CN115675563A - Unpowered loopback control system adaptive to motor train unit and locomotive and vehicle thereof - Google Patents
Unpowered loopback control system adaptive to motor train unit and locomotive and vehicle thereof Download PDFInfo
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- CN115675563A CN115675563A CN202211186696.2A CN202211186696A CN115675563A CN 115675563 A CN115675563 A CN 115675563A CN 202211186696 A CN202211186696 A CN 202211186696A CN 115675563 A CN115675563 A CN 115675563A
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Abstract
The invention discloses an unpowered loopback control system adaptive to a motor train unit and a locomotive and a vehicle thereof, and particularly relates to a system which meets the braking pressure requirement of a motor train unit power vehicle by adjusting a first pressure reducing valve, meets the braking pressure requirement of the locomotive by adjusting a second pressure reducing valve, gives consideration to the reliability of two unpowered loopback simultaneously, and realizes redundant control by the pilot control pressure of a double-diaphragm relay valve. Compared with the prior art, the invention has the beneficial effects that: wide application range and reliable control mode.
Description
Technical Field
The invention belongs to the field of unpowered loopback control systems, and particularly relates to a unpowered loopback control system adaptive to a motor train unit and a locomotive and a vehicle thereof.
Background
The maximum pressure of a brake cylinder of a locomotive is usually limited below 250kPa at present, the main purpose is to prevent the brake force of the locomotive from being inconsistent with the brake force of a truck of a rear marshalling when the locomotive is braked, and large impulse is generated, and the technical requirement continues to the locomotive produced at present and a brake system matched with the locomotive.
However, due to the consideration of various factors such as passenger transport, train deceleration, axle load, trailer braking force and the like, the newly developed power centralized electric motor train unit power vehicle needs to cancel the pressure limitation of the brake cylinder, requires higher reliability in the unpowered return process, and avoids the failure in the unpowered return process, thereby delaying the on-line application or warehousing maintenance of the electric motor train unit for a long time.
The existing brake system can not meet the requirements, so that an unpowered loopback control system is redesigned, and the unpowered loopback control system is not only suitable for a power-concentrated motor train unit power vehicle, but also suitable for the existing locomotive.
Disclosure of Invention
The details of one or more embodiments of the invention are set forth in the accompanying drawings and the description below to provide a more concise and understandable description of the invention.
The invention provides an unpowered loopback control system adaptive to a motor train unit and a locomotive and a vehicle thereof, which are not only suitable for a motor train unit power vehicle with concentrated power, but also suitable for the existing locomotive.
The invention discloses a powerless loopback control system adaptive to a motor train unit and a locomotive, which comprises
The system comprises a brake air cylinder, an acting air cylinder, an auxiliary cock, a first two-way valve, a double-diaphragm relay valve, a brake cylinder, a switching unit and an electronic distribution valve;
wherein,
the air inlet of the double-diaphragm relay valve is connected with the brake air cylinder, the air outlet of the double-diaphragm relay valve is connected with the brake cylinder, and the double-diaphragm relay valve is provided with a first pre-control pressure port of the double-diaphragm relay valve and a second pre-control pressure port of the double-diaphragm relay valve;
comparing the pressure of the first pre-control pressure port of the double-diaphragm relay valve with the pressure of the second pre-control pressure port of the double-diaphragm relay valve, and outputting the large value to the brake cylinder;
an auxiliary cock, further comprising
The auxiliary plug valve first air inlet is connected with the brake air cylinder, and a first pressure reducing valve is arranged between the auxiliary plug valve first air inlet and the brake air cylinder;
the auxiliary valve first air outlet is connected with the second pre-control pressure port of the double-diaphragm relay valve and communicated with the auxiliary valve first air outlet or the auxiliary valve first air inlet through a switching conduction pipeline;
the auxiliary cock first exhaust port is connected with the atmosphere;
the auxiliary plug door second air inlet I is connected with the acting air cylinder;
the auxiliary plug valve second air outlet is connected with the first pre-control pressure port of the double-diaphragm relay valve and is communicated with the auxiliary plug valve second air inlet I or the auxiliary plug valve second air inlet II through a switching and conducting pipeline;
a second air inlet II of the auxiliary plug door;
a first two-way valve, further comprising
The first two-way valve first air inlet is arranged between the first reducing valve and the auxiliary plug valve first air inlet;
the second air inlet of the first two-way valve is arranged between the acting air cylinder and the second air inlet I of the auxiliary plug valve;
the air outlet of the first two-way valve is communicated with the second air inlet II of the auxiliary plug valve, and a second reducing valve is arranged between the air outlet of the first two-way valve and the second air inlet II of the auxiliary plug valve;
the pressure of the first air inlet of the first two-way valve and the pressure of the second air inlet of the first two-way valve are compared, and a large value is output from the air outlet of the first two-way valve;
the switching unit is arranged between the first pre-control pressure port of the double-diaphragm relay valve and the second air outlet of the auxiliary plug valve and is connected with the electronic distribution valve;
under the power-off state of the switching unit, a second air outlet of the auxiliary plug valve is communicated with a first pre-control pressure port of the double-diaphragm relay valve;
when the switching unit is in an electrified state, the electronic distribution valve is communicated with the first pre-control pressure port of the double-diaphragm relay valve.
