CN114104023A

CN114104023A - Air braking system for track engineering vehicle

Info

Publication number: CN114104023A
Application number: CN202111540589.0A
Authority: CN
Inventors: 李博; 张乾宇; 李华伟; 张高锋; 张媛萍; 李随新; 张兵奇; 朱世昌; 苗武; 吴庆立; 朱红军
Original assignee: Baoji CRRC Times Engineering Machinery Co Ltd
Current assignee: Baoji CRRC Times Engineering Machinery Co Ltd
Priority date: 2021-12-16
Filing date: 2021-12-16
Publication date: 2022-03-01

Abstract

An air brake system for track engineering truck is composed of a main air cylinder, an air supply pipeline I for connecting the main air cylinder to No. 3 pipe orifice of JZ-7 type individual brake valve on driver's platform, an action valve and an auxiliary brake control structure, a No. 11 pipe orifice of JZ-7 type individual brake valve, an air supply pipeline II for connecting No. 14 pipe orifice of action valve, two air inlets of shuttle valve I for connecting the No. 12 pipe orifice of action valve and the air outlet of auxiliary brake control structure, two air inlets of shuttle valve II for connecting the air outlet of shuttle valve I and the pipe orifice of trailer brake unit, and two brake cylinders for connecting the air outlet of shuttle valve II. The invention solves the problem that the traditional air braking system occupies a large amount of space of a console and space at the bottom of a vehicle, has simple structure, simple installation, simple and convenient operation, use and maintenance, can freely switch braking modes, is mutually isolated, has wide application range and is suitable for severe working environment.

Description

Air braking system for track engineering vehicle

Technical Field

The invention belongs to the technical field of rail engineering vehicles, and particularly relates to an air braking system for a rail engineering vehicle.

Background

At present, locomotive air brake systems applied in railway engineering vehicles in China, such as JZ-7 type air brakes, JZ-7 type air brakes are widely applied to various internal combustion locomotives and electric locomotives due to complete functions and reliable performance, but in the practical application process, the JZ-7 type air brake systems are complex in structure, complex to install, complex to operate, use and maintain, multiple in control links, high in manufacturing and maintaining cost, and large in occupied driver platform space and vehicle bottom space, while engineering vehicles are provided with more devices and limited in space, especially subway engineering vehicles, due to limitation, the external dimensions of the vehicles are more compact than those of the national railway vehicles, so that the difficulty in installing mature JZ-7 type air brake systems is quite high, and therefore improvement is necessary for solving the problems.

Disclosure of Invention

The technical problems solved by the invention are as follows: the air brake system for the rail engineering vehicle solves the problem that the traditional air brake system occupies a large amount of space of a console and space at the bottom of a vehicle on the premise of meeting the safe and reliable braking requirement of the rail engineering vehicle after the JZ-7 type air brake system is redesigned and optimized, and is simple in structure, simple to install, simple and convenient to operate, use and maintain, convenient to arrange and maintain, free in brake mode switching, mutually isolated, wide in application range and suitable for severe working environment.

The technical scheme adopted by the invention is as follows: the air braking system for the rail engineering vehicle comprises an air compressor and a main air cylinder which are arranged on the rail engineering vehicle, pressure air sent by the air compressor is sent into the main air cylinder through an air purification structure, the main air cylinder is connected with a No. 3 pipe orifice of a JZ-7 type independent brake valve arranged on a driver platform through an air supply pipeline I, an action valve and an auxiliary brake control structure are connected in parallel on the air supply pipeline I, a No. 11 pipe orifice of the JZ-7 type independent brake valve is connected with a No. 14 pipe orifice of the action valve through an air supply pipeline II, the No. 12 pipe orifice of the action valve and the air outlet of the auxiliary brake control structure are respectively connected with two air inlets of the shuttle valve I, the air outlet of the shuttle valve I and the pipe orifice of the trailer brake device connected with the train pipe are respectively connected with the two air inlets of the shuttle valve II, and the air outlet of the shuttle valve II is connected with the two brake cylinders through two connecting pipelines.

The auxiliary braking control structure comprises a bypass braking electromagnetic valve and a pressure regulating valve, wherein an air inlet of the pressure regulating valve is connected with a connecting pipe I, a bypass braking cock is arranged on the connecting pipe I, an air inlet of the bypass braking electromagnetic valve is connected with an air outlet of the pressure regulating valve, and an air outlet of the bypass braking electromagnetic valve is connected with an air inlet of a shuttle valve I.

Furthermore, the air supply pipeline I is respectively connected with the auxiliary braking control structure and the No. 3 pipe orifice of the action valve in parallel through a connecting pipe I and a connecting pipe II, and the No. 12 pipe orifice of the action valve is connected with the other air inlet of the shuttle valve I.

