CN115214583A - Control system of railway freight car electro-pneumatic brake valve - Google Patents
Control system of railway freight car electro-pneumatic brake valve Download PDFInfo
- Publication number
- CN115214583A CN115214583A CN202210882654.6A CN202210882654A CN115214583A CN 115214583 A CN115214583 A CN 115214583A CN 202210882654 A CN202210882654 A CN 202210882654A CN 115214583 A CN115214583 A CN 115214583A
- Authority
- CN
- China
- Prior art keywords
- valve
- pressure
- brake
- electromagnetic valve
- compressed air
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- 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
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
The invention relates to the technical field of brake control of rail wagons, and aims to solve the problems that a main control valve in the prior art is low in brake release wave speed and cannot release waves in stages and large longitudinal impulse of a long and large train is solved; the brake release actuating mechanism is provided with an electric control mainboard, a battery, a first electromagnetic valve, a second electromagnetic valve, a two-way valve, a relay valve, a first pressure sensor, a second pressure sensor and an action valve; the air press machine is provided with a main control valve, an auxiliary air cylinder, an intermediate body, a slowing air cylinder, a pressure reducing air cylinder, a pressure limiting valve, a brake cylinder and a sensing valve. The invention has the advantages that the main control valve has higher brake relieving wave speed, can relieve stage and has small longitudinal impulse of a long and large train.
Description
Technical Field
The invention relates to the technical field of railway wagon brake control, in particular to a control system of an electric pneumatic brake valve of a railway wagon.
Background
Along with the deep overloading of the railway wagon in China, higher requirements are put forward on a braking system. At present, the main control valve is low in brake releasing wave speed, cannot release the wave speed in stages, large longitudinal impulse of a long and large train is large, and an existing brake system needs to be optimized.
Disclosure of Invention
The invention aims to provide a control system of an electro-pneumatic brake valve of a railway wagon, which aims to solve the problems that the brake releasing wave speed of a main control valve is low, the stage releasing cannot be realized and the longitudinal impulse of a long and large train is large in the prior art.
The embodiment of the invention is realized by the following steps:
the embodiment of the invention provides a control system of an electro-pneumatic brake valve of a railway wagon, which comprises a brake relieving executing mechanism and an air press;
the brake release actuating mechanism is provided with an electric control main board, a battery, a first electromagnetic valve, a second electromagnetic valve, a two-way valve, a relay valve, a first pressure sensor, a second pressure sensor and an action valve;
the air press is provided with a main control valve, an auxiliary air cylinder, an intermediate body, a damping air cylinder, a pressure reducing air cylinder, a pressure limiting valve, a brake cylinder and a sensing valve;
the electric control main board and the battery are connected to the first solenoid valve and the second solenoid valve through solenoid valve control lines, respectively, the electric control main board and the battery are further connected to the first pressure sensor and the second pressure sensor through sensor control lines, respectively, the sub reservoir, the first solenoid valve, and the relay valve are connected in series through a compressed air passage, the second solenoid valve is connected to the compressed air passage between the first solenoid valve and the relay valve through a compressed air passage, the second solenoid valve is further connected to the service valve through a compressed air passage, the first pressure sensor is connected to the compressed air passage between the first solenoid valve and the relay valve through a compressed air passage, the second pressure sensor is connected to the two-way valve through a compressed air passage, and the relay valve is connected to the compressed air passage between the two-way valve and the second pressure sensor through a compressed air passage;
the main control valve is connected with the intermediate body through a compressed air passage, the intermediate body is respectively connected with a damping air cylinder, an auxiliary air cylinder and a two-way valve through a compressed air passage, and the acting valve is connected with the compressed air passage between the intermediate body and the two-way valve through a compressed air passage;
the pressure-limiting valve is connected with the pressure-reducing air cylinder and the brake cylinder through compressed air passages, and the sensing valve is connected with the compressed air passages between the pressure-reducing air cylinder and the brake cylinder and the compressed air passages between the pressure-limiting valve and the brake cylinder through compressed air passages.
