CN111071228A - Electric control air pressure braking system of intelligent rail electric car - Google Patents
Electric control air pressure braking system of intelligent rail electric car Download PDFInfo
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- CN111071228A CN111071228A CN201811221885.2A CN201811221885A CN111071228A CN 111071228 A CN111071228 A CN 111071228A CN 201811221885 A CN201811221885 A CN 201811221885A CN 111071228 A CN111071228 A CN 111071228A
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- 238000004378 air conditioning Methods 0.000 claims description 2
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- 230000004044 response Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 238000009434 installation Methods 0.000 description 3
- 230000009471 action Effects 0.000 description 2
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- 230000008054 signal transmission Effects 0.000 description 2
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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
- 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
- B60T13/74—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 electrical assistance or drive
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- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention discloses an electric control air pressure braking system of an intelligent rail electric car, which comprises a controller, an air source system and a multi-loop braking system, wherein the controller is connected with the air source system; the multi-loop brake system comprises a service brake loop, a parking brake loop and an emergency brake loop, and the air source system is respectively connected with the service brake loop, the parking brake loop and the emergency brake loop and used for providing an air source; the controller is respectively connected with the air source system, the service brake loop, the parking brake loop and the emergency brake loop and is used for controlling the communication and the disconnection of the air source system and the service brake loop, the parking brake loop and the emergency brake loop. The electric control air pressure braking system of the intelligent rail electric car has the advantages of simple and compact structure, high safety performance and the like.
Description
Technical Field
The invention mainly relates to the technical field of intelligent rail electric vehicles, in particular to an electric control air pressure braking system of an intelligent rail electric vehicle.
Background
The pneumatic brake system is the earliest developed dynamic brake system, and has unique advantages, such as: 1. the brake pedal force is small and the stroke is small; 2. larger braking force can be generated; 3. the pipeline has simple structure and convenient connection and disconnection. Therefore, pneumatic brake systems are also widely used in large commercial vehicles.
The intelligent rail electric car is a novel urban rail transit vehicle with multiple axles, multiple rubber wheel bogies and flexible marshalling. The three-section marshalling of the intelligent rail electric car can reach 32 meters, and the installation of brake valves and the arrangement of air pipelines are relatively complex when a traditional air brake system is adopted, so that the problems of long brake response time, unreasonable brake force distribution, excessive air pipelines at the position of an articulated disc and the like can be caused. Compared with the traditional tramcar and subway vehicle, the intelligent tramcar runs on an unclosed city road, and compared with the traditional bus, the intelligent tramcar is longer in vehicle length, so that the development of the intelligent tramcar brake system for improving the running safety of the vehicle has very important significance.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: aiming at the technical problems in the prior art, the invention provides the electric control air pressure braking system of the intelligent rail electric car with high safety performance.
In order to solve the technical problems, the technical scheme provided by the invention is as follows:
an electric control air pressure braking system of an intelligent rail electric car comprises a controller, an air source system and a multi-loop braking system; the multi-loop brake system comprises a service brake loop, a parking brake loop and an emergency brake loop, and the air source system is respectively connected with the service brake loop, the parking brake loop and the emergency brake loop and used for providing an air source; the controller is respectively connected with the air source system, the service brake loop, the parking brake loop and the emergency brake loop and is used for controlling the communication and the disconnection of the air source system and the service brake loop, the parking brake loop and the emergency brake loop.
As a further improvement of the above technical solution:
the common brake loop adopts the mixed brake of electric control brake and air pressure brake, the electric control brake is prior, and the electric control brake and the air pressure brake are smoothly switched.
The controller calculates the braking force required to be applied by each shaft by combining the speed of the whole vehicle, the load of each shaft and the ABS action information parameters input by the vehicle-mounted network system to control the pressure of the brake air chamber of each shaft.
The air source system comprises an air compressor I, a condenser I, a pressure relief solenoid valve I, an electronic control dryer I, a four-circuit protection valve I, a one-way valve I, an air cylinder II, an air cylinder III, an air cylinder IV, an air cylinder V, a one-way valve II, a pneumatic quick connector I, an air compressor II, a condenser II, a pressure relief solenoid valve II, an electronic control dryer II, a four-circuit protection valve II, a one-way valve III, an air cylinder VII, an air cylinder VIII, an air cylinder IX, an air cylinder X, an air cylinder XI, a one-way valve IV, a pneumatic quick connector II, a four-circuit protection valve III, a one-way valve V, an air cylinder VI and an air cylinder XII; an air compressor I, a condenser I, a pressure relief solenoid valve I, an electronic control dryer I and a four-loop protection valve I are sequentially connected through an air pipeline, an air cylinder I, an air cylinder II, an air cylinder IV and an air cylinder V are respectively connected with the four-loop protection valve I through the air pipeline, an air cylinder III, a check valve I and a four-loop protection valve I are sequentially connected through the air pipeline, a pneumatic quick connector I, a check valve II and a four-loop protection valve I are connected through the air pipeline, the air compressor II, the condenser II, the pressure relief solenoid valve II, the electronic control dryer II and the four-loop protection valve II are sequentially connected through the air pipeline, an air cylinder VII, an air cylinder VIII, an air cylinder X and an air cylinder XI are respectively connected with the four-loop protection valve II through the air pipeline, an air cylinder IX, a check valve III and a four-loop protection valve II are sequentially connected through the air pipeline, a pneumatic quick connector II, a check valve III and a four-loop protection valve II are connected through the air pipeline, the air cylinder VI, the one-way valve V and the four-loop protection valve III are sequentially connected through an air pipeline, and the air cylinder XII and the four-loop protection valve III are sequentially connected through an air pipeline.
