vehicle having a drum-shaped vehicle body, comprising a chassis side beam (1), a chassis cross beam (3), a side wall upright column (5) and a side wall plate (6); the chassis side beam (1) is a roll bending member, has a cross section of a groove-shaped structure, and has a side face (14), an upper wing face (10) and a lower wing face (11); the side face has an inclination angle consistent with that of the side wall plate (6), a recessed pressing platform (13) is provided at the upper end of the outer side of the side face (14), the side wall plate (6) is overlapped on the pressing platform (13) and is butt welded to the pressing platform for fixation; the inner end of the lower wing face (11) is vertically turned downwards to form a flange (12), a vertical plate (2) is welded and fixed between the upper wing face (10) and the lower wing face (11), the inner side face of the vertical plate (2) is coplanar with the inner side face of the vertical flange (12), and serves as a mounting surface for an under-vehicle device hanger (7); and the upper plane of the chassis cross beam (3) is flush with the upper wing face (10) of the chassis side beam, and the two ends of the chassis cross beam (3) are welded and fixed to the inner surface on the side face (14) of the chassis side beam. Said structure makes under-vehicle devices be hung on a side beam, solves the problem of relatively large fatigue stress at the junction of a side wall upright column and a floor, reduces the machining difficulty and assembly difficulty of a cross beam, and reduces the weight of a vehicle body.
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
59.
Passenger communication output control circuit for unmanned metro train
The present disclosure relates to a passenger communication output control circuit for an unmanned metro train. The unmanned metro train is installed with passenger emergency communication units each having a communication button and a communication relay. The communication relay has a normally-closed contact pair and is linked with the communication button in a one-to-one correspondence. When the communication button is pushed down, the communication relay is energized to disconnect the normally-closed contact pair. The normally-closed contact pairs of all the coaches are connected in series to form an emergency communication circuit. Two terminals of the emergency communication circuit are respectively connected to a train power supply and an input/output module of a TCMS in the coach. When the passenger information system works normally, both a communication network and hardwire can transmitte the communication signal. When the two communication signals are inconsistent, the communication signal transmitted by hardwire shall prevail.
A railway coupler coupling detection-based emergency braking control circuit, comprising: a railway coupler state detection circuit and a railway coupler state relay connected to a train power loop in series. Normally open contacts of the railway coupler state relay are connected to emergency braking train lines (L1, L2, L3, L4) in a cross-parallel connection manner. When the railway coupler coupling is normal, inductive proximity sensors located at a coupler knuckle and a center pivot are closed, the railway coupler state relay is driven, and closing of a corresponding node of an emergency braking loop is ensured by the normally open contacts of the railway coupler state relay in the cross-parallel connection manner. When the railway coupler coupling is abnormal/accidentally uncoupled, the inductive proximity sensors of railway couplers of two adjacent compartments (M1, M2) are switched off simultaneously, the railway coupler state relays of the two trains are powered off, and emergency braking is applied. In addition, when the railway coupler state relay breaks down, the normal use of an emergency circuit can be ensured by operating a corresponding bypass switch to bypass the fault. The linkage of accidental uncoupling of the railway couplers and the emergency braking can be achieved, thereby improving the reliability of the circuit.
B61H 11/02 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types of self-applying brakes
B61C 17/00 - Arrangement or disposition of partsDetails or accessories not otherwise provided forUse of control gear and control systems
A vehicle body contour line-based rail vehicle derailment detection method, comprising: measuring distances between measurement points and a rail by means of a range finder mounted on a vehicle body chassis, and calculating a transverse displacement of a current vehicle body in a vehicle body coordinate system; measuring an inclination angle of the current vehicle body in the vehicle body coordinate system by means of an inclination angle sensor on the vehicle body; in view of the size of the vehicle body and distribution positions of the measurement points, the transverse displacement of the current vehicle body in the vehicle body coordinate system, and the inclination angle of the vehicle body in the vehicle body coordinate system, obtaining a dynamic outer contour line of the vehicle body in the vehicle body coordinate system and converting same into a dynamic outer contour line in a rail coordinate system; and performing dynamic comparison between the dynamic outer contour line of the vehicle body in the rail coordinate system and a vehicle determination envelope line, detecting an unexpected derailment phenomenon during the operation of a vehicle, and upon detection that derailment occurs, a system giving an alarm in time and applying a control action on the vehicle.
G01B 11/24 - Measuring arrangements characterised by the use of optical techniques for measuring contours or curvatures
G01S 17/08 - Systems determining position data of a target for measuring distance only
G01B 21/22 - Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring angles or tapersMeasuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for testing the alignment of axes
62.
BOGIE WHEELSET HAVING STEERABLE RUBBER WHEELS, AND RUBBER-TIRED BOGIE
A bogie wheelset having steerable rubber wheels (2), and a rubber-tired bogie. The bogie wheelset comprises an axle (1) and the rubber wheels (2) disposed at two ends of the axle (1). Each rubber wheel (2) can steer relative to the axle (1) along a steering axis perpendicular to a road surface, and two of the rubber wheels (2) in the bogie wheelset steer in a synchronous manner. The bogie wheelset further comprises a steering drive mechanism (3) for driving the rubber wheels (2) to perform synchronous steering. The rubber-tired bogie comprises the bogie wheelset, and further comprises a frame (4) and a connection bolster (5) mounted on the frame (4). A slewing bearing (6) is provided at an upper end of the connection bolster (5), and is connected to a vehicle body.