Furthermore, the dragging brake device comprises a 104-type distribution valve, a pipe orifice of a train pipe of the 104-type distribution valve is connected with the train pipe through a connecting pipe III, a cock I and a far core dust collector positioned between the cock I and the 104-type distribution valve are arranged on the connecting pipe III, an auxiliary air cylinder pipe orifice and a working air cylinder pipe orifice of the 104-type distribution valve are respectively connected with an auxiliary air cylinder and a working air cylinder, a brake cylinder pipe orifice of the 104-type distribution valve is connected with an air inlet of a shuttle valve II, and the other air inlet of the shuttle valve II is connected with an air outlet of the shuttle valve I.

And furthermore, plug doors II are arranged on the two paths of connecting pipelines.

Furthermore, a manual emergency brake valve connected with a train pipe is arranged on the rail car, a manual plug valve is arranged on a gas supply pipeline I connected with an air outlet of the main air reservoir, the upper end of the main air reservoir is connected with a safety valve, and a drainage plug valve is arranged at the lower end of the main air reservoir.

Compared with the prior art, the invention has the advantages that:

1. according to the technical scheme, the JZ-7 type air braking system is redesigned and optimized, a connecting structure combining a conventional braking mode and an auxiliary braking mode is adopted, and on the premise of meeting the safe and reliable braking requirements of the rail engineering vehicle, the problems that the traditional air braking system occupies a large amount of space of a console and space at the bottom of the vehicle are solved, so that the arrangement and the maintenance are convenient;

2. according to the technical scheme, the trailing brake device is combined with a conventional brake mode and an auxiliary brake mode and then arranged on the rail car, the braking requirement of the whole rail engineering car after the rail engineering car is hooked is met, the brake modes can be freely switched and are mutually isolated, and the application range is wide;

3. the technical scheme has the advantages of simple structure, simple installation, simple and convenient operation, use and maintenance, free switching of braking modes, mutual isolation, wide application range and suitability for severe working environments.

Drawings

Fig. 1 is a schematic view of the air brake of the present invention.

Detailed Description

In the following, an embodiment of the present invention is described with reference to fig. 1, so as to clearly and completely describe the technical solution, it is obvious that the described embodiment is only a part of the embodiment of the present invention, and not a whole embodiment.

In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are only for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention.

An air braking system for a railway engineering vehicle comprises an air compressor and a main air cylinder 1 which are arranged on a railway vehicle, pressure air sent by the air compressor is sent into the main air cylinder 1 through an air purification structure, the main air cylinder 1 is connected with a No. 3 pipe orifice of a JZ-7 type independent brake valve 3 arranged on a driver platform through an air supply pipeline I2, an action valve 4 and an auxiliary brake control structure are connected in parallel on the air supply pipeline I2, namely, the conventional brake mode and the auxiliary brake mode are combined in parallel to meet the conventional brake requirement, when the conventional brake fails, the railway vehicle can be braked through the auxiliary brake control structure to ensure the safe reliability of the braking of the railway vehicle, a No. 11 pipe orifice of the JZ-7 type independent brake valve 3 is connected with a No. 14 pipe orifice of the action valve 4 through an air supply pipeline II 9, and an No. 12 pipe orifice of the action valve 4 and an air outlet of the auxiliary brake control structure are respectively connected with two air inlets of a shuttle valve I5, here, at two air inlets of the shuttle valve i 5, one air inlet with large pressure air is opened, and the other air inlet is closed, that is, when the pressure air in the pipe port 12 of the service valve 4 is larger than the pressure air of the air outlet of the auxiliary brake control structure, the pipe port 12 of the service valve 4 is communicated with the shuttle valve i 5, otherwise, the air outlet of the auxiliary brake control structure is communicated with the shuttle valve i 5, the air outlet of the shuttle valve i 5 and the pipe port of the trailer brake device connected with the train pipe 7 are respectively connected with the two air inlets of the shuttle valve ii 6, similarly, at two air inlets of the shuttle valve ii 6, one air inlet with large pressure air is opened, and the other air inlet is closed, when the pressure air in the air outlet of the shuttle valve i 5 is larger than the pressure air in the pipe port of the 104 type distribution valve brake cylinder in the trailer brake device, the air outlet of the shuttle valve i 5 is communicated with the shuttle valve ii 6, on the contrary, the pipe orifice of a 104-type distribution valve brake cylinder in the trailing brake device is communicated with a shuttle valve II 6, and the air outlet of the shuttle valve II 6 is connected with the two groups of brake cylinders 8 through two connecting pipelines 25.

