CN113619639B - Air backup brake conversion system and method and rail transit vehicle - Google Patents
Air backup brake conversion system and method and rail transit vehicle Download PDFInfo
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- CN113619639B CN113619639B CN202111111296.0A CN202111111296A CN113619639B CN 113619639 B CN113619639 B CN 113619639B CN 202111111296 A CN202111111296 A CN 202111111296A CN 113619639 B CN113619639 B CN 113619639B
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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 backup brake conversion system and method and a rail transit vehicle, wherein the conventional multi-step operation of air backup brake conversion of a locomotive is simplified into one-step operation, the pure air path conversion from an electric air brake system to air backup brake is realized, a feedback signal indicating whether the backup conversion is successful or not is cut off from the pure air path, the state of an air backup brake conversion cock is displayed, a feedback signal indicating whether the conversion is successful or not is provided for drivers and passengers, the drivers and passengers can judge whether the conversion is successful or not and simplify the operation, and the conversion efficiency is improved.
Description
Technical Field
The invention relates to the field of locomotives such as electric power locomotives and internal combustion locomotives, in particular to an air backup brake conversion system and method and a rail transit vehicle.
Background
The air backup brake is an emergency operation system after the electric pneumatic brake fails, can realize the control of a train pipe, is equipped for most electric locomotives, internal combustion locomotives and storage battery locomotives in China, and adopts the air backup brake to temporarily drive when the electric pneumatic brake system fails or other equipment fails. At present, one of the conventional locomotive air backup brake systems is to utilize an original relay valve in an electro-pneumatic brake system, realize the purpose of controlling the relay valve by the backup brake valve through some air passage conversion, and before the air backup brake system is put into operation, a plurality of air passages and circuits need to be switched, for example, in the first step, drivers and passengers need to operate a backup conversion plug door 153 of a mechanical room brake cabinet, a power switch of an electrical cabinet brake, and then operate a backup conversion plug door on a backup module in a driver room. Because the conventional locomotive has more air backup conversion steps, operating parts are scattered at different positions and have longer distance, the possibility of operation leakage and failure of drivers and passengers and the labor intensity of the operators are increased, and the requirement on the operation accuracy of the drivers and the passengers is higher. The air backup is an emergency operation system under the condition of failure of an electric pneumatic brake system, when the number of conversion steps is large, the operation positions are different, and drivers and passengers are generally in a highly concentrated and tense state at the moment, the traditional locomotive air backup conversion operation method is easy to make mistakes, so that the conversion failure is caused, the operation time is prolonged, and the quick emergency treatment of the failure is not facilitated.
The air backup brake can be operated under the condition that a locomotive power supply control system is in failure, and aiming at the condition that the air backup brake mode of a traditional locomotive in a power failure emergency mode is converted, the relay valve can be ensured to be put into use by introducing a power supply to control a front or rear shutoff electromagnetic valve to be powered on, if the locomotive power supply control system is in failure, the air backup brake mode cannot be converted, so that the application of the locomotive is influenced, and the principle of pure pneumatic operation of the air backup brake is lost.
Disclosure of Invention
The invention aims to solve the technical problem that in order to overcome the defects in the prior art, the invention provides an air backup brake conversion system and method and a rail transit vehicle, and the pure air path conversion from an electro-pneumatic brake system to air backup brake is realized.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: an air backup brake conversion system comprises a first blocking valve and a first blocking electromagnetic valve; the input port of the first blocking valve and the input port of the first blocking solenoid valve are connected with a train pipe, the output port of the first blocking valve is connected with the first input port of the relay valve, and the second input port of the relay valve is connected with the train pipe; the pre-control port of the relay valve is connected with a balance air cylinder; further comprising:
the first switching valve is characterized in that a first input port is communicated with an output port of the first blocking solenoid valve, a second input port is communicated with a pre-control port of the first blocking solenoid valve, and the pre-control port of the first switching valve is communicated with an input port of a backup conversion cock;
the first input port and the second input port are respectively communicated with the electro-pneumatic brake balanced pressure control air source and the balanced air cylinder; the second switching valve pre-control port is communicated with the backup conversion cock input port;
the input port of the third switching valve is connected with the relay valve pre-control port, and the output port of the third switching valve is connected with the brake valve input port; a pre-control port of the third switching valve is communicated with the input port of the backup conversion cock;
and the output port of the brake valve is communicated with the input port of the backup conversion cock.
