摘要
CRH6型城际动车组在运用过程中出现闸片磨耗过快的问题,磨耗周期约8万km。根据减速度设计曲线与电制动包络线,列车电制动能力在全速度范围内至少可覆盖常用制动2级。但是大量的动车组上线运营数据显示,动车组在低级位(2级)制动时均补充了空气制动,与理论设计存在差异。针对上述问题,搭建了牵引系统与制动系统地面试验台。为模拟现车条件,电制动请求、电制动反馈线缆长度同现车线缆长度。模拟不同制动级位、不同速度等级下的电空配合工况,利用上位机和万用表分别采集牵引控制单元(TCU)和制动控制单元(BCU)的电制动请求值、反馈值。通过对试验数据分析、研究和对比发现,TCU与BCU内部的A/D电路、D/A电路在转换过程中存在损耗。此外,同一个制动单元内的动车和拖车之间传输的载荷信号也存在衰减。为此,文章从制动控制原理入手,针对采用硬线作为电制动与空气制动传输介质的列车,提出了改进优化方案,在TCU内部设定了电制动补偿系数。优化方案经过了现车验证,应用效果良好。
The issue of rapid wear of brake pads of CRH6 intercity EMUs during operation has emerged,with the wear cycle of about 80,000 kilometers.According to the deceleration design curve and the electric braking envelope,the electric braking capability of the train can cover at least 2 levels of commonly used braking in the full speed range.However,a large amount of online operation data show that EMUs are supplemented with air brakes in the low-level position(level 2)braking,which is different from the theoretical design.To address these issues,a ground test bench for the traction and braking systems is built.In order to simulate the conditions of the existing car,the length of the electric brake request and electric brake feedback cables is the same as that of the existing car.It simulates the electric-pneumatic matching working conditions under different braking level positions and different speed grades,and utilizes the upper machine and multimeter to collect the electric braking request value and feedback value of the traction control unit(TCU)and brake control unit(BCU)respectively.Through analyzing,studying and comparing the test data,it is found that the A/D circuit and D/A circuit inside the TCU and BCU have losses in the conversion process.In addition,there is also attenuation in the load signal transmitted between the motor car and the trailer within the same braking unit.Therefore,starting from the brake control principle,this article puts forward an improved optimization scheme for the train that adopts the hard line as the transmission medium of electric braking and air braking,and sets the electric braking compensation coefficient inside the TCU.The optimization scheme has been verified by the present train,and the application effect is good.
作者
刘海波
丁虹民
王洁先
LIU Haibo;DING Hongmin;WANG Jiexian(CRRC Qingdao Sifang Locomotive&Rolling Stock Co.,Ltd.,Qingdao 266111,China)
出处
《铁道车辆》
2024年第2期151-156,共6页
Rolling Stock
基金
山东省重大科技创新工程计划(2021ZDPT02)。
关键词
城际动车组
制动控制单元
牵引控制单元
补偿系数
电制动请求
电制动反馈
intercity EMU
brake control unit
traction control unit
compensation coefficient
electric brake request
electric brake feedback