The control system of the electric pneumatic brake valve of the railway freight car disclosed by the embodiment controls the pressure of the brake cylinder through the first electromagnetic valve and the second electromagnetic valve, so that the control system of the electric pneumatic brake valve of the railway freight car has the beneficial effects that the brake of the main control valve is high in wave speed and can relieve in stages and the longitudinal impulse of a long and large train is small.
Optionally: and when the electric control main board receives a braking instruction, the first electromagnetic valve and the second electromagnetic valve execute corresponding actions and feed back pre-control pressure and the brake cylinder pressure to the electric control main board.
By the arrangement, an operator can clearly know the numerical values of the pre-control pressure and the brake cylinder pressure in each time period through the electric control main board, and accurate control is facilitated.
Optionally: the two-way valve controls the wind pressure from the main control valve and the relay valve to enter the brake cylinder.
So set up, the wind pressure of above-mentioned main control valve and the wind pressure of above-mentioned relay valve all adjust through above-mentioned two-way valve and just get into above-mentioned checking cylinder, be convenient for like this according to the demand, the wind pressure of getting into above-mentioned checking cylinder through above-mentioned two-way valve is above-mentioned main control valve or relay valve wantonly.
Optionally: the relay valve outputs a wind pressure equal to the pilot pressure to the brake cylinder by using the pilot pressure as a signal source and the auxiliary reservoir as a wind source.
So set up, when alleviating, when above-mentioned preliminary control pressure drops or is 0, can discharge the brake cylinder wind pressure to atmosphere.
Optionally: the first solenoid valve connects the pilot pressure of the auxiliary reservoir and the relay valve, and is closed when energized, and opened when de-energized;
the second electromagnetic valve is connected with the pre-control pressure and the first atmosphere exhaust port, the second electromagnetic valve is powered on and opened, and the second electromagnetic valve is powered off and closed.
So set up, get electric and lose the point through the above-mentioned first solenoid valve of control and above-mentioned second solenoid valve, the arbitrary regulation of the wind pressure size of being convenient for can effectual control above-mentioned first solenoid valve and the opening and shutting of above-mentioned second solenoid valve.
Optionally: after the electro-pneumatic brake, the electro-pneumatic brake part fails, and the pressure air of the brake cylinder cannot be relieved through the electro-pneumatic part, at the moment, the pressure is reduced by a train pipe, the brake is carried out through the main control valve, the pressure air which is about to flow into the brake cylinder and is coming from the main control valve is used as signal pressure, the pilot control pressure of the relay valve is exhausted through a second atmosphere exhaust port connected with the acting valve, and the electro-pneumatic brake can be relieved.
Optionally: when the electric control main board receives a relieving instruction, the train pipe continuously inflates the auxiliary air cylinder, the first electromagnetic valve is disconnected after being de-energized, the second electromagnetic valve is closed after being energized, the pre-control pressure is relieved, and the relay valve immediately discharges the air pressure of the brake cylinder.
According to the arrangement, when the railway wagon does not need braking, the wind pressure of the brake cylinder can be exhausted to the atmosphere through the first atmosphere exhaust port connected with the second electromagnetic valve.
Optionally: when the electric control main board receives a braking instruction, the electric control main board controls the first electromagnetic valve to be powered on and opened discontinuously according to the instruction until the pressure of the brake cylinder reaches a target value.
The arrangement is convenient for the railway wagon to start braking slowly.
Optionally: when the electric control main board receives an emergency braking instruction, the electric control main board controls the first electromagnetic valve to be continuously powered on and opened according to the instruction until the pre-control pressure rises to the maximum.
The arrangement is convenient for emergency braking of the railway freight car.
Optionally: when the electric control main board receives a pressure maintaining instruction, the electric control main board controls the first electromagnetic valve and the second electromagnetic valve to be closed, so that the brake cylinder is in a pressure maintaining position.
By the arrangement, when the railway wagon is stopped, the brake cylinder keeps pressure all the time, and the railway wagon is not easy to displace.
In combination with the above description, the control system of the electric pneumatic brake valve of the railway wagon disclosed by the invention has the beneficial effects that the brake of the main control valve is higher in the slow-down wave speed, can be used for relieving in stages and is small in longitudinal impulse of a long and large train.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and those skilled in the art can also obtain other related drawings based on the drawings without inventive efforts.
Fig. 1 shows a control schematic diagram of a control system of an electric pneumatic brake valve of a railway wagon according to an embodiment of the invention.
An icon: 1-brake release actuator, 2-air press, 3-electric control mainboard, 4-battery, 5-first electromagnetic valve, 6-second electromagnetic valve, 7-two-way valve, 8-relay valve, 9-first pressure sensor, 10-second pressure sensor, 11-action valve, 12-main control valve, 13-auxiliary air cylinder, 14-intermediate, 15-slowing air cylinder, 16-pressure reducing air cylinder, 17-pressure limiting valve, 18-brake cylinder, 19-sensing valve, 20-pre-control pressure, 21-air source, 22-first atmosphere outlet, 23-second atmosphere outlet, 24-train pipe, 25-electromagnetic valve control line and 26-sensor control line.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Examples
Referring to fig. 1, the present embodiment provides a control system for an electric pneumatic brake valve of a railway wagon, which includes a brake release actuator 1 and an air press 2;
the brake release actuator 1 has an electric control main board 3, a battery 4, a first electromagnetic valve 5, a second electromagnetic valve 6, a two-way valve 7, a relay valve 8, a first pressure sensor 9, a second pressure sensor 10, and an apply valve 11;
the air press machine 2 is provided with a main control valve 12, an auxiliary air cylinder 13, an intermediate body 14, a damping air cylinder 15, a pressure reducing air cylinder 16, a pressure limiting valve 17, a brake cylinder 18 and a sensing valve 19;
the electric control main board 3 and the battery 4 are respectively connected with a first electromagnetic valve 5 and a second electromagnetic valve 6 through an electromagnetic valve control line 25, the electric control main board 3 and the battery 4 are also respectively connected with a first pressure sensor 9 and a second pressure sensor 10 through a sensor control line 26, an auxiliary air cylinder 13, the first electromagnetic valve 5 and a relay valve 8 are mutually connected in series through a compressed air passage, the second electromagnetic valve 6 is connected with the compressed air passage between the first electromagnetic valve 5 and the relay valve 8 through a compressed air passage, the second electromagnetic valve 6 is also connected with an action valve 11 through a compressed air passage, the first pressure sensor 9 is connected with the compressed air passage between the first electromagnetic valve 5 and the relay valve 8 through a compressed air passage, the second pressure sensor 10 is connected with a two-way valve 7 through a compressed air passage, and the relay valve 8 is connected with the compressed air passage between the two-way valve 7 and the second pressure sensor 10 through a compressed air passage;
the main control valve 12 is connected with the intermediate body 14 through a compressed air passage, the intermediate body 14 is respectively connected with the damping air cylinder 15, the auxiliary air cylinder 13 and the two-way valve 7 through the compressed air passage, and the action valve 11 is connected with the compressed air passage between the intermediate body 14 and the two-way valve 7 through the compressed air passage;
the two-way valve 7 is connected with a pressure limiting valve 17 through a compressed air passage, the pressure limiting valve 17 is respectively connected with a pressure reducing air cylinder 16 and a brake cylinder 18 through a compressed air passage, and a sensing valve 19 is respectively connected with a compressed air passage between the pressure reducing air cylinder 16 and the brake cylinder 18 through a compressed air passage and a compressed air passage between the pressure limiting valve 17 and the brake cylinder 18.
The control system of the electric pneumatic brake valve of the railway wagon disclosed by the embodiment controls the pressure of the brake cylinder 18 through the first electromagnetic valve 5 and the second electromagnetic valve 6, so that the control system of the electric pneumatic brake valve of the railway wagon has the beneficial effects that the main control valve 12 is used for braking and relieving the high wave speed, and can relieve in stages and the longitudinal impulse of a long and large train is small.
Referring to fig. 1, when the electric control main board 3 receives a braking instruction, the first electromagnetic valve 5 and the second electromagnetic valve 6 perform corresponding actions and feed back the pilot pressure 20 and the pressure of the brake cylinder 18 to the electric control main board 3, and an operator can clearly know the values of the pilot pressure 20 and the pressure of the brake cylinder 18 in each period of time through the electric control main board 3, which is beneficial to precise control.
The two-way valve 7 controls the wind pressure from the main control valve 12 and the relay valve 8 to enter the brake cylinder 18, and the wind pressure of the main control valve 12 and the wind pressure of the relay valve 8 are adjusted through the two-way valve 7 to enter the brake cylinder 18, so that the wind pressure entering the brake cylinder 18 can be adjusted to be the main control valve 12 or the relay valve 8 through the two-way valve 7 according to requirements.
The relay valve 8 outputs a wind pressure equal to the pilot pressure 20 to the brake cylinder 18 with the pilot pressure 20 as a signal source and the sub reservoir 13 as a wind source 21, and when the pilot pressure 20 is lowered or 0 is relieved, the wind pressure of the brake cylinder 18 can be discharged to the atmosphere.
The first electromagnetic valve 5 is connected with the auxiliary air cylinder 13 and the pilot pressure 20 of the relay valve 8, the first electromagnetic valve 5 is closed when power is supplied, and the first electromagnetic valve 5 is opened when power is lost; the second solenoid valve 6 is connected and is controlled pressure 20 and first atmosphere discharge port 22 in advance, and the second solenoid valve 6 is electrified and is opened, and the second solenoid valve 6 loses the electricity and closes, through the first solenoid valve 5 of control and the second solenoid valve 6 the electricity that gets with lose the point, can effectual control the opening and shutting of first solenoid valve 5 and second solenoid valve 6, and then the arbitrary regulation of the wind pressure size of being convenient for.
Referring to fig. 1, after the electro-pneumatic brake, the electro-pneumatic brake is partially failed, and the pressure air in the brake cylinder 18 cannot be relieved through the electro-pneumatic brake, at this time, the pressure is reduced by using the train pipe 24, the brake is performed through the main control valve 12, the pre-control pressure 20 of the relay valve 8 is exhausted through the second atmosphere exhaust port 23 connected to the service valve 11 by using the pressure air which is about to flow into the brake cylinder 18 and is coming from the main control valve 12 as the signal pressure, and the electro-pneumatic brake can be relieved.
When the electric control main board 3 receives the relieving instruction, the train pipe 24 continuously inflates the auxiliary reservoir 13, the first electromagnetic valve 5 is disconnected after power failure, the second electromagnetic valve 6 is closed after power is supplied, the pre-control pressure 20 is relieved, the relay valve 8 immediately exhausts the air pressure of the brake cylinder 18, and when the railway wagon does not need braking, the air pressure of the brake cylinder 18 can be exhausted to the atmosphere through the first atmosphere exhaust port 22 connected with the second electromagnetic valve 6.
When the electric control main board 3 receives a braking instruction, the electric control main board 3 controls the first electromagnetic valve 5 to be powered on and opened discontinuously according to the instruction until the pressure of the brake cylinder 18 reaches a target value, so that the condition that the railway wagon needs to start braking slowly is facilitated.
When the electric control main board 3 receives an emergency braking instruction, the electric control main board 3 controls the first electromagnetic valve 5 to be continuously electrified and opened according to the instruction until the pre-control pressure 20 is increased to the maximum, so that the emergency braking condition required by the railway freight car is facilitated.
When the electric control main board 3 receives a pressure maintaining instruction, the electric control main board 3 controls the first electromagnetic valve 5 and the second electromagnetic valve 6 to be closed, so that the brake cylinder 18 is located at a pressure maintaining position, and therefore when the railway wagon is stopped statically, the brake cylinder 18 always maintains pressure, and the railway wagon is not easy to displace.
In the present embodiment, the brake release actuator 1 is adapted to the main control valve 12, and uses the sub reservoir 13 as the wind source 21, and does not require the train pipe 24 to reduce pressure and charge air as a brake command.
In the present embodiment, the pressure of the brake cylinder 18 is indirectly controlled by controlling the pilot pressure 20 of the relay valve 8 by the first solenoid valve 5 and the second solenoid valve 6.
In this embodiment, each component can be connected to the integrated board by a sealing ring and a bolt, so as to ensure the tightness of component connection, thereby reducing the occurrence of faults.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A control system of railway freight car electropneumatic brake valve which characterized in that:
comprises a brake release actuating mechanism and an air press;
the brake release actuating mechanism is provided with an electric control main board, a battery, a first electromagnetic valve, a second electromagnetic valve, a two-way valve, a relay valve, a first pressure sensor, a second pressure sensor and an action valve;
the air press is provided with a main control valve, an auxiliary air cylinder, an intermediate body, a damping air cylinder, a pressure reducing air cylinder, a pressure limiting valve, a brake cylinder and a sensing valve;
the electric control main board and the battery are respectively connected with the first electromagnetic valve and the second electromagnetic valve through electromagnetic valve control lines, the electric control main board and the battery are further respectively connected with the first pressure sensor and the second pressure sensor through sensor control lines, the auxiliary air cylinder, the first electromagnetic valve and the relay valve are connected in series through a compressed air passage, the second electromagnetic valve is connected with the compressed air passage between the first electromagnetic valve and the relay valve through a compressed air passage, the second electromagnetic valve is further connected with the acting valve through a compressed air passage, the first pressure sensor is connected with the compressed air passage between the first electromagnetic valve and the relay valve through a compressed air passage, the second pressure sensor is connected with the two-way valve through a compressed air passage, and the relay valve is connected with the compressed air passage between the two-way valve and the second pressure sensor through a compressed air passage;
the main control valve is connected with the intermediate body through a compressed air passage, the intermediate body is respectively connected with a damping air cylinder, an auxiliary air cylinder and a two-way valve through compressed air passages, and the acting valve is connected with the compressed air passage between the intermediate body and the two-way valve through a compressed air passage;
the two-way valve is connected with a pressure limiting valve through a compressed air passage, the pressure limiting valve is respectively connected with the pressure reducing air cylinder and the brake cylinder through a compressed air passage, and the sensing valve is respectively connected with the compressed air passage between the pressure reducing air cylinder and the brake cylinder and the compressed air passage between the pressure limiting valve and the brake cylinder through a compressed air passage.
2. A control system for a railway freight car electro-pneumatic brake valve according to claim 1, wherein:
the electric control main board receives a braking instruction, and the first electromagnetic valve and the second electromagnetic valve execute corresponding actions and feed back pre-control pressure and brake cylinder pressure to the electric control main board.
3. A control system for a railway freight car electro-pneumatic brake valve according to claim 1, wherein:
the two-way valve controls the wind pressure from the main control valve and the relay valve to enter the brake cylinder.
4. A control system for a railway freight car electro-pneumatic brake valve according to claim 2, wherein:
and the relay valve takes the pre-control pressure as a signal source and the auxiliary air cylinder as an air source and outputs air pressure equal to the pre-control pressure to the brake cylinder.
5. A control system for a railway freight car electro-pneumatic brake valve according to claim 2, wherein:
the first electromagnetic valve is connected with the auxiliary reservoir and the pre-control pressure of the relay valve, the first electromagnetic valve is powered on and closed, and the first electromagnetic valve is powered off and opened;
the second electromagnetic valve is connected with the pre-control pressure and the first atmosphere exhaust port, the second electromagnetic valve is powered on and opened, and the second electromagnetic valve is powered off and closed.
6. The control system for the electric pneumatic brake valve of a railway freight car according to claim 2, wherein:
after the electro-pneumatic brake is performed, the electro-pneumatic brake part fails, pressure air of the brake cylinder cannot be relieved through the electro-pneumatic part, at the moment, a train pipe is used for reducing pressure, the brake is performed through the main control valve, the pressure air which is about to flow into the brake cylinder and is sent from the main control valve serves as signal pressure, the pilot control pressure of the relay valve is exhausted through a second atmosphere exhaust port connected with the acting valve, and the electro-pneumatic brake can be relieved.
7. The control system for the electric pneumatic brake valve of a railway freight car according to claim 2, wherein:
when the electric control main board receives the relieving instruction, the train pipe continuously inflates the auxiliary air cylinder, the first electromagnetic valve is disconnected in a power-off mode, the second electromagnetic valve is closed in a power-on mode, the pre-control pressure is relieved, and the relay valve immediately discharges the air pressure of the brake cylinder.
8. The control system for the electric pneumatic brake valve of a railway freight car according to claim 1, wherein:
when the electric control main board receives a braking instruction, the electric control main board controls the first electromagnetic valve to be powered on and opened discontinuously according to the instruction until the pressure of the brake cylinder reaches a target value.
9. A control system for a railway freight car electro-pneumatic brake valve according to claim 2, wherein:
when the electric control main board receives an emergency braking instruction, the electric control main board controls the first electromagnetic valve to be continuously electrified and opened according to the instruction until the pre-control pressure is increased to the maximum.
10. The control system for the electric pneumatic brake valve of a railway freight car according to claim 1, wherein:
when the electric control main board receives a pressure maintaining instruction, the electric control main board controls the first electromagnetic valve and the second electromagnetic valve to be closed, so that the brake cylinder is located at a pressure maintaining position.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210882654.6A CN115214583B (en) | 2022-07-26 | 2022-07-26 | Control system of electric air brake valve of railway wagon |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210882654.6A CN115214583B (en) | 2022-07-26 | 2022-07-26 | Control system of electric air brake valve of railway wagon |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115214583A true CN115214583A (en) | 2022-10-21 |
| CN115214583B CN115214583B (en) | 2023-09-22 |
Family
ID=83613333
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210882654.6A Active CN115214583B (en) | 2022-07-26 | 2022-07-26 | Control system of electric air brake valve of railway wagon |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115214583B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116678649A (en) * | 2023-06-07 | 2023-09-01 | 眉山中车制动科技股份有限公司 | Air brake system of multi-system single-vehicle test platform of railway wagon |
Citations (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0278928A1 (en) * | 1987-02-13 | 1988-08-17 | WABCO WESTINGHOUSE COMPAGNIA FRENI S.p.A. | System for controlling the automatic brakes of a railway vehicle, by means of electrical signal transmission |
| EP0321987A2 (en) * | 1987-12-23 | 1989-06-28 | SAB WABCO S.p.A. | Railroad train brake control system |
| WO2006122374A1 (en) * | 2005-05-20 | 2006-11-23 | Queensland Rail | Electronically controlled pneumatic brake system |
| EP1879779A2 (en) * | 2005-05-11 | 2008-01-23 | New York Air Brake Corporation | Last car breakaway protection system |
| US20090256416A1 (en) * | 2006-08-31 | 2009-10-15 | Uwe Bensch | Brake system for a vehicle |
| CN201882072U (en) * | 2010-12-08 | 2011-06-29 | 中国铁道科学研究院机车车辆研究所 | Electro-pneumatic braking system |
| CN202508109U (en) * | 2012-03-27 | 2012-10-31 | 南车株洲电力机车有限公司 | System capable of comparing and controlling locomotive brake cylinder pressure |
| CN102963390A (en) * | 2012-05-31 | 2013-03-13 | 南京浦镇海泰制动设备有限公司 | Brake control device for railway carriages |
| EP3365207A1 (en) * | 2015-10-21 | 2018-08-29 | CNH Industrial Italia S.P.A. | A powered vehicle including a sahr brake |
| CN109263681A (en) * | 2018-11-15 | 2019-01-25 | 中车株洲电力机车有限公司 | A kind of electro-pneumatic brake |
| CN109955865A (en) * | 2017-12-26 | 2019-07-02 | 辽宁汉普科技有限公司 | A kind of electric control motivation for remote controlled locomotives |
| CN110667638A (en) * | 2019-10-17 | 2020-01-10 | 青岛思锐科技有限公司 | Air brake control unit, brake control system and brake control method |
| CN111284522A (en) * | 2019-12-31 | 2020-06-16 | 中国国家铁路集团有限公司 | Train braking system and braking control method |
| CN111634304A (en) * | 2019-03-01 | 2020-09-08 | 中车青岛四方车辆研究所有限公司 | Locomotive brake control system and control method |
| CN113002584A (en) * | 2021-03-31 | 2021-06-22 | 中车青岛四方车辆研究所有限公司 | Locomotive brake cylinder and mean pipe pressure control system and control method |
| CN113212405A (en) * | 2021-06-01 | 2021-08-06 | 中车青岛四方车辆研究所有限公司 | Locomotive backup brake device, control method thereof and locomotive |
| CN113602247A (en) * | 2021-08-13 | 2021-11-05 | 眉山中车制动科技股份有限公司 | Electronic brake control valve for railway wagon and control method |
-
2022
- 2022-07-26 CN CN202210882654.6A patent/CN115214583B/en active Active
Patent Citations (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0278928A1 (en) * | 1987-02-13 | 1988-08-17 | WABCO WESTINGHOUSE COMPAGNIA FRENI S.p.A. | System for controlling the automatic brakes of a railway vehicle, by means of electrical signal transmission |
| EP0321987A2 (en) * | 1987-12-23 | 1989-06-28 | SAB WABCO S.p.A. | Railroad train brake control system |
| EP1879779A2 (en) * | 2005-05-11 | 2008-01-23 | New York Air Brake Corporation | Last car breakaway protection system |
| WO2006122374A1 (en) * | 2005-05-20 | 2006-11-23 | Queensland Rail | Electronically controlled pneumatic brake system |
| US20090256416A1 (en) * | 2006-08-31 | 2009-10-15 | Uwe Bensch | Brake system for a vehicle |
| CN201882072U (en) * | 2010-12-08 | 2011-06-29 | 中国铁道科学研究院机车车辆研究所 | Electro-pneumatic braking system |
| CN202508109U (en) * | 2012-03-27 | 2012-10-31 | 南车株洲电力机车有限公司 | System capable of comparing and controlling locomotive brake cylinder pressure |
| CN102963390A (en) * | 2012-05-31 | 2013-03-13 | 南京浦镇海泰制动设备有限公司 | Brake control device for railway carriages |
| EP3365207A1 (en) * | 2015-10-21 | 2018-08-29 | CNH Industrial Italia S.P.A. | A powered vehicle including a sahr brake |
| CN109955865A (en) * | 2017-12-26 | 2019-07-02 | 辽宁汉普科技有限公司 | A kind of electric control motivation for remote controlled locomotives |
| CN109263681A (en) * | 2018-11-15 | 2019-01-25 | 中车株洲电力机车有限公司 | A kind of electro-pneumatic brake |
| CN111634304A (en) * | 2019-03-01 | 2020-09-08 | 中车青岛四方车辆研究所有限公司 | Locomotive brake control system and control method |
| CN110667638A (en) * | 2019-10-17 | 2020-01-10 | 青岛思锐科技有限公司 | Air brake control unit, brake control system and brake control method |
| CN111284522A (en) * | 2019-12-31 | 2020-06-16 | 中国国家铁路集团有限公司 | Train braking system and braking control method |
| CN113002584A (en) * | 2021-03-31 | 2021-06-22 | 中车青岛四方车辆研究所有限公司 | Locomotive brake cylinder and mean pipe pressure control system and control method |
| CN113212405A (en) * | 2021-06-01 | 2021-08-06 | 中车青岛四方车辆研究所有限公司 | Locomotive backup brake device, control method thereof and locomotive |
| CN113602247A (en) * | 2021-08-13 | 2021-11-05 | 眉山中车制动科技股份有限公司 | Electronic brake control valve for railway wagon and control method |
Non-Patent Citations (2)
| Title |
|---|
| 章义: "两种停放制动控制方式的原理与分析", 《城市轨道交通研究》, pages 123 - 126 * |
| 韩建龙: "铁路工程机械制动系统集成研究与应用", 《中国优秀硕士学位论文全文数据库（电子期刊）工程科技II辑》 * |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116678649A (en) * | 2023-06-07 | 2023-09-01 | 眉山中车制动科技股份有限公司 | Air brake system of multi-system single-vehicle test platform of railway wagon |
| CN116678649B (en) * | 2023-06-07 | 2024-05-24 | 眉山中车制动科技股份有限公司 | Air brake system of multi-system single-vehicle test platform of railway wagon |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115214583B (en) | 2023-09-22 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP3636504B1 (en) | A system for controlling backup air brake for a locomotive | |
| EP3828054B1 (en) | Electric-air brake | |
| CN102963347B (en) | Air brake system for automatic program management (APM) vehicle | |
| CN110667638B (en) | Air brake control unit, brake control system and brake control method | |
| CN109383554B (en) | Centralized brake control system and method for control train and brake control system for motor train unit | |
| CN107921941B (en) | Electric parking brake device with additional energy supply | |
| CN109353369B (en) | Rail vehicle rescue braking system and control method | |
| CN108482416B (en) | JZ-7 type air brake electric control proportional valve closed loop stepless braking device | |
| CN209037583U (en) | A kind of rail vehicle rescue parking brake control system | |
| WO2021097970A1 (en) | Emergency brake control device, emergency brake system, and rail vehicle | |
| CN104260745A (en) | Motor train unit brake control unit | |
| US20240246521A1 (en) | Parking brake control method for electromechanical brake system of urban rail vehicle | |
| CN110816502A (en) | Intelligent parking EPB valve system, EPB valve assembly and intelligent parking control method for commercial vehicle | |
| CN115214583A (en) | Control system of railway freight car electro-pneumatic brake valve | |
| CN104228867A (en) | Method and system for separate relief of pressure of locomotive braking cylinder | |
| WO2023273399A1 (en) | System and method for improving mitigation performance of heavy-duty train | |
| CN113602247A (en) | Electronic brake control valve for railway wagon and control method | |
| CN110525406B (en) | Electromagnetic air braking system of low-speed traction locomotive and implementation method thereof | |
| CN211918639U (en) | Load adjusting module and train brake control system | |
| CN106476775B (en) | Locomotive air brake system and locomotive | |
| CN109335027B (en) | Parking brake control system and control method for railway vehicle rescue | |
| CN108622060B (en) | Electric control air brake bridge valve | |
| CN216359959U (en) | Half-power rail vehicle moving shaft braking interlocking control device | |
| EP4011728B1 (en) | Brake control system for a rail car | |
| CN113184008B (en) | Backup brake control system and locomotive |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |