CN106476775B - Locomotive air brake system and locomotive - Google Patents
Locomotive air brake system and locomotive Download PDFInfo
- Publication number
- CN106476775B CN106476775B CN201611007687.7A CN201611007687A CN106476775B CN 106476775 B CN106476775 B CN 106476775B CN 201611007687 A CN201611007687 A CN 201611007687A CN 106476775 B CN106476775 B CN 106476775B
- Authority
- CN
- China
- Prior art keywords
- air
- air pipe
- control
- locomotive
- brake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
- B60T13/26—Compressed-air systems
- B60T13/40—Compressed-air systems indirect, i.e. compressed air booster units indirect systems
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention provides a locomotive air brake system and a locomotive, wherein the locomotive air brake system comprises a brake cylinder and a control air pipe, a piston of the brake cylinder divides a cylinder body of the brake cylinder into a first cavity and a second cavity, the first cavity is provided with a first air pipe interface communicated with the control air pipe, the locomotive air brake system also comprises a train air pipe and an air control reversing valve, the second cavity is provided with a second air pipe interface, the air control reversing valve is provided with a release air path and a brake air path, the release air path is respectively communicated with the train air pipe and the first air pipe interface and is used for enabling air of the train air pipe to enter the first air pipe interface; the brake air path is respectively communicated with the train air pipe and the second air pipe connector and is used for enabling air in the train air pipe to enter the second air pipe connector; a first control switch is arranged between the first air pipe connector and the control air pipe, and a second control switch is arranged between the train air pipe and the pneumatic control reversing valve. Therefore, the air braking system is suitable for large-tonnage locomotives and also suitable for small-tonnage locomotives.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a locomotive air brake system and a locomotive.
Background
At present, in the construction of subway shields in China, locomotives such as industrial and mining cars, mortar cars, muck cars and the like are important auxiliary transportation equipment and bear the material transportation work in the excavation process of the shield tunneling machine.
The air brake systems on such locomotives are typically single-acting cylinder air brake systems, i.e., braking is performed using a single-acting brake cylinder. The single-acting brake cylinder mainly comprises a piston and a spring, the piston divides a cylinder body of the brake cylinder into a first cavity and a second cavity, the spring is located in the second cavity, the first cavity is provided with an air pipe connector, and the air pipe connector is connected with a control air pipe of a vehicle. And the control air pipe is used for supplying air to the brake cylinder. In the running process of the vehicle, the air pipe is controlled to supply air to the air pipe interface, and at the moment, the piston is contracted into the movable cylinder under the action of the wind power, so that the locomotive is in a non-braking state, namely a braking relieving state. When braking is needed, the air pipe is controlled to stop supplying air to the air pipe interface, and at the moment, the piston can extend out of the first cavity of the brake cylinder under the pushing action of the rear spring, so that the locomotive is braked.
The braking mode completely meets the safe use of a small-tonnage locomotive, however, for a large-tonnage locomotive, as the tonnage of materials such as muck and the like borne by the large-tonnage locomotive is large, the braking force required during braking is larger, and the air quantity required during operation is larger, and the single-acting cylinder air braking system cannot ensure the safe use of the large-tonnage locomotive because the braking force is smaller. Therefore, an air brake system applicable to both small-tonnage and large-tonnage locomotives has become a focus of attention of the inventor.
Disclosure of Invention
The invention provides a locomotive air brake system and a locomotive, aiming at overcoming the defect that the air brake system in the prior art cannot ensure the safe use of a large-tonnage locomotive.
In a first aspect, the invention provides a locomotive air brake system, which includes a brake cylinder and a control air pipe communicated with an air compressor, the brake cylinder includes a piston, the piston divides a cylinder body of the brake cylinder into a first cavity and a second cavity, the first cavity has a first air pipe connector communicated with the control air pipe, the piston can be pressed into the first cavity under the action of air entering from the first air pipe connector or extend out of the first cavity under the action of pressure of the second cavity,
the air compressor is communicated with the air compressor through a pipeline; the second cavity is provided with a second air pipe connector; the control air pipe is also communicated with the pneumatic reversing valve, the pneumatic reversing valve is provided with a relieving air path and a braking air path, and when the control air pipe supplies air to the pneumatic reversing valve, two ends of the relieving air path are respectively communicated with the train air pipe and the first air pipe connector and are used for enabling the air in the train air pipe to enter the first air pipe connector and pressing the piston into the first cavity; when the control air pipe stops supplying air to the pneumatic control reversing valve, two ends of the brake air path are respectively communicated with the train air pipe and the second air pipe connector, so that air in the train air pipe enters the second air pipe connector and the piston is pushed out of the first cavity;
and a first control switch is also arranged between the first air pipe connector and the control air pipe, and a second control switch is also arranged between the train air pipe and the pneumatic control reversing valve.
According to the locomotive air braking system, an air cylinder is further arranged between the train air pipe and the pneumatic control reversing valve, an air inlet of the air cylinder is communicated with the train air pipe, and an air outlet of the air cylinder is communicated with the pneumatic control reversing valve;
the second control switch is positioned between the air outlet of the air cylinder and the pneumatic control reversing valve.
According to the locomotive air brake system, the pneumatic control reversing valve comprises an air inlet communicated with the control air pipe, a valve core and a reset piece abutting against one end of the valve core, and the other end of the valve core is opposite to the air inlet;
when the control air pipe supplies air to the air inlet, the valve core compresses the reset piece under the action of wind power to enable the relief air path to be communicated with the train air pipe; when the control air pipe stops supplying air to the air inlet, the valve core resets under the action of the resetting piece so that the brake air path is communicated with the train air pipe.
The locomotive air brake system as described above, further comprising a controller for controlling the opening and closing of the first control switch or the second control switch.
In the locomotive air brake system, at least two brake cylinders are provided, and at least two brake cylinders are connected in parallel.
In the locomotive air brake system, the number of the brake cylinders is four, and the four brake cylinders are connected in parallel.
In a second aspect, the present invention provides a locomotive comprising a locomotive body and a locomotive air brake system as described above.
The locomotive air brake system and the locomotive of the invention are characterized in that a control air pipe and a train air pipe which are respectively communicated with an air compressor, and a pneumatic control reversing valve which is respectively communicated with the control air pipe and the train air pipe are arranged, a first air pipe interface is arranged in a first cavity of a brake cylinder, a second air pipe interface is arranged in a second cavity, a relief air path of the pneumatic control reversing valve is communicated with the train air pipe and the first air pipe interface, a brake air path of the pneumatic control reversing valve is respectively communicated with the train air pipe and the second air pipe interface, a first control switch is arranged between the control air pipe and the first air pipe interface, a second control switch is arranged between the train air pipe and the pneumatic control reversing valve, when this air braking system is used on the little tonnage locomotive, because the required brake force of little tonnage locomotive is less, with first control switch closure, the disconnection of second control switch, control tuber pipe and first tuber pipe interface intercommunication this moment, the route between train tuber pipe and the checking cylinder is closed, the control tuber pipe is to first tuber pipe interface air feed, atmospheric pressure increase in the first cavity, thereby make the piston be located the first cavity under the wind-force effect, make little tonnage locomotive be in the brake and alleviate the state, when needs braking, make the control tuber pipe stop to the checking cylinder air feed, because the internal gas pressure of first cavity reduces, the piston can stretch out outside the first cavity under the pressure effect of second cavity, thereby realize the braking. When the air brake system is used on a large-tonnage locomotive, the air brake system provided by the invention can be used on the large-tonnage locomotive conveniently and flexibly on a small-tonnage locomotive and can be used on the large-tonnage locomotive by switching between the first control switch and the second control switch.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a locomotive air brake system according to an embodiment of the present invention;
FIG. 2 is a schematic diagram illustrating the connection of a first control switch and a second control switch in a locomotive air brake system according to an embodiment of the present invention;
fig. 3 is a schematic diagram illustrating connection of the first control switch and the second control switch when the first control switch is turned off and the second control switch is turned on in the locomotive air brake system according to an embodiment of the present invention.
Description of the reference numerals:
1. controlling the air pipe; 2. A brake cylinder;
21. a piston; 22. A first air duct interface;
23. a second air duct connector; 3. a train air pipe;
4. a pneumatic control reversing valve; 5. A second control switch;
6. a first control switch; 7. And (4) an air cylinder.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without inventive step based on the embodiments of the present invention, are within the scope of protection of the present invention.
Example one
Fig. 1 is a schematic structural diagram of a locomotive air brake system according to an embodiment of the present invention. Referring to fig. 1, the present embodiment provides a locomotive air brake system, including: brake cylinder 2, control air pipe 1 communicated with air compressor (not shown in the figure). Specifically, the air compressor machine is connected with the traction engine, and the traction engine is used for supplying power to the air compressor machine, and the air compressor machine compresses air to control the air pipe 1 to supply air. When specifically realizing, can set up controlling means (not shown in the figure) between air compressor machine and control tuber pipe 1, whether control device control air compressor machine is to controlling tuber pipe 1 air feed.
The brake cylinder 2 comprises a cylinder body and a piston 21 positioned in the cylinder body, the piston 21 divides the cylinder body into a first cavity and a second cavity, the first cavity is provided with a first air pipe connector 22, and the first air pipe connector 22 is communicated with the control air pipe 1, wherein the piston 21 can be pressed into the first cavity under the action of air entering from the first air pipe connector 22 or extend out of the first cavity under the action of pressure of the second cavity.
In this embodiment, the locomotive air brake system further comprises: a train air pipe 3 and a pneumatic reversing valve 4. The train air pipe 3 is communicated with an air compressor, the pneumatic control reversing valve 4 is communicated with the train air pipe 3, namely, the train air pipe 3 and the control air pipe 1 are not connected with each other, one end of the train air pipe 3 is communicated with the air compressor, and the other end of the train air pipe 3 is communicated with the pneumatic control reversing valve 4. The second cavity of brake cylinder 2 also has a second air duct connection 23. The control air pipe 1 is also communicated with a pneumatic control reversing valve 4. The pneumatic reversing valve 4 is provided with a release air path and a brake air path, when the air pipe 1 is controlled to supply air to the pneumatic reversing valve 4, two ends of the release air path are respectively communicated with the train air pipe 3 and the first air pipe connector 22, and the release air path is used for enabling air in the train air pipe 3 to enter the first air pipe connector 22 when the air pipe 1 is controlled to supply air and pressing the piston into the first cavity. When the air control pipe 1 stops supplying air to the air control reversing valve 4, two ends of the brake air path are respectively communicated with the train air pipe 3 and the second air pipe connector 23, so that air in the train air pipe 3 enters the second air pipe connector 23 when the air control pipe 1 stops supplying air, and the piston 21 is pushed out of the first cavity.
A first control switch 6 is arranged between the first air pipe connector 22 and the control air pipe 1, and a second control switch 5 is arranged between the train air pipe 3 and the pneumatic control reversing valve 4. That is, when the first control switch 6 is closed and the second control switch 5 is opened, the pipeline between the control air pipe 1 and the first air pipe connector 22 is connected, and the pipeline between the train air pipe 3 and the brake cylinder 2 is disconnected. When the first control switch 6 is turned off and the second control switch 5 is closed, the pipeline between the control air pipe 1 and the first air pipe connector 22 is turned off, and the pipeline between the train air pipe 3 and the brake cylinder 2 is turned on. The locomotive air brake system of the present invention is described in detail below by way of a specific use:
fig. 2 is a schematic diagram illustrating connection of a first control switch and a second control switch in an air brake system of a locomotive according to an embodiment of the present invention. This is applicable to a small tonnage locomotive, and when the locomotive air brake system of the embodiment is used for a small tonnage locomotive, the first control switch 6 is closed and the second control switch 5 is opened. The air brake system is specifically explained by applying the air brake system to a small-tonnage muck truck as shown in the figure 2: the air compressor supplies air to the control air pipe 1, the air enters a first cavity of the brake cylinder 2 from the first air pipe connector 22 along a pipeline, and the piston 21 is kept in the first cavity under the action of the wind power, so that the small-tonnage muck truck is in a brake relieving state, namely, the air pipe 1 is controlled to supply air to the first air pipe connector 22 all the time in the running process of the locomotive. When braking is needed, the control air pipe 1 stops air supply, at the moment, no air enters the first cavity, the first cavity is decompressed, and the piston 21 extends out of the first cavity under the thrust action of air pressure of the second cavity, so that the locomotive is braked. In a specific implementation, a spring may be disposed in the second cavity, and when the air duct 1 is controlled to supply air to the first cavity, the piston 21 is pressed into the first cavity under the action of the wind, and the spring is in a compressed state at this time. When the air supply of the air pipe 1 is stopped, the spring pushes the piston 21 out of the first cavity under the action of the elastic force of the spring because the air pressure in the first cavity is reduced. Because the braking force required by the small-tonnage muck truck is smaller, when the air braking system is applied to the small-tonnage muck truck, the braking requirement of the small-tonnage muck truck can be met without connecting a passage between the train air pipe 3 and the brake cylinder 2, the energy consumption is saved, and the air braking system is very convenient to use.
Fig. 3 is a schematic diagram illustrating connection of a first control switch and a second control switch in an air brake system of a locomotive according to an embodiment of the present invention. This is the case for large tonnage locomotives. When the locomotive air brake system provided by the embodiment is used on a large-tonnage locomotive, the first control switch 6 is opened, and the second control switch 5 is closed. At this time, the communication path between the control air duct 1 and the first air duct connector 22 is cut off, and the pipeline between the train air duct 3 and the brake cylinder 2 is communicated. Referring to fig. 3, the application of the air brake system to a large-tonnage muck truck is taken as an example for explanation: in the running process of the locomotive, the train air pipe 3 supplies air to the pneumatic control reversing valve 4 all the time. Meanwhile, the air compressor supplies air to the control air pipe 1, the control air pipe 1 supplies air to the pneumatic control reversing valve 4, at the moment, the relieving air path of the pneumatic control reversing valve 4 is conducted under the action of the wind power of the control air pipe 1, namely, two ends of the relieving air path of the pneumatic control reversing valve 4 are respectively communicated with the train air pipe 3 and the first air pipe connector 22, the air in the train air pipe 3 flows into the first cavity from the first air pipe connector 22 after passing through the relieving air path, so that the piston 21 is located in the first cavity under the action of the wind power, and the locomotive is in a brake relieving state. When needs are brakied, control tuber pipe 1 stops to 4 air supplies of gas accuse switching-over valve, at this moment, alleviates the wind path and closes, and the braking wind path switches on, and the both ends of braking the wind path communicate with train tuber pipe 3 and second tuber pipe interface 23 respectively promptly, and the wind that the train tuber pipe 3 provided can pass through behind the braking wind path this moment, and in the second cavity that gets into to the brake cylinder 2 from second tuber pipe interface 23, the atmospheric pressure increase in the second cavity this moment to promote piston 21 forward outside the first cavity, thereby realize the braking. During concrete implementation, can set up the spring in the second cavity, when control tuber pipe 1 stops to the air feed of gas accuse switching-over valve 4, atmospheric pressure in the first cavity reduces, the piston can stretch out to outside the first cavity under the thrust effect of spring this moment, and simultaneously, because when control tuber pipe 1 stops the air feed, the brake wind path communicates with second tuber pipe interface 23, make the wind in train tuber pipe 3 enter into to the second cavity from second tuber pipe interface 23 through the brake wind path, thereby make piston 21 stretch out to outside the first cavity under the effect of the thrust of the spring in the second cavity and the effect of wind simultaneously, compare with the brake force that little tonnage locomotive only promotes the piston through the spring effect or the atmospheric pressure of second cavity self, the brake force of large-tonnage locomotive has been improved greatly, thereby the brake of messenger large-tonnage locomotive is safe and reliable more.