Specifically, the auxiliary braking control structure comprises a bypass braking electromagnetic valve 10 and a pressure regulating valve 11, wherein an air inlet of the pressure regulating valve 11 is connected with a connecting pipe I12, a bypass braking cock 14 is arranged on the connecting pipe I12, an air inlet of the bypass braking electromagnetic valve 10 is connected with an air outlet of the pressure regulating valve 11, and an air outlet of the bypass braking electromagnetic valve 10 is connected with an air inlet of a shuttle valve I5; specifically, the air supply pipeline I2 is respectively connected with the auxiliary braking control structure and the No. 3 pipe orifice of the action valve 4 in parallel through a connecting pipe I12 and a connecting pipe II 13, and the No. 12 pipe orifice of the action valve 4 is connected with the other air inlet of the shuttle valve I5.

Specifically, the trailer brake device comprises a 104-type distribution valve 15, a train pipe orifice of the 104-type distribution valve 15 is connected with a train pipe 7 through a connecting pipe III 16, a cock I17 and a far core dust collector 18 positioned between the cock I17 and the 104-type distribution valve 15 are arranged on the connecting pipe III 16, an auxiliary air cylinder orifice and a working air cylinder orifice of the 104-type distribution valve 15 are respectively connected with an auxiliary air cylinder 19 and a working air cylinder 20, a brake cylinder orifice of the 104-type distribution valve 15 is connected with an air inlet of a shuttle valve II 6, and the other air inlet of the shuttle valve II 6 is connected with an air outlet of a shuttle valve I5.

Specifically, the two connecting pipelines 25 are respectively provided with a choke II 21, when one group of brake cylinders 8 breaks down, the choke II 21 on the connecting pipeline 25 connected with the group of brake cylinders 8 is closed, and the normal work of the other group of brake cylinders 8 can be ensured; specifically, be equipped with the manual emergency brake valve of being connected with train pipe 7 on the railcar, be equipped with manual cock 22 on the air supply line I2 that the air outlet department of total reservoir 1 is connected, total reservoir 1 upper end has connect relief valve 23 and total reservoir 1 lower extreme is equipped with drainage cock 24.

The braking mode when the rail engineering vehicle is from the operation operating mode has two kinds, and concrete theory of operation is as follows:

the first method comprises the following steps: the cock I17 is closed, and a driver operates the JZ-7 type single brake valve 3 to realize the braking and the releasing of the vehicle; specific air flow routes:

braking: JZ-7 type single brake valve 3 brake position air flow path: the master reservoir 1 → the air supply duct i 2 → the No. 3 nozzle of the individual brake valve 3 of the JZ-7 type → the inner hidden duct of the individual brake valve 3 of the JZ-7 type → the No. 11 nozzle of the individual brake valve 3 of the JZ-7 type → the air supply duct ii 9 → the No. 14 nozzle of the apply valve 4, and at the same time, the air flow path of the connection pipe ii 13 connected to the air supply duct i 2 is: the main air reservoir 1 → the air supply pipeline I2 → the connecting pipe II 13 → the No. 3 pipe orifice of the apply valve 4, the internal hidden channel of the apply valve 4 → the No. 12 pipe orifice of the apply valve 4 → the shuttle valve I5 → the shuttle valve II 6 → the two-way connecting pipeline 25 → the brake cylinder 8;

and (3) relieving: the JZ-7 type individual brake valve 3 operates the bit air flow route: no. 14 orifice of the apply valve 4 → the air supply pipe line ii 9 → No. 11 orifice of the individual brake valve 3 of the JZ-7 type → the dark passage inside the individual brake valve 3 of the JZ-7 type → the atmosphere, and at this time, the brake cylinder 8 → the two-way connecting pipe line 25 → the shuttle valve ii 6 → the shuttle valve i 5 → the dark passage inside the apply valve 4 → the atmosphere.

And the second method comprises the following steps: the cock I17 is closed, the bypass brake cock 14 is opened, the bypass brake solenoid valve 10 is pressed alternately to realize on/off switching, and when the bypass brake solenoid valve 10 is opened, the track engineering vehicle brakes and relieves the air flow route:

braking: the main air cylinder 1 → the connecting pipe I12 → the bypass brake cock 14 → the pressure regulating valve 11 → the bypass brake solenoid valve 10 → the shuttle valve I5 → the shuttle valve II 6 → the two-way connecting pipe 25 → the brake cylinder 8;

and (3) relieving: brake cylinder 8 → shuttle valve II 6 → shuttle valve I5 → bypass brake solenoid valve 10 → atmosphere.

When the rail engineering vehicle is connected with a train, the working principle of the air braking system is as follows:

under the working condition of the coupled train, the two braking modes fail (the air compressor is powered off), the cock I17 is opened, the braking of the train is relieved through the 104-type distribution valve 15, the towing braking device is the prior art, and the working principle is not repeated herein.

According to the technical scheme, the JZ-7 type air brake system is redesigned and optimized, the connecting structure combining the conventional brake mode and the auxiliary brake mode is adopted, on the premise of meeting the safe and reliable brake requirements of the rail engineering vehicle, the problem that the conventional air brake system occupies a large amount of space of a console and space of the bottom of the vehicle is solved, the arrangement and maintenance are convenient, the trailing brake device is arranged on the rail vehicle after being combined with the conventional brake mode and the auxiliary brake mode, the requirement of braking the whole vehicle after the rail engineering vehicle is hooked is met, the brake modes can be freely switched and are mutually isolated, the application range is wide, the structure is simple, the installation is simple, the operation, the use and the maintenance are simple and convenient, the brake modes can be freely switched and are mutually isolated, the application range is wide, and the air brake device is suitable for severe working environments.

The above-mentioned embodiments are merely preferred embodiments of the present invention, which are not intended to limit the scope of the present invention, and therefore, all equivalent changes made by the contents of the claims of the present invention should be included in the claims of the present invention.

Claims

1. Air brake system for rail engineering car, including locating air compressor machine and total reservoir (1) on the railcar, the pressure air that the air compressor machine sent sends to total reservoir (1) in through air purification structure, its characterized in that: the main air cylinder (1) is connected with a No. 3 pipe orifice of a JZ-7 type independent brake valve (3) arranged on a driver platform through an air supply pipeline I (2), an action valve (4) and an auxiliary brake control structure are connected on the air supply pipeline I (2) in parallel, a No. 11 pipe orifice of the JZ-7 type independent brake valve (3) is connected with a No. 14 pipe orifice of the action valve (4) through an air supply pipeline II (9), a No. 12 pipe orifice of the action valve (4) and an air outlet of the auxiliary brake control structure are respectively connected with two air inlets of a shuttle valve I (5), an air outlet of the shuttle valve I (5) and a pipe orifice of a dragging brake device connected with a train pipe (7) are respectively connected with two air inlets of a shuttle valve II (6), and an air outlet of the shuttle valve II (6) is connected with two brake cylinders (8) through two connecting pipelines (25).

2. The air brake system for a railroad car according to claim 1, wherein: the auxiliary braking control structure comprises a bypass braking electromagnetic valve (10) and a pressure regulating valve (11), wherein an air inlet of the pressure regulating valve (11) is connected with a connecting pipe I (12), a bypass braking cock (14) is arranged on the connecting pipe I (12), an air inlet of the bypass braking electromagnetic valve (10) is connected with an air outlet of the pressure regulating valve (11), and an air outlet of the bypass braking electromagnetic valve (10) is connected with an air inlet of a shuttle valve I (5).

3. The air brake system for a railroad car according to claim 2, wherein: and the air supply pipeline I (2) is respectively connected with the auxiliary braking control structure and the No. 3 pipe orifice of the action valve (4) in parallel through a connecting pipe I (12) and a connecting pipe II (13), and the No. 12 pipe orifice of the action valve (4) is connected with the other air inlet of the shuttle valve I (5).

4. Air brake system for a rail vehicle according to claim 1, 2 or 3, characterized in that: the dragging brake device comprises a 104-type distribution valve (15), a train pipe orifice of the 104-type distribution valve (15) is connected with a train pipe (7) through a connecting pipe III (16), a cock I (17) and a far core dust collector (18) located between the cock I (17) and the 104-type distribution valve (15) are arranged on the connecting pipe III (16), an auxiliary air cylinder orifice and a working air cylinder orifice of the 104-type distribution valve (15) are respectively connected with an auxiliary air cylinder (19) and a working air cylinder (20), a brake cylinder orifice of the 104-type distribution valve (15) is connected with an air inlet of a shuttle valve II (6), and the other air inlet of the shuttle valve II (6) is connected with an air outlet of the shuttle valve I (5).

5. The air brake system for a railroad car according to claim 4, wherein: and plug doors II (21) are arranged on the two connecting pipelines (25).

6. The air brake system for a railroad car according to claim 5, wherein: the rail car is provided with a manual emergency brake valve connected with a train pipe (7), a manual plug valve (22) is arranged on a gas supply pipeline I (2) connected with an air outlet of the main air cylinder (1), a safety valve (23) is connected to the upper end of the main air cylinder (1), and a drainage plug valve (24) is arranged at the lower end of the main air cylinder (1).