CN112158183A - Active rail vehicle braking system of high-speed switch valve - Google Patents
Active rail vehicle braking system of high-speed switch valve Download PDFInfo
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- CN112158183A CN112158183A CN202011054746.2A CN202011054746A CN112158183A CN 112158183 A CN112158183 A CN 112158183A CN 202011054746 A CN202011054746 A CN 202011054746A CN 112158183 A CN112158183 A CN 112158183A
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- valve
- speed switch
- pressure
- switch valve
- brake
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
- B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
- B60T13/141—Systems with distributor valve
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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
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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
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
Abstract
The embodiment of the invention relates to an active rail vehicle braking system with a high-speed switch valve, which comprises: the hydraulic valve assembly is respectively communicated with the energy accumulator and the oil tank; the hydraulic valve block assembly comprises a hydraulic pump, a motor, a one-way valve, an overflow valve, a first high-speed switch valve, a second high-speed switch valve, a third high-speed switch valve, a fourth high-speed switch valve, a first brake pressure output interface, a second brake pressure output interface, a first electromagnetic directional valve and a second electromagnetic directional valve. The invention adopts two paths of brake pressure output, can meet the accurate control of the brake pressure of two paths of brake cylinders, and can realize the functions of common brake, parking brake, emergency brake, remote release and the like of the vehicle.
Description
Technical Field
The invention relates to the field of rails, in particular to an active rail vehicle braking system with a high-speed switch valve.
Background
The braking system is used as a core component of the railway vehicle and is a key system for ensuring safe operation and reliable stop of the vehicle. Modern railway vehicles are gradually starting to use a hydraulic braking system with high power density and compact structure due to the pursuit of lightweight design, that is, an integrated hydraulic braking system is adopted, and the hydraulic braking system has to have a quick response characteristic and a closed-loop control characteristic while realizing the integrated characteristic.
The existing hydraulic brake system for the railway vehicle generally controls one path of hydraulic pressure by one brake control module, and cannot meet the control of a plurality of paths of brake cylinders; and when the hydraulic brake system has a fault, only manual release can be carried out, and automatic release by other hydraulic units cannot be realized. The background of the invention is to solve the problem that one brake control module can simultaneously carry out multi-path independent hydraulic brake pressure control, and realize that when one hydraulic unit fails and cannot relieve the clamp, the hydraulic unit can automatically and remotely relieve the liquid filled in the clamp through the other hydraulic unit.
Disclosure of Invention
The invention aims to provide a high-speed switch valve active rail vehicle brake system aiming at the defects of the prior art, which adopts two paths of brake pressure output, can meet the accurate control of the brake pressure of two paths of brake cylinders, and can realize the functions of common brake, parking brake, emergency brake, remote release and the like of a vehicle.
In view of the above, an embodiment of the present invention provides a high-speed switching valve active rail vehicle braking system, including: the hydraulic valve assembly is respectively communicated with the energy accumulator and the oil tank; the hydraulic valve block assembly comprises a hydraulic pump, a motor, a one-way valve, an overflow valve, a first high-speed switch valve, a second high-speed switch valve, a third high-speed switch valve, a fourth high-speed switch valve, a first brake pressure output interface, a second brake pressure output interface, a first electromagnetic directional valve and a second electromagnetic directional valve;
the motor drives the hydraulic pump, oil in the oil tank is supplied to a system through the hydraulic pump, and an oil outlet of the hydraulic pump is connected with the energy accumulator through the one-way valve to form a first pressure loop; the overflow valve is connected in parallel with the outlet of the hydraulic pump, so that the pressure of the outlet of the hydraulic pump is limited, and a safety loop is formed;
the outlet of the energy accumulator is connected with a plurality of pressure loops, and one pressure loop is connected with the first brake pressure output interface through the first high-speed switch valve to form a first brake pressure output loop; the first brake pressure output loop is connected with the oil tank through the second high-speed switch valve and also can be connected with the oil tank through the first electromagnetic directional valve;
the outlet of the energy accumulator is also connected with the second brake pressure output interface through a third high-speed switch valve to form a second brake pressure output loop; the second brake pressure output loop is connected with the oil tank through the fourth high-speed switch valve and can also be connected with the oil tank through the second electromagnetic directional valve.
Preferably, the hydraulic valve block assembly further comprises a third electromagnetic directional valve, a fourth electromagnetic directional valve, an emergency braking pressure output interface and a remote pressure relief output interface;
the outlet of the energy accumulator is also connected with the emergency braking pressure output interface through the third electromagnetic directional valve to form an emergency braking loop;
the outlet of the energy accumulator is also connected with the remote pressure relieving output interface through the fourth electromagnetic directional valve to form a remote pressure relieving loop;
the outlet of the energy accumulator is also connected with the manual unloading valve, the manual unloading valve is positioned between the interface of the energy accumulator and the one-way valve, the manual unloading valve is manually opened, and the oil returns to the oil tank through the manual unloading valve to form an unloading loop.
Preferably, the first brake pressure output circuit is further connected with a first pressure sensor, is located between the first brake pressure output interface and the first high-speed switch valve, and is used for controlling the power-on and power-off states of the first high-speed switch valve and the second high-speed switch valve according to the detected pressure value, so as to adjust the brake pressure of the first brake pressure outlet;
and the second brake pressure output circuit is also connected with a second pressure sensor, is positioned between the second brake pressure outlet and the third high-speed switch valve, and is used for controlling the power-on and power-off states of the third high-speed switch valve and the fourth high-speed switch valve according to the detected pressure value so as to adjust the brake pressure of the second brake pressure outlet.
Preferably, a third pressure sensor is further connected to the first pressure loop, is located between the energy accumulator and the one-way valve, and is used for detecting the pressure of the energy accumulator in real time and transmitting the detected pressure to a controller, and the controller controls the start and stop of the motor according to the received pressure value.
Further preferably, a first pressure switch is further connected to the emergency braking circuit, is located between the emergency braking pressure output interface and the third electromagnetic directional valve, and feeds back an application state of the emergency braking circuit to the controller.
Preferably, four throttle orifices are arranged in the hydraulic circuit, a first throttle orifice is positioned between the energy accumulator and the fourth electromagnetic directional valve, a second throttle orifice is positioned on an oil path from the third electromagnetic directional valve to the oil tank, a third throttle orifice is positioned on an oil path from the second electromagnetic directional valve to the oil tank, and a fourth throttle orifice is positioned on an oil path from the first electromagnetic directional valve to the oil tank.
Preferably, the hydraulic valve block assembly further comprises a first filter and a second filter;
the first filter is located between the hydraulic pump and the oil tank, and the second filter is located between the hydraulic pump and the check valve.
Preferably, the first electromagnetic directional valve and the second electromagnetic directional valve are two-position two-way electromagnetic valves; and the third electromagnetic directional valve and the fourth electromagnetic directional valve are two-position three-way electromagnetic valves.
Preferably, the oil tank is also provided with a vent plug and a liquid level mirror; the motor is a direct current motor; the hydraulic pump adopts a gear pump.
Compared with the prior art, the active rail vehicle braking system with the high-speed switch valve provided by the embodiment of the invention has the following beneficial effects: firstly, one hydraulic control module in the existing hydraulic brake system controls one path of hydraulic pressure, and one path of pressure output fails, and all hydraulic clamps controlled by the hydraulic control module cannot work; secondly, a remote relieving function is added, when the fault of one hydraulic control module cannot be relieved for the clamp, the hydraulic control module can automatically and remotely relieve the liquid filled in the clamp through the other hydraulic control module, and the defect that once the fault of the hydraulic control module occurs, the hydraulic clamp can only be manually relieved and cannot be automatically relieved is overcome.
Drawings
Fig. 1 is a schematic structural diagram of an active rail vehicle braking system with a high-speed switching valve according to an embodiment of the present invention.
1. The hydraulic valve block assembly; 2. an accumulator; 101. a first filter; 102. a motor; 103. a hydraulic pump; 104. a vent plug; 105. a second filter; 106. an overflow valve; 107. a one-way valve; 108. a manual unloader valve; 109. a first high-speed switching valve; 110. a third high-speed switching valve; 111. a first pressure sensor; 112. a second pressure sensor; 113. a third pressure sensor; 114. an accumulator mounting interface; 115. a first brake pressure output interface; 116. a first brake pressure tap; 117. a second brake pressure output interface; 118. a second brake pressure tap; 119. a remote pressure relief output interface; 120. a pressure measurement joint for remotely relieving pressure; 121. an emergency brake pressure measurement connector; 122. an emergency brake pressure output interface; 123. a fourth electromagnetic directional valve; 124. a first orifice; 125. a first pressure switch; 126. a third electromagnetic directional valve; 127. a second orifice; 128. a third throttling port; 129. a second electromagnetic directional valve; 130. a fourth high-speed switching valve; 131. a fourth orifice; 132. a first electromagnetic directional valve; 133. a second high-speed switching valve; 134. a liquid level mirror; 135. and an oil tank.
Detailed Description
The technical solution of the present invention is further described in detail by the accompanying drawings and embodiments.
Fig. 1 is a schematic structural diagram of an active rail vehicle braking system with a high-speed switch valve according to an embodiment of the present invention, and as shown in fig. 1, the braking system includes a hydraulic valve block assembly 1, an accumulator 2, and an oil tank 135, where the hydraulic valve block assembly 1 is communicated with the accumulator 2 and the oil tank 135. The hydraulic valve block assembly 1 comprises an oil supply system, a control loop and an oil return system. Specifically, the hydraulic valve block assembly 1 includes a hydraulic pump 103, a motor 102, a check valve 107, an overflow valve 106, a first high-speed switching valve 109, a second high-speed switching valve 133, a third high-speed switching valve 110, a fourth high-speed switching valve 130, a first brake pressure output interface 115, a second brake pressure output interface 117, a first electromagnetic directional valve 132, and a second electromagnetic directional valve 129.
The motor 102 drives the hydraulic pump 103, oil in the oil tank 135 is supplied to the system through the hydraulic pump 103, and an oil outlet of the hydraulic pump 103 is connected with the energy accumulator 2 through the one-way valve 107 to form a first pressure loop; the overflow valve 106 is connected in parallel with the outlet of the hydraulic pump 103 to limit the outlet pressure of the hydraulic pump 103, thereby forming a safety circuit.
The accumulator outlet 114 of the present invention is connected to a plurality of pressure circuits, and those skilled in the art can set the number of pressure circuits as required, in this example, the accumulator outlet 114 is connected to the first brake pressure output interface 115 through the first high speed switch valve 109, thereby forming a first brake pressure output circuit; the circuit is also connected to the tank 135 via the second high-speed switching valve 133, and may be connected to the tank 135 via the first electromagnetic directional valve 132.
The accumulator outlet 114 is also connected to a second brake pressure output interface 117 via a third high-speed switching valve 110, thereby forming a second brake pressure output circuit; the circuit is also connected to the tank 135 via a fourth high-speed switching valve 130, and may also be connected to the tank 135 via a second electromagnetic directional valve 129.
Further, the hydraulic valve block assembly 1 of the present invention further includes a third electromagnetic directional valve 126, a fourth electromagnetic directional valve 123, an emergency braking pressure output interface 122, and a remote relieving pressure output interface 119.
The accumulator outlet 114 is also connected to the emergency brake pressure output interface 122 via a third solenoid directional valve 126 to form an emergency brake circuit.
The accumulator outlet 114 is also connected to a remote relief pressure output interface 119 via a fourth solenoid directional valve 123, forming a remote relief circuit.
The accumulator outlet 114 is also connected with a manual unloading valve 108, which is positioned between the interface of the accumulator 2 and the one-way valve 107, the manual unloading valve 108 is manually opened, and the oil returns to the oil tank 135 through the manual unloading valve 108 to form an unloading loop.
In a preferred embodiment, a first pressure sensor 111 is further connected to the first brake pressure output circuit, and is located between the first brake pressure output interface 115 and the first high-speed switching valve 109, and configured to control the power-on and power-off states of the first high-speed switching valve 109 and the second high-speed switching valve 133 according to the detected pressure value, so as to adjust the brake pressure of the first brake pressure output interface 115. The second brake pressure output circuit is further connected with a second pressure sensor 112, which is located between the second brake pressure output interface 117 and the third high-speed switch valve 110, and is used for controlling the power-on and power-off states of the third high-speed switch valve 110 and the fourth high-speed switch valve 130 according to the detected pressure value, and further adjusting the brake pressure of the second brake pressure output interface 117. And a third pressure sensor 113 is further connected to the first pressure loop, is positioned between the energy accumulator 2 and the one-way valve 107, and is used for detecting the pressure of the energy accumulator 2 in real time and transmitting the detected pressure to the controller, and the controller controls the start and stop of the motor 102 according to the received pressure value. In addition, a first pressure switch 125 is connected to the emergency brake circuit, is located between the emergency brake pressure output interface 122 and the third electromagnetic directional valve 126, and feeds back the applied state of the emergency brake circuit to the controller.
In a more preferred embodiment, four orifices are provided in the hydraulic circuit, the first orifice 124 is located between the accumulator 2 and the fourth electromagnetic directional valve 123, the second orifice 127 is located in the oil path from the third electromagnetic directional valve 126 to the oil tank 135, the third orifice 128 is located in the oil path from the second electromagnetic directional valve 129 to the oil tank 135, and the fourth orifice 131 is located in the oil path from the first electromagnetic directional valve 132 to the oil tank 135.
It should be noted that, a person skilled in the art may select the type of the first electromagnetic directional valve 132, the second electromagnetic directional valve 129, the third electromagnetic directional valve 126, and the fourth electromagnetic directional valve 123 as needed, in this example, the first electromagnetic directional valve 132 and the second electromagnetic directional valve 129 are preferably two-position two-way solenoid valves; the third electromagnetic directional valve 126 and the fourth electromagnetic directional valve 123 are preferably two-position three-way solenoid valves.
In order to filter impurities in the oil and ensure stability of the system during operation, the hydraulic valve block assembly 1 further comprises a first filter 101 and a second filter 105 for filtering the oil, wherein the first filter 101 is located between the hydraulic pump 103 and the oil tank 135, and the second filter 105 is located between the hydraulic pump 103 and the check valve 107.
The oil tank 135 of the invention is also provided with a vent plug 104 and a liquid level mirror 134, thereby facilitating the inspection of the oil tank 135 by workers; in addition, the motor 102 of the present invention is a dc motor 102, and the hydraulic pump 103 is a gear pump, and it should be noted that, those skilled in the art can select the type of the motor 102 and the hydraulic pump 103 according to the need.
The operation of the hydraulic brake system will be described below with an understanding of the structure of the hydraulic brake system provided by the embodiments of the present invention.
The invention is a hydraulic brake system adopting a high-speed switch valve for pressure regulation, can output two paths of brake pressure, and can realize the functions of common brake, parking brake, emergency brake and remote release of vehicles.
In a service braking scene, the third pressure sensor 113 detects the output pressure of the energy accumulator 2 in real time, when the pressure in the energy accumulator 2 is lower than the pressure lower limit value set by the controller, the motor 102 is started, the hydraulic pump 103 starts to charge the energy accumulator 2, and the pressure in the energy accumulator 2 rises; when the pressure in the energy accumulator 2 is higher than the upper limit of the pressure set by the controller, the motor 102 stops, and the process can keep the pressure of the oil in the energy accumulator 2 in the working pressure range required by the hydraulic braking system all the time, so that the hydraulic braking system is ensured to quickly establish the braking pressure, and the motor 102 is prevented from continuously working.
When the hydraulic brake system does not receive a brake command, the states of the electromagnetic valves and the switch valves are as follows: the first electromagnetic directional valve 132, the second electromagnetic directional valve 129 and the third electromagnetic directional valve 126 are energized, and the fourth electromagnetic directional valve 123, the first high-speed switching valve 109, the second high-speed switching valve 133, the third high-speed switching valve 110 and the fourth high-speed switching valve 130 are de-energized, as shown in fig. 1, at this time, the first brake pressure output interface 115 and the second brake pressure output interface 117 have no brake pressure.
When the hydraulic brake system receives a braking instruction, the states of each electromagnetic valve and each switching valve are as follows: the first electromagnetic directional valve 132, the second electromagnetic directional valve 129 and the third electromagnetic directional valve 126 are powered on, and the fourth electromagnetic directional valve 123 is powered off, referring to fig. 1, the first brake pressure output interface 115 is communicated with the accumulator 2 through the first high-speed switch valve 109, the first pressure sensor 111 detects the pressure of the first brake pressure output interface 115 in real time, the power-on and power-off states of the first high-speed switch valve 109 and the second high-speed switch valve 133 are rapidly changed, the pressure of the first brake pressure output interface 115 is adjusted, and the closed-loop control of the pressure of the first brake pressure output interface 115 is realized; the second brake pressure output interface 117 is communicated with the energy accumulator 2 through the third high-speed switch valve 110, the second pressure sensor 112 detects the pressure of the second brake pressure output interface 117 in real time, the power-on and power-off states of the third high-speed switch valve 110 and the fourth high-speed switch valve 130 are rapidly changed, the pressure of the second brake pressure output interface 117 is adjusted, and the closed-loop control of the pressure of the second brake pressure output interface 117 is realized.
In an emergency braking scenario, braking force is applied to ensure that the vehicle is stopped quickly. When the hydraulic braking system receives an emergency braking instruction, the high-speed switch valve is responsible for charging and discharging liquid, so that the pressure of the brake oil cylinder reaches a preset value. When the hydraulic brake system receives an emergency braking instruction, the states of each electromagnetic valve and each switching valve are as follows: the first electromagnetic directional valve 132, the second electromagnetic directional valve 129 and the third electromagnetic directional valve 126 are powered on, and the fourth electromagnetic directional valve 123 is powered off, referring to fig. 1, the first brake pressure output interface 115 is communicated with the accumulator 2 through the first high-speed switch valve 109, the first pressure sensor 111 detects the pressure of the first brake pressure output interface 115 in real time, the power-on and power-off states of the first high-speed switch valve 109 and the second high-speed switch valve 133 are rapidly changed, the pressure of the first brake pressure output interface 115 is adjusted, and the closed-loop control of the pressure of the first brake pressure output interface 115 is realized; the second brake pressure output interface 117 is communicated with the energy accumulator 2 through the third high-speed switch valve 110, the second pressure sensor 112 detects the pressure of the second brake pressure output interface 117 in real time, the power-on and power-off states of the third high-speed switch valve 110 and the fourth high-speed switch valve 130 are rapidly changed, the pressure of the second brake pressure output interface 117 is adjusted, and the closed-loop control of the pressure of the second brake pressure output interface 117 is realized; the remote pressure relief output interface 119 is directly communicated with the oil tank 135 through the lower side of the fourth reversing valve, the remote pressure relief output interface 119 has no pressure relief, the emergency braking pressure output interface 122 is communicated with the energy accumulator 2 through the upper side of the third reversing valve, the emergency braking pressure output interface 122 outputs braking pressure, the power-on and power-off states of the high-speed switch valve are continuously changed to charge and discharge the brake cylinder, and the pressure of the brake cylinder reaches the emergency braking pressure preset value.
In a parking brake scenario, parking brake is used in a vehicle parking state, when the vehicle is parked, a certain braking force needs to be applied to keep the vehicle stationary, and when the vehicle is parked, all the electromagnetic valves and the switch valves of the hydraulic brake system are in a power-off state, that is, the first electromagnetic directional valve 132, the second electromagnetic directional valve 129, the third electromagnetic directional valve 126, the fourth electromagnetic directional valve 123, the first high-speed switch valve 109, the second high-speed switch valve 133, the third high-speed switch valve 110, and the fourth high-speed switch valve 130 are powered off, referring to fig. 1, the first brake pressure output interface 115 is directly communicated with the oil tank 135 after forming a passage through the left side of the first electromagnetic directional valve 132, the first brake pressure output interface 115 has no brake pressure, the second brake pressure output interface 117 is directly communicated with the oil tank 135 after forming a passage through the left side of the second electromagnetic directional valve 129, and the second brake pressure output interface 117 has no brake pressure, the remote pressure relief output interface 119 is directly communicated with the oil tank 135 through the lower side of the fourth reversing valve, no pressure relief is generated on the remote pressure relief output interface 119, the brake pressure output interface 122 is directly communicated with the oil tank 135 through the lower side of the third electromagnetic reversing valve 126, no pressure output is generated on the brake pressure output interface 122, and the maximum disc spring pressure is applied to the brake disc by the brake clamp, so that the parking brake of the vehicle is realized.
Under the remote relieving scene, when one hydraulic unit fails and cannot relieve the train clamp, a fault signal is sent to the adjacent train electrohydraulic control module, and the adjacent train electrohydraulic control module is used for remotely relieving the train clamp for filling liquid, so that the train continues to run. When the hydraulic brake system receives a fault signal of the hydraulic unit of the adjacent vehicle, the states of each electromagnetic valve and each switching valve are as follows: the first electromagnetic directional valve 132, the second electromagnetic directional valve 129 and the third electromagnetic directional valve 126 are powered off, the fourth electromagnetic directional valve 123 is powered on, referring to fig. 1, the remote pressure relief output interface 119 is directly communicated with the energy accumulator 2 through the upper side of the fourth electromagnetic directional valve 123, and the remote pressure relief output interface 119 outputs pressure to the oncoming vehicle brake clamp, so that remote relief is applied to the oncoming vehicle.
Compared with the prior art, the active rail vehicle braking system with the high-speed switch valve provided by the embodiment of the invention has the following beneficial effects: firstly, one hydraulic control module in the existing hydraulic brake system controls one path of hydraulic pressure, and one path of pressure output fails, and all hydraulic clamps controlled by the hydraulic control module cannot work; secondly, a remote relieving function is added, when the fault of one hydraulic control module cannot be relieved for the clamp, the hydraulic control module can automatically and remotely relieve the liquid filled in the clamp through the other hydraulic control module, and the defect that once the fault of the hydraulic control module occurs, the hydraulic clamp can only be manually relieved and cannot be automatically relieved is overcome.
In the present invention, the term "plurality" means two or more unless explicitly defined otherwise. The terms "mounted," "connected," "fixed," and the like are to be construed broadly, and for example, "connected" may be a fixed connection, a removable connection, or an integral connection; "coupled" may be direct or indirect through an intermediary. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the description of the present invention, it is to be understood that the terms "upper", "lower", "left", "right", "front", "rear", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the referred device or unit must have a specific direction, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention.
In the description herein, the description of the terms "a particular embodiment," "some embodiments," "an embodiment," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are merely exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (9)
1. A high-speed switch valve active rail vehicle braking system is characterized by comprising a hydraulic valve block assembly, an energy accumulator and an oil tank, wherein the hydraulic valve block assembly is respectively communicated with the energy accumulator and the oil tank; the hydraulic valve block assembly comprises a hydraulic pump, a motor, a one-way valve, an overflow valve, a first high-speed switch valve, a second high-speed switch valve, a third high-speed switch valve, a fourth high-speed switch valve, a first brake pressure output interface, a second brake pressure output interface, a first electromagnetic directional valve and a second electromagnetic directional valve;
the motor drives the hydraulic pump, oil in the oil tank is supplied to a system through the hydraulic pump, and an oil outlet of the hydraulic pump is connected with the energy accumulator through the one-way valve to form a first pressure loop; the overflow valve is connected in parallel with the outlet of the hydraulic pump, so that the pressure of the outlet of the hydraulic pump is limited, and a safety loop is formed;
the outlet of the energy accumulator is connected with a plurality of pressure loops, and one pressure loop is connected with the first brake pressure output interface through the first high-speed switch valve to form a first brake pressure output loop; the first brake pressure output loop is connected with the oil tank through the second high-speed switch valve and also can be connected with the oil tank through the first electromagnetic directional valve;
the outlet of the energy accumulator is also connected with the second brake pressure output interface through a third high-speed switch valve to form a second brake pressure output loop; the second brake pressure output loop is connected with the oil tank through the fourth high-speed switch valve and can also be connected with the oil tank through the second electromagnetic directional valve.
2. The high speed switch valve active rail vehicle brake system of claim 1, wherein the hydraulic valve block assembly further comprises a third solenoid directional valve, a fourth solenoid directional valve, and an emergency brake pressure output interface, a remote release pressure output interface;
the outlet of the energy accumulator is also connected with the emergency braking pressure output interface through the third electromagnetic directional valve to form an emergency braking loop;
the outlet of the energy accumulator is also connected with the remote pressure relieving output interface through the fourth electromagnetic directional valve to form a remote pressure relieving loop;
the outlet of the energy accumulator is also connected with the manual unloading valve, the manual unloading valve is positioned between the interface of the energy accumulator and the one-way valve, the manual unloading valve is manually opened, and the oil returns to the oil tank through the manual unloading valve to form an unloading loop.
3. The active high-speed switch valve rail vehicle brake system according to claim 1, wherein a first pressure sensor is further connected to the first brake pressure output circuit, and is located between the first brake pressure output interface and the first high-speed switch valve, and configured to control a power-on/power-off state of the first high-speed switch valve and the second high-speed switch valve according to a detected pressure value, so as to adjust the brake pressure of the first brake pressure outlet;
and the second brake pressure output circuit is also connected with a second pressure sensor, is positioned between the second brake pressure outlet and the third high-speed switch valve, and is used for controlling the power-on and power-off states of the third high-speed switch valve and the fourth high-speed switch valve according to the detected pressure value so as to adjust the brake pressure of the second brake pressure outlet.
4. The active rail vehicle brake system with the high-speed switch valve according to claim 1, wherein a third pressure sensor is further connected to the first pressure circuit, is located between the accumulator and the one-way valve, and is configured to detect a pressure of the accumulator in real time and transmit the detected pressure to a controller, and the controller controls starting and stopping of the motor according to a received pressure value.
5. The active rail vehicle brake system with the high-speed switch valve according to claim 2, wherein a first pressure switch is further connected to the emergency brake circuit, is located between the emergency brake pressure output interface and the third electromagnetic directional valve, and feeds back an application state of the emergency brake circuit to the controller.
6. The active high-speed switch valve rail vehicle brake system according to claim 1, wherein four orifices are provided in the hydraulic circuit, a first orifice is located between the accumulator and the fourth electromagnetic directional valve, a second orifice is located in an oil path from the third electromagnetic directional valve to the oil tank, a third orifice is located in an oil path from the second electromagnetic directional valve to the oil tank, and a fourth orifice is located in an oil path from the first electromagnetic directional valve to the oil tank.
7. The high speed switch valve active rail vehicle brake system of claim 1, wherein the hydraulic valve block assembly further comprises a first filter and a second filter;
the first filter is located between the hydraulic pump and the oil tank, and the second filter is located between the hydraulic pump and the check valve.
8. The active high-speed switch valve rail vehicle brake system of claim 1, wherein the first and second electromagnetic directional valves are two-position, two-way solenoid valves; and the third electromagnetic directional valve and the fourth electromagnetic directional valve are two-position three-way electromagnetic valves.
9. The active rail vehicle brake system with the high-speed switch valve according to claim 1, wherein a vent plug and a liquid level mirror are further disposed on the oil tank; the motor is a direct current motor; the hydraulic pump adopts a gear pump.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011054746.2A CN112158183B (en) | 2020-09-27 | 2020-09-27 | Active rail vehicle braking system of high-speed switch valve |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011054746.2A CN112158183B (en) | 2020-09-27 | 2020-09-27 | Active rail vehicle braking system of high-speed switch valve |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112158183A true CN112158183A (en) | 2021-01-01 |
| CN112158183B CN112158183B (en) | 2021-11-23 |
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