CN111661025B - Method and device for controlling average pipe pressure of locomotive brake - Google Patents
Method and device for controlling average pipe pressure of locomotive brake Download PDFInfo
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- CN111661025B CN111661025B CN202010558794.9A CN202010558794A CN111661025B CN 111661025 B CN111661025 B CN 111661025B CN 202010558794 A CN202010558794 A CN 202010558794A CN 111661025 B CN111661025 B CN 111661025B
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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
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
Abstract
The invention discloses a method and a device for controlling the pressure of an average pipe of a locomotive brake, which are characterized in that when a brake is powered off and a broken hook train is separated when the brake is at an air level and the air level, the pressure of the average pipe is controlled by a brake cylinder pressure control unit by controlling the actions of a first pneumatic reversing valve and a blocking valve, so that the pressure control of the average pipe is realized, and when the broken hook train is separated from the air-level locomotive, the control of the average pipe is cut off, the pressure of the average pipe is prevented from being rapidly reduced to pull down the pressure of a brake cylinder of the locomotive, and the safety of the train is ensured.
Description
Technical Field
The invention belongs to the technical field of railway locomotive braking, and particularly relates to a method and a device for controlling the average pipe pressure under the condition of power loss and air level of a locomotive brake.
Background
The heavy-load technology is one of the development directions of railway technology, locomotive reconnection is an important link for realizing the heavy-load technology, and locomotive reconnection is that two or more locomotives are connected together to form a reconnection locomotive for use. The domestic locomotive brake machine realizes the pressure control of the brake cylinder of the double-heading locomotive by arranging an average pipe, a lead locomotive (hereinafter referred to as a local machine) in the double-heading locomotive controls and outputs the pressure of the average pipe, and the engine supplementing machine receives the pressure of the average pipe, amplifies the flow through an acting valve according to the received pressure of the average pipe and controls the pressure of the brake cylinder of the engine supplementing machine. At present, a locomotive brake generally adopts a design that a brake is switched from a power-off mode to a power-on mode, the average pipe pressure cannot be controlled in the power-on mode, and when the locomotive brake is in a release state and is powered off, the problem that the average pipe does not output pressure exists in the power-on mode. In addition, when the locomotive brake has no power input or fails to go to air level, the locomotive brake cannot achieve pressure control of the averaging tube.
How to realize the functions of outputting the mean pipe pressure when the locomotive brake is in a release state and losing power, controlling the mean pipe pressure under the air position of the locomotive brake, and protecting the locomotive brake from the rapid drop of the mean pipe pressure when a broken hook train is separated under the air position is a problem to be solved by the technical staff in the field.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a method and a device for controlling the average pipe pressure of a locomotive brake.
The invention solves the technical problems through the following technical scheme: a locomotive brake mean tube pressure control apparatus including an air backup unit for controlling train tube pressure in the event of a brake system failure, characterized by further comprising: the device comprises a contact switch, a switching module, a first electromagnetic valve, a first pneumatic reversing valve and an interruption valve;
the contact switch and the coil of the switching module are connected in series and then are connected into a power supply end of the air backup unit; the air inlet of the switching module is connected with a main air connecting pipe and/or a main air pipe, and the air outlet of the switching module is connected with the control port of the first pneumatic reversing valve and the control port of the shutoff valve; the air outlet of the first pneumatic reversing valve is connected with the brake cylinder pressure control unit, the air inlet of the first pneumatic reversing valve is connected with the averaging tube, and the air outlet of the first pneumatic reversing valve is connected with the atmosphere; the air inlet and the air outlet of the blocking valve are respectively connected with the brake cylinder pipe and the averaging pipe; the coil of the first electromagnetic valve is controlled by a brake, a power supply of the first electromagnetic valve is connected with a power supply of the brake in parallel, an air inlet of the first electromagnetic valve is connected with the balanced pressure control unit, an air outlet of the first electromagnetic valve is connected with the train pipe pressure control unit and the balanced air cylinder, and an air outlet of the first electromagnetic valve is connected with an air outlet of the switching module; and a pipe diameter control mechanism is arranged on a pipeline after the exhaust port of the first electromagnetic valve is connected with the exhaust port of the switching module.
Further, the switching module is a second electromagnetic valve, a coil of the second electromagnetic valve is used as the coil of the switching module, an air inlet of the second electromagnetic valve is used as an air inlet of the switching module, an air outlet of the second electromagnetic valve is used as an air outlet of the switching module, and an air outlet of the second electromagnetic valve is used as an air outlet of the switching module.
Further, the switching module comprises a third electromagnetic valve and a second pneumatic reversing valve, an air outlet of the third electromagnetic valve is connected with a control port of the second pneumatic reversing valve, and an air inlet of the third electromagnetic valve is connected with the main air pipe; and a coil of the third electromagnetic valve is used as a coil of the switching module, an air inlet of the second pneumatic reversing valve is connected with the main air connecting pipe, an air outlet of the second pneumatic reversing valve is used as an air outlet of the switching module, and an air outlet of the second pneumatic reversing valve is used as an air outlet of the switching module.
Furthermore, the device also comprises a pressure switch, an air path interface of the pressure switch is connected with the main air connecting pipe, the public end of the electric switch of the pressure switch is connected with the power supply end of the air backup unit, and the normally open end of the electric switch of the pressure switch is connected with the public end of the contact switch.
The power supply of the contact switch is controlled by detecting the pressure of the main air connecting pipe through the pressure switch, and the power on or power off of the coil of the switching module is controlled, so that the first pneumatic reversing valve and the shutoff valve are controlled to act.
Further, the pipe diameter control mechanism is a shrinkage cavity arranged in a pipeline after an exhaust port of the first electromagnetic valve is connected with an exhaust port of the switching module, and the rate of discharging compressed air to atmosphere can be reduced through the shrinkage cavity.
The invention also provides a locomotive brake mean tube pressure control method, which comprises the following steps:
when the brake is powered off, one part of compressed air in the equalizing air cylinder is controlled to be discharged to the atmosphere through the power off of the first electromagnetic valve coil, and the other part of compressed air controls the action of the first pneumatic reversing valve and the blocking valve;
cutting off a passage between the averaging tube and the brake cylinder pressure control unit through a first pneumatic reversing valve, and enabling the averaging tube to enter the brake cylinder pre-control compressed air in the brake cylinder pressure control unit and exhaust the air to the atmosphere;
the brake cylinder pressure control unit controls the pressure of the averaging pipe while controlling the pressure of the brake cylinder pipe by connecting a passage between the brake cylinder pipe and the averaging pipe through a shutoff valve.
Further, when the pressure in the equalizing reservoir is lower than the actuation pressure values of the first pneumatic directional control valve and the block valve, the passage between the averaging tube and the brake cylinder pressure control unit is opened by the first pneumatic directional control valve, and the passage between the brake cylinder tube and the averaging tube is closed by the block valve, and the pressure in the averaging tube is controlled by the averaging tube pressure control unit.
The invention also provides a locomotive brake mean tube pressure control method, which comprises the following steps:
when the brake is in an air position, a plug valve of the air backup unit is in a throwing position, and a coil of the switching module is electrified to be communicated with a passage between the main air connecting pipe and the first pneumatic reversing valve and the blocking valve;
cutting off a passage between the averaging tube and the brake cylinder pressure control unit through a first pneumatic reversing valve, and enabling the averaging tube to enter the brake cylinder pre-control compressed air in the brake cylinder pressure control unit and exhaust the air to the atmosphere;
the brake cylinder pressure control unit controls the pressure of the averaging pipe while controlling the pressure of the brake cylinder pipe by connecting a passage between the brake cylinder pipe and the averaging pipe through a shutoff valve.
Further, when the brake is positioned at an air level and the hook-breaking train is separated, the actions of the first pneumatic reversing valve and the blocking valve are controlled according to the pressure value of compressed air in the main air connecting pipe;
the passage between the averaging tube and the brake cylinder pressure control unit is closed by a first pneumatic directional control valve, and the passage between the brake cylinder tube and the averaging tube is closed by a shutoff valve, the pressure of the averaging tube being controlled by the averaging tube pressure control unit.
Further, when the pressure value of the compressed air in the main air connecting pipe is reduced to the action pressure value of the pressure switch, a circuit between the contact switch and the air backup unit power supply is disconnected, and the coil of the switching module is powered off to control the actions of the first pneumatic reversing valve and the blocking valve;
or the pressure value of the compressed air in the main air connecting pipe is reduced to the action pressure value of the first pneumatic reversing valve and the blocking valve to control the action of the first pneumatic reversing valve and the blocking valve.
Advantageous effects
Compared with the prior art, the method and the device for controlling the mean pipe pressure of the locomotive brake provided by the invention have the advantages that when the brake is in power failure and the brake is at the air level and the hook train is separated under the air level, the pressure of the mean pipe is controlled by the brake cylinder pressure control unit by controlling the actions of the first pneumatic reversing valve and the blocking valve, so that the pressure control of the mean pipe is realized, and when the hook train is separated under the air level, the control of the mean pipe is cut off, the rapid reduction of the mean pipe pressure is prevented, the brake cylinder pressure of the locomotive is prevented from being reduced, and the safety of the locomotive is ensured.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only one embodiment of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
FIG. 1 is a schematic structural view of a locomotive brake mean tube pressure control device according to embodiment 1 of the present invention;
FIG. 2 is a schematic structural view of a locomotive brake mean tube pressure control device in embodiment 2 of the present invention;
FIG. 3 is a schematic structural view of a locomotive brake mean tube pressure control device in embodiment 3 of the present invention;
FIG. 4 is a schematic structural diagram of a locomotive brake mean tube pressure control device in embodiment 4 of the present invention;
the system comprises an air backup unit 1, a contact switch 2, a second electromagnetic valve 3, a first pneumatic reversing valve 4, an interruption valve 5, a brake cylinder pressure control unit 6, a brake cylinder pipe 7, a averaging pipe 8, an averaging pipe pressure control unit 9, a first electromagnetic valve 10, an equalizing pressure control unit 11, an equalizing air cylinder 12, a train pipe pressure control unit 13, a shrinkage cavity 14, a total air connection pipe 15, a pressure switch 16, a total air pipe 17, a third electromagnetic valve 18 and a second pneumatic reversing valve 19.