The common brake loop comprises a plug I, a plug II, a plug III, a plug IV, a plug V, a plug VI, a plug VII, a plug VIII, an electric control brake master valve I, an electric control brake master valve II, a trailer valve I, a trailer valve II, a common relay valve I, a common relay valve II, a common relay valve III, a common relay valve IV, a two-way one-way valve I, a two-way one-way valve II, a two-way one-way valve III, a two-way one-way valve IV, a two-way one-way valve V, a two-way one-way valve VI, a shaft pressure module I, a shaft pressure module II, a shaft pressure module IV, a shaft pressure module V, a left ABS solenoid valve I, a left ABS solenoid valve II, a left ABS solenoid valve IV, a left ABS solenoid valve V, a left ABS solenoid valve VI, a right ABS solenoid valve I, a right solenoid valve ABS II, a right solenoid valve V, a right ABS solenoid valve IV, a right ABS solenoid valve V, a left ABS solenoid valve I, a right solenoid valve IV, a right, The air conditioner comprises a right ABS electromagnetic valve VI, a left air chamber I, a left air chamber II, a left air chamber III, a left air chamber IV, a left air chamber V, a left air chamber VI, a right air chamber I, a right air chamber II, a right air chamber III, a right air chamber IV, a right air chamber V and a right air chamber VI; the air storage cylinder I is connected with an air inlet of the plug valve I, one path of an air outlet of the plug valve I is connected with an air inlet of the shaft pressure module I, the other path of the air outlet of the plug valve I is connected with an air inlet of a lower cavity of the electric control brake main valve I, the air storage cylinder IV is connected with an air inlet of the plug valve III, an air outlet of the plug valve III is connected with an air inlet of an upper cavity of the electric control brake main valve I, an air outlet of the upper cavity of the electric control brake main valve I is connected with a control port of the common relay valve I, an air outlet of the trailer valve I is connected with a control port of the common relay valve II, the air storage cylinders are respectively connected with a control port and an air inlet of the trailer valve I, one path of an outlet of the plug valve II is connected with an air inlet of the relay valve I, an air outlet of the common relay valve I is respectively connected with a control port of the shaft pressure module I, a shaft pressure module II, The control ports of the shaft pressure module V and the shaft pressure module VI are connected, one path of an air outlet of each shaft pressure module is respectively connected with a left ABS electromagnetic valve I, a left ABS electromagnetic valve II, a left ABS electromagnetic valve III, a left ABS electromagnetic valve IV, a left ABS electromagnetic valve V and a left ABS electromagnetic valve VI, and the other path of the air outlet of each shaft pressure module is respectively connected with a right ABS electromagnetic valve I, a right ABS electromagnetic valve II, a right ABS electromagnetic valve III, a right ABS electromagnetic valve IV, a right ABS electromagnetic valve V and a right ABS electromagnetic valve VI; the left ABS solenoid valve I, the left ABS solenoid valve II, the left ABS solenoid valve III, the left ABS solenoid valve IV, the left ABS solenoid valve V and the left ABS solenoid valve VI are respectively connected with the left air chamber I, the left air chamber II, the left air chamber III, the left air chamber IV, the left air chamber V and the left air chamber VI, and the right ABS solenoid valve I, the right ABS solenoid valve II, the right ABS solenoid valve III, the right ABS solenoid valve IV, the right ABS solenoid valve V and the right ABS solenoid valve VI are respectively connected with the right air chamber I, the right air chamber II, the right air chamber III, the right air chamber IV, the right air chamber V and the right air chamber VI.
The parking brake loop comprises a parking button I, a parking button II, a parking memory valve I, a parking memory valve II, a parking relay valve I and a parking relay valve II; the air cylinder III is respectively connected with the air inlets of the parking memory valve I and the parking relay valve I, the air outlet of the parking memory valve I is connected with the control port of the parking relay valve I, one path of the air outlet of the parking relay valve I is connected with the left air chamber II, the other path of the air outlet of the parking relay valve I is connected with the right air chamber II, the air cylinder VIII is respectively connected with the air inlets of the parking memory valve II and the parking relay valve II, the air outlet of the parking memory valve II is connected with the control port of the parking relay valve II, one path of the air outlet of the parking relay valve II is connected with the left air chamber V, the other path of the air outlet of the parking relay valve II is connected with the right air chamber V, the signal control line of the parking button I is respectively connected with the signal control line of the parking memory valve I and the signal control line.
The emergency brake circuit comprises an emergency button I, an emergency button II, a pressure limiting valve I, a pressure limiting valve II, a pressure limiting valve III, a pressure limiting valve IV, a pressure limiting valve V, a pressure limiting valve VI, an emergency electromagnetic valve I, an emergency electromagnetic valve II, an emergency electromagnetic valve III, an emergency electromagnetic valve IV, an emergency electromagnetic valve V and an emergency electromagnetic valve VI; the air storage cylinder I is connected with an air inlet of the plug valve I, an air outlet of the plug valve I is connected with an air inlet of the pressure limiting valve I, the air storage cylinder II is connected with an air inlet of the plug valve II, an air outlet of the plug valve II is connected with an air inlet of the pressure limiting valve II, an air storage cylinder XII is connected with an air inlet of the plug valve IV, an air storage cylinder XII is connected with an air inlet of the plug valve V, an air outlet of the plug valve V is connected with an air inlet of the pressure limiting valve IV, an air storage cylinder VIII is connected with an air inlet of the plug valve VII, an air outlet of the plug valve VII is connected with an air inlet of the pressure limiting valve V, an air storage cylinder VII is connected with an air inlet of the plug valve VIII, an air outlet of the plug valve VIII is connected with an air inlet of the pressure limiting valve VI, and air outlets of the pressure limiting valve I, the pressure limiting valve II, the pressure limiting valve III, the pressure limiting valve IV, the pressure limiting valve V and the, The air inlets of the emergency electromagnetic valve IV, the emergency electromagnetic valve V and the emergency electromagnetic valve VI are connected, one path of the air outlet of the emergency electromagnetic valve I, the emergency electromagnetic valve II, the emergency electromagnetic valve III, the emergency electromagnetic valve IV, the emergency electromagnetic valve V and the emergency electromagnetic valve VI is respectively connected with the left ABS electromagnetic valve I, the left ABS electromagnetic valve II, the left ABS electromagnetic valve III, the left ABS electromagnetic valve IV, the left ABS electromagnetic valve V and the left ABS electromagnetic valve VI, and the other path is respectively connected with the right ABS electromagnetic valve I, the right ABS electromagnetic valve II, the right ABS electromagnetic valve IV, the right ABS electromagnetic valve V, the right ABS electromagnetic valve IV, the left ABS electromagnetic valve I, the left ABS electromagnetic valve II, the left ABS electromagnetic valve IV, the left ABS electromagnetic valve V and the left ABS electromagnetic valve VI is respectively connected with the left air chamber I, the left air chamber II, the left air chamber III, the left air chamber IV, the left air chamber VI, The right ABS electromagnetic valve III, the right ABS electromagnetic valve IV, the right ABS electromagnetic valve V and the right ABS electromagnetic valve VI are respectively connected with the right air chamber I, the right air chamber II, the right air chamber III, the right air chamber IV, the right air chamber V and the right air chamber VI.