The locomotive air brake system provided by the embodiment comprises a control air pipe and a train air pipe which are respectively communicated with an air compressor, a pneumatic control reversing valve which is respectively communicated with the control air pipe and the train air pipe, a first air pipe interface is arranged in a first cavity of a brake cylinder, a second air pipe interface is arranged in a second cavity, a release air path of the pneumatic control reversing valve is communicated with the train air pipe and the first air pipe interface, a brake air path of the pneumatic control reversing valve is respectively communicated with the train air pipe and the second air pipe interface, a first control switch is arranged between the control air pipe and the first air pipe interface, a second control switch is arranged between the train air pipe and the pneumatic control reversing valve, when the air brake system is used on a small-tonnage locomotive, because the braking force required by the small-tonnage locomotive is small, the first control switch is closed, the second control switch is disconnected, the control air pipe is communicated with the first air pipe interface at the moment, a passage between the train air pipe and a brake cylinder is closed, the control air pipe supplies air to the first air pipe interface, the air pressure in the first cavity is increased, and the piston pressure in the first air pipe cavity is reduced when the tonnage is required to stop, and the first air brake cylinder, and the second air pressure in the first air brake cylinder is reduced. When the air brake system is used on a large-tonnage locomotive, the brake force required by the large-tonnage locomotive is large, the first control switch is disconnected, the second control switch is closed, the air pipe is controlled to supply air to the pneumatic control reversing valve, the relief air passage of the pneumatic control reversing valve is communicated with the air pipe of the train, the air provided by the air pipe of the train enters the first air pipe interface through the relief air passage, the air pressure in the first cavity is increased, the piston is positioned in the first cavity under the action of wind force, so that the large-tonnage locomotive is in a brake relief state, when the brake is required, the air pipe is controlled to stop supplying air to the pneumatic control reversing valve, the air pressure in the first cavity is reduced, the piston extends out of the first cavity under the action of the pressure of the second cavity, the brake is realized, the air supply passage of the train is communicated with the air pipe of the train at the moment, the air provided by the air pipe of the train enters the second cavity from the second air pipe interface, so that the thrust on the piston is further increased, the brake force on the large-tonnage locomotive is increased, the brake system can be used on the large-tonnage locomotive conveniently and the large-tonnage locomotive can be used on the small-tonnage locomotive.
In a specific implementation, the pneumatic control directional valve 4 may specifically include: the air inlet is communicated with the control air pipe 1, the valve core and the reset piece is propped against one end of the valve core, and the other end of the valve core is arranged opposite to the air inlet. When the air pipe 1 is controlled to supply air to the air inlet, the valve core compresses the reset piece under the action of wind power so as to communicate the relieving air path with the train air pipe 3. When the control air pipe 1 stops supplying air to the air inlet, the valve core can reset under the action of the resetting piece so as to communicate the brake air path with the train air pipe 3. Referring to fig. 1, the pneumatic reversing valve 4 specifically includes a P end, a B end and an a end, the B end is a release end, the a end is a brake end, a release air path is formed when the P end and the B end are communicated, and a brake air path is formed when the P end and the a end are communicated.
Because the air quantity required by the large-tonnage locomotive during braking is large, in order to ensure that the air quantity can be supplied in a sufficient amount, an air cylinder 7 can be further arranged between the train air pipe 3 and the pneumatic control reversing valve 4. An air inlet of the air cylinder 7 is communicated with the train air pipe 3, and an air outlet of the air cylinder 7 is communicated with the pneumatic control reversing valve 4. Namely, the air compressor directly supplies air to the air cylinder 7, the air cylinder 7 supplies air to the pneumatic control reversing valve 4, and the air cylinder 7 plays a role in buffering air so as to guarantee timely and sufficient supply of air quantity. The second control switch 5 is specifically arranged between the air outlet of the air cylinder 7 and the pneumatic control reversing valve 4. That is, when the second control switch 5 is turned off, the air reservoir 7 cannot supply air to the air-operated directional valve 4, and at this time, the pipeline between the train air pipe 3 and the brake cylinder 2 is shut off.
In addition, a controller can be arranged, and the controller controls the opening and closing of the first control switch 6 or the second control switch 5, so that the first control switch 6 and the second control switch 5 are easier to control.
Preferably, there are at least two brake cylinders 2, and at least two brake cylinders 2 are connected in parallel. Referring to fig. 1, 2, or 3, the number of brake cylinders 2 in the present embodiment is four. Taking the slag car as an example for illustration, the slag car generally comprises two bogies, each bogie is provided with two brake cylinders 2, one of the bogies is provided with an air cylinder 7, namely, each slag car is provided with four brake cylinders 2 and one air cylinder 7, and the four brake cylinders 2 are connected in parallel. The four brake cylinders 2 are used for braking simultaneously, so that the braking effect of the locomotive is guaranteed, and the safety is improved.
Example two
The present embodiments provide a locomotive including a locomotive body and an air brake system disposed on the locomotive body.
The structure and principle of the air brake system in this embodiment are the same as those of the locomotive air brake system provided in the first embodiment, and the same technical effects can be achieved, which are not described in detail herein.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (7)
1. A locomotive air brake system comprising a brake cylinder and a control air hose communicating with an air compressor, the brake cylinder comprising a piston dividing a cylinder body of the brake cylinder into a first chamber and a second chamber, the first chamber having a first air hose connection communicating with the control air hose, the piston being capable of being pressed into the first chamber by air entering from the first air hose connection or being extended out of the first chamber by the pressure of the second chamber,
the air compressor is communicated with the air compressor through a pipeline; the second cavity is provided with a second air pipe connector; the control air pipe is also communicated with the pneumatic reversing valve, the pneumatic reversing valve is provided with a release air path and a brake air path, and when the control air pipe supplies air to the pneumatic reversing valve, two ends of the release air path are respectively communicated with the train air pipe and the first air pipe interface, so that the air in the train air pipe enters the first air pipe interface, and the piston is pressed into the first cavity; when the control air pipe stops supplying air to the pneumatic control reversing valve, two ends of the brake air path are respectively communicated with the train air pipe and the second air pipe connector, so that air in the train air pipe enters the second air pipe connector and the piston is pushed out of the first cavity;
and a first control switch is also arranged between the first air pipe connector and the control air pipe, and a second control switch is also arranged between the train air pipe and the pneumatic control reversing valve.
2. The locomotive air brake system according to claim 1, wherein an air reservoir is further provided between the train air pipe and the pneumatic operated directional valve, an air inlet of the air reservoir is communicated with the train air pipe, and an air outlet of the air reservoir is communicated with the pneumatic operated directional valve;
the second control switch is positioned between the air outlet of the air cylinder and the pneumatic control reversing valve.
3. The locomotive air brake system according to claim 1, wherein the pneumatic control directional valve comprises an air inlet communicated with the control air pipe, a valve core and a reset piece abutting against one end of the valve core, and the other end of the valve core is arranged opposite to the air inlet;
when the control air pipe supplies air to the air inlet, the valve core compresses the reset piece under the action of wind power to enable the relief air path to be communicated with the train air pipe; when the control air pipe stops supplying air to the air inlet, the valve core resets under the action of the resetting piece so that the brake air path is communicated with the train air pipe.
4. A locomotive air brake system according to claim 1, further comprising a controller for controlling the opening and closing of the first control switch or the second control switch.
5. A locomotive air brake system according to claim 1, wherein there are at least two of said brake cylinders, at least two of said brake cylinders being connected in parallel.
6. A locomotive air brake system according to claim 5, wherein said brake cylinders are four, four said brake cylinders being connected in parallel.
7. A locomotive comprising a vehicle body and a locomotive air brake system as claimed in any one of claims 1 to 6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201611007687.7A CN106476775B (en) | 2016-11-16 | 2016-11-16 | Locomotive air brake system and locomotive |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201611007687.7A CN106476775B (en) | 2016-11-16 | 2016-11-16 | Locomotive air brake system and locomotive |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106476775A CN106476775A (en) | 2017-03-08 |
| CN106476775B true CN106476775B (en) | 2023-03-21 |
Family
ID=58272239
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201611007687.7A Active CN106476775B (en) | 2016-11-16 | 2016-11-16 | Locomotive air brake system and locomotive |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN106476775B (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107226077B (en) * | 2017-06-13 | 2019-08-20 | 中车株洲电力机车有限公司 | A kind of locomotive and its gas control standby braking control system |
| CN107472270B (en) * | 2017-09-22 | 2023-10-31 | 中车兰州机车有限公司 | Transport vehicle |
| CN107650897B (en) * | 2017-10-30 | 2024-02-06 | 中车兰州机车有限公司 | Air brake device of mining electric locomotive and mining electric locomotive |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB117647A (en) * | 1917-06-23 | 1918-07-23 | British Thomson Houston Co Ltd | Improvements in and relating to Braking Systems for Electrically Driven Vehicles. |
| DE19717556A1 (en) * | 1997-04-25 | 1998-10-29 | Abb Daimler Benz Transp | Braking system for a locomotive |
| DE102006040950A1 (en) * | 2006-08-31 | 2008-03-06 | Wabco Gmbh | Pneumatic module |
| CN202138372U (en) * | 2011-05-31 | 2012-02-08 | 北汽福田汽车股份有限公司 | Pneumatic brake vehicle and rear wheel brake control device thereof |
| CN104149813B (en) * | 2014-08-25 | 2016-07-06 | 南车株洲电力机车有限公司 | A kind of rail vehicle and alleviation parking brake system thereof |
| CN105235671B (en) * | 2015-10-13 | 2018-06-22 | 南车株洲电力机车有限公司 | The pressure control redundant apparatus and control method of a kind of checking cylinder |
| CN205149845U (en) * | 2015-12-14 | 2016-04-13 | 中国铁道科学研究院 | Machine vehicle air brake valve |
| CN106043261B (en) * | 2016-06-22 | 2019-02-26 | 中车株洲电力机车有限公司 | Gas-liquid composite braking acting device and suspension type monorail vehicle composite braking system |
| CN206171437U (en) * | 2016-11-16 | 2017-05-17 | 中车兰州机车有限公司 | Locomotive pneumatic braking system and locomotive |
-
2016
- 2016-11-16 CN CN201611007687.7A patent/CN106476775B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN106476775A (en) | 2017-03-08 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP3828054B1 (en) | Electric-air brake | |
| CN106476775B (en) | Locomotive air brake system and locomotive | |
| US4052109A (en) | Air brake system employing combined automatic and direct braking | |
| CN105539494B (en) | Vehicular brake device | |
| CN202557520U (en) | Two-way brake control system of beam transportation vehicle | |
| CN102196951A (en) | Railcar brake control device | |
| CN107097770B (en) | Air brake valve for railway carriage | |
| US20190111904A1 (en) | Brake system, rail vehicle having a brake system, and method for operating a brake system | |
| SE1550003A1 (en) | Park brake control assembly | |
| CN103879394A (en) | Stopping brake system of trailer used under coal mine shaft | |
| CN104260745A (en) | Motor train unit brake control unit | |
| CN104228867B (en) | Method and system for separate relief of pressure of locomotive braking cylinder | |
| CN103863352A (en) | Automatic control system for car coupler and application thereof | |
| CN204095829U (en) | A kind of track laying machine Pneumatic brake systems | |
| CN105216772A (en) | Parking and handling interlock system | |
| CN202657018U (en) | Parking braking system | |
| CN203819258U (en) | Automatic control system for car coupler | |
| CN110525406B (en) | Electromagnetic air braking system of low-speed traction locomotive and implementation method thereof | |
| CN115214583B (en) | Control system of electric air brake valve of railway wagon | |
| CN205220695U (en) | Brake apparatus for vehicle | |
| CN204527182U (en) | Automobile front axle holding brake device, parking braking system of automobile | |
| CN203819220U (en) | Parking brake system of trailer for underground coal mine | |
| RU204099U1 (en) | ELECTRIC BRAKE FOR FREIGHT CAR | |
| CN204368182U (en) | The nonstandard vehicle air brake systems of track | |
| CN104760583A (en) | Automobile front axle parking brake device and automobile parking brake system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |