CN112537284A - Rail train's braking air supply system and rail train - Google Patents
Rail train's braking air supply system and rail train Download PDFInfo
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- CN112537284A CN112537284A CN202011464524.8A CN202011464524A CN112537284A CN 112537284 A CN112537284 A CN 112537284A CN 202011464524 A CN202011464524 A CN 202011464524A CN 112537284 A CN112537284 A CN 112537284A
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- air
- pipe
- cock
- brake
- cut
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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
- B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
- B60T13/26—Compressed-air systems
- B60T13/266—Systems with both direct and indirect application, e.g. in railway vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
- B61H11/10—Aerodynamic brakes with control flaps, e.g. spoilers, attached to the vehicles
Abstract
The embodiment of the application provides a rail train's braking air feed system and rail train. A brake air supply system comprising: a train pipe; the main air pipe is connected with the train pipe through a pipeline; the first cut-off cock is arranged in a pipeline between the main air pipe and the train pipe; when the external locomotive is provided with double-pipe air supply, the main air pipe is used for being connected with a main air pipe connector of the locomotive, the first cut-off cock is kept closed, the locomotive provides compressed air for the main air pipe, and the first cut-off cock cuts off a pipeline between the main air pipe and a train pipe; the external locomotive is that the single tube air feed and when first shutoff cock opened, the locomotive provided compressed air for the train pipe, and first shutoff cock switches on the pipeline between train pipe and the total tuber pipe makes the train pipe provide compressed air for the total tuber pipe. The rail train comprises the braking air supply system. The embodiment of the application solves the technical problems that the operation is complex and the structure of a braking air supply system is complex in the traditional mode of converting double-pipe air supply into single-pipe air supply through an air circuit control box.
Description
Technical Field
The application relates to the technical field of rail train braking, in particular to a braking air supply system of a rail train and the rail train.
Background
The 160 km/h power concentrated electric train unit trailer takes a domestic 25T type passenger car as a platform and adopts an automatic braking system. The braking air supply system adopts a double-pipe air supply mode, braking air and air for other equipment are separately supplied, a main air pipe is arranged for providing compressed air for the vehicle air equipment, and a train pipe is arranged for providing compressed air for the braking air supply system. Each trailer is provided with an air path control box, and the main function of the trailer is that single-pipe air supply or double-pipe air supply can be selected according to the air supply mode of the linked locomotive. The mode of converting double-pipe air supply into single-pipe air supply is realized through the air path control box, the operation is complex, and the structure of a braking air supply system is complex.
Therefore, the traditional mode of switching from double-pipe air supply to single-pipe air supply through the air passage control box is complex in operation and causes a braking air supply system to be complex in structure, and the technical problem to be solved is urgently needed by technical personnel in the field.
The above information disclosed in the background section is only for enhancement of understanding of the background of the present application and therefore it may contain information that does not form the prior art that is known to those of ordinary skill in the art.
Disclosure of Invention
The embodiment of the application provides a rail train's braking air feed system and rail train to solve traditional mode that realizes that double-barrelled air feed converts to single-pipe air feed through the gas circuit control case, the operation is complicated, and leads to the complicated technical problem of braking air feed system structure.
The embodiment of the application provides a rail train's braking air feed system, includes:
the train pipe is used for being connected with a train pipe interface of an external locomotive;
the main air pipe is connected with the train pipe through a pipeline;
the first cut-off cock is arranged in a pipeline between the main air pipe and the train pipe;
when the external locomotive is provided with double-pipe air supply, the main air pipe is used for being connected with a main air pipe connector of the locomotive, the first cut-off cock is kept closed, the locomotive provides compressed air for the main air pipe, and the first cut-off cock cuts off a pipeline between the main air pipe and the train pipe; the external locomotive is supplied with air through a single pipe, when the first cut-off cock is opened, the locomotive provides compressed air for the train pipe, and the first cut-off cock conducts a pipeline between the train pipe and the main air pipe so that the train pipe provides the compressed air for the main air pipe.
The embodiment of the application also provides the following technical scheme:
a rail train comprises the braking air supply system.
Due to the adoption of the technical scheme, the embodiment of the application has the following technical effects:
when the external locomotive is supplied with air through a single pipe, the locomotive only provides compressed air for a train pipe, and the train cannot provide compressed air for a main air pipe. At this time, the brake air supply system in the embodiment of the present application needs to be converted from a normal double-pipe air supply mode applicable to the locomotive to an abnormal single-pipe air supply mode applicable to the locomotive. The switching mode is that a first cut-off cock is opened, the first cut-off cock conducts a pipeline between the train pipe and the main air pipe, and compressed air in the train pipe enters the main air pipe through the first cut-off cock. The main air pipe and the train pipe are distributed along the length direction of the whole train, and the switching of a double-pipe air supply mode or a single-pipe air supply mode of the locomotive applicable to the braking air supply system can be realized only by arranging a first cut-off cock. The braking air supply system of the rail train provided by the embodiment of the application has the advantages that the first cutoff cock is arranged in the pipeline connecting the train pipe and the main air pipe, so that the braking air supply system is suitable for conversion of a double-pipe air supply mode or a single-pipe air supply mode of a locomotive, the structure is simple, and the conversion operation is convenient.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a schematic view of a braking air supply system of a rail train according to an embodiment of the present application.