And the left air chamber II, the right air chamber II, the left air chamber V and the right air chamber V are all spring air chambers.
Compared with the prior art, the invention has the advantages that:
the electric control air pressure braking system of the intelligent rail electric car has the functions of air braking and electric-air braking, and the electric-air braking function is prioritized, so that the response time can be effectively reduced; the intelligent rail electric vehicle electric control air pressure braking system is compact in valve installation and pipeline arrangement, and can effectively reduce the air pipeline and response time at the hinged disc; the intelligent rail electric car electric control air pressure braking system has the function of braking force distribution according to the axis, and improves the running safety of the car; the intelligent tramcar electric control air pressure braking system has a parking braking function, and the safety of vehicle parking is improved; the intelligent electric rail car electric control air pressure braking system has an emergency braking function and improves the running safety of the car.
According to the electric control air pressure braking system of the intelligent rail electric car, the mixed braking of electric control braking and air pressure braking is adopted in the common braking loop, and the principle of priority of the electric control braking is adopted, so that the electric control braking and the air pressure braking can be smoothly converted with each other. The brake signal transmission device of the electric control brake master valve comprises two electronic circuits and two air pressure control circuits; the two electronic circuits are independent in the electric control brake master valve, when one electronic circuit fails, the other electronic circuit still keeps running, and the two pneumatic control circuits are the common brake circuits. When a driver steps on the brake pedal, the stroke of the pedal is converted into a voltage signal through a sensor and then the voltage signal is output. Two independent switches are also arranged in the two electronic loops, and the switches can be used for self-checking of the electronic loop sensor and can also be combined with the output voltage signal of the sensor for use to control the validity of the output signal of the sensor.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
Fig. 2 is a schematic block diagram of the air circuit and control of the service brake circuit according to the present invention.
FIG. 3 is a block diagram of the air circuit and control of the parking brake circuit of the present invention.
Fig. 4 is a schematic block diagram of the air circuit and control of the emergency braking circuit according to the present invention.
The reference numbers in the figures denote: 1. an air storage cylinder I; 2. an air cylinder II; 3. a cock III; 4. an air cylinder III; 5. an air cylinder IV; 6. a one-way valve I; 7. a four-loop protection valve I; 8. a pneumatic quick connector I; 9. a one-way valve II; 10. an air cylinder V; 11. an electric control dryer I; 12. a pressure relief solenoid valve I; 13. a relay valve I is parked; 14. a condenser I; 15. a memory valve I is parked; 16. an air compressor I; 20. a right air chamber III; 21. an air cylinder VI; 22. a pressure limiting valve III; 23. a cock IV; 24. a one-way valve V; 25. a four-loop protection valve III; 26. an air reservoir XII; 27. a cock V; 28. a pressure limiting valve IV; 29. a right air chamber IV; 30. a trailer valve II; 34. an air compressor II; 35. a memory valve II is parked; 36. a condenser II; 37. a parking relay valve II; 38. a pressure relief electromagnetic valve II; 39. an electric control dryer II; 40. an air cylinder XI; 41. a one-way valve IV; 42. a pneumatic quick-connection joint II; 43. a four-loop protection valve II; 44. a one-way valve III; 45. an air cylinder X; 46. an air cylinder IX; 47. a cock VI; 48. an air cylinder VIII; 49. an air cylinder VII; 50. the cock VII is adopted; 51. a cock VIII; 52. an electric control brake main valve II; 53. a common relay valve II; 55. a right air chamber V; 56. a pressure limiting valve V; 57. an emergency solenoid valve V; 59. a right air chamber VI; 60. a pressure limiting valve VI; 61. an emergency electromagnetic valve VI; 62. a right ABS electromagnetic valve VI; 65. a left ABS electromagnetic valve VI; 67. a left air chamber VI; 69. a shaft pressure module VI; 70. a two-way check valve VI; 71. a common relay valve IV; 72. a two-way check valve V; 73. an axle pressure module V; 75. a right ABS electromagnetic valve V; 77. a left ABS electromagnetic valve V; 78. a left air chamber V; 82. a right ABS electromagnetic valve IV; 83. a left ABS electromagnetic valve IV; 84. a left air chamber IV; 85. an emergency electromagnetic valve IV; 87. a shaft pressure module IV; 88. a two-way check valve IV; 89. a two-way check valve III; 90. a shaft pressure module III; 91. an emergency electromagnetic valve III; 93. a right ABS electromagnetic valve III; 94. a left ABS electromagnetic valve III; 95. a left air chamber III; 96. a trailer valve I; 100. a left air chamber II; 101. a left ABS electromagnetic valve II; 103. a right ABS electromagnetic valve II 103; 105. a shaft pressure module II; 106. a two-way check valve II; 107. a common relay valve III; 108. a two-way check valve I; 109. a shaft pressure module I; 111. a left air chamber I; 113. a left ABS electromagnetic valve I; 116. a right ABS electromagnetic valve I; 117. an emergency electromagnetic valve I; 118. a pressure limiting valve I; 119. a right air chamber I; 121. an emergency electromagnetic valve II; 122. a pressure limiting valve II; 123. a right air chamber II; 125. a common relay valve I; 126. an electric control brake main valve I; 127. a cock I; 128. and a cock II.
Detailed Description
The invention is further described below with reference to the figures and the specific embodiments of the description.
As shown in fig. 1 to 4, the electrically controlled pneumatic braking system of the smart rail electric car of the present embodiment includes a controller ECU, an air supply system, and a multi-circuit braking system; the multi-loop braking system comprises a common braking loop, a parking braking loop and an emergency braking loop, and the air source system is respectively connected with the common braking loop, the parking braking loop and the emergency braking loop and used for providing an air source; the controller is respectively connected with the air source system, the service brake loop, the parking brake loop and the emergency brake loop and is used for controlling the connection and disconnection of the air source system and the service brake loop, the parking brake loop and the emergency brake loop.
In the embodiment, the air source system comprises an air compressor I16, a condenser I14, a pressure relief solenoid valve I12, an electronic control dryer I11, a four-loop protection valve I7, a one-way valve I6, an air cylinder I1, an air cylinder II 2, an air cylinder III 4, an air cylinder IV 5, an air cylinder V10, a one-way valve II 9, a pneumatic quick-connection joint I8, an air compressor II 34, a condenser II 36, a pressure relief solenoid valve II 38, an electronic control dryer II 39, a four-loop protection valve II 43, a one-way valve III 44, an air cylinder VII 49, an air cylinder VIII 48, an air cylinder IX 46, an air cylinder X45, an air cylinder XI 40, a one-way valve IV 41, a pneumatic quick-connection joint II 42, a four-loop protection valve III 25, a one-way valve V24, an air cylinder VI 21, an air cylinder XII 26, an air compressor I16, a condenser I14, a pressure relief solenoid valve I, an electronic control dryer I11 and a four-loop protection valve 7 which are sequentially connected through air pipelines, the air cylinder I1, the air cylinder II 2, the air cylinder IV 5 and the air cylinder V10 are respectively connected with a four-loop protection valve I7 through air pipelines, the air cylinder III 4, a one-way valve I6 and the four-loop protection valve I7 are sequentially connected through the air pipelines, a pneumatic quick-connection joint I8, a one-way valve II 9 and the four-loop protection valve I7 are connected through the air pipelines, an air compressor II 34, a condenser II 36, a pressure-relief electromagnetic valve II 38, an electronic control dryer II 39 and a four-loop protection valve II 43 are sequentially connected through the air pipelines, the air cylinder VII 49, the air cylinder VIII 48, the air cylinder X45 and the air cylinder XI 40 are respectively connected with the four-loop protection valve II 43 through the air pipelines, the air cylinder IX 46, the one-way valve III 44 and the four-loop protection valve II 43 are sequentially connected through the air pipelines, the pneumatic quick-connection joint II 42, the one-way valve III 44 and the four-loop protection valve II 43 are connected through the air pipelines, and the air cylinder VI 21, check valve V24, four return circuit protection valves III 25 pass through the trachea way and connect gradually, and air receiver XII 26 passes through the trachea way with four return circuit protection valves III 25 and connects gradually.
In the embodiment, the common brake circuit comprises a plug I127, a plug II 128, a plug III 3, a plug IV 23, a plug V27, a plug VI 47, a plug VII 50, a plug VIII 51, an electric control brake master valve I126, an electric control brake master valve II 52, a trailer valve I96, a trailer valve II 30, a common relay valve I125, a common relay valve II 53, a common relay valve III 107, a common relay valve IV 71, a two-way check valve I108, a two-way check valve II 106, a two-way check valve III 89, a two-way check valve IV 88, a two-way check valve V72, a two-way check valve VI 70, an axle pressure module I109, an axle pressure module II 105, an axle pressure module III 90, an axle pressure module IV 87, an axle pressure module V73, an axle pressure module VI 69, a left ABS solenoid valve I113, a left ABS solenoid valve II 101, a left ABS solenoid valve 94, a left ABS solenoid valve 83, a left ABS solenoid valve V77, a left ABS solenoid valve 65, a left ABS solenoid valve III, The air-conditioning system comprises a right ABS electromagnetic valve I116, a right ABS electromagnetic valve II 103, a right ABS electromagnetic valve III 93, a right ABS electromagnetic valve IV 82, a right ABS electromagnetic valve V75, a right ABS electromagnetic valve VI 62, a left air chamber I111, a left air chamber II 100, a left air chamber III 95, a left air chamber IV 84, a left air chamber V78, a left air chamber VI 67, a right air chamber I119, a right air chamber II 123, a right air chamber III 20, a right air chamber IV 29, a right air chamber V55 and a right air chamber VI 59. The air storage cylinder I1 is connected with an air inlet of a plug I127, one path of an air outlet of the plug I127 is connected with an air inlet of an axle pressure module I109, the other path of the air outlet of the plug I127 is connected with an air inlet of a lower cavity of an electric control brake main valve I126, an air storage cylinder IV 5 is connected with an air inlet of a plug III, an air outlet of the plug III is connected with an air inlet of an upper cavity of the electric control brake main valve I126, an air outlet of the upper cavity of the electric control brake main valve I126 is connected with a control port of a trailer valve I96, an air outlet of the lower cavity of the electric control brake main valve I126 is connected with a control port of a common relay valve I125, an air outlet of the trailer valve I96 is connected with a control port of a common relay valve II 53, the air storage cylinder 12 is respectively connected with the control port and the air inlet of the trailer valve I96, one path of an outlet of the plug II 128 is, The control ports of the shaft pressure module III 90 are connected, the air outlet of the common relay valve II 53 is respectively connected with the control ports of the shaft pressure module IV 87, the shaft pressure module V73 and the shaft pressure module VI 69, one path of the air outlet of each shaft pressure module is respectively connected with a left ABS electromagnetic valve I113, a left ABS electromagnetic valve II 101, a left ABS electromagnetic valve III 94, a left ABS electromagnetic valve IV 83, a left ABS electromagnetic valve V77 and a left ABS electromagnetic valve VI 65, the other path of the air outlet of each shaft pressure module is respectively connected with a right ABS electromagnetic valve I116, a right ABS electromagnetic valve II 103, a right ABS electromagnetic valve III 93, a right ABS electromagnetic valve IV 82, a right ABS electromagnetic valve V75, a right ABS electromagnetic valve VI 62, a left ABS electromagnetic valve I113, a left ABS electromagnetic valve II 101, a left ABS electromagnetic valve III 94, a left ABS electromagnetic valve IV 83, a left ABS electromagnetic valve V77 and a left ABS electromagnetic valve VI 65 are respectively connected with a left air chamber I111, a left air chamber II 100, The left air chamber VI 67, the right ABS electromagnetic valve I116, the right ABS electromagnetic valve II 103, the right ABS electromagnetic valve III 93, the right ABS electromagnetic valve IV 82, the right ABS electromagnetic valve V75 and the right ABS electromagnetic valve VI 62 are respectively connected with the right air chamber I119, the right air chamber II 123, the right air chamber III 20, the right air chamber IV 29, the right air chamber V55 and the right air chamber VI 59.
In this embodiment, the parking brake circuit includes a parking button i, a parking button ii, an air cylinder iii 4, an air cylinder viii 48, a parking memory valve i 15, a parking memory valve ii 35, a parking relay valve i 13, and a parking relay valve ii 37. The air cylinder III 4 is respectively connected with the air inlets of the parking memory valve I15 and the parking relay valve I13, the air outlet of the parking memory valve I15 is connected with the control port of the parking relay valve I13, one path of the air outlet of the parking relay valve I13 is connected with the left air chamber II 100, the other path of the air outlet of the parking relay valve I13 is connected with the right air chamber II 123, the air cylinder VIII 48 is respectively connected with the air inlets of the parking memory valve II 35 and the parking relay valve II 37, the air outlet of the parking memory valve II 35 is connected with the control port of the parking relay valve II 37, one path of the air outlet of the parking relay valve II 37 is connected with the left air chamber V78, the other path of the air outlet of the parking relay valve II 37 is connected with the right air chamber V55, the signal control line of the parking button I is respectively connected with the signal control lines of the parking, the signal control line of the parking memory valve II 35 is connected.
In this embodiment, the emergency braking circuit includes an emergency button i, an emergency button ii, a pressure limiting valve i 118, a pressure limiting valve ii 122, a pressure limiting valve iii 22, a pressure limiting valve iv 28, a pressure limiting valve v 56, a pressure limiting valve vi 60, an emergency solenoid valve i 117, an emergency solenoid valve ii 121, an emergency solenoid valve iii 91, an emergency solenoid valve iv 85, an emergency solenoid valve v 57, and an emergency solenoid valve vi 61. The air storage cylinder I1 is connected with an air inlet of the cock I127, an air outlet of the cock I127 is connected with an air inlet of a pressure limiting valve I118, the air storage cylinder II 2 is connected with an air inlet of the cock II 128, an air outlet of the cock II 128 is connected with an air inlet of a pressure limiting valve II 122, the air storage cylinder XII 26 is connected with an air inlet of the cock IV 23, an air outlet of the cock IV 23 is connected with an air inlet of a pressure limiting valve III 22, the air storage cylinder XII 26 is connected with an air inlet of the cock V27, an air outlet of the cock V27 is connected with an air inlet of a pressure limiting valve IV 28, the air storage cylinder VIII 48 is connected with an air inlet of the cock VII 50, an air outlet of the cock VII 50 is connected with an air inlet of a pressure limiting valve V56, the air storage cylinder VII 49 is connected with an air inlet of a cock VIII 51, an air outlet of the cock VIII 51 is connected with an air inlet of a pressure limiting valve VI 60, the pressure limiting valve I118, the pressure limiting valve, The air outlet of the pressure limiting valve VI 60 is respectively connected with the air inlets of an emergency solenoid valve I117, an emergency solenoid valve II 121, an emergency solenoid valve III 91, an emergency solenoid valve IV 85, an emergency solenoid valve V57 and an emergency solenoid valve VI 61, one path of the air outlet of the emergency solenoid valve I117, the emergency solenoid valve II 121, the emergency solenoid valve III 91, the emergency solenoid valve IV 85, the emergency solenoid valve V57 and the emergency solenoid valve VI 61 is respectively connected with a left ABS solenoid valve I113, a left ABS solenoid valve II 101, a left ABS solenoid valve III 94, a left ABS solenoid valve IV 83, a left ABS solenoid valve V77 and a left ABS solenoid valve VI 65, and the other path of the air outlet of the emergency solenoid valve VI 61 is respectively connected with a right ABS solenoid valve I116, a right ABS solenoid valve II 103, a right ABS solenoid valve III 93, a right ABS solenoid valve IV 82, a right ABS solenoid valve V75, a right ABS solenoid valve VI 62, a left ABS I, The left ABS electromagnetic valve V77 and the left ABS electromagnetic valve VI 65 are respectively connected with a left air chamber I111, a left air chamber II 100, a left air chamber III 95, a left air chamber IV 84, a left air chamber V78 and a left air chamber VI 67, and the right ABS electromagnetic valve I116, the right ABS electromagnetic valve II 103, the right ABS electromagnetic valve III 93, the right ABS electromagnetic valve IV 82, the right ABS electromagnetic valve V75 and the right ABS electromagnetic valve VI 62 are respectively connected with a right air chamber I119, a right air chamber II 123, a right air chamber III 20, a right air chamber IV 29, a right air chamber V55 and a right air chamber VI 59.
In the embodiment, the brake circuit is connected with a multi-circuit air pipeline through a two-way check valve; the left air chamber II 100, the right air chamber II 123, the left air chamber V78 and the right air chamber V55 are all spring air chambers; the electric control brake master valve, the bridge pressure module, the ABS electromagnetic valve, the parking button, the parking memory valve, the emergency button, the emergency electromagnetic valve and the ASR electromagnetic valve are all connected with a signal control line of the controller ECU.
As shown in fig. 2, the service brake circuit adopts a hybrid brake of an electric control brake and a pneumatic brake, and the electric control brake and the pneumatic brake can be smoothly switched with each other by the principle of priority of the electric control brake. The brake signal transmission device of the electric control brake master valve comprises two electronic circuits and two air pressure control circuits; the two electronic circuits are independent in the electric control brake master valve, when one electronic circuit fails, the other electronic circuit still keeps running, and the two pneumatic control circuits are the common brake circuits. When a driver steps on the brake pedal, the stroke of the pedal is converted into a voltage signal through a sensor and then the voltage signal is output. Two independent switches are also arranged in the two electronic loops, and the switches can be used for self-checking of the electronic loop sensor and can also be combined with the output voltage signal of the sensor for use to control the validity of the output signal of the sensor.
When the electric control loop is normal, the electric signal of the electric control main valve is sent to the brake controller ECU, the brake controller ECU calculates the braking force required to be applied by each shaft by combining the parameters of the speed of the whole vehicle, the load of each shaft, the ABS action information and the like input from the vehicle-mounted network system, and controls the pressure of the brake air chamber (each air chamber) of each shaft by controlling the opening and closing of the electromagnetic valve in the pressure module of each shaft bridge. The reasonable distribution of the braking force of the whole vehicle is preliminarily realized by the control method, and the mutual impact of the front vehicle and the rear vehicle is avoided. Wherein the axle pressure module may implement braking by electronic or pneumatic control. When the electric control loop is normal, the pressure of the output port is preferentially determined by the electric control loop, and when the electric control loop fails, the pressure of the output port is determined by the pneumatic control loop.
When the electric control loop fails, the output pressure of each bridge pressure module is controlled by the pneumatic control loop. The control process is as follows, the driver steps down the brake pedal, the electric control main valve outputs three paths of air with corresponding pressure according to the pedal stroke (one path is divided into two paths midway). One path is connected to a control port of a five-port relay valve, and the five-port relay valve is used for controlling the brake pressure of the front three shafts. The other two paths are connected to the trailer valve, and output two paths of air pressure to the other five-port relay valve after being converted by the trailer valve, wherein one path is used for controlling pressure, and the other path is used for air source. The five-port relay valve is used for controlling the brake pressure of the rear three shafts. The pressure air from the outlet of the five-port relay valve enters the control port of the bridge pressure module, so that the air pressure output to the brake air chamber by the bridge pressure module is controlled, and the purpose of controlling the braking force is achieved. However, the braking force of each shaft is the same at this time, and cannot be adjusted according to the difference in the shaft weight.
As shown in figure 3, the intelligent rail electric vehicle is provided with parking spring brake air chambers (spring air chambers in figure 3) on 2 shafts and 5 shafts, so that the vehicle can be safely parked without a driver on a flat road and an up-down slope. The parking brake function consists primarily of a parking brake/release button (parking button in FIG. 3), a parking memory valve, a parking relay valve, and a parking brake chamber. When the vehicle is normally driven, the brake air chamber with the parking brake is filled with compressed air, the spring is compressed, and the brake is relieved. When the speed of the vehicle is zero, when a driver presses a parking brake button (parking button) to send a parking brake command, a parking memory valve acts, air at a control port of a parking relay valve is discharged, the parking relay valve acts, compressed air with a parking brake air chamber is discharged to the atmosphere through the parking relay valve, and a spring extends out to implement braking. When the parking brake is released, a driver presses a release button, the parking memory valve acts, a control port of the parking relay valve is filled with compressed air, the parking relay valve acts, the compressed air in the air source enters the parking brake air chamber through the parking relay valve, the spring is compressed, and the parking brake is released.
As shown in fig. 4, emergency braking is actively triggered by the driver weighing the road condition and the urgency. The operation interface is an emergency button input mode and is applied by power. In the road-right mode, the vehicle cannot be released before stopping when the corresponding maximum deceleration is reached. The emergency braking has the highest priority and is not influenced by any equipment once being put into use. The emergency braking function mainly comprises an emergency button, an emergency electromagnetic valve, a pressure limiting valve and the like. When the driver presses the emergency button, the emergency electromagnetic valve is electrified and conducted, compressed air is limited to a set pressure through the pressure limiting valve and then enters the brake air chamber (air chamber) through the ABS valve, and emergency braking is applied.
In the embodiment, the intelligent tramcar electric control air pressure braking system has the functions of air braking and electric-air braking, and the electric-air braking function is preferred, so that the response time can be effectively reduced; the intelligent rail electric vehicle electric control air pressure braking system is compact in valve installation and pipeline arrangement, and can effectively reduce the air pipeline and response time at the hinged disc; the intelligent rail electric car electric control air pressure braking system has the function of braking force distribution according to the axis, and improves the running safety of the car; the intelligent tramcar electric control air pressure braking system has a parking braking function, and the safety of vehicle parking is improved; the intelligent electric rail car electric control air pressure braking system has an emergency braking function and improves the running safety of the car.
The above is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above-mentioned embodiments, and all technical solutions belonging to the idea of the present invention belong to the protection scope of the present invention. It should be noted that modifications and embellishments within the scope of the invention may be made by those skilled in the art without departing from the principle of the invention.
Claims (8)
1. An electric control air pressure braking system of an intelligent rail electric car is characterized by comprising a controller, an air source system and a multi-loop braking system; the multi-loop brake system comprises a service brake loop, a parking brake loop and an emergency brake loop, and the air source system is respectively connected with the service brake loop, the parking brake loop and the emergency brake loop and used for providing an air source; the controller is respectively connected with the air source system, the service brake loop, the parking brake loop and the emergency brake loop and is used for controlling the communication and the disconnection of the air source system and the service brake loop, the parking brake loop and the emergency brake loop.
2. An electrically controlled pneumatic brake system for a smart-rail electric vehicle according to claim 1, wherein said service brake circuit employs a hybrid of electrically controlled braking and pneumatic braking, with electrically controlled braking being prioritized and with smooth transitions between electrically controlled braking and pneumatic braking.
3. The electric control air pressure brake system of the smart rail electric car as claimed in claim 2, wherein the controller calculates the brake force required to be applied to each axle by combining the speed of the whole car, the load of each axle and the ABS operation information parameters inputted by the car network system to control the pressure of the brake air chamber of each axle.
4. An electric control air pressure brake system of a smart rail electric car according to claim 1, 2 or 3, characterized in that the air supply system comprises an air compressor I, a condenser I, a pressure relief solenoid valve I, an electric control dryer I, a four-circuit protection valve I, a one-way valve I, an air cylinder II, an air cylinder III, an air cylinder IV, an air cylinder V, a one-way valve II, a pneumatic quick connector I, an air compressor II, a condenser II, a pressure relief solenoid valve II, an electric control dryer II, a four-circuit protection valve II, a one-way valve III, an air cylinder VII, an air cylinder VIII, an air cylinder IX, an air cylinder X, an air cylinder XI, a one-way valve IV, a pneumatic quick connector II, a four-circuit protection valve III, a one-way valve V, an air cylinder VI and an air cylinder XII; an air compressor I, a condenser I, a pressure relief solenoid valve I, an electronic control dryer I and a four-loop protection valve I are sequentially connected through an air pipeline, an air cylinder I, an air cylinder II, an air cylinder IV and an air cylinder V are respectively connected with the four-loop protection valve I through the air pipeline, an air cylinder III, a check valve I and a four-loop protection valve I are sequentially connected through the air pipeline, a pneumatic quick connector I, a check valve II and a four-loop protection valve I are connected through the air pipeline, the air compressor II, the condenser II, the pressure relief solenoid valve II, the electronic control dryer II and the four-loop protection valve II are sequentially connected through the air pipeline, an air cylinder VII, an air cylinder VIII, an air cylinder X and an air cylinder XI are respectively connected with the four-loop protection valve II through the air pipeline, an air cylinder IX, a check valve III and a four-loop protection valve II are sequentially connected through the air pipeline, a pneumatic quick connector II, a check valve III and a four-loop protection valve II are connected through the air pipeline, the air cylinder VI, the one-way valve V and the four-loop protection valve III are sequentially connected through an air pipeline, and the air cylinder XII and the four-loop protection valve III are sequentially connected through an air pipeline.
5. The electric control pneumatic brake system of the smart-rail electric car as claimed in claim 4, wherein the common brake circuit comprises a plug I, a plug II, a plug III, a plug IV, a plug V, a plug VI, a plug VII, a plug VIII, a main electric control brake valve I, a main electric control brake valve II, a trailer valve I, a trailer valve II, a common relay valve I, a common relay valve II, a common relay valve III, a common relay valve IV, a two-way check valve I, a two-way check valve II, a two-way check valve III, a two-way check valve IV, a two-way check valve V, a two-way check valve VI, an axle pressure module I, an axle pressure module II, an axle pressure module IV, an axle pressure module V, an axle pressure module VI, a left ABS solenoid valve I, a left ABS solenoid valve II, a left ABS solenoid valve III, a left ABS solenoid valve IV, a left ABS solenoid valve V, a right ABS solenoid valve I, an axle pressure module V, an axle pressure module IV, an axle pressure, The air-conditioning system comprises a right ABS electromagnetic valve II, a right ABS electromagnetic valve III, a right ABS electromagnetic valve IV, a right ABS electromagnetic valve V, a right ABS electromagnetic valve VI, a left air chamber I, a left air chamber II, a left air chamber III, a left air chamber IV, a left air chamber V, a left air chamber VI, a right air chamber I, a right air chamber II, a right air chamber III, a right air chamber IV, a right air chamber V and a right air chamber VI; the air storage cylinder I is connected with an air inlet of the plug valve I, one path of an air outlet of the plug valve I is connected with an air inlet of the shaft pressure module I, the other path of the air outlet of the plug valve I is connected with an air inlet of a lower cavity of the electric control brake main valve I, the air storage cylinder IV is connected with an air inlet of the plug valve III, an air outlet of the plug valve III is connected with an air inlet of an upper cavity of the electric control brake main valve I, an air outlet of the upper cavity of the electric control brake main valve I is connected with a control port of the common relay valve I, an air outlet of the trailer valve I is connected with a control port of the common relay valve II, the air storage cylinders are respectively connected with a control port and an air inlet of the trailer valve I, one path of an outlet of the plug valve II is connected with an air inlet of the relay valve I, an air outlet of the common relay valve I is respectively connected with a control port of the shaft pressure module I, a shaft pressure module II, The control ports of the shaft pressure module V and the shaft pressure module VI are connected, one path of an air outlet of each shaft pressure module is respectively connected with a left ABS electromagnetic valve I, a left ABS electromagnetic valve II, a left ABS electromagnetic valve III, a left ABS electromagnetic valve IV, a left ABS electromagnetic valve V and a left ABS electromagnetic valve VI, and the other path of the air outlet of each shaft pressure module is respectively connected with a right ABS electromagnetic valve I, a right ABS electromagnetic valve II, a right ABS electromagnetic valve III, a right ABS electromagnetic valve IV, a right ABS electromagnetic valve V and a right ABS electromagnetic valve VI; the left ABS solenoid valve I, the left ABS solenoid valve II, the left ABS solenoid valve III, the left ABS solenoid valve IV, the left ABS solenoid valve V and the left ABS solenoid valve VI are respectively connected with the left air chamber I, the left air chamber II, the left air chamber III, the left air chamber IV, the left air chamber V and the left air chamber VI, and the right ABS solenoid valve I, the right ABS solenoid valve II, the right ABS solenoid valve III, the right ABS solenoid valve IV, the right ABS solenoid valve V and the right ABS solenoid valve VI are respectively connected with the right air chamber I, the right air chamber II, the right air chamber III, the right air chamber IV, the right air chamber V and the right air chamber VI.
6. The electric control pneumatic braking system of the smart rail electric car as claimed in claim 5, wherein the parking braking loop comprises a parking button I, a parking button II, a parking memory valve I, a parking memory valve II, a parking relay valve I and a parking relay valve II; the air cylinder III is respectively connected with the air inlets of the parking memory valve I and the parking relay valve I, the air outlet of the parking memory valve I is connected with the control port of the parking relay valve I, one path of the air outlet of the parking relay valve I is connected with the left air chamber II, the other path of the air outlet of the parking relay valve I is connected with the right air chamber II, the air cylinder VIII is respectively connected with the air inlets of the parking memory valve II and the parking relay valve II, the air outlet of the parking memory valve II is connected with the control port of the parking relay valve II, one path of the air outlet of the parking relay valve II is connected with the left air chamber V, the other path of the air outlet of the parking relay valve II is connected with the right air chamber V, the signal control line of the parking button I is respectively connected with the signal control line of the parking memory valve I and the signal control line.
7. The electric control pneumatic brake system of the smart rail electric car as claimed in claim 6, wherein the emergency brake circuit comprises an emergency button I, an emergency button II, a pressure limiting valve I, a pressure limiting valve II, a pressure limiting valve III, a pressure limiting valve IV, a pressure limiting valve V, a pressure limiting valve VI, an emergency solenoid valve I, an emergency solenoid valve II, an emergency solenoid valve III, an emergency solenoid valve IV, an emergency solenoid valve V and an emergency solenoid valve VI; the air storage cylinder I is connected with an air inlet of the plug valve I, an air outlet of the plug valve I is connected with an air inlet of the pressure limiting valve I, the air storage cylinder II is connected with an air inlet of the plug valve II, an air outlet of the plug valve II is connected with an air inlet of the pressure limiting valve II, an air storage cylinder XII is connected with an air inlet of the plug valve IV, an air storage cylinder XII is connected with an air inlet of the plug valve V, an air outlet of the plug valve V is connected with an air inlet of the pressure limiting valve IV, an air storage cylinder VIII is connected with an air inlet of the plug valve VII, an air outlet of the plug valve VII is connected with an air inlet of the pressure limiting valve V, an air storage cylinder VII is connected with an air inlet of the plug valve VIII, an air outlet of the plug valve VIII is connected with an air inlet of the pressure limiting valve VI, and air outlets of the pressure limiting valve I, the pressure limiting valve II, the pressure limiting valve III, the pressure limiting valve IV, the pressure limiting valve V and the, The air inlets of the emergency electromagnetic valve IV, the emergency electromagnetic valve V and the emergency electromagnetic valve VI are connected, one path of the air outlet of the emergency electromagnetic valve I, the emergency electromagnetic valve II, the emergency electromagnetic valve III, the emergency electromagnetic valve IV, the emergency electromagnetic valve V and the emergency electromagnetic valve VI is respectively connected with the left ABS electromagnetic valve I, the left ABS electromagnetic valve II, the left ABS electromagnetic valve III, the left ABS electromagnetic valve IV, the left ABS electromagnetic valve V and the left ABS electromagnetic valve VI, and the other path is respectively connected with the right ABS electromagnetic valve I, the right ABS electromagnetic valve II, the right ABS electromagnetic valve IV, the right ABS electromagnetic valve V, the right ABS electromagnetic valve IV, the left ABS electromagnetic valve I, the left ABS electromagnetic valve II, the left ABS electromagnetic valve IV, the left ABS electromagnetic valve V and the left ABS electromagnetic valve VI is respectively connected with the left air chamber I, the left air chamber II, the left air chamber III, the left air chamber IV, the left air chamber VI, The right ABS electromagnetic valve III, the right ABS electromagnetic valve IV, the right ABS electromagnetic valve V and the right ABS electromagnetic valve VI are respectively connected with the right air chamber I, the right air chamber II, the right air chamber III, the right air chamber IV, the right air chamber V and the right air chamber VI.
8. The electric control pneumatic braking system for the smart-rail electric car as claimed in claim 7, wherein the left air chamber II, the right air chamber II, the left air chamber V and the right air chamber V are all spring air chambers.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811221885.2A CN111071228B (en) | 2018-10-19 | Electric control pneumatic braking system of intelligent tramcar |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811221885.2A CN111071228B (en) | 2018-10-19 | Electric control pneumatic braking system of intelligent tramcar |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111071228A true CN111071228A (en) | 2020-04-28 |
| CN111071228B CN111071228B (en) | 2024-07-02 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112172773A (en) * | 2020-09-24 | 2021-01-05 | 中车长春轨道客车股份有限公司 | Public road right non-wheel-rail guiding virtual rail train distributed brake control system |
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| CN208978829U (en) * | 2018-10-19 | 2019-06-14 | 中车株洲电力机车研究所有限公司 | A kind of electronic control pneumatic brake system of intelligence rail electric car |
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| US4907842A (en) * | 1988-10-27 | 1990-03-13 | International Transquip Industries | Vehicle air brake system and valves for it |
| CN102963347A (en) * | 2012-11-15 | 2013-03-13 | 南车株洲电力机车有限公司 | Air brake system for automatic program management (APM) vehicle |
| CN108327696A (en) * | 2017-01-18 | 2018-07-27 | 中车株洲电力机车研究所有限公司 | A kind of rubber tire train gas, electricity mixing control braking system |
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| CN112172773A (en) * | 2020-09-24 | 2021-01-05 | 中车长春轨道客车股份有限公司 | Public road right non-wheel-rail guiding virtual rail train distributed brake control system |
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