Detailed Description
The technical solutions in the present invention are 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 only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Example 1
As shown in fig. 1, the locomotive brake mean pipe pressure control device provided by the invention comprises an air backup unit 1 for controlling train pipe pressure in the case of brake system failure, a contact switch 2, a second solenoid valve 3, a first solenoid valve 10, a first pneumatic reversing valve 4, an interruption valve 5 and a pressure switch 16; the air path interface of the pressure switch 16 is connected with the main air connecting pipe 15, the common end of the electric switch of the pressure switch 16 is connected with the power supply end of the air backup unit 1, the normally open end of the electric switch of the pressure switch 16 is connected with the common end of the contact switch 2, and the normally open end of the contact switch 2 is connected with the coil of the second electromagnetic valve 3; an air inlet of the second electromagnetic valve 3 is connected with a main air connecting pipe 15, and an air outlet of the second electromagnetic valve 3 is connected with a control port of the first pneumatic reversing valve 4 and a control port of the blocking valve 5; an air outlet of the first pneumatic reversing valve 4 is connected with the brake cylinder pressure control unit 6, an air inlet of the first pneumatic reversing valve 4 is connected with the averaging tube 8, and an air outlet of the first pneumatic reversing valve 4 is connected with the atmosphere; the air inlet and the air outlet of the blocking valve 5 are respectively connected with a brake cylinder pipe 7 and an averaging pipe 8; the coil of the first electromagnetic valve 10 is controlled by a brake, the power supply of the first electromagnetic valve 10 is connected with the power supply of the brake in parallel, the air inlet of the first electromagnetic valve 10 is connected with the balanced pressure control unit 11, the air outlet of the first electromagnetic valve 10 is connected with the train pipe pressure control unit 13 and the balanced air cylinder 12, and the air outlet of the first electromagnetic valve 10 is connected with the air outlet of the second electromagnetic valve 3; a shrinkage cavity 14 is arranged on a pipeline after the exhaust port of the first electromagnetic valve 10 is connected with the exhaust port of the second electromagnetic valve 3. The brake cylinder pipe 7 is connected to the brake cylinder.
The working principle of the average pipe pressure control device of the locomotive brake is as follows:
when the brake normally works (the brake is electrified), the contact switch 2 is in a disconnected state, compressed air at the control port of the first pneumatic reversing valve 4 and the control port of the blocking valve 5 enters the exhaust port through the air outlet of the second electromagnetic valve 3 and is exhausted to the atmosphere through the shrinkage cavity 14; the first pneumatic reversing valve 4 is in a normally open position, compressed air in the averaging tube 8 enters an air outlet through an air inlet of the first pneumatic reversing valve 4 and enters the brake cylinder pressure control unit 6 from the air outlet to be used as pre-control pressure of the brake cylinder, and an air outlet of the first pneumatic reversing valve 4 is cut off; the shut-off valve 5 is in the shut-off position, the inlet and outlet of the shut-off valve 5 are shut off, and the brake cylinder is not in communication with the averaging tube 8. When the brake normally works, the coil of the first electromagnetic valve 10 is electrified, the equalizing pressure control unit 11 is communicated with the train pipe pressure control unit 13 and the equalizing air cylinder 12, the equalizing pressure control unit 11 outputs a pressure value of the equalizing air cylinder 12 according to an actual brake instruction, and the train pipe pressure control unit 13 controls the pressure of the train pipe according to the pressure value of the equalizing air cylinder 12, so that the brake release control of the whole train is realized. The actual braking instruction is a braking instruction sent to the braking system by a driver operating a braking controller or a control system of the locomotive, a control unit of the braking system can convert the braking instruction into a pressure value of the equalizing air cylinder 12 so as to control the pressure of the equalizing air cylinder 12, a train pipe pressure control unit 13 controls the train pipe pressure by means of a relay valve (namely, the pressure of the equalizing air cylinder 12 and the control instruction) inside the train pipe pressure control unit, the relay valve is pre-controlled and connected with the equalizing air cylinder 12, and the relay valve outputs the train pipe pressure which is the same as the pressure of the equalizing air cylinder 12. The equalizing pressure control unit 11 is used for controlling the pressure of the equalizing reservoir 12 according to the control instruction.
When the brake is powered off, the coil of the first electromagnetic valve 10 is powered off, the balance air cylinder 12 is communicated with the shrinkage cavity 14 at the moment, compressed air in the balance air cylinder 12 is exhausted to the atmosphere through the shrinkage cavity 14, and the speed of exhausting the compressed air to the atmosphere is reduced under the action of the shrinkage cavity 14, so that a part of the compressed air enters the control ports of the first pneumatic reversing valve 4 and the blocking valve 5 through the second electromagnetic valve 3; the first pneumatic directional control valve 4 is actuated to cut off the passage between the averaging tube 8 and the brake cylinder pressure control unit 6 and to empty the brake cylinder pilot pressure of the averaging tube 8 into the brake cylinder pressure control unit 6; the blocking valve 5 acts to communicate the brake cylinder pipe 7 with the average pipe 8, and the pressure of the brake cylinder pipe 7 and the pressure of the average pipe 8 are simultaneously controlled through the brake cylinder pressure control unit 6, so that the control of the pressure of the average pipe 8 when the brake system is powered off is ensured; when the pressure in the equalizing reservoir 12 drops to a predetermined value, the first pneumatic directional control valve 4 operates to connect the averaging pipe 8 to the brake cylinder pressure control unit 6, and the shut-off valve 5 operates to shut off the brake cylinder pipe 7 from the averaging pipe 8.
When the brake needs to be turned to an air position after power failure, a cock of the air backup unit 1 is operated to turn the brake to the air position, the control contact switch 2 is closed when the cock is in a throwing position (indicating that the brake is in the air position), a coil of the second electromagnetic valve 3 is electrified, compressed air of the main air connecting pipe 15 enters an air outlet through an air inlet of the second electromagnetic valve 3 and enters a control port of the first pneumatic reversing valve 4 and a control port of the blocking valve 5 from the air outlet; the first pneumatic reversing valve 4 acts and cuts off a passage between the averaging tube 8 and the brake cylinder pressure control unit 6, the brake cylinder pre-control pressure of the averaging tube 8 entering the brake cylinder pressure control unit 6 is exhausted to the atmosphere through the exhaust port of the first pneumatic reversing valve 4, and the pressure of the averaging tube 8 is cut off at the air inlet of the first pneumatic reversing valve 4; the shutoff valve 5 is actuated to communicate the intake port and the exhaust port of the shutoff valve 5 with each other, so that the brake cylinder and the averaging tube 8 are communicated with each other, and the pressures of the brake cylinder tube 7 and the averaging tube 8 are simultaneously controlled by the brake cylinder pressure control unit 6. And meanwhile, the brake is powered off, the coil of the first electromagnetic valve 10 is powered off, the balance air cylinder 12 is communicated with the shrinkage cavity 14, and compressed air in the balance air cylinder 12 is exhausted to the atmosphere through the shrinkage cavity 14.
When the train is disconnected at the air level of the brake, the pressure in the main air connecting pipe 15 is reduced and the pressure is reduced to the action pressure value of the pressure switch 16, the circuit between the contact switch 2 and the power supply of the air backup unit 1 is disconnected, the coil of the second electromagnetic valve 3 is de-energized, the second electromagnetic valve 3 cuts off the passage between the main air connecting pipe 15 and the first pneumatic reversing valve 4 and the blocking valve 5, the control ports of the first pneumatic reversing valve 4 and the blocking valve 5 are exhausted to the atmosphere through the exhaust port and the shrinkage cavity 14 of the second electromagnetic valve 3, the first pneumatic reversing valve 4 acts to conduct the passage between the averaging pipe 8 and the brake cylinder pressure control unit 6, and the averaging pipe 8 is communicated with the brake cylinder pressure control unit 6; the blocking valve 5 acts to block the passage between the brake cylinder pipe 7 and the average pipe 8, the brake cylinder pipe 7 is not communicated with the average pipe 8, and the situation that the pressure of the brake cylinder pipe 7 of the machine is reduced due to the rapid pressure reduction of the average pipe 8 after the hook-breaking train is separated is avoided; the pressure of a brake cylinder pipe 7 of the machine is controlled by a brake cylinder pressure control unit 6, so that the braking action of the machine is ensured. When the cock is not in the throwing position, the function of separating the broken hook of the train pipe is taken charge of by the brake.
Example 2
As shown in fig. 2, the locomotive brake mean tube pressure control device provided by the invention comprises an air backup unit 1 for controlling the train tube pressure in the case of a brake system failure, a contact switch 2, a third solenoid valve 18, a first solenoid valve 10, a first pneumatic reversing valve 4, a second pneumatic reversing valve 19, an interruption valve 5 and a pressure switch 16; the air path interface of the pressure switch 16 is connected with the main air connecting pipe 15, the common end of the electric switch of the pressure switch 16 is connected with the power supply end of the air backup unit 1, the normally open end of the electric switch of the pressure switch 16 is connected with the common end of the contact switch 2, and the normally open end of the contact switch 2 is connected with the coil of the third electromagnetic valve 18; an air outlet of the third electromagnetic valve 18 is connected with a control port of the second pneumatic reversing valve 19, and an air inlet of the third electromagnetic valve 18 is connected with the main air pipe 17; an air inlet of the second pneumatic reversing valve 19 is connected with the main air connecting pipe 15, and an air outlet of the second pneumatic reversing valve 19 is connected with a control port of the first pneumatic reversing valve 4 and a control port of the blocking valve 5; an air outlet of the first pneumatic reversing valve 4 is connected with the brake cylinder pressure control unit 6, an air inlet of the first pneumatic reversing valve 4 is connected with the averaging tube 8, and an air outlet of the first pneumatic reversing valve 4 is connected with the atmosphere; the air inlet and the air outlet of the blocking valve 5 are respectively connected with a brake cylinder pipe 7 and an averaging pipe 8; the coil of the first electromagnetic valve 10 is controlled by a brake, the power supply of the first electromagnetic valve 10 is connected with the power supply of the brake in parallel, the air inlet of the first electromagnetic valve 10 is connected with the balanced pressure control unit 11, the air outlet of the first electromagnetic valve 10 is connected with the train pipe pressure control unit 13 and the balanced air cylinder 12, and the air outlet of the first electromagnetic valve 10 is connected with the air outlet of the second pneumatic reversing valve 19; a shrinkage cavity 14 is arranged on a pipeline after the exhaust port of the first electromagnetic valve 10 is connected with the exhaust port of the second pneumatic reversing valve 19.
An independent electromagnetic valve is adopted as a switching module, and certain requirements are provided for the electromagnetic valve, such as the drift diameter flow of the electromagnetic valve, the power of a coil and the like; if the electromagnetic valve and the pneumatic reversing valve are matched to serve as the switching module, the requirements on the drift diameter flow, the coil power and the like of the electromagnetic valve can be reduced, and the electromagnetic valve with small size and power consumption can be selected to realize control. In the embodiment 2, the switching module comprises a third electromagnetic valve 18 and a second pneumatic reversing valve 19, the third electromagnetic valve 18 controls the second pneumatic reversing valve 19, the second pneumatic reversing valve 19 controls the first pneumatic reversing valve 4 and the blocking valve 5, and other working principles are basically consistent with those of the device in the embodiment 1.
Example 3
As shown in fig. 3, the locomotive brake mean pipe pressure control device provided by the invention comprises an air backup unit 1 for controlling train pipe pressure in the case of brake system failure, a contact switch 2, a second solenoid valve 3, a first solenoid valve 10, a first pneumatic directional control valve 4 and an interruption valve 5; the contact switch 2 is connected with a coil of the second electromagnetic valve 3 in series and then is connected with a power supply end of the air backup unit 1; an air inlet of the second electromagnetic valve 3 is connected with a main air connecting pipe 15, and an air outlet of the second electromagnetic valve 3 is connected with a control port of the first pneumatic reversing valve 4 and a control port of the blocking valve 5; an air outlet of the first pneumatic reversing valve 4 is connected with the brake cylinder pressure control unit 6, an air inlet of the first pneumatic reversing valve 4 is connected with the averaging tube 8, and an air outlet of the first pneumatic reversing valve 4 is connected with the atmosphere; the air inlet and the air outlet of the blocking valve 5 are respectively connected with a brake cylinder pipe 7 and an averaging pipe 8; the coil of the first electromagnetic valve 10 is controlled by a brake, the power supply of the first electromagnetic valve 10 is connected with the power supply of the brake in parallel, the air inlet of the first electromagnetic valve 10 is connected with the balanced pressure control unit 11, the air outlet of the first electromagnetic valve 10 is connected with the train pipe pressure control unit 13 and the balanced air cylinder 12, and the air outlet of the first electromagnetic valve 10 is connected with the air outlet of the second electromagnetic valve 3; a shrinkage cavity 14 is arranged on a pipeline after the exhaust port of the first electromagnetic valve 10 is connected with the exhaust port of the second electromagnetic valve 3.
In embodiment 3, the pressure switch 16 is not provided, the operating principle when the brake is de-energized and the brake is at the air level is basically the same as that of the device in embodiment 1, when the brake is at the air level and the hook train is disconnected, the pressure in the main air connecting pipe 15 is reduced and is reduced to the operating pressure values of the first pneumatic direction valve 4 and the blocking valve 5, the first pneumatic direction valve 4 operates to conduct the passage between the averaging pipe 8 and the brake cylinder pressure control unit 6, and the averaging pipe 8 is communicated with the brake cylinder pressure control unit 6; the blocking valve 5 acts to block the passage between the brake cylinder pipe 7 and the average pipe 8, the brake cylinder pipe 7 is not communicated with the average pipe 8, and the situation that the pressure of the brake cylinder pipe 7 of the machine is reduced due to the rapid pressure reduction of the average pipe 8 after the hook-breaking train is separated is avoided; the pressure of a brake cylinder pipe 7 of the machine is controlled by a brake cylinder pressure control unit 6, so that the braking action of the machine is ensured. When the cock is not in the throwing position, the function of separating the broken hook of the train pipe is taken charge of by the brake.
Example 4
As shown in fig. 4, the locomotive brake mean pipe pressure control device provided by the invention comprises an air backup unit 1 for controlling train pipe pressure in the case of brake system failure, a contact switch 2, a second solenoid valve 3, a first solenoid valve 10, a first pneumatic reversing valve 4, an interruption valve 5 and a pressure switch 16; the air path interface of the pressure switch 16 is connected with the main air connecting pipe 15, the common end of the electric switch of the pressure switch 16 is connected with the power supply end of the air backup unit 1, the normally open end of the electric switch of the pressure switch 16 is connected with the common end of the contact switch 2, and the normally open end of the contact switch 2 is connected with the coil of the second electromagnetic valve 3; the air inlet of the second electromagnetic valve 3 is connected with the main air pipe 17, and the air outlet of the second electromagnetic valve 3 is connected with the control port of the first pneumatic reversing valve 4 and the control port of the blocking valve 5; an air outlet of the first pneumatic reversing valve 4 is connected with the brake cylinder pressure control unit 6, an air inlet of the first pneumatic reversing valve 4 is connected with the averaging tube 8, and an air outlet of the first pneumatic reversing valve 4 is connected with the atmosphere; the air inlet and the air outlet of the blocking valve 5 are respectively connected with a brake cylinder pipe 7 and an averaging pipe 8; the coil of the first electromagnetic valve 10 is controlled by a brake, the power supply of the first electromagnetic valve 10 is connected with the power supply of the brake in parallel, the air inlet of the first electromagnetic valve 10 is connected with the balanced pressure control unit 11, the air outlet of the first electromagnetic valve 10 is connected with the train pipe pressure control unit 13 and the balanced air cylinder 12, and the air outlet of the first electromagnetic valve 10 is connected with the air outlet of the second electromagnetic valve 3; a shrinkage cavity 14 is arranged on a pipeline after the exhaust port of the first electromagnetic valve 10 is connected with the exhaust port of the second electromagnetic valve 3.
In embodiment 4, the pressure switch 16 is connected with the main air duct 15, and other components are connected with the main air duct 17, and the working principle of the device is basically consistent with that of the device in embodiment 1.
Example 5
The invention also provides a locomotive brake mean tube pressure control method, which comprises the following steps:
when the brake is powered off, one part of compressed air in the equalizing air cylinder 12 is controlled to be exhausted to the atmosphere through the power off of the coil of the first electromagnetic valve 10, and the other part of compressed air controls the first pneumatic reversing valve 4 and the blocking valve 5 to act; the first pneumatic directional control valve 4 cuts off the passage between the averaging tube 8 and the brake cylinder pressure control unit 6, and the brake cylinder pre-control compressed air that has entered the averaging tube 8 into the brake cylinder pressure control unit 6 is discharged to the atmosphere; the brake cylinder pressure control means 6 controls the pressure of the brake cylinder pipe 7 and the pressure of the averaging pipe 8 by connecting the passage between the brake cylinder pipe 7 and the averaging pipe 8 through the shutoff valve 5.
When the pressure in the equalizing reservoir 12 is lower than the actuation pressure values of the first pneumatic directional control valve 4 and the block valve 5, the first pneumatic directional control valve 4 is actuated to open the passage between the averaging tube 8 and the brake cylinder pressure control unit 6, the block valve 5 is actuated to close the passage between the brake cylinder tube 7 and the averaging tube 8, and the pressure in the averaging tube 8 is controlled by the averaging tube pressure control unit 9.
The method ensures that the control of the mean pipe pressure is performed when the engine is out of power.
