CN112572514A - Air brake system and rail vehicle with same - Google Patents
Air brake system and rail vehicle with same Download PDFInfo
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- CN112572514A CN112572514A CN201910945174.8A CN201910945174A CN112572514A CN 112572514 A CN112572514 A CN 112572514A CN 201910945174 A CN201910945174 A CN 201910945174A CN 112572514 A CN112572514 A CN 112572514A
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- brake
- valve
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- air
- outlet
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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 invention discloses an air brake system and a rail vehicle, wherein the air brake system comprises: a brake controller; a service brake air cylinder; the brake air chamber and the two first driving brake air outlets of the driving brake air cylinder form a first driving brake path and a second driving brake path which are connected in parallel respectively, a first foot brake valve is arranged on the first driving brake path, and a second foot brake valve is arranged on the second driving brake path; the first interlocking solenoid valve is connected in series on the first driving brake path; the second interlocking solenoid valve is connected in series on a second service braking path; the first interlocking solenoid valve and the second interlocking solenoid valve are both connected with the brake controller. According to the air brake system provided by the embodiment of the invention, the brake interlocking of the first foot brake valve and the second foot brake valve of the front driving driver console and the rear driving driver console can be realized, and the safety of the railway vehicle is improved.
Description
Technical Field
The invention relates to the technical field of air braking, in particular to an air braking system and a railway vehicle with the same.
Background
In the related technology, a driving control console is respectively arranged at the front and the rear in a carriage of the engineering construction vehicle so as to facilitate the forward and backward movement of the vehicle. However, the brake control systems of the front driving driver console and the rear driving driver console are independent from each other, that is, the front driving driver console and the rear driving driver console can both perform brake control on the engineering construction vehicle, so that the risk caused by misoperation in the driving process is increased, and the safety of the engineering construction vehicle is reduced.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, an object of the present invention is to provide an air brake system, which can realize service brake interlocking between a front driver console and a rear driver console when the air brake system is applied to a rail vehicle such as an engineering construction vehicle, so as to well prevent risks caused by misoperation during a driving process and improve safety of the rail vehicle such as the engineering construction vehicle.
Another object of the invention is to propose a rail vehicle with an air brake system as described above.
An air brake system according to an embodiment of the first aspect of the invention includes: a brake controller;
a service brake air cylinder;
the brake air chamber and the two first driving brake air outlets of the driving brake air cylinder form a first driving brake path and a second driving brake path which are connected in parallel respectively, a first foot brake valve is arranged on the first driving brake path, and a second foot brake valve is arranged on the second driving brake path;
a first interlock solenoid valve connected in series on the first travel brake path;
a second interlock solenoid valve connected in series on the second service braking path;
the first interlocking solenoid valve and the second interlocking solenoid valve are both connected with the brake controller,
when the brake controller receives a first brake interlock signal, the first interlock solenoid valve is powered on and the second interlock solenoid valve is powered off, so that the first foot brake valve can brake normally and the second foot brake valve is ineffective,
when the brake controller receives a second brake interlocking signal, the first interlocking solenoid valve is powered off and the second interlocking solenoid valve is powered on, so that the second foot brake valve can brake normally and the first foot brake valve is invalid.
According to the air brake system provided by the embodiment of the invention, the first interlocking solenoid valve and the second interlocking solenoid valve are arranged, so that the normal operation and failure of the first foot brake valve and the second foot brake valve can be realized by controlling the first interlocking solenoid valve and the second interlocking solenoid valve through the brake controller. When the air brake system is applied to the railway vehicle, the brake interlocking of the first foot brake valve and the second foot brake valve of the front driving driver console and the rear driving driver console can be realized, so that the risk caused by misoperation in the running process can be well prevented, and the safety of the railway vehicle is improved.
According to some embodiments of the invention, the first brake interlock signal comprises a front driver console key signal and a first foot brake valve step signal, and the second brake interlock signal comprises a rear driver console key signal and a second foot brake valve step signal.
According to some embodiments of the invention, the air brake system further comprises: parking braking air cylinder;
the first hand brake inlet of the first hand brake valve is connected with the first parking brake air outlet of the parking brake air cylinder, and the second hand brake inlet of the second hand brake valve is connected with the second parking brake air outlet of the parking brake air cylinder;
the first relay inlet of the first relay valve is connected with the parking brake air cylinder, the first relay outlet of the first relay valve is connected with the brake air chamber, and the first control port of the first relay valve is connected with the first manual brake outlet of the first manual brake valve and the second manual brake outlet of the second manual brake valve.
According to some embodiments of the invention, the air brake system further comprises a first two-way check valve, two first two-way check inlets of the first two-way check valve being connected to the first manual brake outlet of the first manual brake valve and the second manual brake outlet of the second manual brake valve, respectively, the first two-way check outlet of the first two-way check valve being connected to the first control port of the first relay valve, the first two-way check valve being configured to allow only one of the two first two-way check inlets to be in one-way communication with the first two-way check outlet.
According to some embodiments of the invention, the air brake system further comprises:
and a second relay inlet of the second relay valve is connected with the service braking air cylinder, a second relay outlet of the second relay valve is respectively connected with the brake air chamber and a second control port of the first relay valve, and a control port of the second brake valve is connected with a first service braking path outlet of the first service braking path and a second service braking path outlet of the second service braking path.
According to some embodiments of the invention, the air brake system further comprises: a second two-way one-way valve including a second two-way one-way inlet connected to the second service brake outlet of the service brake air reservoir by a solenoid valve, a third two-way one-way inlet connected to the first service brake path outlet of the first service brake path and the second service brake path outlet of the second service brake path, and a second two-way one-way outlet connected to a control port of the second brake valve, the second two-way one-way valve being configured to permit only one of the second two-way one-way inlet and the third two-way one-way inlet to be in one-way communication with the second two-way one-way outlet.
According to some embodiments of the present invention, the air brake system further comprises a third two-way check valve, two-way one-way inlets of the third two-way check valve are respectively connected to the first service brake path outlet and the second service brake path outlet, a third two-way one-way outlet of the third two-way check valve is connected to the third two-way one-way inlet, and the third two-way check valve is configured to allow only one of the two-way one-way inlets to be in one-way communication with the third two-way one-way outlet.
According to some embodiments of the invention, the air brake system further comprises:
the three-way joint comprises a first interface, a second interface and a third interface, the first interface is communicated with the brake air chamber, the second interface is communicated with a second relay outlet of the second relay valve, and the third interface is connected with a second control port of the first relay valve.
According to some embodiments of the invention, the two first interlock solenoid valves and the two second interlock solenoid valves are both normally closed type solenoid valves.
A rail vehicle according to an embodiment of the second aspect of the invention comprises an air brake system according to an embodiment of the first aspect of the invention described above.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic view of an air brake system according to an embodiment of the present invention.
Reference numerals:
the air brake system 100;
a sub-service brake air cylinder 11;
a first service braking path 12; a second service braking path 13;
a first foot brake valve 14; a second foot brake valve 15;
a parking brake air cylinder 2; a first manual brake valve 21; a second hand brake valve 22;
a brake chamber 3; a first interlock solenoid valve 41; the second interlock solenoid valve 42;
a first two-way check valve 51; a first two-way one-way inlet 511; a first two-way one-way outlet 512;
a second two-way check valve 52; a second two-way one-way inlet 521; a third two-way one-way inlet 522;
a second two-way one-way outlet 523;
a third two-way check valve 53; a two-way one-way inlet 531; a third two-way one-way outlet 532;
a first relay valve 61; a first control port 611; a first relay outlet 612;
a second control port 613; a first relay inlet 614;
the second relay valve 62; a control port 621; a second relay outlet 622; a second relay inlet 623;
a three-way joint 7; a first interface 71; the third interface 73;
an electromagnetic valve 8; a four-circuit protection valve 9.
Detailed Description
Embodiments of the present invention will be described in detail below, the embodiments described with reference to the drawings being illustrative, and the embodiments of the present invention will be described in detail below.
An air brake system 100 according to an embodiment of the present invention is described below with reference to fig. 1. The air brake system 100 may be applied to a rail vehicle such as a construction vehicle (not shown). In the following description of the present application, an application of the air brake system 100 to a construction vehicle is explained as an example.
As shown in fig. 1, the air brake system 100 according to the embodiment of the first aspect of the present invention includes a brake controller (not shown), a service brake air reservoir, a brake chamber 3, a first interlock solenoid valve 41, and a second interlock solenoid valve 42.
Specifically, the service brake air reservoir is used to store high pressure gas. A first driving brake path 12 and a second driving brake path 13 which are connected in parallel are respectively formed between the brake air chamber 3 and two first driving brake air outlets of the driving brake air cylinder, a first foot brake valve 14 is arranged on the first driving brake path 12, and a second foot brake valve 15 is arranged on the second driving brake path 13. The first foot brake valve 14 and the second foot brake valve 15 are connected in parallel between the service brake air reservoir and the brake chamber 3. The first foot brake valve 14 and the second foot brake valve 15 can service brake a rail vehicle, such as an engineering construction vehicle, during normal service. For example, when the first foot brake valve 14 is opened, the first service brake path 12 connecting the service brake air cylinder and the brake air chamber 3 is conducted, and the high-pressure air in the service brake air cylinder enters the brake air chamber 3, so that service brake is realized. Service braking mitigation is achieved after the first foot brake valve 14 is closed. Similarly, when the second foot brake valve 15 is opened, the second service brake path 13 connecting the service brake air reservoir and the brake chamber 3 is conducted, and the high-pressure air in the service brake air reservoir enters the brake chamber 3, thereby realizing service braking. After the second foot brake valve 15 is closed, service brake mitigation is achieved.
The first interlock solenoid valve 41 is connected in series to the first service brake path 12, and the second interlock solenoid valve 42 is connected in series to the second service brake path 13. At this time, the first interlock solenoid valve 41 is connected in series with the first foot brake valve 14, and the second interlock solenoid valve 42 is connected in series with the second foot brake valve 15. The first interlock solenoid valve 41 and the second interlock solenoid valve 42 are both connected to the brake controller.
When the brake controller receives the first brake interlock signal, the first interlock solenoid valve 41 is powered on and the second interlock solenoid valve 42 is powered off, so that the first foot brake valve 14 can brake normally and the second foot brake valve 15 is disabled; when the brake controller receives the second brake interlock signal, the first interlock solenoid valve 41 is de-energized and the second interlock solenoid valve 42 is energized so that the second foot brake valve 15 can brake normally and the first foot brake valve 14 is deactivated.
For example, when the air brake system 100 is applied to a rail vehicle such as an engineering construction vehicle, assuming that the first interlock solenoid valve 41 is a front interlock solenoid valve and the second interlock solenoid valve 42 is a rear interlock solenoid valve, when a driver drives a driver console to control the vehicle in front, after the brake controller receives a first brake interlock signal, the first interlock solenoid valve 41 is powered on and the second interlock solenoid valve 42 is powered off and closed, the front brake circuit can normally work to realize service braking and releasing, the rear brake circuit is shielded, and at this time, the second foot brake valve 15 on the driver console is not effective after the operation. When a driver drives the driver console to control the vehicle behind, after the brake controller receives the second brake interlocking signal, the second interlocking solenoid valve 42 is powered on and switched on, the first interlocking solenoid valve 41 is powered off and switched off, the rear brake circuit can work normally to realize service braking and relieving, the front brake circuit is shielded, and the first foot brake valve 14 on the driver console is not effective before operation. Therefore, the brake interlocking function of the first foot brake valve 14 and the second foot brake valve 15 of the front driving control console and the rear driving control console can be well realized.
According to the air brake system 100 of the embodiment of the invention, by providing the first interlock solenoid valve 41 and the second interlock solenoid valve 42, the normal operation and the failure of the first foot brake valve 14 and the second foot brake valve 15 can be realized by the control of the brake controller over the first interlock solenoid valve 41 and the second interlock solenoid valve 42. When the air brake system 100 is applied to a rail vehicle such as an engineering construction vehicle, the brake interlocking of the first foot brake valve 14 and the second foot brake valve 15 of the front driving driver console and the rear driving driver console can be realized, so that the risk caused by misoperation in the driving process can be well prevented, and the safety of the rail vehicle such as the engineering construction vehicle is improved.
According to some embodiments of the present invention, the first brake interlock signal includes a front driver console key signal and a first foot brake valve 14 step signal, and the second brake interlock signal includes a rear driver console key signal and a second foot brake valve 15 step signal. The power-on and power-off of the first interlock solenoid valve 41 can be provided by a front driving console key signal and a first foot brake valve 14 treading signal, and at this time, the first interlock solenoid valve 41 is powered on and opened only when the current driving console key signal and the first foot brake valve 14 treading signal (for example, the first foot brake valve 14 is treaded to send an electric signal) exist at the same time. Similarly, the power on and power off of the second interlock solenoid valve 42 can be provided by a rear-drive console key signal and a second foot brake valve 15 step signal, and the second interlock solenoid valve 42 is powered on and opened only when the rear-drive console key signal and the second foot brake valve 15 step signal (for example, the second foot brake valve 15 step signal) exist at the same time. So set up, can reduce the operating time of first interlocking solenoid valve 41 and second interlocking solenoid valve 42, improve the life of first interlocking solenoid valve 41 and second interlocking solenoid valve 42, and can further improve rail vehicle for example engineering construction vehicle's security, and convenient operation.
According to a further embodiment of the present invention, referring to fig. 1, the air brake system 100 further includes: the parking brake air cylinder 2, the first manual brake valve 21, the second manual brake valve 22 and the first relay valve 61, a first manual brake inlet of the first manual brake valve 21 is connected with a first parking brake air outlet of the parking brake air cylinder 2, and a second manual brake inlet of the second manual brake valve 22 is connected with a second parking brake air outlet of the parking brake air cylinder 2. The first relay inlet 614 of the first relay valve 61 is connected to the parking brake air cylinder 2, the first relay outlet 612 of the first relay valve 61 is connected to the brake air chamber 3, and the first control port 611 of the first relay valve 61 is connected to the first manual brake outlet of the first manual brake valve 21 and the second manual brake outlet of the second manual brake valve 22. The first relay valve 61 may serve to shorten a reaction time and a differential pressure establishment time, so that rapid parking braking may be achieved.
Referring to fig. 1, the air brake system 100 further includes a first two-way check valve 51, two first two-way check inlets 511 of the first two-way check valve 51 are respectively connected to the first manual brake outlet of the first manual brake valve 21 and the second manual brake outlet of the second manual brake valve 22, a first two-way check outlet 512 of the first two-way check valve 51 is connected to the first control port 611 of the first relay valve 61, and the first two-way check valve 51 is configured to allow only one of the two first two-way check inlets 511 to be in one-way communication with the first two-way check outlet 512. The first and second hand brake valves 21 and 22 are connected in parallel between the parking brake air cylinder 2 and the first two-way check valve 51. When the first two-way check valve 51 is conducted, only one first two-way check inlet 511 is communicated with the first two-way check outlet 512, and at the moment, the high-pressure air in the parking brake air cylinder 2 can only flow to the first control port 611 of the first relay valve 61 through the first two-way check valve 51 through the first hand brake valve 21 or the second hand brake valve 22, so that the first relay outlet 612 of the first relay valve 61 is communicated with the first relay inlet 614 of the first relay valve 61, and the high-pressure air in the parking brake air cylinder 2 enters the brake air chamber 3 to realize the parking brake release. When the first and second hand brake valves 21 and 22 are pulled down, the control air pressure disappears, and the passage between the parking brake air cylinder 2 and the brake air chamber 3 is closed, thereby realizing the parking brake.
Thus, the first two-way check valve 51 is used to further interlock the first hand brake valve 21 and the second hand brake valve 22, thereby further improving the safety of the construction vehicle.
According to some embodiments of the present invention, as shown in fig. 1, the air brake system 100 further includes: a second relay valve 62, a second relay inlet 623 of the second relay valve 62 being connected to the service brake air reservoir, a second relay outlet 622 of the second relay valve 62 being connected to the brake air chamber 3 and the second control port 613 of the first relay valve 61, respectively, a control port 621 of the second relay valve 62 being connected to the first service brake path 12 outlet of the first service brake path 12 and the second service brake path 13 outlet of the second service brake path 13.
Referring to fig. 1, the air brake system 100 further includes a second two-way, one-way valve 52, the second two-way, one-way valve 52 including a second two-way, one-way inlet 521, a third two-way, one-way inlet 522 and a second two-way, one-way outlet 523, the second two-way, one-way inlet 521 being connected to the second service brake air outlet of the service brake air reservoir via the solenoid valve 8, the third two-way, one-way inlet 522 being connected to the first service brake path 12 outlet of the first service brake path 12 and the second service brake path 13 outlet of the second service brake path 13, the second two-way, one-way outlet 523 being connected to the control port 621 of the second relay valve 62, the second two-way valve 52 being configured to permit only one-way communication between one-way inlet 521 and one-way outlet 522 of the second two-way and the second two-. When the engineering construction vehicle is temporarily stopped, the electromagnetic valve 8 can be switched on by electrifying, and long-time service braking is realized. When the electromagnetic valve 8 is closed due to power failure, brake release can be realized. Thus, by using the second two-way check valve 52, the solenoid valve 8 can be interlocked with the first foot brake valve 14 and the second foot brake valve 15.
As shown in fig. 1, the air brake system 100 further includes a third two-way check valve 53, two-way one-way inlets of the third two-way check valve 53 being connected to the first service brake path 12 outlet and the second service brake path 13 outlet, respectively, a third two-way one-way outlet 532 of the third two-way check valve 53 being connected to the third two-way one-way inlet 522, the third two-way check valve 53 being configured to permit only one of the two-way one-way inlets to be in one-way communication with the third two-way one-way outlet 532. That is, when the third two-way check valve 53 is conducted, only one two-way check inlet is communicated with the third two-way check outlet 532, and at this time, the high-pressure gas in the service braking air cylinder can only flow to the control port 621 of the second relay valve 62 through the third two-way check valve 53 via the first service braking path 12, or can only flow to the control port 621 of the second relay valve 62 via the third two-way check valve 53 via the second service braking path 13, so that the second relay inlet 623 of the second relay valve 62 is communicated with the second relay outlet 622 of the second relay valve 62, so as to implement service braking. Thus, the third two-way check valve 53 is adopted, so that the first foot brake valve 14 and the second foot brake valve 15 can be interlocked, and the safety of the engineering construction vehicle can be further improved.
According to some embodiments of the present invention, referring to fig. 1, the air brake system 100 further includes: the three-way joint 7 includes a first port 71, a second port and a third port 73, the first port 71 communicating with the brake chamber 3, the second port communicating with the second relay outlet 622 of the second relay valve 62, and the third port 73 connecting with the second control port 613 of the first relay valve 61. With such an arrangement, the second relay outlet 622 of the second relay valve 62 is connected to the second control port 613 of the first relay valve 61 through the three-way joint 7, so long as the second control port 613 is air, the parking brake is in a relieved state, and once the service brake is applied, the high-pressure air from the service brake air reservoir can flow to the second control port 613 of the first relay valve 61 through the second relay outlet 622 of the second relay valve 62, so that the purpose of interlocking the service brake and the parking brake can be achieved, and the problem of overlarge load caused by that the service brake and the parking brake are simultaneously applied to parts of the construction vehicle is avoided.
Alternatively, the number of the brake chambers 3 is plural, the number of the first relay outlets 612 of the first relay valve 61 is plural and is connected to the plural brake chambers 3, respectively, and the number of the second relay outlets 622 of the second relay valve 62 is plural and is connected to the plural brake chambers 3, respectively. In the description of the present invention, "a plurality" means two or more. For example, two brake chambers 3 are shown in the example of fig. 1, two first relay outlets 612 of the first relay valve 61 are provided, two first relay outlets 612 are connected to the two brake chambers 3, respectively, two second relay outlets 622 of the second relay valve 62 are provided, and two second relay outlets 622 are connected to the two brake chambers 3, respectively.
Specifically, each brake chamber 3 is a combined spring brake chamber having a diaphragm chamber for service braking and a spring chamber for parking braking.
The two first relay outlets 612 of the first relay valve 61 communicate with the spring chambers of the two brake chambers 3, respectively, and the two second relay outlets 622 of the second relay valve 62 communicate with the diaphragm chambers of the two brake chambers 3, respectively. Thus, by providing a plurality of brake chambers 3, the braking force of the construction vehicle can be increased, and the construction vehicle can be quickly braked. Wherein the braking states of the plurality of brake chambers 3 may be synchronized. Two brake chambers 3 are shown in fig. 1 for illustrative purposes, but it is obvious to those skilled in the art after reading the technical solution of the present application that the solution can be applied to three or more brake chambers 3, which also falls within the protection scope of the present invention.
Alternatively, the first interlock solenoid valve 41 and the second interlock solenoid valve 42 are both interlock asr (intersection Slip regulation) solenoid valves. So set up, can realize the braking interlocking of preceding driver's control platform and back driver's control platform better.
In other embodiments, for example, the first interlock solenoid valve 41 and the second interlock solenoid valve 42 may be both normally closed type solenoid valves, that is, open when energized and closed when de-energized.
According to some embodiments of the present invention, as shown in fig. 1, the service brake air cylinder includes two sub service brake air cylinders 11, the two sub service brake air cylinders 11 are connected in series, wherein two first sub service brake air outlets of one sub service brake air cylinder 11 are respectively connected to the second footbrake valve 15 and the sub service brake air inlets of the other sub service brake air cylinder 11, and three second sub service brake air outlets of the other service brake air cylinder are respectively connected to the first footbrake valve 14, the solenoid valve 8 and the second relay inlet 623 of the second relay valve 62.
Alternatively, with reference to fig. 1, a first interlock solenoid valve 41 is connected downstream of the first foot brake valve 14 on the first service brake path 12 and a second interlock solenoid valve 42 is connected downstream of the second foot brake valve 15 on the second service brake path 13. Here, it should be noted that "downstream" may be understood as downstream in the flow direction of the gas flow.
Alternatively, the brake chamber 3 is a spring brake chamber. For example, when the first foot brake valve 14 or the second foot brake valve 15 is open, the diaphragm chamber in the service chamber is in a service brake applied state, thereby achieving service braking. When the first or second hand brake valve 21, 22 is pulled down, the spring chamber in the parking chamber may be in a parking brake application state, thereby achieving the parking brake.
An air brake system 100 according to an embodiment of the present invention is described in detail below with reference to fig. 1.
As shown in fig. 1, an air supply system (not shown) delivers compressed air to the service and park brake air reservoirs 2 via four-circuit protection valves to provide dry compressed air to the air brake system 100. The four-circuit protection valve can divide the whole air path of a rail vehicle such as an engineering construction vehicle into four mutually-connected and mutually-independent circuits, and when any one circuit fails, the normal work and inflation of other circuits are not influenced. Under normal conditions, the four-circuit protection valve is actually a five-way joint, and only when a certain circuit breaks or leaks, the four-circuit protection valve plays a role in protection.
Service braking and relieving: the second relay inlet 623 of the second relay valve 62 is connected to the service brake air reservoir and the second relay outlet 622 is connected to the brake chamber 3, such as a spring brake chamber. The first foot brake valve 14 of the front driver's console and the second foot brake valve 15 of the rear driver's console are respectively connected to the first interlock solenoid valve 41 and the second interlock solenoid valve 42, the first service brake path 12 and the second service brake path 13 are connected together through the third two-way check valve 53, and then connected to the solenoid valve 8, such as an ASR solenoid valve, through the second two-way check valve 52, and connected to the second two-way one-way inlet 521 and the third two-way one-way inlet 522 (the second two-way check valve 52 is configured to allow only one of the second two-way one-way inlet 521 and the third two-way one-way inlet 522 to be in one-way with the second two-way one-way outlet 523), and then connected to the control port 621 of the second relay valve 62. When the foot brake valve (the first foot brake valve 14 or the second foot brake valve 15) on the driver console at one end is opened, the output air pressure of the foot brake valve is used as the control air pressure of the second relay valve 62 and is connected with the service brake air cylinder and the spring brake air chamber to realize service brake; and closing the foot brake valve to realize service brake release. When the vehicle is temporarily stopped, the electromagnetic valve 8 can be electrified and conducted, and long-time service braking is realized; and the electromagnetic valve 8 is closed in a power-off state, so that the brake is relieved.
Parking braking and releasing: the first relay inlet 614 of the first relay valve 61, such as a differential relay valve, is connected to the parking brake air reservoir 2 and the first relay outlet 612 is connected to the spring brake air chamber. Specifically, after the first hand brake valve 21 and the second hand brake valve 22 on the front driving driver console and the rear driving driver console are connected together through the first two-way check valve 51, the first control port 611 of the first relay valve 61 is connected, and the second control port 613 of the first relay valve 61 is connected to the second relay outlet 622 of the first relay valve 61 through the three-way joint 7, so that the purpose of interlocking the service brake and the parking brake is achieved. During normal driving, a driver controls the vehicle at a driving driver console at one end, the hand brake valve at the end (the first hand brake valve 21 or the second hand brake valve 22) is in a conducting state, the hand brake valve at the other end is in a closing state, and air in the parking brake air cylinder 2 enters the first control port 611 of the first relay valve 61 through the conducting hand brake valve, so that the air in the parking brake air cylinder 2 enters the spring brake air chamber through the first relay valve 61, and the parking brake is relieved. When the conducted hand brake valve is pulled down, the hand brake valves at the two ends (namely the first hand brake valve 21 and the second hand brake valve 22) are in a closed state, the control air pressure disappears, the passage between the parking brake air cylinder 2 and the spring brake air chamber is closed, and the parking brake is realized.
The principle of the interlocking of the front driving driver console and the rear driving driver console: 1. the service brake interlock function of the front driver console and the rear driver console is realized by the first interlock solenoid valve 41 and the second interlock solenoid valve 42. The first interlock solenoid valve 41 and the second interlock solenoid valve 42 may be both normally closed type solenoid valves, i.e., energized open, de-energized closed. The power on/off of the first interlock solenoid valve 41 and the second interlock solenoid valve 42 is provided by the key signal of the front driver console and the rear driver console and the front and rear foot brake valve signals (i.e., the first foot brake valve 14 is stepped on, and the second foot brake valve 15 is stepped on). Only when the key signal and the foot brake valve signal of one end are simultaneously present, the corresponding first interlock solenoid valve 41 or second interlock solenoid valve 42 is electrically opened, the brake gas path of the opened end of the first interlock solenoid valve 41 or second interlock solenoid valve 42 is activated, and the other end is shielded. 2. The interlocking of the parking brake of the front driver console and the rear driver console is completed by a first two-way check valve 51 connected in parallel by a first hand brake valve 21 and a second hand brake valve 22. When the vehicle is normally parked, the first hand brake valve 21 and the second hand brake valve 22 are in a closed state; when the driver operates normally, one of the first hand brake valve 21 and the second hand brake valve 22 is pulled up, the brake air path is conducted, the parking brake is relieved, and at the moment, the other one of the first hand brake valve 21 and the second hand brake valve 22 of the other driver console is operated to have no influence on normal driving.
A rail vehicle, such as a construction vehicle, according to an embodiment of the second aspect of the invention includes an air brake system 100 according to an embodiment of the first aspect of the invention described above.
According to the rail vehicle such as the construction vehicle of the present invention, the air brake system 100 is provided with the first foot brake valve 14, the second foot brake valve 15, the first hand brake valve 21 and the second hand brake valve 22, so that the rail vehicle is suitable for the rail construction vehicle with two driver consoles. Furthermore, the front and rear driving consoles can realize the brake interlock, specifically, the service brake interlock is realized by the first interlock solenoid valve 41 and the second interlock solenoid valve 42, and the parking brake interlock is realized by the first two-way check valve 51 in which the first hand brake valve 21 and the second hand brake valve 22 are connected in parallel.
Other constructions and operations of rail vehicles, such as construction vehicles, according to embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention.
In the description of the present invention, "the first feature", "the second feature", and "the third feature" may include one or more of the features.
In the description of the present invention, the first feature being "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact with each other not directly but through another feature therebetween.
In the description of the invention, "above", "over" and "above" a first feature in a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean 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.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. An air brake system, comprising:
a brake controller;
a service brake air cylinder;
the brake air chamber and the two first driving brake air outlets of the driving brake air cylinder form a first driving brake path and a second driving brake path which are connected in parallel respectively, a first foot brake valve is arranged on the first driving brake path, and a second foot brake valve is arranged on the second driving brake path;
a first interlock solenoid valve connected in series on the first travel brake path;
a second interlock solenoid valve connected in series on the second service braking path;
the first interlocking solenoid valve and the second interlocking solenoid valve are both connected with the brake controller,
when the brake controller receives a first brake interlock signal, the first interlock solenoid valve is powered on and the second interlock solenoid valve is powered off, so that the first foot brake valve can brake normally and the second foot brake valve is ineffective,
when the brake controller receives a second brake interlocking signal, the first interlocking solenoid valve is powered off and the second interlocking solenoid valve is powered on, so that the second foot brake valve can brake normally and the first foot brake valve is invalid.
2. The air brake system of claim 1, wherein the first brake interlock signal includes a front driver console key signal and a first foot brake valve kick signal, and the second brake interlock signal includes a rear driver console key signal and a second foot brake valve kick signal.
3. An air brake system according to claim 1 or 2, further comprising:
parking braking air cylinder;
the first hand brake inlet of the first hand brake valve is connected with the first parking brake air outlet of the parking brake air cylinder, and the second hand brake inlet of the second hand brake valve is connected with the second parking brake air outlet of the parking brake air cylinder;
the first relay inlet of the first relay valve is connected with the parking brake air cylinder, the first relay outlet of the first relay valve is connected with the brake air chamber, and the first control port of the first relay valve is connected with the first manual brake outlet of the first manual brake valve and the second manual brake outlet of the second manual brake valve.
4. An air brake system according to claim 3 further comprising a first two-way check valve, the two first two-way check inlets of said first two-way check valve being connected to the first manual brake outlet of said first manual brake valve and the second manual brake outlet of said second manual brake valve, respectively, the first two-way check outlet of said first two-way check valve being connected to the first control port of said first relay valve, said first two-way check valve being configured to permit only one of the two first two-way check inlets to be in one-way communication with said first two-way check outlet.
5. The air brake system of claim 4, further comprising:
and a second relay inlet of the second relay valve is connected with the service braking air cylinder, a second relay outlet of the second relay valve is respectively connected with the brake air chamber and a second control port of the first relay valve, and a control port of the second brake valve is connected with a first service braking path outlet of the first service braking path and a second service braking path outlet of the second service braking path.
6. The air brake system of claim 5, further comprising: a second two-way one-way valve including a second two-way one-way inlet connected to the second service brake outlet of the service brake air reservoir by a solenoid valve, a third two-way one-way inlet connected to the first service brake path outlet of the first service brake path and the second service brake path outlet of the second service brake path, and a second two-way one-way outlet connected to a control port of the second brake valve, the second two-way one-way valve being configured to permit only one of the second two-way one-way inlet and the third two-way one-way inlet to be in one-way communication with the second two-way one-way outlet.
7. An air brake system according to claim 6, further comprising a third two-way check valve, two-way one-way inlets of the third two-way check valve being connected to the first service brake path outlet and the second service brake path outlet respectively, a third two-way one-way outlet of the third two-way check valve being connected to the third two-way one-way inlet, the third two-way check valve being configured to allow only two of the two-way one-way inlets to be in one-way communication with the third two-way one-way outlet.
8. The air brake system of claim 5, further comprising:
the three-way joint comprises a first interface, a second interface and a third interface, the first interface is communicated with the brake air chamber, the second interface is communicated with a second relay outlet of the second relay valve, and the third interface is connected with a second control port of the first relay valve.
9. The air brake system according to claim 1, wherein both of the first interlock solenoid valves and both of the second interlock solenoid valves are normally closed type solenoid valves.
10. A rail vehicle, characterized in that it comprises an air brake system according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910945174.8A CN112572514A (en) | 2019-09-30 | 2019-09-30 | Air brake system and rail vehicle with same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910945174.8A CN112572514A (en) | 2019-09-30 | 2019-09-30 | Air brake system and rail vehicle with same |
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| CN112572514A true CN112572514A (en) | 2021-03-30 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910945174.8A Pending CN112572514A (en) | 2019-09-30 | 2019-09-30 | Air brake system and rail vehicle with same |
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| CN (1) | CN112572514A (en) |
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| CN106494377A (en) * | 2016-09-21 | 2017-03-15 | 比亚迪股份有限公司 | Rail vehicle and its Pneumatic brake systems, Rail Transit System |
| CN208216691U (en) * | 2018-04-28 | 2018-12-11 | 安徽柳工起重机有限公司 | Crane electric-controlled type automatic parking system |
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| JPS5730655A (en) * | 1980-08-01 | 1982-02-18 | Hino Motors Ltd | Brake system for car |
| CN2356901Y (en) * | 1999-02-25 | 2000-01-05 | 徐大和 | Automobile brake |
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| US20080224532A1 (en) * | 2007-03-13 | 2008-09-18 | Norgren, Inc. | Parking brake interlock |
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Application publication date: 20210330 |