By means of the structure, the control system can realize the control of the balance air cylinder by the backup brake valve, the pressure control channel of the electro-pneumatic brake balance air cylinder, the front blocking electromagnetic valve and the rear blocking electromagnetic valve, and realizes the pure air path conversion from the electro-pneumatic brake system to the air backup brake.
The system of the present invention further comprises:
the input port of the second blocking electromagnetic valve is communicated with the second input port of the relay valve, and the output port of the second blocking electromagnetic valve is communicated with the third input port of the fourth switching valve;
the first input port of the fourth switching valve is communicated with the second input port of the relay valve, the second input port of the fourth switching valve is communicated with the pre-control port of the second blocking valve, and the pre-control port of the fourth switching valve is connected with the input port of the backup conversion cock;
and the two input ports of the second blocking valve are respectively connected with the second input port of the relay valve and the train pipe.
The structure can realize the cutting off of the backup brake valve control balance air cylinder, the cutting off of the pressure control passage of the electro-pneumatic brake balance air cylinder, the cutting off of the front interruption electromagnetic valve and the cutting off of the rear interruption electromagnetic valve.
And a pressure regulating valve is arranged on an air path between the brake valve output port and the backup conversion cock input port. The pressure regulating valve is a pressure regulating valve, and the constant pressure of the equalizing air cylinder is controlled during air backup braking control.
And a pressure detection device is arranged on a gas path between the output port of the brake valve and the input port of the pressure regulating valve. The pressure detection device is used for verifying the pressure of the pressure regulating valve.
The backup conversion cock, the third switching valve, the second switching valve, the first switching valve and the microswitch of the fourth switching valve are connected in series, and two ends of a series branch are respectively connected with the anode and the cathode of a backup power supply.
The series branch is electrically connected with the state display device. The state display device displays the system conversion state according to the normally open circuit of each switching valve, when the switching valves are in normal positions, the normally open circuits of the switching valves are disconnected, the state display device displays that the system is not converted, when the air level is high, the normally open circuits are closed due to the action of the switching valves, the state display device receives the electric signals output by the standby power supply after the standby power supply is closed through the normally open circuits, and the state display device displays that the system is successfully converted.
One end of a relay coil is connected between the microswitch of the backup conversion cock and the microswitch of the third switching valve; the other end of the relay coil is connected with the output end of the state display device; and two ends of a contact of the relay are respectively connected with a locomotive control power supply and a brake power supply. The relay acts according to a standby conversion cock normally open circuit, and when the standby conversion cock normally open circuit is closed and the relay is electrified, the normally closed contact is disconnected, and a brake power supply is automatically disconnected; when the backup conversion cock is in a normal position, when a normally open circuit of the backup conversion cock is disconnected, the relay loses power, the normally closed contact is closed, the brake normally supplies power, and the electro-pneumatic brake system is normally put into use.
The invention also provides a method for realizing backup brake control by using the air backup brake conversion system, which comprises the following steps:
when an air backup brake system is cut off, a backup conversion cock is operated to an air position, a passage from the locomotive total air to a third switching valve, a second switching valve, a first switching valve and a fourth switching valve is cut off, a passage from a brake valve to an equalizing air cylinder is cut off, a passage from an electro-pneumatic brake equalizing pressure control air source (namely an air source from the electro-pneumatic brake equalizing pressure control passage) to the equalizing air cylinder is communicated, a first blocking electromagnetic valve and a first blocking valve are communicated, a second blocking electromagnetic valve and a second blocking valve are communicated, and a passage from the brake valve to the equalizing air cylinder is cut off;
when an air backup brake system is put into operation, a backup conversion cock 101 is operated to a normal position, a passage for communicating locomotive total air to a third switching valve, a second switching valve, a first switching valve and a fourth switching valve, a passage for communicating a brake valve to an equalizing air cylinder, a passage for cutting off an electric-pneumatic brake equalizing pressure control air source to the equalizing air cylinder, a first blocking electromagnetic valve and a first blocking valve, a second blocking electromagnetic valve and a second blocking valve, and when a handle of a brake valve 104 is operated to brake, neutral and release, pressure reduction, pressure maintaining and pressure increase of the equalizing air cylinder are controlled.
When the air backup brake system is put into use, the backup power supply outputs a backup conversion successful electric signal through the normally open contacts of the micro switches of the third switching valve, the second switching valve, the first switching valve and the fourth switching valve.
The invention further provides a rail transit vehicle which adopts the air backup brake conversion system.
Compared with the prior art, the invention has the beneficial effects that: the system can simplify the multi-step operation of the air backup brake conversion of the traditional locomotive at present into one-step operation, and realizes the pure air path conversion from the electro-pneumatic brake system to the air backup brake, wherein the pure air path conversion comprises the switching of the back-up brake valve for controlling the input and cut-off air path of the equalizing air cylinder, the switching of the pressure control channel of the electro-pneumatic brake equalizing air cylinder for inputting and cutting the air path, the switching of the input and cut-off air path of the front cut-off electromagnetic valve and the switching of the input and cut-off air path of the rear cut-off electromagnetic valve; meanwhile, the invention also realizes circuit switching, which comprises the steps of cutting off feedback signals after the brake power supply and the normally open contacts of all switching valves controlled by the backup switching gas circuit are connected in series through the normally open contacts of the backup switching cock, cutting off the feedback signals whether the backup switching is successful or not from the pure gas circuit, displaying the state of the backup switching cock of the air backup braking, providing feedback signals of successful switching for drivers and passengers, being beneficial to the drivers and passengers to judge whether the switching is successful or not and simplify the operation, and improving the switching efficiency.
Drawings
FIG. 1 is a diagram of a gas path part of the embodiment of the invention;
FIG. 2 is a schematic diagram of a circuit portion of an embodiment of the invention.
Detailed Description
As shown in fig. 1, the system according to the embodiment of the present invention is mainly composed of a backup switching plug 101, a backup pressure regulating valve 102 (i.e., a pressure regulating valve), a pressure measuring point 103 (a pressure detecting device), a backup brake valve 104 (i.e., a brake valve), a backup equilibrium pressure switching valve 105 (a third switching valve), an electro-pneumatic equilibrium pressure switching valve 106 (a second switching valve), an equilibrium air cylinder 107, a front blocking solenoid valve 108 (a first blocking solenoid valve), a front blocking switching valve 109 (a first switching valve), a rear blocking solenoid valve 110 (a second blocking solenoid valve), a rear blocking switching valve 111 (a fourth switching valve), a front blocking valve 112 (a first blocking valve), a relay valve 113, a rear blocking valve 114 (a second blocking valve), and the like. The pressure control of the electro-pneumatic brake equalizing air cylinder is controlled by the electro-pneumatic brake of the brake system, the relay valve 113 is a flow amplifying valve, and the pressure of the train pipe is generated according to the pressure of the equalizing air cylinder, namely the pressure of the equalizing air cylinder rises, the pressure of the train pipe rises, the pressure of the equalizing air cylinder falls, and the pressure of the train pipe falls through the relay valve.
The backup conversion plug valve 101 is a two-position three-way electrified interlocking feedback component, the plug valve has a normal position and an air position, when the plug valve is in the normal position, the main air is cut off, meanwhile, the air pressure of a passage between the backup brake valve and the pressure regulating valve and the pre-control port pressure of a backup balanced pressure switching valve 104, an electric-air balanced pressure switching valve 105, a front blocking switching valve 109 and a rear blocking switching valve 111 are exhausted, and a high-level signal is output. The air level is a passage for communicating the main air to the pressure regulating valve and the backup brake valve, and a passage for communicating the main air to the pilot port pressures of the backup equilibrium pressure switching valve 104, the electro-pneumatic equilibrium pressure switching valve 105, the front shutoff switching valve 109, and the rear shutoff switching valve 111.
The backup pressure regulating valve 102 is a pressure regulating valve for controlling the constant pressure of the equalizing reservoir during air backup brake control.
The pressure measuring point 103 is a device for verifying the pressure of the pressure regulating valve.
The backup brake valve 104 is an air backup brake valve, has three positions of braking, neutral and relieving, and meets the control of the balanced air cylinder pressure during air backup braking of the locomotive. When a handle of the backup brake valve is operated to a relieving position, a passage for communicating the total air subjected to pressure regulation to the equalizing air cylinder is communicated, so that the pressure of the equalizing air cylinder is charged to a constant pressure, and the passages of the air inlet, the air outlet and the air outlet are cut off in a neutral position; and when the brake position is in the braking position, the passage of the total air is cut off, and the passages of the equalizing air cylinder and the exhaust port of the backup brake valve are communicated, so that the pressure of the equalizing air cylinder is exhausted through the exhaust port of the backup brake valve.
The backup balanced pressure switching valve 105 is a two-position three-way switching valve with electric interlocking, and is used for communicating a passage between an A1 port and an A3 exhaust port, cutting off the pressure of an A2 port and disconnecting the microswitch SA in a normal position; when the air level is high, the passage between the port A1 and the port A2 is communicated, the passage between the exhaust port A3 and other ports is cut off, and the microswitch SA is closed.
The electric-air balanced pressure switching valve 106 is a two-position three-way switching valve with electric interlocking, and in a normal position, the electric-air balanced pressure switching valve communicates a passage between the port A1 and the port A2, cuts off a passage between the exhaust port A3 and other ports, and disconnects the microswitch SA; when the air level is high, the passage between the port A1 and the port A2 is communicated, the passage between the port A1 and the exhaust port A3 is cut off, and the microswitch SA is disconnected.
The equalization reservoir 107 is a reservoir of a volume that can be set experimentally and empirically. Firstly, the volume needs to be matched with the size of a shrinkage cavity of a backup brake valve 104, meanwhile, when a relieving state and a braking state are calculated according to an actual pipeline, the volume change of an air cylinder and a pipe system (including the volume of a chamber in the valve) is balanced, the influence value of the volume change on the pressure before and after is determined according to a gas state equation, if the influence value is larger than a set value (the pressure change generated by the volume change is within the pressure precision range controlled by a system), the volume of the air cylinder needs to be increased, and the influence of the volume change on the pressure is eliminated; if the influence value is smaller than the set value, the volume of the air cylinder can be properly reduced, and when the influence value is within the range of the set value, the volume of the air cylinder does not need to be changed. After the volume is calculated, whether the air exhaust and air charge under the volume meet the requirements or not needs to be actually verified according to the size of the shrinkage cavity, and finally, the pressure value of the air cylinder is determined. The volume of the air cylinder is ensured to be as small as possible, but the requirement that the pressure change is not influenced in the relieving state and the braking state and the pressure is not influenced in the air charging and exhausting process of the air cylinder is met.
According to experience, the volume of the equalizing air cylinder (including the volume of all the pipelines) is generally ensured to be between 2L and 4L. If the volume change is less than 2L when the two states (charging and relieving) of the equalizing reservoir are switched, the volume change is more than 0.1L, and under the condition that the initial pressure is 600kPa, the pressure change before and after (namely the two states) of the equalizing reservoir exceeds 30 kPa.
The embodiment of the invention calculates the change value of the front volume and the rear volume of the equalizing air cylinder under two states and then calculates the change value according to the gas stateThe equation calculates the influence of the front and rear pressure due to the volume change at a constant pressure of 600kPa (which is a common value), and if the front and rear volume state increase amount Δ V exceeds 0.1L due to the system valve structure: P1V1= P2 (V1 +. Δ V), P1 being the pressure at the volume of V1 in the previous state; p2 is the pressure at the varied V2 volume; v1 is the volume of the equalizing reservoir in the previous state; v2 is the changed volume value after the change; t1 and T2 represent temperatures in the front and rear states, respectively. If V1 takes 2L, P1 takes 600kPa, the pressure is reduced by about 29kPa, if the control accuracy of the system takes +/-7 kPa, the pressure variation is too large, and the control accuracy of the system is influenced, so that the volume of the equalizing air cylinder is adjusted by two methods, firstly, the volume of the equalizing air cylinder needs to be increased, and the front and rear pressure variation of the equalizing air cylinder is controlled within the range of 7 kPa; secondly, the volume change amount after braking is reduced as much as possible from the design aspect, so that the volume change amount is smaller than 0.02L in the front and back states (the change value is about 7kPa, aiming at 2L volume). The gas can generate certain temperature change when charging and discharging air to the constant volume, the smaller the volume is, the more obvious the change is, and the temperature change can cause pressure change, therefore, in the actual engineering, the volume is properly increased (generally increased by 10% -30% on the original basis) on the basis of calculation, and the influence of the charging and discharging process on the volume pressure is determined through a simulation test, so that the volume pressure change is ensured to be within the expected control precision value.