Example 6
The invention also provides a locomotive brake mean tube pressure control method, which comprises the following steps:
when the brake is in an air position, a cock of the air backup unit 1 is in a throwing position, and a coil of the switching module is electrified to be communicated with a passage between the main wind connecting pipe 15 and the first pneumatic reversing valve 4 and the blocking valve 5; the first pneumatic directional control valve 4 cuts off the passage between the averaging tube 8 and the brake cylinder pressure control unit 6, and the brake cylinder pre-control compressed air that has entered the averaging tube 8 into the brake cylinder pressure control unit 6 is discharged to the atmosphere; the brake cylinder pressure control means 6 controls the pressure of the brake cylinder pipe 7 and the pressure of the averaging pipe 8 by connecting the passage between the brake cylinder pipe 7 and the averaging pipe 8 through the shutoff valve 5.
When the brake is at the air level and the hook-breaking train is separated, the actions of the first pneumatic reversing valve 4 and the blocking valve 5 are controlled according to the pressure value of compressed air in the main air connecting pipe 15; the first pneumatic selector valve 4 is actuated to open the passage between the averaging pipe 8 and the brake cylinder pressure control means 6, and the shutoff valve 5 is actuated to close the passage between the brake cylinder pipe 7 and the averaging pipe 8, whereby the pressure in the averaging pipe 8 is controlled by the averaging pipe pressure control means 9.
When the pressure value of the compressed air in the main air connecting pipe 15 is reduced to the action pressure value of the pressure switch 16, a circuit between the contact switch 2 and the power supply of the air backup unit 1 is disconnected, and the coil of the switching module is powered off to control the actions of the first pneumatic reversing valve 4 and the blocking valve 5;
or the pressure value of the compressed air in the main air connecting pipe 15 is reduced to the action pressure value of the first pneumatic reversing valve 4 and the blocking valve 5 to control the action of the first pneumatic reversing valve 4 and the blocking valve 5.
The above disclosure is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of changes or modifications within the technical scope of the present invention, and shall be covered by the scope of the present invention.
Claims (10)
1. A locomotive brake head rail pressure control apparatus including an air backup unit for controlling train rail pressure in the event of a brake system failure, comprising: the device comprises a contact switch, a switching module, a first electromagnetic valve, a first pneumatic reversing valve and an interruption valve;
the contact switch and the coil of the switching module are connected in series and then are connected into a power supply end of the air backup unit; the air inlet of the switching module is connected with a main air connecting pipe and/or a main air pipe, and the air outlet of the switching module is connected with the control port of the first pneumatic reversing valve and the control port of the shutoff valve; the air outlet of the first pneumatic reversing valve is connected with the brake cylinder pressure control unit, the air inlet of the first pneumatic reversing valve is connected with the averaging tube, and the air outlet of the first pneumatic reversing valve is connected with the atmosphere; the air inlet of the blocking valve is connected with the brake cylinder pipe, and the air outlet of the blocking valve is connected with the averaging pipe; the coil of the first electromagnetic valve is controlled by a brake, a power supply of the first electromagnetic valve is connected with a power supply of the brake in parallel, an air inlet of the first electromagnetic valve is connected with the balanced pressure control unit, an air outlet of the first electromagnetic valve is connected with the train pipe pressure control unit and the balanced air cylinder, and an air outlet of the first electromagnetic valve is connected with an air outlet of the switching module; and a pipe diameter control mechanism is arranged on a pipeline after the exhaust port of the first electromagnetic valve is connected with the exhaust port of the switching module.
2. A locomotive brake mean tube pressure control as set forth in claim 1 wherein: the switching module is a second electromagnetic valve, a coil of the second electromagnetic valve is used as the coil of the switching module, an air inlet of the second electromagnetic valve is used as an air inlet of the switching module, an air outlet of the second electromagnetic valve is used as an air outlet of the switching module, and an air outlet of the second electromagnetic valve is used as an air outlet of the switching module.
3. A locomotive brake mean tube pressure control as set forth in claim 1 wherein: the switching module comprises a third electromagnetic valve and a second pneumatic reversing valve, the air outlet of the third electromagnetic valve is connected with the control port of the second pneumatic reversing valve, and the air inlet of the third electromagnetic valve is connected with the main air pipe; and a coil of the third electromagnetic valve is used as a coil of the switching module, an air inlet of the second pneumatic reversing valve is connected with the main air connecting pipe, an air outlet of the second pneumatic reversing valve is used as an air outlet of the switching module, and an air outlet of the second pneumatic reversing valve is used as an air outlet of the switching module.
4. A locomotive brake mean tube pressure control as claimed in any one of claims 1-3, wherein: the air circuit interface of the pressure switch is connected with the main air connecting pipe, the public end of the electric switch of the pressure switch is connected with the power supply end of the air backup unit, and the normally open end of the electric switch of the pressure switch is connected with the public end of the contact switch.
5. A locomotive brake mean tube pressure control as set forth in claim 1 wherein: the pipe diameter control mechanism is a shrinkage cavity arranged in a pipeline after an exhaust port of the first electromagnetic valve is connected with an exhaust port of the switching module.
6. A method of locomotive brake mean tube pressure control using the locomotive brake mean tube pressure control device of any one of claims 1 to 5, comprising:
when the brake is powered off, one part of compressed air in the equalizing air cylinder is controlled to be discharged to the atmosphere through the power off of the first electromagnetic valve coil, and the other part of compressed air controls the action of the first pneumatic reversing valve and the blocking valve;
cutting off a passage between the averaging tube and the brake cylinder pressure control unit through a first pneumatic reversing valve, and enabling the averaging tube to enter the brake cylinder pre-control compressed air in the brake cylinder pressure control unit and exhaust the air to the atmosphere;
the brake cylinder pressure control unit controls the pressure of the averaging pipe while controlling the pressure of the brake cylinder pipe by connecting a passage between the brake cylinder pipe and the averaging pipe through a shutoff valve.
7. A method of performing locomotive brake mean pipe pressure control as set forth in claim 6 wherein: when the pressure in the equalizing air cylinder is lower than the action pressure values of the first pneumatic reversing valve and the blocking valve, a passage between the averaging tube and the brake cylinder pressure control unit is communicated through the first pneumatic reversing valve, a passage between the brake cylinder tube and the averaging tube is cut off through the blocking valve, and the pressure of the averaging tube is controlled by the averaging tube pressure control unit.
8. A method of locomotive brake mean tube pressure control using the locomotive brake mean tube pressure control device of any one of claims 1 to 5, comprising:
when the brake is in an air position, a plug valve of the air backup unit is in a throwing position, and a coil of the switching module is electrified to be communicated with a passage between the main air connecting pipe and the first pneumatic reversing valve and the blocking valve;
cutting off a passage between the averaging tube and the brake cylinder pressure control unit through a first pneumatic reversing valve, and enabling the averaging tube to enter the brake cylinder pre-control compressed air in the brake cylinder pressure control unit and exhaust the air to the atmosphere;
the brake cylinder pressure control unit controls the pressure of the averaging pipe while controlling the pressure of the brake cylinder pipe by connecting a passage between the brake cylinder pipe and the averaging pipe through a shutoff valve.
9. A method of performing locomotive brake mean pipe pressure control as set forth in claim 8 wherein: when the brake is positioned at an air level and the hook-breaking train is separated, the actions of the first pneumatic reversing valve and the blocking valve are controlled according to the pressure value of compressed air in the main air connecting pipe;
a passage between the averaging tube and the brake cylinder pressure control unit is opened by a first pneumatic direction valve, and a passage between the brake cylinder tube and the averaging tube is closed by a shutoff valve, and the pressure of the averaging tube is controlled by the averaging tube pressure control unit.
10. A method of performing locomotive brake mean pipe pressure control as set forth in claim 9 wherein: when the pressure value of the compressed air in the main air connecting pipe is reduced to the action pressure value of the pressure switch, a circuit between the contact switch and the air backup unit power supply is disconnected, and the coil of the switching module is powered off to control the action of the first pneumatic reversing valve and the blocking valve;
or the pressure value of the compressed air in the main air connecting pipe is reduced to the action pressure value of the first pneumatic reversing valve and the blocking valve to control the action of the first pneumatic reversing valve and the blocking valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010558794.9A CN111661025B (en) | 2020-06-18 | 2020-06-18 | Method and device for controlling average pipe pressure of locomotive brake |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010558794.9A CN111661025B (en) | 2020-06-18 | 2020-06-18 | Method and device for controlling average pipe pressure of locomotive brake |
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| Publication Number | Publication Date |
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| CN111661025A CN111661025A (en) | 2020-09-15 |
| CN111661025B true CN111661025B (en) | 2021-06-04 |
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| CN202010558794.9A Active CN111661025B (en) | 2020-06-18 | 2020-06-18 | Method and device for controlling average pipe pressure of locomotive brake |
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| CN113212405A (en) * | 2021-06-01 | 2021-08-06 | 中车青岛四方车辆研究所有限公司 | Locomotive backup brake device, control method thereof and locomotive |
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| KR100732566B1 (en) * | 2005-10-31 | 2007-06-27 | (주)아한피앤이 | A train brake system |
| CN201761483U (en) * | 2010-09-03 | 2011-03-16 | 徐晖 | Brake system for railroad locomotive |
| CN104442903B (en) * | 2014-11-07 | 2017-01-18 | 南车株洲电力机车有限公司 | Control method and device for locomotive brake average tube |
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Effective date of registration: 20220816 Address after: 266012 south side of Xinye road and west side of Herong Road, Qingdao high tech Industrial Development Zone, Qingdao, Shandong Province Patentee after: CRRC Brake System Co.,Ltd. Address before: 412001 Tianxin garden in Shi Feng District, Zhuzhou, Hunan Patentee before: CRRC ZHUZHOU LOCOMOTIVE Co.,Ltd. |
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