CN113200073B - Train pipe overcharge control device and method, brake system and rail transit vehicle - Google Patents
Train pipe overcharge control device and method, brake system and rail transit vehicle Download PDFInfo
- Publication number
- CN113200073B CN113200073B CN202110623397.XA CN202110623397A CN113200073B CN 113200073 B CN113200073 B CN 113200073B CN 202110623397 A CN202110623397 A CN 202110623397A CN 113200073 B CN113200073 B CN 113200073B
- Authority
- CN
- China
- Prior art keywords
- valve
- pressure
- relay
- train pipe
- air
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 9
- 230000000903 blocking effect Effects 0.000 claims description 24
- 230000003137 locomotive effect Effects 0.000 claims description 8
- 230000008602 contraction Effects 0.000 description 6
- 230000008030 elimination Effects 0.000 description 4
- 238000003379 elimination reaction Methods 0.000 description 4
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 230000006837 decompression Effects 0.000 description 3
- 239000011148 porous material Substances 0.000 description 2
- 230000003321 amplification Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000003199 nucleic acid amplification method Methods 0.000 description 1
Images
Classifications
-
- 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
Landscapes
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention discloses a train pipe overcharging control device and method, a brake system and a rail transit vehicle.
Description
Technical Field
The invention relates to the field of rail transit, in particular to a train pipe overcharge control device and method, a brake system and a rail transit vehicle.
Background
The locomotive train pipe overcharging means that the pressure of the train pipe is higher than a constant pressure, and the locomotive pipe overcharging has the functions of fully relieving locomotive vehicles at the tail of a long and large train and increasing the relieving consistency of the long and large train.
At present, the principle of train pipe overcharging is generally realized by the configuration of an overcharge cylinder and a relay valve, and an overcharge function is applied in a braking position, so that potential safety hazards exist; the highest over-inflation pressure is 30-40 kPa higher than the constant pressure, and the highest over-inflation pressure value cannot be changed. When the electric pneumatic brake fails or loses power, under the working condition that the backup brake is put into operation, the overcharge related device is not configured generally, and the function of overcharging the train pipe cannot be realized.
Disclosure of Invention
The invention aims to solve the technical problem that in order to overcome the defects of the prior art, the invention provides the device and the method for controlling the overcharge of the train pipe, the brake system and the rail transit vehicle.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: a train pipe overcharge control device comprises an electromagnetic valve; the air inlet of the electromagnetic valve is communicated with a main air pipe; the air outlet of the electromagnetic valve is connected with a balance air cylinder; the balance air cylinder is communicated with an air inlet and a control port of the blocking valve; the equalizing air cylinder is communicated with a control port of the relay valve; and the air inlet of the relay valve is communicated with the main air pipe, and the air outlet of the relay valve is communicated with the train pipe.
The overcharge control device is provided with the electromagnetic valve, the equalizing air cylinder is directly overcharged through the electromagnetic valve, the pressure of the equalizing air cylinder is used as a feedback signal, the opening pressure of the blocking valve is the constant pressure of a train pipe, the blocking valve is controlled to automatically cut off an atmosphere exhaust passage of the equalizing air cylinder after the overcharge pressure is eliminated, the train pipe is prevented from being decompressed and braking is applied accidentally due to excessive decompression of the equalizing air cylinder, and therefore driving safety is guaranteed.
And a first shrinkage plug is connected between the air outlet of the electromagnetic valve and the balance air cylinder. The air outlet of the electromagnetic valve is additionally provided with the air-filled compression plug (namely, the first compression plug) which can control the over-filling speed, so that the train pipe is prevented from being relieved too fast, and the driving safety is further ensured.
The exhaust port of the blocking valve is provided with a second shrinkage plug, and the balanced air cylinder can exhaust air through the exhaust shrinkage plug by adjusting the aperture of the exhaust shrinkage plug (namely the second shrinkage plug), so that the common brake or the emergency brake caused by the over-fast decompression of a train pipe can be avoided. Because the air-charging shrinkage pore diameter is larger than the air-discharging shrinkage pore diameter, even if the blocking valve is in the opening position under the over-charging working condition, the pressure of the balanced air cylinder can still be ensured to be over-charged to the required pressure value.
The electromagnetic valve air inlet is communicated with the pressure reducing valve air outlet, and the pressure reducing valve air inlet is communicated with the main air pipe. The maximum overcharge pressure can be adjusted by adjusting the setting value of the pressure reducing valve, so that the adjustment of the maximum overcharge pressure is realized, and the adjustment is suitable for the overcharge of the train pipes with different requirements.
The electromagnetic valve is electrically connected with a contact of the relay; the contact of the relay is connected with the control switch in series; and a coil of the relay is electrically connected with the brake valve. The automatic control of power on and power off of the electromagnetic valve is realized through devices such as a relay, a control switch and the like, and the electromagnetic valve is convenient to use and simple to control; meanwhile, the brake valve can be controlled to apply the function of train pipe overcharge only when in the relieving position, so that the accident relieving of the train is prevented, the potential safety hazard is eliminated, and the safety of the locomotive is improved.
The invention also provides a rail transit vehicle which adopts the train pipe overcharge control device.
As an inventive concept, the invention also provides a method for realizing the train pipe overcharge control by using the device, which comprises the following steps:
when the electromagnetic valve is electrified and conducted, the total air enters the balance air cylinder, and is amplified by the relay valve to charge the train pipe, so that the pressure of the train pipe is higher than the constant pressure, and the maximum over-charging pressure is finally reached; the pressure of a control port of the blocking valve is higher than the constant pressure of the train pipe, the blocking valve is communicated, the balance air cylinder exhausts air through an air outlet of the blocking valve, and the relay valve controls the pressure rise of the train pipe as the air charging speed of the balance air cylinder is far higher than the air exhausting speed;
when the electromagnetic valve is powered off, the pressure of the balance air cylinder is higher than the constant pressure of the train pipe, the blocking valve is conducted, and the balance air cylinder exhausts; when the pressure of the balance air cylinder is less than or equal to the constant pressure of the train pipe, the blocking valve is closed, the pressure of the balance air cylinder is not discharged from the air outlet of the blocking valve any more, and the train pipe stops descending. .
The control process of the power-on or power-off of the electromagnetic valve comprises the following steps:
when the backup brake switch is closed, the backup brake is put into operation, and the brake valve is in the release position, the relay is electrified, the contact of the relay is conducted, the control switch is closed, and the electromagnetic valve is electrified;
when the brake valve is in the non-release position, the relay is powered off, the contact of the relay is turned off, and the electromagnetic valve is powered off.
Compared with the prior art, the invention has the beneficial effects that:
1) the scheme of the invention can realize the function of overcharging the train pipe under the working condition of back-up braking input.
2) The invention solves the problem that the overcharge pressure is not adjustable, and can adapt to the overcharge of the train pipes with different requirements.
3) The control signal of the interruption valve is acted by the pressure of the equalizing air cylinder, so that when the overcharge pressure is eliminated, the equalizing air pressure is larger than the opening of the constant-pressure interruption valve of the train pipe, otherwise, the interruption valve is closed, and the control is simple and reliable.
4) The invention ensures that the train pipe overcharging function can be exerted only when the backup brake valve (namely the brake valve) is positioned at the relieving position, thereby preventing the locomotive and the vehicle from accidentally relieving under the working condition of brake application, eliminating potential safety hazards and improving the safety of the locomotive and the vehicle.
Drawings
FIG. 1 is a schematic piping diagram of an overcharge control system according to an embodiment of the invention;
FIG. 2 is an electrical schematic of an overcharge control system according to an embodiment of the invention;
wherein,
1-pressure reducing valve, 2-overcharging electromagnetic valve, 3-blocking valve, 4-exhaust shrinkage block, 5-equalizing air cylinder, 6-relay valve, 7-charging shrinkage block, 8-backup brake input switch, 9-backup brake valve, 10-relay, 11-overcharging button, S1-backup brake valve release position electric contact and K1-relay electric contact.
Detailed Description
The structure 1 of the embodiment of the invention is shown in figure 1, and the overcharge control system comprises a pressure reducing valve 1, an overcharge magnetic valve 2, an interruption valve 3, an exhaust contraction plug 4, a balance air cylinder 5, a relay valve 6 and an inflation contraction plug 7; when the overcharge solenoid valve 2 is powered on, the total wind after pressure regulation directly charges the equalizing air cylinder 5 to realize the overcharge of the pressure, the elimination of the overcharge pressure is realized through the exhaust air shrinkage plug 4, and the overcharge and the elimination of the pressure of the train pipe are realized through the pressure of the equalizing air cylinder 5 through the relay valve 6.
The air inlet of the pressure reducing valve 1 is connected with a main air pipe, the air outlet of the pressure reducing valve is connected with the air inlet of the overcharging magnetic valve 2, and the setting value of the pressure reducing valve can be adjusted according to the magnitude of the required overcharging pressure of the train pipe.
An air inlet of the overcharge solenoid valve 2 is connected with the pressure reducing valve 1, an air outlet is connected with the equalizing air cylinder 5, when the overcharge solenoid valve is electrified, an air path of the overcharge solenoid valve is conducted, the pressure of an outlet of the pressure reducing valve enters the equalizing air cylinder, and the air outlet of the overcharge solenoid valve is added with the charge air shrinkage plug 7 to control the overcharge speed; when the electricity is lost, the overcharge magnetic valve is closed, and the air charging passage of the total wind direction balancing air cylinder is cut off.
The air inlet and the control port of the blocking valve 3 are connected with a balance air cylinder 5, the air outlet is provided with an exhaust contraction plug 4, the opening pressure of a conversion spring in the blocking valve 3 is the constant pressure of a train pipe, namely the pressure of the control port exceeds the constant pressure and is switched on and switched off when being smaller than the constant pressure. By adjusting the size of the contraction plug 4, the balanced air cylinder can exhaust air through the contraction plug 4 even though the shutoff valve 3 is in the opening position under the over-inflation working condition, but the pressure of the balanced air cylinder can still be over-inflated to the required pressure value due to the fact that the air-charging contraction plug 7 is large.
The relay valve 6 has an air inlet connected to the main air pipe, an air outlet connected to the train pipe, a control port connected to the equalizing air cylinder, and a pressure change controlling valve for controlling the pressure change of the train pipe based on the pressure change of the equalizing air cylinder to complete the relieving, pressure maintaining and braking of the train pipe.
In embodiment 2 of the invention, a control circuit shown in fig. 2 is added, and the control circuit comprises a related gas circuit and a related circuit which are composed of a backup brake input switch 8, an overcharge button 11, a relay 10 and the like. When the backup brake input switch 8 is closed, the overcharge magnetic valve 2 is electrified by pressing the overcharge button 11, the total wind after pressure regulation directly charges the equalizing air cylinder 5 to realize the overcharge of the pressure, the elimination of the overcharge pressure is realized by the exhaust shrinkage plug 4, and the overcharge and the elimination of the pressure of the train pipe are realized by the pressure of the equalizing air cylinder 5 through the relay valve 6.
When the backup brake valve in the control circuit is in a release position, the electric contact S1 is connected with the relay 9 in series, and the overcharge button 11 (namely, the control switch), the relay electric contact K1 and the overcharge magnetic valve 2 are connected in series. Namely, only when the backup brake valve is in the relieving position, the overcharge button 11 acts effectively, and the driving safety is ensured.
When overcharging is applied, the overcharge magnetic valve 2 is electrified and conducted, total air reaches set overcharge pressure after being decompressed by the decompression valve 1, enters the equalizing air cylinder 5 to serve as pre-control pressure of the relay valve 6, and opens a total air charging passage to the train pipe through amplification of the relay valve 6, so that the pressure of the train pipe is higher than constant pressure, and finally the maximum overcharge pressure is reached. At the moment, the pressure of the control port of the blocking valve 3 is higher than the constant pressure of the train pipe, so that the blocking valve 3 is conducted, the pressure of the equalizing air cylinder 5 begins to exhaust air, but the air exhaust port of the exhaust air compression plug 4 is smaller, the air charging speed is far higher than the air exhaust speed, the pressure of the equalizing air cylinder 5 continuously rises to the highest pressure, and the relay valve 6 controls the pressure of the train pipe to rise according to the rise of the equalizing air cylinder 5.
When overcharging is eliminated, the overcharge magnetic valve 2 loses power, the charging passage of the main wind direction equalizing air cylinder 5 is cut off, the pressure of the equalizing air cylinder 5 is higher than the switching pressure of the control port of the blocking valve 3, namely the constant pressure of a train pipe, the blocking valve 3 is in a conducting state, and the pressure of the equalizing air cylinder 5 is slowly exhausted through the blocking valve 3 and the shrinkage plug 8. When the pressure of the equalizing air cylinder 5 is smaller than the constant pressure, the valve port of the blocking valve is closed, the passage of the equalizing air cylinder 5 for exhausting air is automatically cut off, the equalizing air cylinder 5 maintains the pressure, and the relay valve 6 controls the pressure of the train pipe to be reduced according to the reduction of the equalizing air cylinder 5.
When the backup brake input switch 8 is switched off, the backup brake valve 9 is powered off, and backup braking and backup overcharging are disabled.
When the backup brake input switch is closed and the backup brake valve 9 is in the release position, the release position contact S1 is electrified and conducted, the relay 10 is electrified, the K1 contact is conducted, and at the moment, the overcharge button 11 is closed, so that the overcharge magnetic valve 2 is electrified. The overcharge button 11 is turned off and the overcharge solenoid valve 2 is de-energized.
When the backup brake input switch is closed and the backup brake valve 9 is in a non-release position, the release position contact S1 is disconnected, the relay 10 is de-energized, the K1 contact is disconnected, and at the moment, the overcharge magnetic valve 2 is de-energized no matter whether the overcharge button 11 is closed or not.
Claims (9)
1. A train pipe overcharge control device is characterized by comprising an electromagnetic valve; the air inlet of the electromagnetic valve is communicated with a main air pipe; the air outlet of the electromagnetic valve is connected with a balance air cylinder; the balance air cylinder is communicated with an air inlet and a control port of the blocking valve; the equalizing air cylinder is communicated with a control port of the relay valve; and the air inlet of the relay valve is communicated with the main air pipe, and the air outlet of the relay valve is communicated with the train pipe.
2. The apparatus as claimed in claim 1, wherein a first choke is connected between the outlet of the solenoid valve and the equalizing reservoir.
3. The trainline overcharge control device of claim 1 wherein the shutoff valve vent is provided with a second constriction.
4. The train pipe overcharge control device of claim 1 wherein the solenoid valve inlet communicates with a relief valve outlet, the relief valve inlet communicating with a main air duct.
5. The trainline overcharge control device of any one of claims 1 to 4, wherein the solenoid valve is electrically connected to a contact of a relay; the contact of the relay is connected with the control switch in series; and a coil of the relay is electrically connected with the brake valve.
6. A locomotive back-up brake system, characterized in that a train pipe overcharge control device according to any one of claims 1 to 5 is used.
7. A rail transit vehicle employing the locomotive backup brake system of claim 6.
8. A method for controlling the overcharge of a train pipe by using the apparatus as claimed in any one of claims 1 to 5, comprising:
when the electromagnetic valve is electrified and conducted, the total air enters the balance air cylinder, and is amplified by the relay valve to charge the train pipe, so that the pressure of the train pipe is higher than the constant pressure, and the maximum over-charging pressure is finally reached; the pressure of a control port of the blocking valve is higher than the constant pressure of the train pipe, the blocking valve is conducted, the balance air cylinder exhausts air, the air charging speed of the balance air cylinder is far higher than the air exhausting speed, and the relay valve controls the pressure of the train pipe to rise;
when the electromagnetic valve is powered off, the pressure of the balance air cylinder is higher than the constant pressure of the train pipe, the blocking valve is conducted, and the balance air cylinder exhausts; when the pressure of the balance air cylinder is smaller than the constant pressure of the train pipe, the blocking valve is closed, and the relay valve controls the pressure of the train pipe to be reduced.
9. The method of claim 8, wherein the controlling of the solenoid valve to power on or off comprises:
when the brake valve is in the release position, the relay is electrified, the contact of the relay is conducted, the control switch is closed, and the electromagnetic valve is electrified;
when the brake valve is in the non-release position, the relay is powered off, the contact of the relay is turned off, and the electromagnetic valve is powered off.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110623397.XA CN113200073B (en) | 2021-06-04 | 2021-06-04 | Train pipe overcharge control device and method, brake system and rail transit vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110623397.XA CN113200073B (en) | 2021-06-04 | 2021-06-04 | Train pipe overcharge control device and method, brake system and rail transit vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113200073A CN113200073A (en) | 2021-08-03 |
| CN113200073B true CN113200073B (en) | 2022-06-14 |
Family
ID=77024359
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110623397.XA Active CN113200073B (en) | 2021-06-04 | 2021-06-04 | Train pipe overcharge control device and method, brake system and rail transit vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113200073B (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113619639B (en) * | 2021-09-23 | 2022-07-19 | 中车株洲电力机车有限公司 | Air backup brake conversion system and method and rail transit vehicle |
| CN114228774A (en) * | 2021-11-16 | 2022-03-25 | 山东智捷专用车制造有限公司 | Automatic braking control device |
| CN115556798B (en) * | 2022-10-14 | 2024-04-12 | 中车制动系统有限公司 | Locomotive train pipe pressure control system and control method |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201573638U (en) * | 2009-12-15 | 2010-09-08 | 南车株洲电力机车有限公司 | Pressure controlling device for locomotive equalizing reservoir |
| CN103640594A (en) * | 2013-12-05 | 2014-03-19 | 南车株洲电力机车有限公司 | Electric locomotive, control method for front intercept and rear intercept of train pipe, and brake system |
| CN107264500A (en) * | 2017-06-13 | 2017-10-20 | 中车株洲电力机车有限公司 | A kind of locomotive and its double mode braking control system |
| CN109720323A (en) * | 2019-01-08 | 2019-05-07 | 包头钢铁（集团）有限责任公司 | A kind of JZ-7 series brake single valve remote control system and its operating method |
| CN109733363A (en) * | 2019-01-08 | 2019-05-10 | 包头钢铁（集团）有限责任公司 | A kind of JZ-7 series brake is from valve remote control system and its operating method |
| WO2019119491A1 (en) * | 2017-12-20 | 2019-06-27 | 中车长春轨道客车股份有限公司 | Train brake cylinder pressure control system and rail train |
| CN110053648A (en) * | 2019-04-28 | 2019-07-26 | 中车株洲电力机车有限公司 | Braking system and rail vehicle |
| DE202020100069U1 (en) * | 2019-01-16 | 2020-03-30 | Cattron North America, Inc. | Vehicle brake control systems |
| WO2020228842A1 (en) * | 2019-07-05 | 2020-11-19 | 中车青岛四方车辆研究所有限公司 | Parking brake control module and rail vehicle |
-
2021
- 2021-06-04 CN CN202110623397.XA patent/CN113200073B/en active Active
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201573638U (en) * | 2009-12-15 | 2010-09-08 | 南车株洲电力机车有限公司 | Pressure controlling device for locomotive equalizing reservoir |
| CN103640594A (en) * | 2013-12-05 | 2014-03-19 | 南车株洲电力机车有限公司 | Electric locomotive, control method for front intercept and rear intercept of train pipe, and brake system |
| CN107264500A (en) * | 2017-06-13 | 2017-10-20 | 中车株洲电力机车有限公司 | A kind of locomotive and its double mode braking control system |
| WO2019119491A1 (en) * | 2017-12-20 | 2019-06-27 | 中车长春轨道客车股份有限公司 | Train brake cylinder pressure control system and rail train |
| CN109720323A (en) * | 2019-01-08 | 2019-05-07 | 包头钢铁（集团）有限责任公司 | A kind of JZ-7 series brake single valve remote control system and its operating method |
| CN109733363A (en) * | 2019-01-08 | 2019-05-10 | 包头钢铁（集团）有限责任公司 | A kind of JZ-7 series brake is from valve remote control system and its operating method |
| DE202020100069U1 (en) * | 2019-01-16 | 2020-03-30 | Cattron North America, Inc. | Vehicle brake control systems |
| CN110053648A (en) * | 2019-04-28 | 2019-07-26 | 中车株洲电力机车有限公司 | Braking system and rail vehicle |
| WO2020228842A1 (en) * | 2019-07-05 | 2020-11-19 | 中车青岛四方车辆研究所有限公司 | Parking brake control module and rail vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113200073A (en) | 2021-08-03 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN113200073B (en) | Train pipe overcharge control device and method, brake system and rail transit vehicle | |
| CN109263681B (en) | Electro-pneumatic brake | |
| CN110667638B (en) | Air brake control unit, brake control system and brake control method | |
| WO2019096111A1 (en) | Locomotive and backup brake device thereof | |
| CA2508406C (en) | Interface system from pneumatic to electrically-controlled pneumatic brake systems | |
| WO2023045103A1 (en) | Air backup brake transition system and method, and rail transit vehicle | |
| CN113104058B (en) | Air brake control unit, brake control device and method for railway vehicle | |
| CN108909768B (en) | Microcomputer controlled electro-hydraulic switching brake system and method | |
| CA2457736C (en) | Brake system cut-out control | |
| CN113291276B (en) | Pressure control method and system for brake cylinder of urban rail vehicle | |
| CN212796891U (en) | Emergency braking control system of straight-through brake for urban rail vehicle | |
| EP3636511A1 (en) | Train brake release system and train | |
| CN216359959U (en) | Half-power rail vehicle moving shaft braking interlocking control device | |
| CN1275811C (en) | Electronic equalizing reservoir controller with pneumatic penalty override | |
| CN114954388B (en) | Emergency braking control system and method | |
| CN111976688B (en) | Rail transit vehicle and brake cylinder pressure control system and method thereof | |
| CN115556798A (en) | Locomotive train pipe pressure control system and control method | |
| CN113184008B (en) | Backup brake control system and locomotive | |
| CN110015204B (en) | Fuel cell power supply system and fuel cell system | |
| CN217048594U (en) | Braking system and rail vehicle | |
| CN113844490B (en) | Air backup braking system, braking method and rail transit vehicle | |
| CN113928291B (en) | Semi-power railway vehicle moving shaft braking interlocking control device and control method | |
| CN113602245B (en) | Pneumatic control train brake control mechanism and method | |
| RU211025U1 (en) | Crane driver of a railway vehicle | |
| CN214057560U (en) | Pneumatic relay for DK-1 series brake |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |