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CN-122020592-A - Comprehensive optimization method for abrasion of wheel brake of subway train

CN122020592ACN 122020592 ACN122020592 ACN 122020592ACN-122020592-A

Abstract

The invention relates to the technical field of train brake control, in particular to a comprehensive method for optimizing wheel brake abrasion of a subway train, which aims at solving the problems that excessive air brake input, large wheel brake abrasion and aggravated operation and maintenance cost caused by mismatching of the electric brake input and actual load of the existing subway train; 2) screening brake shoes with moderate hardness, low elastic modulus and high density, optimizing the contact state of the brake shoes and the tread of the wheel, and inhibiting abnormal abrasion. The invention can be realized by software optimization and brake shoe model selection without changing vehicle hardware, obviously prolongs the replacement period, reduces the operation and maintenance cost and has strong practicability.

Inventors

  • ZHAO YAN
  • GUAN RUIXIN
  • LI WENTING
  • WEI YUJIE
  • WANG MING
  • KANG MENG
  • ZENG QINGWEI
  • PEI QINGFU
  • FU KANG
  • DUAN KAIFENG
  • ZHANG ZIQI

Assignees

  • 陕西铁路工程职业技术学院

Dates

Publication Date
20260512
Application Date
20260202

Claims (10)

  1. 1. The comprehensive method for optimizing the abrasion of the wheel brake of the subway train is characterized by comprising the following steps of: 1) When the train is in a braking working condition and the running speed is greater than the electric idle conversion point speed Vz=6km/h, the electric braking force F is dynamically adjusted according to five working conditions based on the relation between the actual load M0, M2 and M3 of the train and the preset standard load AW0, AW2 and AW3 of the train, so that the electric braking force is matched with the total braking force required by the train, and the air braking investment is reduced, wherein the five working conditions are as follows: ① When m=m0, f=f0, F0 is an electric braking force value matched with the actual running speed of the train in the electric braking force curve of the train AW0 working condition; ② When M0 is less than M2, according to a linear interpolation formula F=F0+ (M-M0) × (F2-F0)/(M2-M0), and combining the actual running speed of the train to finish dynamic adaptation adjustment; ③ When m=m2, f=f2, F2 is an electric braking force value matched with the actual running speed of the train in the electric braking force curve of the train AW2 working condition; ④ When M2 is less than M3, according to a linear interpolation formula F=F2+ (M-M2) × (F3-F2)/(M3-M2), and combining the actual running speed of the train to complete dynamic adaptation adjustment; ⑤ When m=m3, f=f3, F3 is an electric braking force value matched with the actual running speed of the train in the electric braking force curve of the train AW3 working condition; Wherein m0=225.5t, m2=316.5t, m3=340.9t, F0, F2, F3 are preset known parameters for the train; 2) Reducing abnormal abrasion, namely selecting a brake shoe with the density more than or equal to 2.08g/cm 3 , the elastic modulus less than or equal to 986N/mm 2 and the hardness less than or equal to 77.8HRR, optimizing the contact state of the brake shoe and the tread of the wheel, and inhibiting the abnormal abrasion of narrow parallel grooves of the tread.
  2. 2. The method for optimizing and integrating abrasion of wheel brake of subway train according to claim 1, wherein in the step 1), after the actual load M is updated every time the train arrives at a station, the electric braking force is adjusted by substituting the actual load M into the corresponding formula.
  3. 3. The method for optimizing and synthesizing abrasion of a wheel brake of a subway train according to claim 1, wherein the heat conductivity coefficient of the brake shoe is more than or equal to 0.89W/(m.K).
  4. 4. The method for optimizing and synthesizing the abrasion of the wheel brake of the subway train according to claim 1, wherein the specific parameters of the brake shoe are density of 2.16-2.20g/cm 3 , elastic modulus of 350-456N/mm 2 , hardness of 30.0-42HRX and heat conductivity of 1.24-1.35W/(m.K).
  5. 5. The method for optimizing and integrating abrasion of subway train wheel brakes according to claim 1, wherein the dynamic adjustment model in the step 1) is realized through software upgrading of an existing brake control system of a train without changing hardware.
  6. 6. The comprehensive optimization method for the abrasion of the wheel brake of the subway train is characterized in that the train is a B-type subway train, the initial thickness of a brake shoe is 45mm, the replacement limit thickness is 12mm, the diameter of a new wheel is 840mm, and the abrasion limit diameter is 770mm.
  7. 7. The method for optimizing and integrating abrasion of subway train wheel brakes according to claim 1, wherein in the step 1), after electric braking force is adjusted, the total amount of regenerative braking energy and electric resistance braking energy consumption of the train is increased compared with that before adjustment, and the difference value required for air braking supplement is reduced.
  8. 8. The method for optimizing and integrating abrasion of wheel brake of subway train according to claim 1, wherein in the step 2), static inspection is needed before the brake shoe is assembled, and the friction area after the new brake shoe is worn in is not less than 75%.
  9. 9. The method for optimizing and synthesizing abrasion of subway train wheel brake according to claim 1, wherein the average highest temperature of brake shoes and wheels is monitored by sticking temperature patches, and the air brake input reducing effect is verified.
  10. 10. A subway train braking system applying the method according to any one of claims 1-9, comprising a load detection module, an electric brake control module and a brake shoe adaptation module, wherein the load detection module collects the actual load of the train in real time, the electric brake control module executes a dynamic adjustment model, and the brake shoe adaptation module is matched with a brake shoe with preset performance parameters.

Description

Comprehensive optimization method for abrasion of wheel brake of subway train Technical Field The invention relates to the technical field of train braking control, in particular to a comprehensive method for optimizing abrasion of a wheel brake of a subway train. Background With the acceleration of urban progress in China, urban population density is continuously increased, and traffic jam problems are increasingly serious. As a mass-transit, high-speed and low-pollution urban rail transit mode, subways become a core choice for relieving urban traffic pressure, and take up important roles in the traffic network of each large city. The safe and efficient operation of the subway train is directly related to convenience and safety of citizens in traveling, and meanwhile, the economic benefit of subway operation companies is also influenced. However, with the accumulation of the operation time and the continuous increase of the number of running trains, the abrasion problem of the wheel brake is more and more prominent, and becomes a key factor for restricting the operation safety and economy of the subway. The excessive abrasion of the wheel brake not only can lead to the reduction of the braking performance of the train and increase the safety operation risk, but also can obviously improve the operation and maintenance cost, frequently replace the brake shoes and wheel pairs and increase the turning and repairing times of the wheel, and a great amount of manpower and material resource consumption can be generated. Through statistics, the replacement cost of brake shoes and wheel sets only for a certain subway operation branch company is up to tens of millions of yuan each year, and wheel brake abrasion is an important economic pressure source facing the subway operation company. The root cause of excessive abrasion of the wheel brake of the subway train is deeply analyzed, and the method is mainly focused on two core aspects, namely excessive air braking investment and abnormal abrasion of the wheel brake. In terms of air brake input, the electric brake input mode commonly adopted by the urban rail transit vehicle at present has obvious defects. The method is based on a train electric braking force curve, and the core logic selects an electric braking force curve corresponding to a standard load which is smaller than the actual load and is closest to the actual load of the train according to the corresponding relation between the actual load of the train and three standard loads of AW0 (no-load), AW2 (fixed member) and AW3 (overmember). For example, when the actual load of the train is between AW0 and AW2, the electric braking force curve corresponding to AW0 is still adopted, and when the actual load is between AW2 and AW3, the electric braking force curve corresponding to AW2 is adopted. This "closely matched" approach results in a significant difference in the electric braking force applied during braking of the train, most often from the total braking force required by the train. In order to ensure the braking effect, the train must be put into air braking to make up for the difference, and the air braking is realized through the direct friction between the brake shoe and the wheel tread, so that frequent and excessive air braking input inevitably leads to rapid abrasion of the brake shoe and the wheel tread, and the normal abrasion of the wheel brake is aggravated. In the aspect of abnormal abrasion of a wheel brake, the wheel tread is frequently subjected to abnormal abrasion phenomena such as narrow parallel grooves and the like in the running process of a subway train. The abnormal abrasion not only can lead to irregular shape of the wheel tread and influence the running stability of a train, but also can greatly increase the turning quantity of the wheel, the turning process can cut the metal layer of the wheel tread, each turning can shorten the effective service life of the wheel, further reduce the running mileage of the wheel, and form a vicious circle of 'abnormal abrasion-frequent turning-life shortening-cost rising'. Through investigation, the turning frequency of the train wheels of a certain line caused by abnormal abrasion is higher than that of the train wheels of a certain line caused by abnormal abrasion by more than 30% compared with the train wheels of a normal condition, the running mileage of the train wheels is shortened by approximately 20% compared with the design value, and the running maintenance cost is obviously increased. Although the industry has recognized the hazards of wheel brake wear and conducted related research, there are significant shortcomings in the prior art. The current research is focused on the analysis of the wear rule of the brake shoe and the prediction of the residual life, and the core solution is only 'timely replacement of the brake shoe according to the wear rule', and the mechanism generated by wear is not optimized from the root. For the problem of