Reference numerals:
a C1 train pipe, a C2 total wind pipe,
a15/3 first stop cock, A16/5 first check valve, A17/2 first shrinkage cavity,
a15/2 second stop cock, A16/2 second one-way valve, A17/1 second shrinkage cavity,
a15/1 third stop cock, A16/1 third check valve,
b01 electric pneumatic brake, B08 auxiliary reservoir, A12/1 living reservoir,
b04 double-side exhaust cutoff cock, B03 combined dust collector,
a12/2 air spring air cylinder, B09 parking air cylinder,
b02 the parking brake control module,
b02.01 parking air supply cock, B02.02 filter, B02.03 pressure reducing valve,
a B02.04 parking brake shrinkage cavity, a B02.05 parking brake solenoid valve, a B02.06 two-way check valve,
b02.07 parking isolation cock, B02.08 test port, B02.09 pressure switch,
b02.10 pressure sensor, B02.11 parking brake indicator.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
The locomotives have only one train pipe interface, and have one train pipe interface and one main air pipe interface. The locomotive with only one train pipe interface can only provide compressed air for the train pipe of the braking air supply system, and the air supply mode of the locomotive is single-pipe air supply. The locomotive with the train pipe connector and the main air pipe connector respectively provides compressed air for the train pipe and the main air pipe, and the air supply mode of the locomotive is double-pipe air supply. The double-pipe air supply mode is a new air supply mode, most of novel locomotives adopt the double-pipe air supply mode, and some locomotives still adopt the single-pipe air supply mode, such as back-feeding rescue locomotives. The braking air supply system provided by the embodiment of the application can be suitable for locomotives with double-pipe air supply and single-pipe air supply.
Example one
As shown in fig. 1, a braking air supply system of a rail train according to an embodiment of the present application includes:
the train pipe C1 is used for being connected with a train pipe interface of an external locomotive;
the main air duct C2, the main air duct C2 and the train duct C1 are connected through pipelines;
the first cut-off cock A15/3 is arranged in a pipeline between the main air pipe and the train pipe;
when the external locomotive is supplied with air by the double-pipe, the main air pipe is used for being connected with a main air pipe interface of the locomotive, the first cut-off cock A15/3 is kept closed, the locomotive provides compressed air for the main air pipe, and the first cut-off cock A15/3 cuts off a pipeline between the main air pipe and the train pipe; when the external locomotive is supplied with air through a single pipe and the first shutoff valve A15/3 is opened, the locomotive provides compressed air for the train pipe, and the first shutoff valve A15/3 conducts a pipeline between the train pipe and the main air pipe so that the train pipe provides the compressed air for the main air pipe.
According to the braking air supply system of the railway train, the first shutoff cock A15/3 is closed in a normal state and is opened in an abnormal state. When the external locomotive is provided with double-pipe air supply, the train pipe is connected with a train pipe interface of the locomotive, and the locomotive provides compressed air for the train pipe; the main air pipe is connected with a main air pipe connector of the locomotive, and the locomotive provides compressed air for the main air pipe. At this time, the first shutoff valve A15/3 only needs to be kept closed normally, and the first shutoff valve A15/3 shuts off the pipeline between the main air duct and the train pipe. Namely, the brake air supply system of the embodiment of the application is normally applicable to a double-pipe air supply mode of the locomotive.
When the external locomotive is supplied with air through a single pipe, the locomotive only provides compressed air for a train pipe, and the train cannot provide compressed air for a main air pipe. At this time, the brake air supply system in the embodiment of the present application needs to be converted from a normal double-pipe air supply mode applicable to the locomotive to an abnormal single-pipe air supply mode applicable to the locomotive. The switching mode is that a first cut-off cock A15/3 is opened, the first cut-off cock A15/3 conducts a pipeline between the train pipe and the main air pipe, and compressed air in the train pipe enters the main air pipe through the first cut-off cock A15/3.
The main air pipe and the train pipe are distributed along the length direction of the whole train, and the switching of a double-pipe air supply mode or a single-pipe air supply mode of the locomotive of the braking air supply system can be realized only by arranging a first cut-off cock A15/3. According to the braking air supply system of the rail train, the first cutoff cock A15/3 is arranged in the pipeline connecting the train pipe and the main air pipe, so that the braking air supply system is suitable for conversion of a double-pipe air supply mode or a single-pipe air supply mode of a locomotive, the structure is simple, and the conversion operation is convenient.
In implementation, as shown in fig. 1, the braking air supply system further includes:
and a first check valve A16/5 and a first shrinkage cavity A17/2 are sequentially arranged in a pipeline between the first shutoff cock A15/3 and the main air pipe.
The existence of the first one-way valve A16/5 ensures that compressed air can only be provided by the train pipe to the main air pipe, and the situation that the main air pipe flows the compressed air back to the train pipe can not occur. The first shrinkage hole A17/2 is used for preventing the compressed air pressure fluctuation of the train pipe from being too large in the process of filling air into the main air pipe, and the brake is triggered accidentally.
Specifically, the first shutoff cock A15/3, the first check valve A16/5 and the first shrinkage cavity A17/2 only need to be provided with one set in the whole row. As the train pipe and the main air pipe are provided with pipelines communicated with the train, and correspondingly, a first cut-off cock A15/3, a first check valve A16/5 and a first shrinkage cavity A17/2 can also be arranged on the train. Therefore, the conversion operation is not required to be carried out when the vehicle is off, and the operation is convenient.
Specifically, the mode that the braking air supply system is suitable for conversion of a double-pipe air supply mode or a single-pipe air supply mode of the locomotive through the first cut-off cock A15/3 needs to be charged in a whole train. Because the first shutoff cock A15/3, the first check valve A16/5 and the first shrinkage cavity A17/2 are arranged in a whole row by only one set, and when single-pipe air supply is adopted, the initial air charging time is long. Therefore, the control method is suitable for realizing the control of the first shutoff cock A15/3 under the condition that the air cylinder pressure of the vehicle is sufficient when the conversion into the single-pipe air supply is required.
Specifically, the locomotive for carrying out the back-sending rescue adopts a single-pipe air supply mode. When the back-sending rescue is carried out, the braking air supply system needs to be converted from a double-pipe air supply mode suitable for the locomotive into a single-pipe air supply mode suitable for the locomotive. The mode that the braking air supply system is suitable for converting a double-pipe air supply mode of the locomotive into a single-pipe air supply mode of the locomotive is realized through the first cut-off cock A15/3, and the initial air supply time is long because only one train pipe of a vehicle to be returned for rescue inflates an air passage to the main air pipe. Therefore, the method is suitable for realizing the method by controlling the first cut-off cock A15/3 under the condition that the reservoir pressure of the vehicle which is subjected to the back rescue is sufficient.
In summary, the mode of switching the brake air supply system to be suitable for the locomotive double-pipe air supply mode or the locomotive single-pipe air supply mode through the first cutoff cock a15/3 is realized by supplying compressed air in the train pipe to the main air pipe, so that the main air pipe is also provided with compressed air.
In the implementation, the mode that the braking air supply system is suitable for the conversion of a double-pipe air supply mode or a single-pipe air supply mode of the locomotive can also be that when the locomotive is in single-pipe air supply and cannot supply air for the main air pipe, no compressed air exists in the main air pipe; when the main air pipe and the train pipe are provided with compressed air, the compressed air is supplied by the main air pipe instead of the train pipe. Correspondingly, as shown in fig. 1, the braking air supply system further includes:
the electro-pneumatic brake B01 is connected with the train pipe through a pipeline;
the auxiliary air cylinder B08 is connected with the electric pneumatic brake B01 through a pipeline;
the working air cylinder B07 is connected with the electric pneumatic brake B01 through a pipeline;
the living air reservoir A12/1 is connected with the auxiliary air reservoir B08 through a pipeline;
a second intercepting cock A15/2 arranged in the pipeline between the living reservoir A12/1 and the auxiliary reservoir B08;
when the external locomotive is supplied with air through a single pipe and the second cut-off cock A15/2 is opened, the second cut-off cock A15/2 conducts a pipeline between the living air reservoir A12/1 and the auxiliary air reservoir B08, and compressed air in the auxiliary air reservoir B08 enters the living air reservoir A12/1 through the second cut-off cock A15/2; when air braking is relieved, compressed air in the train pipe enters the auxiliary reservoir B08 and the working reservoir through the electric pneumatic brake B01.
The second intercepting cock a15/2 is closed in a normal state and opened in an abnormal state. When the external locomotive is supplied with air through a single pipe, namely the locomotive only supplies air for a train pipe and cannot supply air for a main air pipe, the second cut-off cock A15/2 is opened, at the moment, the second cut-off cock A15/2 conducts a pipeline between the living air cylinder A12/1 and the auxiliary air cylinder B08, and compressed air in the auxiliary air cylinder B08 enters the living air cylinder A12/1 through the second cut-off cock A15/2. When air braking is relieved, compressed air in the auxiliary reservoir B08 enters the auxiliary reservoir B08 and the working reservoir through the electric pneumatic brake B01. The compressed air provided by the train pipe is not only used for air braking, but also used for a living air reservoir A12/1. The life air cylinder A12/1 is provided with compressed air by a main air pipe when the locomotive is supplied with air by double pipes.
In implementation, as shown in fig. 1, the braking air supply system further includes:
and a second check valve A16/2 and a second shrinkage cavity A17/1 are sequentially arranged in a pipeline between the second stop cock A15/2 and the living air reservoir A12/1.
The existence of the second one-way valve A16/2 ensures that compressed air can only be provided to the living air reservoir A12/1 from the auxiliary air reservoir B08 in the positive direction, and the situation that the living air reservoir A12/1 flows back the compressed air to the auxiliary air reservoir B08 cannot occur. The second shrinkage cavity A17/1 is used to prevent the pressure of compressed air from fluctuating too much.
The second intercepting cock a15/2 is closed in a normal state and opened in an abnormal state. When the external locomotive is supplied with air by a double pipe, the locomotive supplies compressed air to the main air pipe, at the moment, the second cut-off cock A15/2 only needs to be kept closed, and the second cut-off cock A15/2 cuts off a pipeline between the living air cylinder A12/1 and the auxiliary air cylinder B08. The train pipe interface of the locomotive provides compressed air for a train pipe of the vehicle, the main air pipe interface of the locomotive provides compressed air for the main air pipe of the vehicle, the living air cylinder A12/1 provides compressed air by the main air pipe, and the auxiliary air cylinder provides compressed air by the train pipe. Namely, the brake air supply system of the embodiment of the application is normally applicable to a double-pipe air supply mode of the locomotive.
When the external locomotive is supplied with air through a single pipe, the locomotive only provides compressed air for a train pipe, and the train cannot provide compressed air for a main air pipe. At this time, the brake air supply system in the embodiment of the present application needs to be converted from a normal double-pipe air supply mode applicable to the locomotive to an abnormal single-pipe air supply mode applicable to the locomotive. The switching mode is that the second cut-off cock A15/2 is opened, the second cut-off cock A15/2 conducts a pipeline between the living air reservoir A12/1 and the auxiliary air reservoir B08, and the compressed air in the auxiliary air reservoir B08 enters the living air reservoir A12/1 through the second cut-off cock A15/2 and the second check valve A16/2. In a double-pipe air supply mode of the locomotive, compressed air is provided for the living air reservoir A12/1 by a main air pipe; under the mode of single-pipe air supply of the locomotive, a pipeline between a living air cylinder A12/1 and an auxiliary air cylinder B08 is communicated through a second cut-off cock A15/2, compressed air of a train pipe is provided for the living air cylinder A12/1 through an electric air brake B01, and the auxiliary air cylinder B08 provides compressed air for the living air cylinder A3538/1.
The auxiliary reservoir B08 and the living reservoir a12/1 are provided under each of the railcars of the rail train, and the corresponding second plug doors a15/2 are also provided under each of the railcars. Therefore, the mode that the brake air supply system is suitable for switching the double-pipe air supply mode or the single-pipe air supply mode of the locomotive is realized through the second intercepting cock A15/2, and the second intercepting cock A15/2 under each vehicle needs to be opened. The mode can only charge the vehicle, each vehicle needs to be operated, the operation is inconvenient, the initial charging time is short, and the method is suitable for the situation that the pressure of the vehicle air cylinder is insufficient when the single-tube air supply is needed.
In order to improve the stability of the compressed air provided by the main air pipe for the domestic air cylinder A12/1. In practice, as shown in fig. 1, the braking air supply system further includes:
a third cut-off cock A15/1 and a third one-way valve A16/1 are arranged in a pipeline between the main air pipe and the domestic air cylinder A12/1;
when the third cut-off cock A15/1 is kept open, compressed air of the main air pipe enters the living air cylinder A12/1 through the third cut-off cock A15/1 and the third one-way valve A16/1.
The third shutoff cock a15/1 is open in a normal state and closed in an abnormal state. When compressed air is contained in the main air pipe (which may be the case that the locomotive supplies compressed air to the main air pipe, or the case that the locomotive supplies compressed air to the train pipe, and the train pipe supplies compressed air to the main air pipe), the third cut-off cock A15/1 is kept open, and the compressed air in the main air pipe enters the living air cylinder A12/1 through the third cut-off cock A15/1 and the third check valve A16/1. When no compressed air exists in the main air pipe, the third cut-off cock A15/1 can be kept open, and the situation that the compressed air flows backwards into the main air pipe can not occur due to the existence of the third check valve A16/1; the third cut-off cock A15/1 can also be closed, the third cut-off cock A15/1 is closed and the third one-way valve A16/1 work together, and the situation that the compressed air flows backwards into the main air pipe cannot occur.
Compared with the prior art, the braking air supply system provided by the embodiment of the application can be suitable for locomotives with double-pipe air supply and single-pipe air supply, an air circuit control box is not needed, the braking air supply system is realized by arranging the first cut-off cock A15/3, the second cut-off cock A15/2 and the third cut-off cock A15/1, and the braking air supply system is simple in structure.
Example two
On the basis of the first embodiment, the braking air supply system of the embodiment of the application further has the following characteristics:
as shown in fig. 1, the brake air supply system according to the embodiment of the present application further includes:
the brake cylinder is connected with the electro-pneumatic brake B01 through a pipeline;
the double-side exhaust cutoff cock B04 is arranged between the brake cylinder and the electro-pneumatic brake B01, an air inlet of the double-side exhaust cutoff cock is communicated with the electro-pneumatic brake B01, an air outlet of the double-side exhaust cutoff cock is communicated with the brake cylinder, and an air outlet of the double-side exhaust cutoff cock is communicated with the outside atmosphere; when the bilateral exhaust cut-off cock is opened, the air inlet and the air outlet of the bilateral exhaust cut-off cock are communicated; when the bilateral air-exhaust cut-off cock is closed, the air inlet and the air outlet of the bilateral air-exhaust cut-off cock are communicated with the air outlet;
wherein, when the double-sided exhaust cutoff cock B04 is kept open and air brake is applied, the compressed air in the auxiliary reservoir B08 passes through the electro-pneumatic brake B01, and the double-sided exhaust cutoff cock B04 reaches the inside of the brake cylinder; when the double-side exhaust cutoff cock B04 is closed, the exhaust port of the double-side exhaust cutoff cock is communicated with the atmosphere, and compressed air in the auxiliary reservoir B08 and the brake cylinder is exhausted through the exhaust port of the double-side exhaust cutoff cock, so that the auxiliary reservoir B08 and the brake cylinder are communicated with the outside.
According to the railway vehicle braking air supply system, the normal state of the double-side exhaust cutoff cock B04 is opened. When air brake is applied, compressed air in the auxiliary air cylinder B08 passes through the electro-pneumatic brake B01, and the air inlet and the air outlet of the double-side exhaust cutoff cock reach the brake cylinder to realize braking. The abnormal state of the double-side exhaust cut-off cock is closed, at the moment, the exhaust port of the double-side exhaust cut-off cock is communicated with the atmosphere, and compressed air in the auxiliary reservoir and the brake cylinder is exhausted through the exhaust port of the double-side exhaust cut-off cock, so that the auxiliary reservoir B08 and the brake cylinder are communicated with the outside. The abnormal state of the double-side exhaust cutoff cock is applicable to brake cylinder abnormity and/or clamp abnormity of a railway vehicle and/or maintenance and/or other conditions needing to relieve braking of a single vehicle. After the abnormal state of the double-side exhaust cutoff cock is finished, according to a correct flow, the double-side exhaust cutoff cock B04 needs to be reset to a normal state. In actual work, the situation that an operator forgets to reset the double-side exhaust cutoff cock to a normal state often occurs. At this time, if the auxiliary reservoir B08 is charged (i.e., compressed air is fed) through the train pipe, the exhaust port of the double-sided exhaust cutoff cock is communicated with the atmosphere, so that both the auxiliary reservoir and the brake cylinder are communicated with the atmosphere, and thus the charging of the auxiliary reservoir B08 cannot be achieved. The auxiliary reservoir B08 of which vehicle of the rail train cannot be inflated to the preset pressure is information that the rail train can know, so that the operator can know which vehicle has the bilateral exhaust cutoff cock that is not reset to the normal state, and the operator is prompted to reset the bilateral exhaust cutoff cock to the normal state. The rail vehicle braking air supply system of this application embodiment, through at the brake jar with it cuts the cock to set up two sides between the electro-pneumatic brake B01 and air exhaust, can learn two sides and air exhaust to cut the cock and not reset to the normality, simple structure, convenient realization.
In implementation, as shown in fig. 1, the braking air supply system further includes:
and the combined type dust collector B03 is arranged on a pipeline between the train pipe and the electro-pneumatic brake B01 and is used for filtering air impurities and cutting off compressed air of the train pipe.
When the rail train comprising the braking air supply system provided by the embodiment of the application needs to actually cut off the operation of the single-train brake, only two steps are needed to be carried out: the combined type dust collector B03 is closed, and the double-sided exhaust cutoff cock B04 is closed.
EXAMPLE III
The braking air supply system of the embodiment of the application has the following characteristics on the basis of the second embodiment.
The brake air supply system of the embodiment of the application further comprises a parking brake control module B02. The purpose of parking brake control module B02 is to enable full column centralized unified control in place of hand braking by parking brake control module B02. It is more convenient than hand braking, and hand braking needs every rail vehicle to go on alone, and through manpower operation, and it is comparatively inconvenient to implement.
In implementation, as shown in fig. 1, the brake air supply system further comprises a spring air cylinder a12/2 and a parking air cylinder B09;
the air outlet of the domestic air cylinder A12/1 is divided into three branches, one branch is connected with the air spring air cylinder A12/2 through a fourth one-way valve A16/3, the other branch is connected with the parking air cylinder B09 through a fifth one-way valve A16/4, and the other branch provides air for a toilet stool collector of the railway vehicle;
wherein, the air spring air cylinder A12/2 is used for providing compressed air for the air spring and the sliding plug door.
Compressed air firstly enters the living air cylinder and then is divided into three branches, and the three branches respectively enter the air spring air cylinder and the parking air cylinder to provide air for the excrement collector of the railway vehicle. Therefore, the inlets and the outlets of the air spring air cylinder and the parking air cylinder are independent respectively, and compressed air with suitable pressure can be matched for different air utilization equipment. Compressed air firstly enters the living air cylinder and then enters the air spring air cylinder, and when the air consumption of the air spring is too fast, the living air cylinder supplies supplement and provides buffer memory, so that the pressure of a main air pipe or an auxiliary air cylinder for supplying compressed air to the living air cylinder is prevented from being too fast reduced. The air supply of the sliding plug door is also provided by the air spring air cylinder, so that sufficient air is ensured.
In operation, as shown in FIG. 1, the parking brake control module B02 includes:
a parking brake solenoid valve B02.05 connected with the parking reservoir B02 through a pipeline;
parking the brake cylinder;
a two-way check valve B02.06, wherein two air inlets of the two-way check valve B02.06 are respectively connected with the parking brake solenoid valve B02.05 and the brake cylinder, and an air outlet is connected with the parking brake cylinder;
the two-way check valve B02.06 is used for communicating the air inlet with the air outlet with higher pressure.
When the parking brake electromagnetic valve B02.05 relieves parking brake, compressed air of a parking air cylinder B02 enters a two-way check valve B02.06 through a parking brake electromagnetic valve B02.05 and is compared with compressed air from a brake cylinder, and the compressed air are output to a parking brake cylinder in a large quantity, so that the brake clamp is prevented from being overloaded due to the superposition of air brake and parking brake. When parking brake is applied, the parking brake electromagnetic valve discharges the outlet pressure of the parking brake electromagnetic valve to atmosphere, at the moment, if no air brake exists, the bidirectional check valve does not output compressed air, the parking brake cylinder does not output compressed air, and the parking brake is applied.
In operation, as shown in FIG. 1, the parking brake control module B02 further includes a parking supply air cock B02.01, a filter B02.02, a pressure reducing valve B02.03, and a parking brake vent B02.04;
the parking air cylinder B09 and the parking brake solenoid valve B02.05 are arranged in sequence;
the parking brake control module B02 further includes a parking isolation plug B02.07, the parking isolation plug B02.07 being plumbed to the parking brake cylinder;
the parking brake control module B02 further includes a test port B02.08, a pressure switch B02.09, a pressure sensor B02.10, and a parking brake indicator B02.11; the test port B02.08, pressure switch B02.09 and pressure sensor B02.10, parking brake indicator B02.11 are provided on the line between parking isolation plug B02.07 and the parking brake cylinder.
The parking air supply cock B02.01 is used for controlling the on-off of an air path for supplying air to parking brake, and the parking isolation cock is used for isolating the air supply to the parking brake cylinder.
The parking brake cylinder status related signal is provided to the on-board monitoring equipment by pressure switch B02.09 and pressure sensor B02.10. The parking brake status may be observed via parking brake indicator B02.11. The pressure state of the parking brake cylinder can be truly reflected.
Specifically, the braking air supply system is provided with a parking braking control module B02, so that the parking braking function is realized, the hand braking is replaced, and the implementation is more convenient.
Specifically, a parking reservoir B09 is provided separately to provide compressed air separately to the parking brake control module B02 to ensure adequate parking brake air.
Specifically, the parking brake control module adopts a single integrated gas circuit board to integrate relevant parts for parking brake control.
Specifically, buttons are arranged on two sides of the parking brake electromagnetic valve B02.05, so that the on-off of the air path can be controlled through electric control or manual mode.
In particular, parking brake indicator B02.11, the parking brake status is viewed from the vehicle.
Specifically, the parking brake application control circuit is provided with a change-over switch, and when the parking brake is isolated, the power supply applied by the parking brake can be cut off.
Because the parking brake control module is mounted on the vehicle and incorporates a parking brake indicator, the parking brake status can be observed from the vehicle. When the parking is isolated, the parking brake can be prevented from being applied by disconnecting the circuit signal applied by the parking brake in the parking brake release state. If the parking brake is in an applied state, the parking brake can be manually released by operating a release button of a parking brake solenoid valve, compressed air is in a parking brake cylinder pipeline at the moment, a parking brake indicator can truly reflect the parking brake state, and meanwhile, a pressure switch and a pressure sensor can also monitor the parking brake state and make corresponding response, so that the isolated parking operation can be carried out without getting off. To facilitate observation of the parking brake condition under the vehicle, a parking brake indicator is also added under the vehicle, disposed with the air brake indicator.
The trailer adopting the braking air supply system and the conventional power vehicle are grouped to form a power-concentrated motor train unit with fixed grouping, and compressed air of a main air pipe and a train pipe is provided by the power vehicle. The first cut-off cock A15/3 for charging the main air pipe with the train pipe, the first check valve and the first shrinkage cavity are all arranged on the dining car. The power vehicle controls the brake application and release of the trailer by controlling the pressure change of the train pipe. When the brake of a certain trailer fails, the combined dust collector B03 and the double-side exhaust cutoff cock B04 of the vehicle are closed, so that the operation of removing the brake of the single vehicle (the operation of closing the door for short) is realized.
The parking brake applying button is operated by the driver station to control the parking brake applying line to be electrified, so that the parking brake solenoid valve of the trailer is controlled to act, and the trailers are enabled to apply parking brake synchronously. When the vehicle is parked and isolated, the parking brake indication state is observed on the vehicle, if the vehicle is in the application state, the parking brake electromagnetic valve release button is pressed; if the parking brake is in the release state, the parking brake applying signal can be switched off, and the parking brake can be ensured to be in the release state all the time.
When the motor train unit needs to be returned for rescue through the single-pipe air supply locomotive, if the pressure of the trailer air cylinder is sufficient, only the first cutoff cock A15/3 on the dining car needs to be opened; if the trailer reservoir pressure is not sufficient, the second intercepting cock A15/2 under each vehicle needs to be opened.
Example four
The rail train of the embodiment of the application comprises the braking air supply system of any one of the first embodiment to the third embodiment.
The names and functions of the components of the braking air supply system are shown in the following table:
in the description of the present application and the embodiments thereof, it is to be understood that the terms "top", "bottom", "height", and the like, indicate orientations or positional relationships based on those shown in the drawings, are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present application.
In this application and its embodiments, unless expressly stated or limited otherwise, the terms "disposed," "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integral to; the connection can be mechanical connection, electrical connection or communication; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
In this application and its embodiments, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise the first and second features being in direct contact, or may comprise the first and second features being in contact, not directly, but via another feature in between. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly above and obliquely above the second feature, or simply meaning that the first feature is at a lesser level than the second feature.
The above disclosure provides many different embodiments or examples for implementing different structures of the application. The components and arrangements of specific examples are described above to simplify the present disclosure. Of course, they are merely examples and are not intended to limit the present application. Moreover, the present application may repeat reference numerals and/or letters in the various examples, such repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, examples of various specific processes and materials are provided herein, but one of ordinary skill in the art may recognize applications of other processes and/or use of other materials.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (11)
1. A rail train brake air supply system, comprising:
the train pipe is used for being connected with a train pipe interface of an external locomotive;
the main air pipe is used for being connected with a main air pipe connector of an external locomotive, and meanwhile, the main air pipe is connected with the train pipe through a pipeline;
the first cut-off cock is arranged in a pipeline between the main air pipe and the train pipe;
when the external locomotive is provided with double-pipe air supply, the main air pipe is used for being connected with a main air pipe connector of the locomotive, the first cut-off cock is kept closed, the locomotive provides compressed air for the main air pipe, and the first cut-off cock cuts off a pipeline between the main air pipe and the train pipe; the external locomotive is supplied with air through a single pipe, when the first cut-off cock is opened, the locomotive provides compressed air for the train pipe, and the first cut-off cock conducts a pipeline between the train pipe and the main air pipe so that the train pipe provides the compressed air for the main air pipe.
2. The brake air supply system of claim 1, further comprising:
and the first check valve and the first shrinkage cavity are sequentially arranged in a pipeline between the first cut-off cock and the main air pipe.
3. The brake air supply system according to claim 2, further comprising:
the electric pneumatic brake is connected with the train pipe through a pipeline;
the auxiliary air cylinder is connected with the electric pneumatic brake through a pipeline;
the working air cylinder is connected with the electric pneumatic brake through a pipeline;
the living air cylinder is connected with the auxiliary air cylinder through a pipeline;
the second cut-off cock is arranged in a pipeline between the living air cylinder and the auxiliary air cylinder;
when the external locomotive is supplied with air through a single pipe and the second cut-off cock is opened, the second cut-off cock is communicated with a pipeline between the domestic air cylinder and the auxiliary air cylinder, and compressed air in the auxiliary air cylinder enters the domestic air cylinder through the second cut-off cock; when air braking is relieved, compressed air in the train pipe enters the auxiliary reservoir and the working reservoir through the electric pneumatic brake.
4. The brake air supply system of claim 3, further comprising:
and the second check valve and the second shrinkage cavity are sequentially arranged in a pipeline between the second cut-off cock and the living air cylinder.
5. The brake air supply system according to claim 4, further comprising:
the third cut-off cock and the third one-way valve are arranged in a pipeline between the main air pipe and the living air cylinder;
when the third cut-off cock is kept open, compressed air of the main air pipe enters the living air cylinder through the third cut-off cock and the third one-way valve.
6. The brake air supply system according to claim 5, further comprising:
the brake cylinder is connected with the electric pneumatic brake through a pipeline;
the double-side air exhaust cut-off cock is arranged between the brake cylinder and the electro-pneumatic brake, an air inlet of the double-side air exhaust cut-off cock is communicated with the electro-pneumatic brake, an air outlet of the double-side air exhaust cut-off cock is communicated with the brake cylinder, and an air outlet of the double-side air exhaust cut-off cock is communicated with the outside atmosphere; when the bilateral exhaust cut-off cock is opened, the air inlet and the air outlet of the bilateral exhaust cut-off cock are communicated; when the bilateral air-exhaust cut-off cock is closed, the air inlet and the air outlet of the bilateral air-exhaust cut-off cock are communicated with the air outlet;
when the double-sided exhaust cutoff cock is kept open and air brake is applied, compressed air in the auxiliary reservoir B08 passes through the electro-pneumatic brake and the double-sided exhaust cutoff cock and reaches the brake cylinder; when the double-side exhaust cut-off cock is closed, the exhaust port of the double-side exhaust cut-off cock is communicated with the atmosphere, and compressed air in the auxiliary reservoir B08 and the brake cylinder is exhausted through the exhaust port of the double-side exhaust cut-off cock, so that the auxiliary reservoir and the brake cylinder are communicated with the outside.
7. The brake air supply system according to claim 6, further comprising:
the combined dust collector is arranged on a pipeline between the train pipe and the electric air brake and used for filtering air impurities and simultaneously cutting off compressed air of the train pipe.
8. The brake air supply system according to claim 7, further comprising a lost motion reservoir and a parking reservoir;
the air outlet of the domestic air cylinder is divided into three branches, one branch is connected with the air spring air cylinder through a fourth one-way valve, the other branch is connected with the parking air cylinder through a fifth one-way valve, and the other branch provides air for a toilet stool collector of the railway vehicle;
the air spring air cylinder is used for providing compressed air for the air spring and the sliding plug door.
9. The brake air supply system of claim 8, further comprising a parking brake control module, the parking brake control module comprising:
the parking brake electromagnetic valve is connected with the parking air cylinder through a pipeline;
parking the brake cylinder;
the two air inlets of the two-way check valve are respectively connected with the parking brake solenoid valve and the brake cylinder, and the air outlet of the two-way check valve is connected with the parking brake cylinder;
the bidirectional check valve is used for communicating the air inlet with the air outlet, wherein the air inlet is high in pressure.
10. The brake air supply system of claim 9, wherein the parking brake control module further comprises a parking air supply plug, a filter, a pressure relief valve, and a parking brake shrinkage cavity; the parking air cylinder and the parking brake electromagnetic valve are sequentially arranged between the parking air cylinder and the parking brake electromagnetic valve;
the parking brake control module further comprises a parking isolation plug door, and the parking isolation plug door is connected with the parking brake cylinder through a pipeline;
the parking brake control module also comprises a test port, a pressure switch, a pressure sensor and a parking brake indicator; the parking isolation plug is arranged between the parking isolation plug and the parking brake cylinder;
the parking air supply cock is used for controlling the on-off of an air path for supplying air for parking braking, and the parking isolation cock is used for isolating the air supply of the parking brake cylinder.
11. A rail train comprising a brake air supply system according to any one of claims 1 to 10.
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| CN202011464524.8A CN112537284B (en) | 2020-12-14 | 2020-12-14 | Rail train's braking air supply system and rail train |
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| CN202011464524.8A CN112537284B (en) | 2020-12-14 | 2020-12-14 | Rail train's braking air supply system and rail train |
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|---|---|
| CN112537284B (en) | 2022-03-18 |
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