CN114734969B - Braking state loop of passive braking system - Google Patents

Braking state loop of passive braking system Download PDF

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Publication number
CN114734969B
CN114734969B CN202210426654.5A CN202210426654A CN114734969B CN 114734969 B CN114734969 B CN 114734969B CN 202210426654 A CN202210426654 A CN 202210426654A CN 114734969 B CN114734969 B CN 114734969B
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China
Prior art keywords
braking
signal
pressure switch
brake
relay
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CN202210426654.5A
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Chinese (zh)
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CN114734969A (en
Inventor
吴明赵
马璐
梁艳芬
孙环阳
吕豪
张路
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Nanjing CRRC Puzhen Haitai Brake Equipment Co Ltd
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Nanjing CRRC Puzhen Haitai Brake Equipment Co Ltd
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Priority to CN202210426654.5A priority Critical patent/CN114734969B/en
Publication of CN114734969A publication Critical patent/CN114734969A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
    • 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
    • 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
    • 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
    • B61H11/08—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 comprising a pump or the like circulating fluid, braking being effected by throttling of the circulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

The invention relates to a braking state loop of a passive braking system, which comprises the following components: the auxiliary relieving device is internally provided with a first pressure switch for detecting a hydraulic oil low-pressure signal, a second pressure switch for detecting a hydraulic oil high-pressure signal and a relay, wherein the relay is provided with a normally closed contact and a normally open contact which are used as the output of a brake state signal of the vehicle, and the output signals of the brake state signals of the vehicles are connected into a train brake state loop in parallel; the relay is driven in a parallel mode by a fault signal output by the electronic brake unit and an output signal of a first pressure switch of the auxiliary relieving device, a brake state signal output by the electronic brake unit is connected to a normally-closed contact of the relay, and an output signal of a second pressure switch of the auxiliary relieving device is connected to a normally-open contact of the normally-open relay. The braking state loop of the passive braking system can accurately reflect the braking state of the train no matter whether the electronic braking unit is in fault or not and whether the auxiliary relieving device is put into operation or not.