An emergency brake extension apparatus for an urban rail vehicle, comprising an emergency brake extension circuit connected to a train power line and positioned in the lead car, and a first emergency brake extension train line (A) and a second emergency brake extension train line (B) passing through the entire train, the emergency brake extension circuit having a protective circuit breaker, an emergency brake button normally-open contact point, and an emergency brake extension relay connected in series; a normally-open contact point of the brake extension relay is connected in series to a bow down control circuit, and a first normally-closed contact and a second normally-closed contact of the emergency brake extension relay are respectively connected in series to a return line (L3) of a train emergency brake control circuit and a power supply negative line circuit (L8); and a third normally-closed contact of the emergency brake extension relay is connected in series to a control circuit of a bypass cutout circuit of a train emergency brake execution circuit. Thus, the problem of urban rail vehicles being unable to synchronously apply emergency braking after connection is solved, and the problem of the emergency brake control circuit of all of the trains being unavailable due to the failure of a given train after connection is avoided.
A rail transit vehicle magnetic rail braking logic control system, applied to a high-suspension magnetic rail braking apparatus, and comprising a magnetic rail braking control circuit, a magnetic rail braking power supply execution circuit, and a magnetic rail braking state monitoring and feedback circuit. According to the system, automatic control can be set by means of a vehicle speed signal, and manual control can be achieved by artificially pressing a button, so as to achieve time-sharing control of a magnetic rail braking execution apparatus and an electromagnet. After five minutes of excitation of the electromagnet, power is automatically cut off to prevent damaging the electromagnet since the electromagnet works for a long time. The magnetic rail braking power supply execution circuit can achieve functions of motion control of the magnetic rail braking execution apparatus, excitation control of the electromagnet, and electromagnet coil outage reverse DC800V impulse voltage protection. The rail transit vehicle magnetic rail braking logic control system can be promoted to all medium and high-speed urban rail vehicles according to specific scene application requirements, and can safely and reliably control a magnetic rail braking system.
B60T 13/74 - Transmitting braking action from initiating means to ultimate brake actuator with power assistance or driveBrake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
65.
ANTI-COLLISION STRUCTURE FOR FRONT END OF RAILWAY VEHICLE CHASSIS
Provided is an anti-collision structure for the front end of a railway vehicle chassis, the structure comprising an end beam (1), a side beam (3), a buffer beam (2) and a coupler mounting beam (4). The end beam (1) is a box-shaped structure and is provided with a mounting beam (110), a back plate (111), an upper cover plate (18) and a lower cover plate (19). The mounting beam (110) is provided with mounting holes (11) through which guide pipes (91) of anti-creepers (9) pass, bolt holes (15) are arranged around the mounting holes (11), and the thickness is increased at regions of the mounting beam (110) around the mounting holes (11). Guide cylinders (17) and bolt mounting pipes (14) which are mounted on the mounting beam (110) and the back plate (111) are provided at the interior of the end beam (1); the front ends of the guide cylinders (17) abut against the mounting holes (11), and the front ends of the bolt mounting pipes (14) abut against the bolt holes (15); oblique rib plates (16) are further provided at the interior of the end beam (1); and outer ends of the mounting beam (110), the upper cover plate (18) and the lower cover plate (19) are welded with the side beam (3). The described structure has a compact design, the means of force transmission is ingenious, the weight of an anti-creeper mounting structure (end beam) is reduced due to the lightweight design in which weight reduction holes are additionally provided on internal rib plates, and 400 KN of longitudinal force may be effectively borne and said structure will not yield under 200 KN of vertical force.
A method for controlling automatic switching between a VCB and an HSCB on the basis of a TCMS of a dual-current-system train. The dual-current system comprises a DC 1500 V high-voltage system and an AC 25 kV high-voltage system; the TCMS controls the disconnection and closing of the VCB and the HSCB according to a high-voltage system of overhead lines on the current rail, the state of a pantograph and train loading conditions, which are collected by the TCMS, and the received excitation signals; and a phase-splitting passage device is arranged in the rail. According to the method, the degree and efficiency of train automation are improved.
Disclosed are a detection system and detection method for an obstacle between a shielding door and a vehicle body, wherein a passage between the vehicle body and the shielding door is a corridor. The system comprises: a binocular camera, a calibration object, a computer and a millimeter-wave radar, wherein the binocular camera and the millimeter-wave radar are both mounted at one end of the corridor; two cameras of the binocular camera read, in real time, corridor picture information including the calibration object and transmit the read information to the computer in real time; the millimeter-wave radar emits, in real time, radar waves which are reflected by the vehicle body, the shielding door and an obstacle so as to generate echoes, and the millimeter-wave radar transmits the received echoes to the computer in real time; and the computer performs, by using a D-S algorithm, fusion calculation on a first volume and coordinates calculated by the computer according to the corridor picture information and a second volume and coordinates calculated by the computer according to the echoes, so as to determine whether an obstacle is present. The present invention has a high precision.
A body bolster-free underframe end structure of a railway vehicle, comprising an underframe end beam (1), underframe edge beams (7), a coupler mounting seat (3), coupler support beams (4) and oblique support beams (2), wherein the front part of the coupler mounting seat (3) is connected to the underframe end beam (1) by means of the oblique support beams (2), and the two sides of the coupler mounting seat (3) are connected to the underframe edge beams (7) by means of the coupler support beams (4), so that quadrilateral frame structures are formed at the two sides of the coupler mounting seat (3) respectively. The oblique support beams (2) form an included angle of 55°-80° that has a forward opening, and the coupler support beams (4) form an included angle of 120°-140° that has a backward opening. All components of the underframe end structure may be independently produced and then assembled, so that the production efficiency may be improved. The longitudinal force of the vehicle is transmitted by using multiple paths, and the single transmission of the longitudinal force is dispersed, so that the bearing capacity of the structure is guaranteed. A stress concentration area is processed by employing a transition structure, so that fatigue service life requirements of the structure are ensured. The complex assembly relationship and process adjustment with a bogie are avoided by employing the body bolster-free structure.
A pantograph remote control circuit for an unmanned metro train includes a startup circuit of an auxiliary inverter emergency start relay, a control circuit of an auxiliary inverter energized relay, and a startup circuit of a pantograph raising relay. A first normally-open contact pair of the pantograph raising relay is serially connected to a pantograph raising electromagnetic valve and then connected to an output terminal of a battery. At the meantime, the bootstrap is remotely controlled by the internal ATC wake-up module when the power supply is fed by the battery, and there is no need for the driver to operate on the spot, thereby saving time for the driver from operations and reducing the potential misoperation of the driver.
B60L 5/28 - Devices for lifting and resetting the collector
H02H 3/24 - Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition, with or without subsequent reconnection responsive to undervoltage or no-voltage
A suspended sky train having a large visual field, comprising a car body and a bogie, wherein the car body comprises a car body frame structure, an emergency evacuation door located at the front end of a cab, a roof internal mounting structure, and an air conditioning system; the bogie is provided with a coupler mounting structure used for connecting a coupler with the bogie; the whole car body uses an aluminum alloy hollow profile welding structure; a chassis (3) uses an aluminum alloy profile welding frame, and a glass floor is laid on the frame; a frame structure is formed at a side wall (2) by using aluminum alloy profile upright columns and cross beams; transparent windows are bonded in the frame; a roof (1) uses the whole welding structure of an aluminum alloy profile edge beam (12) and top plate (13); a main device mounting interface is reserved at a roof edge beam; a bolster beam is connected with a bogie suspending mechanism. The lightweight, sound insulation, and heat insulation of the whole car body are technically improved, and all parts of the car body below the shoulders are transparent and visible.
B61B 3/02 - Elevated railway systems with suspended vehicles with self-propelled vehicles
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
A ramp type emergency evacuation door and a rail vehicle having same. The ramp type emergency evacuation door comprises a door frame (7) and a door leaf (2). The lower portion of the door leaf (2) is connected to the door frame (7) by means of a linkage mechanism. The upper portion of the door frame (7) is provided with a retracting device (3). One end of the retracting device (3) is connected to the upper end of the door leaf (2) by means of a sling belt (10), and the other end of the retracting device (3) is connected to a retracting box device (5) by means of a retracting belt (4). A transition pedal fixed together with the linkage mechanism is further provided inside the door leaf (2). The transition pedal is provided with a fixed plate (13) located inside the door frame (7) and two out-turned movable plates (1, 11). A fixed pedal (6) is further provided inside the fixed plate (13). The present invention solves the problems in the existing evacuation door of a large number of complicated parts and high costs, thereby providing a new solution for achieving quick rescue.
A passenger alarm output control circuit for an unmanned subway train, wherein a train is mounted with a passenger emergency alarm (PECU); the passenger emergency alarm (PECU) has an alarm button, and an alarm relay carrying a normally closed contact (PEPB1-6) linked to the alarm button and in a one-to-one correspondence therewith; when the alarm button is pressed, the alarm relay is energized to turn off the normally closed contact thereof, the normally closed contact of the alarm relay in each passenger compartment forms an emergency alarm line in series, and two ends of the emergency alarm line are respectively connected to a train power supply and an input/output module of a TCMS in the passenger compartments. When a passenger information system is operating normally, an alarm signal may be transmitted by means of a communication network, and an alarm signal may also be transmitted by means of a hard wire. When the two signals are inconsistent, the alarm signal of the hard wire has priority. When the network is interrupted, the alarm signal of the hard wire is redundant, and the alarm signal may still be outputted, thereby improving the reliability of the system.
The present invention relates to a train door electrolytic lock control circuit for an unmanned metro train, comprising an electrolytic lock device and a door controller. The electrolytic lock device comprises a lock cylinder, and an electrolytic lock signal switch and a door enable signal switch driven by the lock cylinder; when the lock cylinder is in a closed state, both the electrolytic lock signal switch and the door enable signal switch are disconnected; when the lock cylinder is in an open state, both the electrolytic lock signal switch and the door enable signal switch are closed; the door controller has a zero-speed signal input port connected to a zero-speed signal train line, a door enable signal input port connected to the door enable signal switch, and an electrolytic lock signal input port connected to the electrolytic lock signal switch; when the zero-speed signal input port, the door enable signal input port, and the electrolytic lock signal input port of the door controller all have signals input, the door controller controls the train door to execute an operation. The present invention solves the problem that staff of a full-automatic driving train can only open the train door by means of mechanical unlocking of a passenger compartment door.
An underframe equipment suspension seat comprises a suspension seat (1), an upper adjustment pad (4), and an equipment supporting pad plate (5). The suspension seat (1) comprises a base plate for bearing the upper adjustment pad (4). The base plate is provided with an adjustment hole. A lower surface of the upper adjustment pad (4) engages with an upper surface of the base plate. The upper adjustment pad (4) is rotatably adjustable relative to the base plate in a lateral direction of a vehicle. The equipment supporting pad plate (5) is disposed on upper adjustment pads (4) of adjacent suspension seats so as to span across the same. In the underframe equipment suspension seat, an upper adjustment pad rotates along an arc-shaped surface of a base plate, eliminating a wedge-shaped gap resulting from insufficient flatness of the equipment mounting seat, without requiring the addition of a wedge adjustment pad to perform adjustment, thereby ensuring that a screw of an equipment mounting bolt is only subjected to a force in an axial direction, standardizing equipment suspension seats, and improving productivity.
A pantograph remote control circuit for an unmanned subway train, comprising a start circuit of an auxiliary inverter emergency start relay (3), a control circuit of an auxiliary inverter electrifying relay (7), and a start circuit of a pantograph lifting relay (10). A first normally open contact of the pantograph lifting relay is connected to a storage battery output end after being connected in series to a pantograph lifting electromagnetic valve. The control circuit effectively avoids the occurrence of storage battery feeding during operation of a train, in which situation the train cannot be activated and thus a train start failure is caused, thereby reducing train rescue and improving availability; furthermore, during storage battery feeding, bootstrap is remotely controlled by an ATC internal awakening module, without in-place operation by a driver, so that the time for operation by the driver is saved, and the error likely to be caused by the driver is reduced. The control circuit can be popularized to existing full-automatic unmanned pantograph control circuits for rail transit, such that remote emergency pantograph lifting can be achieved without manual in-place intervention, and thus a full-automatic unmanned subway is truly achieved.
A coupler mounting structure. A coupler comprises a fixed end (10) connected to a vehicle and a movable end engaged with a coupler of an adjacent vehicle; the fixed end (10) of the coupler is used for connecting to a vehicle bogie, and the coupler mounting structure comprises a support device movable along a track, one end of the support device close to the bogie is rotatably connected to the bogie in at least a vertical direction, the support device is provided with a support plate (7) supported by vertical elastic support, and the coupler falls on the support plate (7) to be supported. The coupler mounting structure is applicable to suspension-type sky trains. Because the coupler is mounted on the bogie, and the whole bogie is in a track beam and is not exposed, rain and dust are not easy to enter the coupler, and the risk of failure of a coupling mechanism is reduced, thereby also improving operation safety of the vehicle.
B61G 7/10 - Mounting of the couplings on the vehicle
B61G 5/02 - Couplings not otherwise provided for for coupling articulated trains, locomotives and tenders, or the bogies of a vehicleCoupling by means of a single coupling barCouplings preventing or limiting relative lateral movement of vehicles
B61F 1/14 - Attaching or supporting vehicle body structure
A self-treating energy-saving environmentally-friendly sanitation system for a rail train comprises: an electrical control unit (6) and a vacuum toilet (1), a microbial degradation sewage tank (2), a filtration device (3), a disinfection device (4), and a recovery water tank (5) sequentially connected by pipelines. A pipeline between a sewage discharging port of the vacuum toilet (1) and the microbial degradation sewage tank (2) is equipped with a sewage discharging solenoid valve (8). A pipeline between the microbial degradation sewage tank (2) and the filtration device (3) is equipped with a filtration solenoid valve (9). A pipeline between the filtration device (3) and the disinfection device (4) is equipped with a disinfection solenoid valve (10). A pipeline between the disinfection device (4) and the recovery water tank (5) is equipped with a recovery solenoid valve (11) and a recovery water pump (12). A pipeline is connected between the recovery water tank (5) and a water path interface of the vacuum toilet (1), and the pipeline is equipped with a water supply pump (26) and a water outlet solenoid valve (15).
A small-wheelbase compact permanent magnet motor axle-hugging mounting type direct-drive bogie, comprising a pair of frame devices (1). An axle (20) is provided between the frame devices (1); a permanent magnet synchronous traction motor (4) is mounted at the middle of the axle (20); the axle (20) close to the frame devices (1) is provided with a wheel set axle box device (3); a connecting cross beam is further provided between the two frame devices (1); a double traction rod device (8) is provided on the connecting cross beam; the upper surface of the double traction rod device (8) is provided with a mounting plate; and the mounting plate is fixedly connected to a rail vehicle. The small-wheelbase compact permanent magnet motor axle-hugging mounting type direct-drive bogie is simple in structure and has high transmission efficiency, the small curve passing performance of the bogie is improved, the wheel rim wear of a curve wheel is reduced, and the energy saving performance and the like are improved.
A speed-based segmented braking force control method, the method comprising the steps of: drawing a deceleration and speed curve at a braking level of 100%; drawing deceleration and speed curves at other braking levels; collecting a speed signal; applying a braking level; and determining the deceleration and calculating and applying an electric braking force. In this solution, an electric braking capability curve is used as the basis for segmented braking force control, and by using a speed signal output by a speed sensor and the level of braking applied to a vehicle, a braking system automatically performs braking control according to a corresponding deceleration on the braking curve, such that the problems of sliding at a high speed segment and excessive wear can be effectively solved.
B61H 11/00 - Applications or arrangements of braking or retarding apparatus not otherwise provided forCombinations of apparatus of different kinds or types
80.
INTELLIGENT CONTROL SYSTEM AND METHOD FOR PROMOTING COMFORTABLE SENSATION FOR PASSENGER OF RAIL TRAIN
An intelligent control system and method for promoting a comfortable sensation for a passenger of a rail train. The system comprises an air-conditioning control unit (9) connected to a control power source (8), wherein the air-conditioning control unit (9) is electrically connected to a temperature collection system and a vehicle air-conditioning unit (1); the air-conditioning control unit (9) is electrically connected to an illumination control unit (14) via a communication unit (15); and the illumination control unit (14) is in communication with the control power source (8) and is electrically connected to an illumination system with a colour-changing function. For passengers with different physical conditions, by means of the analysis of the influence that different colours have on the emotions of people psychologically, and by using an intelligent control method where air-conditioning and illumination are interactively integrated, a condition state of the operation of an air conditioner of a guest room is transferred to an illumination system via a circuit signal, and the illumination system in the guest room is controlled to generate different colour temperature outputs while operating in corresponding modes, such as air-conditioning cooling, heating and ventilation, in order to change the illumination colour of the guest room, so that passengers sense, visually in the first instance, that an air-conditioning system of the guest room is starting a regulating function for the temperature of the guest room of a compartment.
A method for detecting a bearing temperature of a railway passenger train. Digital and analog temperature measuring chips are integrated inside a sensor probe (1); the two temperature measuring chips detect the temperature of an axle box at the same time and transmit temperature signals to a detection host by means of transmission lines; the detection host receives the two temperature signals sequentially and independently performs a determination on the two signals; then the two temperatures are selected according to a temperature selection condition, and a temperature is finally selected to be displayed and analyzed. The use of the method for axle temperature detection can yield more reliable and higher beneficial effects than a previous single sensor detection method. Also disclosed is a digital/analog integrated temperature sensor used for the method.
B61K 9/06 - Detectors for indicating the overheating of axle bearings and the like, e.g. associated with the brake system for applying the brakes in case of a fault by detecting or indicating heat radiation from overheated axles
G01K 7/00 - Measuring temperature based on the use of electric or magnetic elements directly sensitive to heat
82.
VIBRATION IMPACT TEST METHOD FOR PERMANENT MAGNETIC DIRECT-DRIVING MOTOR
A vibration impact test method for a permanent magnetic direct-driving motor, being achieved by use of a special vibration impact test platform. Traditional random vibration is replaced by rolling vibration, so that problems in the existing random vibration test platform of insufficient largest load, being unable to assess random vibration fatigue performance of a bearing and being unable to achieve impact working conditions are effectively resolved. The test shows that the method is precise and feasible, the operation process is simple, the result data is reliable, and the test cost is greatly reduced; the method is especially suitable for vibration impact test of the permanent magnetic direct-driving motor.
A low-floor two-axis straddle monorail bogie (2), comprising: a frame (3), two traction motors (6) and two sets of running wheels (5); the frame (3) is provided with a middle transverse beam (31), two side beams (32), and end beams (33) that are located at both ends; the frame (3) is an inverted U shape when viewed from the traveling direction of the vehicle and straddles a track beam (1); two sides of a middle part of the frame (3) are provided with a downwardly extending L-shaped cantilever (34), and a second series of damping springs (8) are mounted on the cantilever (34); the two traction motors (6) are arranged on the two end beams (33) of the frame (3) respectively; the two sets of running wheels (5) are arranged at front and rear sides of the middle transverse beam (31) of the frame. The traction motors (6), by means of gear boxes (7), drive the running wheels (5) at corresponding sides to rotate, the two gear boxes (7) being located on a same side of the frame (3). The monorail bogie (2) disposes the two gear boxes (7) on the same side of the frame (3), while the other side of the bogie (2) retains a large space such that the floor of the vehicle at the foregoing location may be lower.
An axle box structure having both anti-slip and monitoring functions for a railway vehicle, comprising: an axle box body (1) sleeved, by means of a bearing, on the axle end, an axle box gland (6) fixed outside the axle end, and a gear (7) fixed on the exterior end of the axle box gland (6); an axle box cover (8) is fixed on the exterior end of the axle box body (1), and a speed sensor mounting interface (19) away from the center of a bogie and a signal sensor mounting interface (20) close to the center of the bogie are provided in the axle box cover (8). Observed from the axle end, an angle a is formed downward between the central line of the speed sensor mounting interface (19) and the horizontal line, and an angle b is formed downward between the central line of the signal sensor mounting interface (20) and the horizontal line, the value range of angle a being 7°-11°, and the value range of angle b being 8.5°-11.5°. Said axle box structure keeps the dimensions of a labyrinth groove of the axle box cover (8), at the position cooperating with the axle box body (1), unchanged, and enables a boss interface for an anti-slip device and a boss interface for a signal device to be integrated on the axle box cover (8), thereby realizing the purpose that both an anti-slip device and a signal device can be mounted on one axle box cover (8).
A permanent magnet direct drive subway train, comprising a train body, a frame mechanism (1) and wheelset mechanisms arranged below the train body. A permanent magnet synchronous traction motor (4) is embracingly installed on a wheel axle, both ends of a rotor (9) of the permanent magnet synchronous traction motor (4) being connected to a train axle (20), and the inside of a stator (10) of the permanent magnet synchronous traction motor (4) being connected to the frame mechanism (1) by means of an elastic support structure (5). An axle-control method is used on a traction system which matches the direct drive permanent magnet synchronous motor (4), and an isolation contactor is provided between each motor and a traction inverter. An axle-control method is used on a traction system which matches the direct drive permanent magnet synchronous motor; a control system does not restrict the differences of wheel diameters between axles during operation, greatly reducing the workload and maintenance costs for vehicle spinning wheels; provided between each motor and a traction inverter is an isolation contactor, in order to prevent the motor, after a failure thereof, from being converted to a generator, which interrupts the operations of the inverter, thus ensuring the safety of the traction system when the motor fails.
B61C 9/50 - Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
86.
CENTRALIZED CONTROL CIRCUIT FOR SLIDING PLUG DOOR OF RAILROAD CAR
A centralized control circuit for a sliding plug door of a railroad car. A motor car is provided with a left side car terminal connector and a right side car terminal connector. A forward end and rear end of a trailer car are both provided with a left side car terminal connector and right side car terminal connector. The left and right side car terminal connectors of the motor car are respectively connected, via a jumper wire, to the left and right side car terminal connectors of the trailer car. The left and right side car terminal connectors of the trailer car are respectively connected, via a jumper wire, to the left and right side car terminal connectors of a coupled trailer car. A number of the trailer cars are all provided with main control lines for a left door and a right door. The centralized control circuit comprises a left door opening button and a right door opening button. The left door opening button and right door opening button are respectively connected, via a left door opening control line and a right door opening control line, to the left side car terminal connector and right side car terminal connector of the motor car. A jumper wire design is selected for the car terminal connectors between the motor car and the trailer car and between the trailer cars. The present invention addresses issues of centralized control of a sliding plug door when a train car is added, removed, or freely assembled, and completely realizes interchangeability of a car terminal jumper connecting wire.
A rainproof device suitable for a side door of a railroad car, comprising: a sealing rubber strip 1 (5), a sealing rubber strip 2 (3), a bidirectional flow limiting device, a rain blocking strip (6), an expandable and retractable air bag (7), and a gas connection tube. The sealing rubber strip 1 (5) is provided at the bottom of the side door panel (2). The sealing rubber strip 2 (3) is provided around a side door frame. The bidirectional flow limiting device comprises a flow limiting device A (8) and a flow limiting device B (4). The flow limiting device A (8) comprises a connector 1 (81), a flat spring 1 (82), a pushing pin (84), and an elastic connector (85). The flow limiting device B (4) comprises a connector 2 (41) and a flat spring 2 (42). The expandable and retractable air bag (7) is provided within a semi-sealed cavity of the rain blocking strip (6). When the side door panel (2) is tightly closed, the flow limiting device A (8) and flow limiting device (B) are inserted into each other to form a sealed engagement. The pushing pin (84) can move forwards and backwards, and can simultaneously spring open the flat spring 1 (82) and flat spring 2 (42). A sealed cavity 1 (87) communicates with a sealed cavity 2 (45) so as to allow expansion of the expandable and retractable air bag. The invention can realize complete sealing of a car door without making changes to an existing car body or car door, and addresses a rain leaking issue of a folding door of the prior art at a lower cost.
A centralized control circuit for a pneumatic current collector, comprising raising/lowering instruction circuits connected in series in a cab and each compartment, interlocking circuits independently arranged in each compartment, and execution circuits independently arranged in each compartment. After the raising/lowering instruction circuit sends a raising/lowering instruction, the interlocking circuit in each compartment executes a corresponding action, and then the execution circuit in each compartment executes a corresponding raising or lowering action. By means of the present invention, the cab and all the compartments can be synchronously raised or lowered by controlling a pneumatic current collector raising button CSCPB and a pneumatic current collector lowering button CSOPB in a cab, thereby implementing the centralized control of the pneumatic current collector so that the operation of a driver is simplified, and the control is synchronized and unified.
Disclosed is a railway vehicle chassis end structure, comprising: an end beam (10), a traction beam (17) and a corrugated floor (16). An unhooking protection device (11) and a tripping prevention impact seat (12) are arranged on the end beam (10). An angle iron (18) is arranged on the rear portion of the end beam (10). The angle iron (18) is connected to the corrugated floor (16) in a welded manner. A ribbed plate (19) is welded between the end beam (10) and the angle iron (18). Connecting plates (13) are further welded to protective boxes (1) of the unhooking protection device (11). The connecting plates (13) are welded to the traction beam (17). The railway vehicle chassis end structure is conveniently manufactured, has a simple structure, and can effectively prevent a coupling cracking a windshield aluminium section.
B61G 1/36 - Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means with shackles and hooks, e.g. specially adapted for mine cars
90.
MODULARIZED FUEL OIL CONVEYING DEVICE FOR RAILWAY VEHICLE
Disclosed is a modularized fuel oil conveying device for a railway vehicle, comprising a support (15). A first electric oil pump (1), a second electric oil pump (2), a first fuel oil coarse filter (4), a second fuel oil coarse filter (5), a manual rocker pump (3) and a magnetic filter (6) are fixed to the support (15). An upper oil tank oil supply interface (9) and an upper oil tank oil inflow interface (10) are arranged at the upper part of the support (15). A unit oil supply interface (11), a lower oil tank oil inflow interface (12) and a lower oil tank oil supply interface (13) are arranged at the lower part of the support (15). Oil conveying ends of the first and second electric oil pumps (1, 2) and the manual rocker pump (3) are connected to the upper oil tank oil inflow interface (10) via valves. Oil inflow ends of the manual rocker pump (3) and the first electric oil pump (1) are connected to the lower oil tank oil supply interface (13) via the first fuel oil coarse filter (4). An oil inflow end of the second electric oil pump (2) is connected to the lower oil tank oil supply interface (13) via the second fuel oil coarse filter (5). An oil outlet of the magnetic filter (6) is connected to the unit oil supply interface (11). An oil inlet of the magnetic filter (6) is connected to the upper oil tank oil supply interface (9) and the lower oil tank oil inflow interface (12) via an oil supply valve (7) and an oil drain valve (8), respectively. The fuel oil conveying device can be mounted to different types of vehicles, improving vehicle modularity and vehicle production efficiency.
F02M 37/18 - Feeding by means of driven pumps characterised by provision of main and auxiliary pumps
F02M 37/16 - Feeding by means of driven pumps characterised by provision of personally-, e.g. manually-, operated pumps
F02M 37/22 - Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system
Disclosed is a low-floor rubber tyre bogie, comprising an independent wheel pair (1), a frame (2), motor gearbox transmissions (3), a secondary suspension system, and a traction device, wherein the frame (3) comprises two side beams, two crossbeams, and two end beams; the independent wheel pair (1) comprises four rubber tyres (1-1) and four reversing transmission gearboxes (1-4), with each rubber tyre (1-1) being provided with a reversing transmission gearbox (1-4); each motor gearbox transmission (3) is mounted at the middles of the side beams of the frame (2) and comprises a motor and a gearbox, with the motor and the gearbox being designed as a whole, the motors being arranged horizontally, the gearboxes being arranged longitudinally, and moreover, the gearboxes being able to simultaneously output power to both ends; and each motor gearbox transmission is connected respectively with two reversing transmission gearboxes which are located on the same side of the motor gearbox transmission through two cardan joints. Therefore, the low-floor rubber tyre bogie enables a railway vehicle to run on a track-less road, and realizes the fully low-floor and high-streamline performance of the vehicle with the bogie.
B61F 5/02 - Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogieConnections between underframes and bogies
A mounting base for an articulation mechanism of a low-floor tramcar comprises a car body mounting plate (1), a trapezoidal connection column (2), and an I-shaped rib plate (3), an upper bottom plate (21) of the trapezoidal connection column (2) being fixedly connected to the I-shaped rib plate (3), and a lower bottom plate of the trapezoidal connection column (2) being fixedly connected to the car body mounting plate (1); the I-shaped rib plate (3) comprises an upper ejection plate (31), a lower ejection plate (32) and a vertical support pillar (35), articulation mechanism mounting surfaces (33) provided with bolt mounting holes (34) being respectively arranged on the upper ejection plate (31) and the lower ejection plate (32); and a mounting groove (36) is provided on the vertical support pillar (35). The mounting base has an integral cast structure, and is concentrated in stress, high in carrying capacity, compact in structure and convenient to manufacture, install and maintain. Furthermore, by further designing a plurality of lightening holes, the mounting base is conducive to the effective use of materials and is lighter in whole mass while having high carrying capacity.
B61G 7/10 - Mounting of the couplings on the vehicle
B61G 5/02 - Couplings not otherwise provided for for coupling articulated trains, locomotives and tenders, or the bogies of a vehicleCoupling by means of a single coupling barCouplings preventing or limiting relative lateral movement of vehicles
93.
DIRECT-DRIVE BOGIE HAVING AXLE-MOUNTED PERMANENT MAGNET ELECTRIC MOTOR
A direct-drive bogie having an axle-mounted permanent magnet electric motor, comprising two frames (1), two permanent magnet synchronous traction motors (4), two triangular elastic supporting devices (5) and four wheelset axle box devices (3). Two neighboring front and rear wheelset axle box devices (3) are connected through the frame device (1). Two symmetrical left and right wheels (21) are connected through an axle (20). The permanent magnet synchronous traction motor (4) is integrated with the axle (20) through a rotor (9). Driving is realized through rotation of the axle (20). The two frames (1) are symmetrically provided at left and right sides of a forward traveling direction of a rail vehicle. The two frames (1) are connected through a double traction rod (8). The triangular elastic supporting device (5) is connected to the permanent magnet synchronous traction motor (4) and the double traction rod (8). The direct-drive bogie having the axle-mounted permanent magnet electric motor adopts a permanent magnet synchronous traction motor, eliminating rotor excitation electric energy, improving motor efficiency, and the elimination of a gearbox further improves transmission efficiency and reduces the wheelbase of the bogie; the invention can be widely applied to various urban rail transit vehicles, is energy-saving, environmentally friendly, has a small curve and a high carrying capacity.
A flow regulation and stabilization device preventing air flow instability comprises a connector (1) and two flow regulator structures (3, 4). A cavity (2) running in an axial direction is provided at the center of the connector (1), and the two flow regulator structures (3, 4) are interference fitted respectively at two ends of the cavity (2). Each of the flow regulator structures (3, 4) is provided with an axial narrow hole (5) and a conical cavity (6), and the two conical cavities (6) are disposed oppositely. Each conical generatrix line (7) of the conical cavities (6) has an included angle of 135° with respect to the cavity wall (8). The cross-section of the cavity (2) has a diameter of 6 mm, and the cavity (2) has a length of 30 mm. The diameter of the axial narrow hole (5) in each flow regulator structure (3, 4) is 1 mm, and each axial narrow hole (5) has a length of 5 mm. By employing the above construction, an air flow is buffered by using the flow stabilizing cavity (2) formed inside the connector (1), thus reducing air flow instability and achieving the effect of flow regulation and stabilization. As a result, jittering of a sweep hand of a pressure meter is avoided, thus overcoming the problem in which an air pressure surge during an air pumping stage of a piston air compressor causes jittering of a sweep hand of a pressure meter.
G01L 19/06 - Means for preventing overload or deleterious influence of the measured medium on the measuring device or vice versa
G01F 1/20 - Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow by using mechanical effects by detection of dynamic effects of the flow
95.
BRAKE INSTRUCTION CONVERSION AND CONTROL CIRCUIT FOR MULTIPLE UNIT
A brake instruction conversion and control circuit for multiple units comprises a vehicle circuit interface, a brake instruction conversion device, a brake control device and a locomotive coupler. The vehicle circuit interface and the brake instruction conversion device are connected with 5 data transmission lines respectively used to output a traction valid command, brake valid command, ATO valid command, locomotive rescue command and multiple-unit rescue command to the brake instruction conversion device from the vehicle circuit interface. The brake instruction conversion device is further connected to brake relays from levels 1-7, and the brake relays from levels 1-7 are connected to the brake instruction conversion device via respective data transmission lines. The locomotive coupler is connected with brake train lines from levels 1-7, and the brake train lines from levels 1-7 are connected to the brake control device. In the present invention, a DC voltage of 3-8 V outputted from a master controller is divided into 7 levels respectively corresponding to braking from levels 1-7, thus realizing hard-wired instruction backup and allowing cooperation with a mature braking system for multiple units.
An ATO autopilot and control circuit for multiple units comprises an ATO apparatus, a driver controller, an encoding function apparatus and an information control device MON. Four traction level contacts of the ATO apparatus are respectively connected to the encoding function apparatus. The encoding function apparatus and the information control device MON are connected with six data transmission wires respectively provided with a rectifier diode. Six data transmission wires connected to the driver controller extend and have terminal ends sequentially connected to those corresponding six data transmission wires at positions between the rectifier diodes and the information control device MON. The encoding function apparatus are further connected to six back-sampling transmission wires, and the six back-sampling transmission wires have terminal ends sequentially connected to those corresponding six data transmission wires at positions between the rectifier diodes and the encoding function apparatus. The ATO autopilot and control circuit for multiple units ensures that no signal is lost during transmission, thus improving the safety and stability of sending a signal.
patents