The front shutoff electromagnetic valve 108 is a two-position three-way electromagnetic valve and is controlled by an electric air brake control system, when the electromagnetic valve is normally powered off, the total wind can be controlled to pass through the front shutoff switching valve 109 to a pre-control port of a front shutoff valve 112, and the front shutoff valve controls the closing and opening of a gas path according to the existence of pressure in the pre-control port.
The front shutoff switching valve 109 is a two-position three-way switching valve with electric interlock, and when in normal position, the front shutoff switching valve communicates the passage between the port A1 and the port A2, and cuts off the passage between the exhaust port A3 and other ports, and the microswitch SA is disconnected; when the air level is high, the passage between the port A1 and the port A2 is communicated, the passage between the port A1 and the exhaust port A3 is cut off, and the microswitch SA is disconnected. The valve is mainly used for controlling the front shutoff solenoid valve to realize the automatic control of the front shutoff valve 112.
The rear blocking electromagnetic valve 110 is a two-position three-way electromagnetic valve and is controlled by an electric air brake control system, when the electromagnetic valve is normal, the electromagnetic valve is powered off, the outlet of the relay valve can be controlled to pass through the rear blocking switching valve 111 to a pre-control port of a rear blocking valve 114, the rear blocking valve controls the closing and opening of an air passage according to the existence of pressure in the pre-control port, and the rear blocking valve communicates or cuts off a passage of a train pipe controlled by the relay valve.
The rear cutoff switching valve 111 is a two-position three-way switching valve with electric interlocking, and in a normal position, a passage between the port A1 and the port A3 is communicated, the pressure of the port A2 is cut off, and the microswitch SA is switched off; when the air level is high, the passage between the port A1 and the port A2 is communicated, the passage between the exhaust port A3 and other ports is cut off, and the microswitch SA is closed. The valve is mainly used for controlling the rear shutoff valve by the isolation rear shutoff solenoid valve, and the automatic control of the rear shutoff valve 114 is realized.
The front blocking valve 112 is a two-position two-way switching valve, and when the pilot control port has no pressure, the front blocking valve opens the air inlet and the air outlet as long as the inlet has pressure, and when the pilot control port C1 has pressure, the front blocking valve closes the air inlet and the air outlet.
The rear blocking valve 114 is a two-position two-way switching valve, and closes the passage between the air inlet and the air outlet when the pre-control port has no pressure, and communicates the passage between the air inlet and the air outlet when the pre-control port C1 communicates with the air inlet and the air inlet has pressure.
The state display device 115 displays the system conversion state according to the normally open circuit of each switching valve, when the normal position is reached, the normally open circuit of each switching valve is disconnected, the state display device displays that the system is not converted, when the air position is reached, the normally open circuit is closed due to the action of each switching valve, the state display device receives the electric signal output by the standby power supply after the normally open circuit is closed, and the system conversion is successfully displayed.
The power supply cut-off relay acts according to a standby conversion cock normally open circuit, when the standby conversion cock normally open circuit is closed and the relay is electrified, the normally closed contact is disconnected, and the brake power supply is automatically cut off; when the backup conversion cock is in a normal position, a normally open circuit is disconnected when the backup conversion cock is in a normally open state, the relay is powered off, the normally closed contact is closed, the brake is normally powered, and the electro-pneumatic brake system is normally put into operation.
According to the system, a backup balanced pressure switching valve 105 microswitch, an electro-pneumatic balanced pressure switching valve 106 microswitch, a front interceptor switching valve microswitch and a rear interceptor switching valve microswitch are connected in series at a normally-on point and then are connected with a backup brake state lamp, when all the components are switched in place, the state indicator lamp is on to indicate that backup brake switching is successful, and when the state indicator lamp is off, the backup brake is cut off; meanwhile, the normally closed point is separately connected to a central control unit of the locomotive and used for judging the actual state of each switching valve and fault judgment.
The system realizes the air path conversion through the backup conversion cock 101, realizes the switching of each path from the air path, and ensures the normal operation of the air backup brake system.
Considering that air backup braking is emergency treatment operation under the special working condition of the locomotive, the system adopts pure air path control for conversion, and a standby circuit is adopted for a state display lamp, so that the design prevents the failure of a locomotive control circuit and the incapability of operating the air backup braking system.
The embodiment of the invention reserves control passages (108, 112, 113, 110 and 114) of the original locomotive electric pneumatic brake system for controlling the train pipe, when an air backup brake system is cut off, an air backup conversion cock 101 is operated to an air position, passages of locomotive total air to 105, 106, 109 and 111 switching valves are cut off, passages of backup brake valves to balance air cylinders are cut off, passages for communicating electric pneumatic brake balance pressure control to the balance air cylinders are communicated, the control of the front cutoff electromagnetic valve to the front cutoff valve before communication, the control of the rear cutoff electromagnetic valve to the rear cutoff valve after communication, and the passages for operating a handle of a backup brake valve 104 to control the balance air cylinders 107 are cut off, so that the control of the balance air cylinders 107 by the electric pneumatic brake balance air cylinder pressure control passages is realized, and further, the relay valve 113 is controlled, and the purpose of controlling the train pipe during electric pneumatic braking is achieved.
When an air backup brake system is put into operation, the air backup conversion cock 101 is operated to a normal position, a passage for communicating the total wind of a locomotive to switching valves 105, 106, 109 and 111, a passage for communicating a backup brake valve to an equalizing reservoir, a passage for controlling the equalizing pressure of an electro-pneumatic brake to the equalizing reservoir is cut off, the control of a front shutoff electromagnetic valve to the front shutoff valve is cut off, the control of a rear shutoff electromagnetic valve to the rear shutoff valve is cut off, and when a handle of the backup brake valve 104 is operated to brake, neutral and relieve, the pressure reduction, pressure maintaining and pressure boosting of the equalizing reservoir 107 can be controlled, so that a relay valve 113 is controlled, and the purpose of controlling a train pipe is achieved. Meanwhile, the standby power supply outputs an electric signal for successful backup conversion through normally open contacts of micro switches 105, 106, 109 and 111, and prompts a driver that the air backup conversion is successful.
When the locomotive electro-pneumatic brake system is in fault or other conditions need to start the backup brake system, the switching-in and switching-off of the air backup brake system can be realized by switching the backup switching cock, and meanwhile, the state feedback of the backup brake switching cock and a related switching valve is realized, and the function of controlling the train pipe by air backup brake is realized.
When an air backup braking system needs to be adopted, the air backup conversion cock 101 is operated to an air level, and the total air flows to the A2 port through the air backup conversion cock 101-A1 port and reaches the air backup braking valve 104-A1 port through the backup pressure regulating valve 102; meanwhile, the main air reaches a port 105-C1 of the backup balance switching valve, the switching valve acts at the moment, the switching valve is communicated with ports A1 and A2, a channel communicated with A1 and A3 is cut off, a microswitch of the switching valve acts, and a normally open point is closed; the total wind reaches the port 106-C1 of the electric-air balance switching valve, at the moment, the switching valve acts to communicate the port A1 with the port A3, the passage of the ports A1 and A2 is cut off, the microswitch of the switching valve acts, and the normally open point is closed; when the valve reaches the port of the front shutoff switching valve 109-C1, the switching valve operates to communicate the passage between the A2 port and the A3 exhaust port, the passage between the A1 port and the A2 port is cut off, the microswitch of the switching valve operates, and the normally open point is closed; when the valve reaches the rear shutoff switching valve 111-C1 port, the switching valve operates to communicate the passage between A1 and A2 port, the passage between A3 port and A2 port is cut off, the micro switch of the switching valve operates, and the normally open point is closed. At the moment, the 101 cock microswitch outputs a low level signal to a locomotive control system to feed back a signal of backup conversion cock action position, the 105, 106, 109 and 111 switch valve microswitch is closed and then communicates a standby power supply with a passage of a state display lamp, the standby state lamp is on, and simultaneously the standby power supply also outputs a high level signal to the locomotive control system to feed back a signal of backup conversion success.
At the moment, the electro-pneumatic brake equalizing pressure control passage cannot control the pressure of the equalizing air cylinder 107 through the electro-pneumatic equalizing pressure switching valve 106, the front shutoff electromagnetic valve 108 of the electro-pneumatic brake system cannot control the front shutoff valve 112, and the front shutoff valve 112 communicates ports A1 and A2 according to the total air pressure of the relay valve to realize air supply of the relay valve; the rear shutoff solenoid valve 110 of the electro-pneumatic brake system cannot control the rear shutoff valve 114, and the rear shutoff valve 114 communicates the port a1 with the port a2 according to the relay valve outlet pressure, thereby realizing a communication path between the relay valve outlet and the train pipe. Finally, it is achieved that air backup brake valve 104 controls the pressure of equalization reservoir 107 via backup equalization pressure switching valve 105.
When the backup brake valve 104 reaches a release position, the port A1 of the backup brake valve is communicated with the port A2, and the total wind reaches the equalizing reservoir 107 through the ports A1 and A2 of the backup brake valve through 101 and 105, so that the function of charging the equalizing reservoir with wind is realized; when the backup brake valve 104 reaches the pressure maintaining position, the backup brake valve cuts off all the passages, and pressure maintaining is carried out at ports A1 and A2, so that the pressure maintaining function of the equalizing air cylinder is realized; when the backup brake valve 104 is in the brake position, the port A2 of the backup brake valve is communicated with the exhaust port A3, the pressure of the equalizing air cylinder 107 is exhausted to the atmosphere from the port 105A2 and the port A1 to the port A2 of the backup brake valve and the port A3, and the air exhaust function of the equalizing air cylinder is realized.
The relay valve 113 generates the train pipe pressure according to the equalizing reservoir pressure, that is, the equalizing reservoir pressure rises, the train pipe pressure rises, the equalizing reservoir pressure falls, and the train pipe pressure falls through the relay valve, so that the function of controlling the train pipe of the locomotive is finally realized, and the requirement of an air backup braking system is met.
Claims (10)
1. An air backup brake conversion system comprises a first blocking valve and a first blocking electromagnetic valve; the input port of the first blocking valve and the input port of the first blocking solenoid valve are connected with a train pipe, the output port of the first blocking valve is connected with the first input port of the relay valve, and the second input port of the relay valve is connected with the train pipe; the pre-control port of the relay valve is connected with a balance air cylinder; it is characterized by also comprising:
the first switching valve is characterized in that a first input port is communicated with an output port of the first blocking solenoid valve, a second input port is communicated with a pre-control port of the first blocking solenoid valve, and the pre-control port of the first switching valve is communicated with an input port of a backup conversion cock;
the first input port and the second input port are respectively communicated with the electro-pneumatic brake balanced pressure control air source and the balanced air cylinder; a pre-control port of the second switching valve is communicated with an input port of the backup conversion cock;
the input port of the third switching valve is connected with the relay valve pre-control port, and the output port of the third switching valve is connected with the brake valve input port; a pre-control port of the third switching valve is communicated with an input port of the backup conversion cock;
an output port of the brake valve is communicated with an input port of the backup conversion cock;
the input port of the second blocking electromagnetic valve is communicated with the second input port of the relay valve, and the output port of the second blocking electromagnetic valve is communicated with the third input port of the fourth switching valve;
a first input port of the first switching valve is communicated with a first input port of the relay valve, a second input port of the first switching valve is communicated with a first blocking valve pre-control port, and a first switching valve pre-control port of the first switching valve is connected with a backup conversion cock input port;
and two input ports of the second blocking valve are respectively connected with a second input port of the relay valve and the train pipe.
2. The air backup brake conversion system according to claim 1, wherein the volume of said equalizing reservoir is 2L-4L.
3. The air backup brake conversion system according to claim 1, wherein a pressure regulating valve is provided on an air path between the brake valve output port and the backup conversion plug input port.
4. The air backup brake conversion system according to claim 3, wherein a pressure detection device is provided on an air path between said brake valve output port and said pressure regulating valve input port.
5. An air backup brake conversion system according to any one of claims 1 to 4, wherein the micro switches of the backup conversion cock, the third switching valve, the second switching valve, the first switching valve and the fourth switching valve are connected in series, and the two ends of the series branch are respectively connected with the positive pole and the negative pole of the backup power supply.
6. An air backup brake conversion system according to claim 5 wherein said series branch is electrically connected to a status display device.
7. The air backup brake conversion system according to claim 6, wherein one end of a relay coil is connected between a microswitch of the backup conversion cock and the microswitch of the third switching valve; the other end of the relay coil is connected with the output end of the state display device; and two ends of a contact of the relay are respectively connected with a locomotive control power supply and a brake power supply.
8. A method of implementing backup brake control using the air backup brake conversion system of any of claims 1-7, the method comprising:
when an air backup brake system is cut off, a backup conversion cock is operated to an air position, a passage from the locomotive total air to a third switching valve, a second switching valve, a first switching valve and a fourth switching valve is cut off, a passage from a brake valve to an equalizing air cylinder is cut off, a passage from an electro-pneumatic brake equalizing pressure control air source to the equalizing air cylinder is communicated, a first blocking electromagnetic valve and a first blocking valve are communicated, a second blocking electromagnetic valve and a second blocking valve are communicated, and a passage from the brake valve to the equalizing air cylinder is cut off;
when an air backup brake system is put into operation, a backup conversion cock is operated to a normal position, a passage for communicating locomotive total air to a third switching valve, a second switching valve, a first switching valve and a fourth switching valve, a passage for communicating a brake valve to an equalizing air cylinder, a passage for cutting off an electric-pneumatic brake equalizing pressure control air source to the equalizing air cylinder, a first blocking electromagnetic valve and a first blocking valve, a second blocking electromagnetic valve and a second blocking valve, and when a brake valve handle is operated to brake, neutral and relieve, pressure reduction, pressure maintaining and pressure boosting of the equalizing air cylinder are controlled.
9. The method of claim 8, wherein when the air backup brake system is engaged, the backup power source further outputs a backup-converted electrical signal via the normally open contacts of the micro-switches of the third, second, first, and fourth switching valves.
10. A rail transit vehicle employing an air-backed brake conversion system according to any one of claims 1 to 7.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111111296.0A CN113619639B (en) | 2021-09-23 | 2021-09-23 | Air backup brake conversion system and method and rail transit vehicle |
| PCT/CN2021/136933 WO2023045103A1 (en) | 2021-09-23 | 2021-12-10 | Air backup brake transition system and method, and rail transit vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111111296.0A CN113619639B (en) | 2021-09-23 | 2021-09-23 | Air backup brake conversion system and method and rail transit vehicle |
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| Publication Number | Publication Date |
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| CN113619639A CN113619639A (en) | 2021-11-09 |
| CN113619639B true CN113619639B (en) | 2022-07-19 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202111111296.0A Active CN113619639B (en) | 2021-09-23 | 2021-09-23 | Air backup brake conversion system and method and rail transit vehicle |
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| WO (1) | WO2023045103A1 (en) |
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| 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 |
| CN114291130B (en) * | 2022-01-06 | 2023-07-07 | 中车株洲电力机车有限公司 | Brake cylinder pressure safety guiding control device and method |
| CN115009246B (en) * | 2022-06-29 | 2023-03-31 | 中车制动系统有限公司 | Microcomputer controlled air brake device adapted to existing rail engineering vehicle brake system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE102006018554B3 (en) * | 2006-04-21 | 2008-01-10 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Direct braking device of a rail vehicle with electronic control and additional pneumatic circuit |
| CN104494589B (en) * | 2014-11-28 | 2016-12-07 | 中国北车集团大连机车车辆有限公司 | Locomotive Brake System standby control device |
| CN105383473B (en) * | 2015-12-14 | 2018-03-23 | 中国铁道科学研究院 | air brake valve for locomotive |
| CN107226077B (en) * | 2017-06-13 | 2019-08-20 | 中车株洲电力机车有限公司 | A kind of locomotive and its gas control standby braking control system |
| CN108162938B (en) * | 2018-01-09 | 2020-06-23 | 中车株洲电力机车有限公司 | Locomotive and braking state conversion control system thereof |
| 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 |
| CN212172188U (en) * | 2020-05-15 | 2020-12-18 | 中车青岛四方车辆研究所有限公司 | Backup brake control system and locomotive |
| CN113200073B (en) * | 2021-06-04 | 2022-06-14 | 中车株洲电力机车有限公司 | Train pipe overcharge control device and method, brake system and rail transit vehicle |
| 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 |
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- 2021-09-23 CN CN202111111296.0A patent/CN113619639B/en active Active
- 2021-12-10 WO PCT/CN2021/136933 patent/WO2023045103A1/en unknown
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| CN113619639A (en) | 2021-11-09 |
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