Description

Braking state loop of passive braking system
Technical Field
The invention belongs to a design method of a braking state loop of a hydraulic braking system, which can be applied to the urban rail traffic fields of trams, rubber-tyred vehicles, suspension or straddle type monorail vehicles and the like provided with a passive hydraulic braking system.
Background
The brake system generally consists of three major parts, namely an electronic brake control unit, a brake control device and a basic brake device. The electronic control unit calculates and controls the magnitude of braking force according to a train driver braking instruction; the brake control device generates and outputs air or hydraulic oil pressure corresponding to a brake instruction to a brake cylinder in the basic brake device according to a control signal of the electronic control unit; the brake cylinder in the foundation brake device acts on the driving mechanism according to the pressure output by the brake control device to clamp the rotating brake disc, so that the train is stopped.
The electronic control unit can output the working state of the brake system of the vehicle to the vehicle, and is generally divided into two brake states of brake application and brake release. The brake application indicates that the current vehicle is in a braking state, there is a braking force to slow down the vehicle; brake mitigation means that the current vehicle is at a braking force that does not slow the vehicle, and may be accelerating or coasting normally.
The brake state loop, which is an important functional loop in the design of the train electrical loop, is usually composed of brake states of all the cars connected in series, and if any car reports that the brake state loop is not released, the train brake state loop will be in a brake application state, and the cars are not allowed to be pulled and accelerated at the moment.
A straight-through braking system is adopted by the domestic motor train unit and the urban rail subway vehicle, and compressed air is used as a transmission medium. That is, when the brake cylinder is inflated, the vehicle applies the brake, and when the brake cylinder is deflated, the brake is released. When the braking system fails and needs to be isolated, the pressure air output to the braking cylinder by the braking system is exhausted, and the braking system reports a 'brake release' state, and a train braking state loop is shown in fig. 1.
New rail transit vehicles such as tramcars and monorail cars generally adopt a braking system of a hydraulic medium due to equipment space shortage. In addition, because the line gradient is great simultaneously, in order to satisfy the ramp parking needs of vehicle when no electricity, the brake cylinder of spring effect form is adopted. That is, when the hydraulic pressure is charged into the brake cylinder, the brake cylinder does not output a braking force, and the vehicle is in a brake release state. When the brake cylinder is discharged with oil and depressurized, the brake cylinder outputs a spring force, and the vehicle is in a brake application state. The braking system of this mode of action is called a "passive hydraulic braking system".
When the braking system fails, the independent auxiliary relieving device can be used for independently filling oil into the braking cylinder of the foundation brake, so that the braking cylinder of the foundation brake is in a brake relieving state, the vehicle can continue to run, and the passive hydraulic braking system is composed as shown in fig. 2.
For the passive hydraulic brake system, when a fault of the individual passive hydraulic brake system needs to be isolated, a brake oil path output by the corresponding vehicle brake system is relieved, and the state output by the electronic brake control unit is brake application. As with the brake status circuit design of fig. 1, will result in the train brake status circuit being in a "brake applied" state, resulting in a failure to service. Therefore, a circuit capable of correctly reflecting the braking state of the train needs to be designed according to the characteristics of the passive hydraulic braking system.
Disclosure of Invention
The present invention aims to overcome the above-mentioned drawbacks of the prior art and provide a braking state circuit of a passive braking system.
In order to achieve the purpose of the invention, the technical scheme provided by the invention is as follows: a passive braking system braking status circuit comprising:
the auxiliary relieving device is internally provided with a first pressure switch for detecting a hydraulic oil low-pressure signal and a second pressure switch for detecting a hydraulic oil high-pressure signal, when the auxiliary relieving device is not put into operation, the hydraulic oil is low-pressure, the first pressure switch is opened, and the second pressure switch is closed; when the auxiliary relief device is put into operation but the internal oil pressure does not reach the relief pressure, the first pressure switch and the second pressure switch are both closed; when the oil pressure in the auxiliary relieving device reaches relieving pressure, the first pressure switch is closed, and the second pressure switch is opened;
the relay is provided with a normally closed contact and a normally open contact which are used for outputting brake state signals of the train, and the brake state signals of the trains are connected into a train brake state loop in parallel; wherein,,
the fault signal output by the electronic braking unit and the output signal of the first pressure switch of the auxiliary relieving device drive the relay in a parallel connection mode, the braking state signal output by the electronic braking unit is connected to the normally-closed contact of the relay, and the output signal of the second pressure switch of the auxiliary relieving device is connected to the normally-open contact of the relay.
The electronic braking unit outputs a high-level braking state signal under the fault condition, and simultaneously outputs a high-level fault signal; the electronic brake unit outputs a low-level fault signal under the fault-free condition.
The invention solves the problem that the traditional braking state loop cannot be matched with a passive hydraulic braking system. Whether the passive hydraulic braking system fails or not, whether the auxiliary relieving device is put into operation or not and whether the auxiliary relieving device is operated in place or not, the state loop of the invention can accurately reflect the real braking state of the vehicles provided with the passive hydraulic braking system.
Drawings
Fig. 1 is a schematic diagram of a braking state circuit.
Fig. 2 is a schematic diagram of the passive hydraulic brake system.
FIG. 3 is a schematic diagram of a braking state circuit of the passive braking system of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.
As shown in fig. 3, the passive braking system braking state circuit includes: auxiliary relief device, electronic brake unit and relay K.
The auxiliary relief device has a first pressure switch PS1 for detecting a hydraulic oil low pressure signal and a second pressure switch PS2 for detecting a hydraulic oil high pressure signal built therein. When the auxiliary relieving device is not put into operation, the hydraulic oil is at low pressure, the first pressure switch PS1 is opened, and the second pressure switch PS2 is closed; when the auxiliary relief device is put into operation but the internal oil pressure does not reach the relief pressure, both the first pressure switch PS1 and the second pressure switch PS2 are closed; when the oil pressure in the auxiliary relief device reaches the relief pressure, the first pressure switch PS1 is closed, and the second pressure switch PS2 is opened.
The relay K is provided with a normally closed contact K-12 and a normally open contact K-13 which are output as own vehicle braking state signals, and each vehicle braking state signal is connected into a train braking state loop in parallel; wherein,,
the fault signal output by the electronic brake unit and the output signal of the first pressure switch PS1 of the auxiliary relieving device drive the relay K in a parallel connection mode, the brake state signal output by the electronic brake unit is connected to the normally closed contact K-12 of the relay K, and the output signal of the second pressure switch PS2 of the auxiliary relieving device is connected to the normally open contact K-13 of the relay K.
The electronic braking unit outputs a high-level braking state signal under the fault condition, and simultaneously outputs a high-level fault signal; the electronic brake unit outputs a low-level fault signal under the fault-free condition.
The operating state of the hydraulic brake system can be divided into the following cases:
working condition 1, no failure of the electronic brake unit and no operation of the auxiliary relieving device
The electronic brake unit outputs no fault signal, the first pressure switch PS1 of the auxiliary relieving device outputs no voltage signal, the relay K is not electrified at the moment, the normally closed contact K-12 of the relay K is closed, the normally open contact K-13 is opened, and whether the train brake state loop is electrified or not is determined by the brake state signals output by the electronic brake units of all the vehicles; at this time, the train braking state circuit reflects the state of the hydraulic system controlled by the electronic brake unit of each vehicle, and when the electronic brake unit of any vehicle outputs a braking state signal, the train braking state circuit is powered on.
Working condition 2, failure of electronic brake unit and non-working auxiliary relieving device
The electronic braking unit outputs a high-level braking state signal and a high-level fault signal at the same time; the relay K is powered on, the normally closed contact K-12 of the relay K is opened, the normally open contact K-13 is closed, and the output signal of the second pressure switch PS2 of the auxiliary relieving device is derived from the braking state of the fault vehicle; at this time, the auxiliary relief device is not put into operation, the second pressure switch PS2 outputs a voltage signal, and the faulty vehicle outputs a "brake applied" state signal to the train brake state circuit.
Working condition 3, failure of the electronic brake unit and operation of the auxiliary relieving device
The electronic braking unit outputs a high-level braking state signal and a high-level fault signal at the same time; the relay K is powered on, the normally closed contact K-12 of the relay K is opened, the normally open contact K-13 is closed, and the output signal of the second pressure switch PS2 of the auxiliary relieving device is derived from the braking state of the fault vehicle; when the auxiliary relieving device is pressurized to the relieving pressure, the second pressure switch PS2 outputs no voltage signal, and the faulty vehicle outputs a 'brake relieving' state signal to the train brake state loop.
The working condition 4, when the electronic brake unit is normal and the auxiliary relieving device is put into operation but not pressurized to relieving pressure, voltage signals are output by a first pressure switch PS1 and a second pressure switch PS2 of the auxiliary relieving device, a relay K is electrified, a normally closed contact K-12 of the relay K is opened, a normally open contact K-13 is closed, and an output signal of the second pressure switch PS2 of the auxiliary relieving device is derived from a braking state; when the auxiliary relieving device is pressurized to the relieving pressure, the second pressure switch PS2 outputs no voltage signal, and the vehicle outputs a 'brake relieving' state signal to the train brake state loop.
The auxiliary relief device is usually manually operated and comprises a manual pump, an overflow valve, a one-way valve, a two-position two-way electromagnetic valve, a pressure switch, a pressure gauge, an oil tank and the like. Operating the manual pump may establish the required hydraulic pressure; the overflow valve limits the highest oil pressure output to the foundation brake cylinder and plays a role in protecting system components; the check valve prevents hydraulic pressure from falling back when the manual pump is stopped; the pressure gauge can check the pressure of the hydraulic oil output by the current auxiliary relieving device; when in emergency braking, the vehicle can enable the pressure oil output by the auxiliary relieving device to return to the oil storage tank through the electric interlocking control of the two-position two-way electromagnetic valve, the auxiliary relieving function is cancelled, and the safety of the train is ensured. The auxiliary relief device may also employ a motor pump instead of a manual pump to achieve a similar hydraulic principle.
In addition to the embodiments described above, other embodiments of the invention are possible. All technical schemes formed by equivalent substitution or equivalent transformation fall within the protection scope of the invention.

Claims (5)

1. A passive braking system braking status circuit comprising:
the auxiliary relief device is internally provided with a first pressure switch (PS 1) for detecting a hydraulic oil low-pressure signal and a second pressure switch (PS 2) for detecting a hydraulic oil high-pressure signal, when the auxiliary relief device is not put into operation, hydraulic oil is low-pressure, the first pressure switch (PS 1) is opened, and the second pressure switch (PS 2) is closed; when the auxiliary relief device is put into operation but the internal oil pressure does not reach the relief pressure, both the first pressure switch (PS 1) and the second pressure switch (PS 2) are closed; when the oil pressure in the auxiliary relieving device reaches the relieving pressure, the first pressure switch (PS 1) is closed, and the second pressure switch (PS 2) is opened;
a relay (K) having a normally closed contact (K-12) and a normally open contact (K-13) which are output as own vehicle brake status signals, each vehicle brake status signal being connected in parallel to a train brake status circuit; wherein,,
the fault signal output by the electronic brake unit and the output signal of the first pressure switch (PS 1) of the auxiliary relieving device drive the relay (K) in a parallel connection mode, the brake state signal output by the electronic brake unit is connected to the normally closed contact (K-12) of the relay (K), and the output signal of the second pressure switch (PS 2) of the auxiliary relieving device is connected to the normally open contact (K-13) of the relay (K);
the electronic braking unit outputs a high-level braking state signal under the fault condition, and simultaneously outputs a high-level fault signal; the electronic brake unit outputs a low-level fault signal under the fault-free condition.
2. A passive braking system braking status circuit according to claim 1, wherein: when the electronic brake unit has no fault and the auxiliary relieving device does not work, the electronic brake unit has no fault signal output and the first pressure switch (PS 1) of the auxiliary relieving device has no voltage signal output, at the moment, the relay (K) is not electrified, the normally closed contact (K-12) of the relay (K) is closed, the normally open contact (K-13) is opened, and whether a train braking state loop is electrified or not is determined by the braking state signals output by the electronic brake units of all the vehicles; at this time, the train braking state circuit reflects the state of the hydraulic system controlled by the electronic brake unit of each vehicle, and when the electronic brake unit of any vehicle outputs a braking state signal, the train braking state circuit is powered on.
3. A passive braking system braking status circuit according to claim 1, wherein: when the electronic brake unit fails and the auxiliary relieving device is not put into operation, the electronic brake unit simultaneously outputs a high-level brake state signal and a high-level fault signal; the relay (K) is powered on, a normally closed contact (K-12) of the relay (K) is opened, a normally open contact (K-13) is closed, and an output signal of a second pressure switch (PS 2) of the auxiliary relieving device is derived from the braking state of the fault vehicle; at this time, the auxiliary relief device is not put into operation, the second pressure switch (PS 2) has a voltage signal output, and the faulty vehicle outputs a "brake application" state signal to the train brake state circuit.
4. A passive braking system braking status circuit according to claim 1, wherein: when the electronic braking unit fails and the auxiliary relieving device is put into operation, the electronic braking unit outputs a high-level braking state signal and a high-level failure signal at the same time; the relay (K) is powered on, a normally closed contact (K-12) of the relay (K) is opened, a normally open contact (K-13) is closed, and an output signal of a second pressure switch (PS 2) of the auxiliary relieving device is derived from the braking state of the fault vehicle; when the auxiliary relieving device is pressurized to the relieving pressure, the second pressure switch (PS 2) outputs no voltage signal, and the fault vehicle outputs a 'brake relieving' state signal to the train brake state loop.
5. A passive braking system braking status circuit according to claim 1, wherein: when the electronic brake unit is normal and the auxiliary relieving device is put into operation but not pressurized to relieving pressure, voltage signals are output by a first pressure switch (PS 1) and a second pressure switch (PS 2) of the auxiliary relieving device, a relay (K) is powered on, a normally closed contact (K-12) of the relay (K) is opened, a normally open contact (K-13) is closed, and a braking state sources an output signal of the second pressure switch (PS 2) of the auxiliary relieving device; when the auxiliary relieving device is pressurized to the relieving pressure, the second pressure switch (PS 2) outputs no voltage signal, and the vehicle outputs a 'brake relieving' state signal to the train brake state loop.
CN202210426654.5A 2022-04-22 2022-04-22 Braking state loop of passive braking system Active CN114734969B (en)

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CN114734969B true CN114734969B (en) 2023-06-09

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Publication number Priority date Publication date Assignee Title
US3398993A (en) * 1966-09-14 1968-08-27 Westinghouse Air Brake Co Load modulated combined dynamic and fluid pressure brake control system for railway cars
US4845463A (en) * 1987-04-08 1989-07-04 Navistar International Transportation Corp. Brake system with auxiliary pump warning circuit
JPH07315209A (en) * 1994-05-27 1995-12-05 Akebono Brake Ind Co Ltd Brake method of vehicle
CN102180165B (en) * 2011-04-19 2013-01-02 铁道部运输局 Method and system for preventing applied accidental parking brake on railway train
CN106740970B (en) * 2016-12-14 2019-02-26 中车株洲电力机车有限公司 Track train brake fluid system and its auxiliary relief device
CN207060025U (en) * 2017-06-16 2018-03-02 中车长春轨道客车股份有限公司 Rail vehicle rescues brake hard synchronization control circuit
CN109878488B (en) * 2019-03-22 2021-04-06 嘉兴市钧萍轨道交通科技有限公司 Hydraulic braking system of subway train
CN211001349U (en) * 2019-10-28 2020-07-14 中车南京浦镇车辆有限公司 Rail transit vehicle magnetic track brake logic control system

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