CN110949351A - Vehicle electro-pneumatic brake control device - Google Patents
Vehicle electro-pneumatic brake control device Download PDFInfo
- Publication number
- CN110949351A CN110949351A CN201911305491.XA CN201911305491A CN110949351A CN 110949351 A CN110949351 A CN 110949351A CN 201911305491 A CN201911305491 A CN 201911305491A CN 110949351 A CN110949351 A CN 110949351A
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- Prior art keywords
- port
- communicated
- valve
- train
- pneumatic
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Classifications
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- 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
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
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- 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
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
Abstract
The invention discloses a vehicle electro-pneumatic brake control device, which comprises a switch electromagnetic valve communicated with a train pipe through a port C, an A pneumatic plunger valve communicated with a port B of the A switch electromagnetic valve through a port D, a relay valve communicated with a port E of the A pneumatic plunger valve through the upper space of a diaphragm plate, and a pre-control chamber arranged in a middle body and communicated with the upper space of the diaphragm plate; the space below the relay valve diaphragm plate is communicated with a train pipe; the F port of the pneumatic plunger valve A is communicated with the C port of the switch electromagnetic valve A; the pre-control chamber is communicated with an outlet capable of exhausting pressure air; the space under the relay valve diaphragm is provided with a normally closed air exhaust valve port. The invention has the beneficial effects that: according to the scheme, the switch electromagnetic valve is utilized to enable the train pipe of the rear vehicle in the train to follow the front vehicle as soon as possible by executing the electric control signal, so that the consistency of the braking force change of the train vehicle is improved, the impact force between the vehicles in the train is reduced, the damage of the train braking process to rolling stock and lines is reduced, and the controllability and the application safety of the train are improved.
Description
Technical Field
The invention relates to the field of train braking, in particular to a vehicle electro-pneumatic brake control device.
Background
The conventional railway vehicles, especially freight vehicles, mainly use an air brake system, use a train pipe penetrating through the whole train to achieve the purposes of controlling the braking and relieving of each vehicle by controlling the pressure change of the train pipe, because the speed (wave speed) of the pressure change in the train pipe transmitted from front to back is limited and cannot exceed the sound speed, the time of receiving a driver control signal by vehicles at different positions in the train is inconsistent, the time of receiving the control signal by the vehicle at the rear part in the train and the time of responding the control are delayed, the longer the time delay of the train is more serious, the connection between the train vehicles is a hinge structure with gaps, and the asynchronous braking action between the vehicles can generate pulling or extruding impact force at the connection. The longer and heavier the train is, the faster the braking force of the train rises, the larger the impact force is, and the locomotive and the line can be damaged when the impact force exceeds a certain threshold value, even accidents such as hook breakage and derailment which endanger the driving safety are caused. The speed and the magnitude of the rising of the braking force of the train are in direct proportion to the descending speed and the decompression amount of the air pressure of the train pipe, the descending speed exceeds a certain threshold value, the train can automatically and quickly empty the pressure air of the train pipe, the braking force of the train is quickly maximized, and the train can generate emergency braking. Emergency braking can exacerbate the impact force between vehicles.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention aims to provide a vehicle electro-pneumatic brake control device, which enables the air pressure of a train pipe to quickly follow the change of a front vehicle on a rear vehicle in a train according to an electric signal, so that the braking force rising process of the rear vehicle in the train is consistent with the front vehicle as much as possible, the action consistency of the train is improved, and the internal impact force of the train is reduced.
The invention is realized by the following technical scheme: a vehicle electro-pneumatic brake control device comprises a switch electromagnetic valve communicated with a train pipe through a port C, an A pneumatic plunger valve communicated with a port B of the A switch electromagnetic valve through a port D, a relay valve communicated with a port E of the A pneumatic plunger valve through the upper space of a diaphragm, and a pre-control chamber arranged in a middle body and communicated with the upper space of the diaphragm; the space below the relay valve diaphragm plate is communicated with a train pipe; the F port of the pneumatic plunger valve A is communicated with the C port of the switch electromagnetic valve A; the pre-control chamber is communicated with an outlet capable of exhausting pressure air; the space under the relay valve diaphragm is provided with a normally closed air exhaust valve port.
Furthermore, in order to better realize the invention, the lower side space of the relay valve diaphragm plate is communicated with a G port of a B pneumatic plunger valve, an H port of the B pneumatic plunger valve is communicated with a train pipe, and an I port of the B pneumatic plunger valve is communicated with an F port of the A pneumatic plunger valve.
Furthermore, in order to better realize the invention, the outlet is a brake electromagnetic valve communicated with the air passage between the relay valve and the pre-control chamber.
Furthermore, in order to better realize the invention, a sensor is communicated with the air passage between the relay valve and the pre-control chamber.
The beneficial effect that this scheme obtained is:
(1) according to the scheme, the switch electromagnetic valve is utilized to enable the train pipe of the rear vehicle in the train to follow the front vehicle as soon as possible by executing the electric control signal, so that the consistency of the braking force change of the train vehicle is improved, the impact force between the vehicles in the train is reduced, the damage of the train braking process to rolling stock and lines is reduced, and the controllability and the application safety of the train are improved.
(2) The brake control device related to the scheme does not need to be installed on each vehicle, the performance of the original air brake system of the train cannot be influenced even if the brake control device fails, the train is easy to transform, and the safety and reliability of train application are not reduced.
Drawings
Fig. 1 is a schematic structural diagram of the present solution.
Detailed Description
The present invention will be described in further detail with reference to examples, but the embodiments of the present invention are not limited thereto.
Example 1:
as shown in fig. 1, in the present embodiment, a vehicle electro-pneumatic brake control device includes a switching solenoid valve communicated with a train pipe through a port C, an a pneumatic plunger valve communicated with a port B of the a switching solenoid valve through a port D, a relay valve communicated with a port E of the a pneumatic plunger valve in an upper space of a diaphragm, and a pre-control chamber disposed in an intermediate body and communicated with a space on the upper side of the diaphragm; the space below the relay valve diaphragm plate is communicated with a train pipe; the F port of the pneumatic plunger valve A is communicated with the C port of the switch electromagnetic valve A; the pre-control chamber is communicated with an outlet capable of exhausting pressure air; the space under the relay valve diaphragm is provided with a normally closed air exhaust valve port.
In order to reduce the impact force inside a train, particularly a long and heavy-duty train, one of the effective measures is to increase the transmission speed of a brake control signal, improve the consistency of the actions among vehicles and simultaneously avoid the rapid rise of the braking force of the vehicles as much as possible. The electric signal has high propagation speed and can be used for transmitting a brake control signal.
This scheme can utilize switch solenoid to accept the signal of telecommunication as control signal.
When the switch electromagnetic valve is power-off, the port A, the port B, the port D and the port E are communicated, the pre-control chamber is communicated with the train pipe, the pressure of the pre-control chamber is the same as that of the train pipe, and the pre-control chamber does not play a role in pre-control.
When the switch electromagnetic valve is electrified, the port A and the port B are disconnected, the port A and the port C are communicated, pressure gas in a train pipe enters the pneumatic plunger valve A from the port F to push a plunger in the pneumatic plunger valve A, the port D and the port E are disconnected, the pre-control chamber is of an independent volume, and the pre-control function is achieved on the exhaust of the relay valve. The outlet is opened to discharge the pressure gas in the pre-control chamber, so that the air pressure in the pre-control chamber changes, and the relay valve performs real-time regulation and control according to the pressures on the upper side and the lower side of the diaphragm.
The pressure change in the pre-control chamber acts on the control of the pressure intensity of the train pipe through the relay valve, the space below the diaphragm plate of the relay valve is communicated with the train pipe, so that the pressure of the space below the diaphragm plate of the relay valve is the same as that of the train pipe, when the pressure gas in the pre-control chamber is discharged, the pressure of the space above the diaphragm plate of the relay valve is smaller than that of the space below the diaphragm plate, the diaphragm plate moves upwards and drives the air exhaust valve port to be opened, and the pressure gas in the train pipe is discharged to realize the subsequent braking function.
The pre-control room controls the air exhaust of the train pipe through the relay valve, the air exhaust flow of the relay valve is automatically adjusted, the reduction speed of the pressure of the train pipe is ensured not to exceed the pre-control room, namely not to exceed the front vehicle, the train does not generate emergency braking, and the train is in a good controllable state.
This scheme can realize utilizing switch solenoid to control the braking process of train, compare in traditional pressure variation through control train pipe and control and have corresponding fast, the unanimous advantage of time that control signal was received to each section vehicle, thereby can make each section vehicle realize the function of synchronous braking, be favorable to improving the efficiency of braking, avoid the asynchronous and produce the impact force of drawing or crowded in the junction of braking action between the vehicle, thereby strengthen braking process's security performance, avoid appearing the broken hook, the accident that endangers driving safety such as derailment.
Example 2:
in addition to the above embodiments, in this embodiment, the lower space of the relay valve diaphragm is communicated with the G port of the B pneumatic ram valve, the H port of the B pneumatic ram valve is communicated with the train pipe, and the I port of the B pneumatic ram valve is communicated with the F port of the a pneumatic ram valve.
When the switch electromagnetic valve is power-off, the pneumatic plunger valve B is used for cutting off the space below the train pipe and the diaphragm plate, so that the condition that the train pipe exhausts air due to the fact that an exhaust valve port is not sealed tightly is avoided.
When the switch electromagnetic valve is electrified, the port A is communicated with the port C, and the pressure air of the train pipe enters the pneumatic plunger valve B through the port C and the port I to push the plunger in the pneumatic plunger valve B to move, so that the port H is communicated with the port G, namely the space on the lower side of the diaphragm plate is communicated with the train pipe.
Example 3:
on the basis of the above embodiment, in this embodiment, the outlet is a brake solenoid valve that is communicated with the air passage between the relay valve and the pre-control chamber. The electromagnetic valve is used as a discharge outlet of air with pressure in the pre-control chamber, and the remote electric control function can be realized, so that the response speed of control is improved, and the braking efficiency is improved.
In this embodiment, the air passage between the relay valve and the pre-control chamber is communicated with a sensor. The sensor is favorable for monitoring the pressure change in the pre-control chamber in real time, so that the pressure change condition in the pre-control chamber can be mastered in real time, and the control precision is improved.
In this embodiment, other undescribed contents are the same as those in the above embodiment, and thus are not described again.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention in any way, and all simple modifications and equivalent variations of the above embodiments according to the technical spirit of the present invention are included in the scope of the present invention.
Claims (4)
1. An electro-pneumatic vehicle brake control apparatus, characterized in that: the system comprises a switch electromagnetic valve communicated with a train pipe through a port C, an A pneumatic plunger valve communicated with a port B of the A switch electromagnetic valve through a port D, a relay valve communicated with a port E of the A pneumatic plunger valve through the space on the upper side of a diaphragm plate, and a pre-control chamber arranged in a middle body and communicated with the space on the upper side of the diaphragm plate; the space below the relay valve diaphragm plate is communicated with a train pipe; the F port of the pneumatic plunger valve A is communicated with the C port of the switch electromagnetic valve A; the pre-control chamber is communicated with an outlet capable of exhausting pressure air; the space under the relay valve diaphragm is provided with a normally closed air exhaust valve port.
2. A vehicle electro-pneumatic brake control apparatus according to claim 1, characterized in that: the lower side space of the relay valve diaphragm plate is communicated with a G port of a pneumatic plunger valve B, an H port of the pneumatic plunger valve B is communicated with a train pipe, and an I port of the pneumatic plunger valve B is communicated with an F port of the pneumatic plunger valve A.
3. A vehicle electro-pneumatic brake control apparatus according to claim 1, characterized in that: the outlet is a brake electromagnetic valve communicated with the air passage between the relay valve and the pre-control chamber.
4. A vehicle electro-pneumatic brake control apparatus according to claim 1, characterized in that: and a sensor is communicated with an air passage between the relay valve and the pre-control chamber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911305491.XA CN110949351A (en) | 2019-12-18 | 2019-12-18 | Vehicle electro-pneumatic brake control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911305491.XA CN110949351A (en) | 2019-12-18 | 2019-12-18 | Vehicle electro-pneumatic brake control device |
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| Publication Number | Publication Date |
|---|---|
| CN110949351A true CN110949351A (en) | 2020-04-03 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911305491.XA Pending CN110949351A (en) | 2019-12-18 | 2019-12-18 | Vehicle electro-pneumatic brake control device |
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| CN (1) | CN110949351A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111762142A (en) * | 2020-07-09 | 2020-10-13 | 眉山中车制动科技股份有限公司 | Relay valve capable of outputting two pressures |
| CN112596505A (en) * | 2020-12-23 | 2021-04-02 | 神华铁路装备有限责任公司 | Wireless air test system and railway wagon |
| CN114454858A (en) * | 2022-02-21 | 2022-05-10 | 眉山中车制动科技股份有限公司 | Train relieving control system and control method |
-
2019
- 2019-12-18 CN CN201911305491.XA patent/CN110949351A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111762142A (en) * | 2020-07-09 | 2020-10-13 | 眉山中车制动科技股份有限公司 | Relay valve capable of outputting two pressures |
| CN112596505A (en) * | 2020-12-23 | 2021-04-02 | 神华铁路装备有限责任公司 | Wireless air test system and railway wagon |
| CN114454858A (en) * | 2022-02-21 | 2022-05-10 | 眉山中车制动科技股份有限公司 | Train relieving control system and control method |
| CN114454858B (en) * | 2022-02-21 | 2023-03-14 | 眉山中车制动科技股份有限公司 | Train relieving control system and control method |
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