In some embodiments, the switching unit comprises
A second two-position three-way reversing valve and a second two-position three-way electromagnetic valve;
a second two-position three-way reversing valve, further comprising
The first air inlet of the second two-position three-way reversing valve is connected with the second air outlet of the auxiliary plug valve;
the air outlet of the second two-position three-way reversing valve is connected with the first pre-control pressure port of the double-diaphragm relay valve;
the second air inlet of the second two-position three-way reversing valve is connected with the electronic distribution valve;
the second two-position three-way reversing valve pre-controls a pressure port;
a second two-position three-way solenoid valve, further comprising
The second two-position three-way electromagnetic valve air inlet is connected with the brake air cylinder;
the gas outlet of the second two-position three-way electromagnetic valve is connected with the pre-control pressure port of the second two-position three-way reversing valve;
the second two-position three-way electromagnetic valve exhaust port is connected with the atmosphere;
the second two-position three-way electromagnetic valve is powered off, the gas outlet of the second two-position three-way electromagnetic valve is communicated with the gas outlet of the second two-position three-way electromagnetic valve, and the pressure at the pressure pre-control port of the second two-position three-way reversing valve is free from pressure, so that the first gas inlet of the second two-position three-way reversing valve is communicated with the gas outlet of the second two-position three-way reversing valve;
the second two-position three-way electromagnetic valve is electrified, the air inlet of the second two-position three-way electromagnetic valve is communicated with the air outlet of the second two-position three-way electromagnetic valve, and the pre-control pressure port of the second two-position three-way reversing valve is provided with pressure, so that the air outlet of the second two-position three-way reversing valve is communicated with the second air inlet of the second two-position three-way reversing valve.
In some embodiments, further comprising a trainless train pipe and a first two-position three-way reversing valve;
the first two-position three-way reversing valve further comprises
The first two-position three-way reversing valve air inlet is connected with the air outlet of the first reducing valve;
the air outlet of the first two-position three-way reversing valve is connected with a first air inlet of the auxiliary plug valve and a first air inlet of the first two-way valve;
the exhaust port of the first two-position three-way reversing valve is connected with the atmosphere;
the first two-position three-way reversing valve pre-control pressure port is connected with a train pipe without train;
the pressure of the train pipe without the train is larger than a pressure threshold value arranged at a pre-control pressure port of the first two-position three-way reversing valve, and an air outlet of the first two-position three-way reversing valve is communicated with an air outlet of the first two-position three-way reversing valve;
the pressure of the train pipe without the train is smaller than a pressure threshold value arranged at a pre-control pressure port of the first two-position three-way reversing valve, and an air inlet of the first two-position three-way reversing valve is communicated with an air outlet of the first two-position three-way reversing valve.
In some embodiments, further comprising a trainless mean tube and a second bi-directional valve;
a second two-way valve, further comprising
A second two-way valve first inlet connected to the rail-less vehicle averaging pipe;
the second air inlet of the second two-way valve is connected with the air outlet of the second two-position three-way reversing valve;
the air outlet of the second bidirectional valve is connected with the first pre-control pressure port of the double-diaphragm relay valve;
and the pressure of the first air inlet of the second two-way valve and the pressure of the second air inlet of the second two-way valve are compared, and the large value is output from the air outlet of the second two-way valve.
In some embodiments, a train-free pipe and a train-free averaging pipe are externally connected with a train-free door;
a fireless door, further comprising
The first air inlet of the flameless door is connected with a train pipe of a train;
the first air outlet of the flameless valve is connected with the braking air cylinder, and a one-way valve is arranged on a connecting pipeline of the flameless valve;
the second air inlet of the flameless door is connected with the average pipe of the flameless vehicle;
and the second exhaust port of the flameless valve is connected with the atmosphere.
In some embodiments, further comprising a working reservoir and a mechanical distribution valve;
a mechanical dispensing valve, further comprising
The first interface is connected with a train pipe without a train;
the second interface is connected with the working air cylinder;
and the third interface is connected with the acting air cylinder.
In some embodiments, a reverse pilot valve is connected in parallel across the second pressure reducing valve.
In some embodiments, no train pipe is provided with a filter.
In some embodiments, a master reservoir is also included; the main air cylinder is connected with the braking air cylinder, and a one-way valve is arranged on a connecting pipeline of the main air cylinder and the braking air cylinder.
A vehicle comprising the control system of any of the above.
Compared with the prior art, the invention has the following beneficial effects:
1. the invention can be applied to the unpowered loopback of the power motor train unit with concentrated power (the limit of the brake cylinder pressure below 250kPa is cancelled), and can be applied to the unpowered loopback of the locomotive (the limit of the brake cylinder pressure below 250kPa is met). When the non-power plug valve is suitable for the non-power return of a power vehicle, the non-fire plug valve is arranged at a non-fire position, and the auxiliary plug valve is arranged at a normal position; when the non-power plug valve is suitable for the non-power return of a locomotive, the non-fire plug valve is arranged at a non-fire position, and the auxiliary plug valve is arranged at a non-fire position.
2. The brake cylinder relay valve is suitable for unpowered loopback of a power vehicle or a locomotive, redundant control of the pilot pressure of the brake cylinder relay valve is realized, brake failure caused by failure of the pilot pressure of a single brake cylinder during unpowered loopback is prevented, and the reliability of unpowered loopback is improved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and not to limit the invention.
FIG. 1 is a schematic view of the present invention.
Description of the drawings: the system comprises a train pipe 1 without a train, a train average pipe 2 without a train, a non-fire cock 3, a main air cylinder 4, a brake air cylinder 5, a working air cylinder 6, a working air cylinder 7, a mechanical distribution valve 8, a first pressure reducing valve 9, a first two-position three-way reversing valve 10, an auxiliary cock 11, a second pressure reducing valve 12, a first two-way valve 13, a second two-position three-way reversing valve 14, a second two-way valve 15, a double-diaphragm relay valve 16, a brake cylinder 17, an electronic distribution valve 18, a second two-position three-way electromagnetic valve 19, a one-way valve 20, a reverse direction valve 21, a first air inlet 301 of the non-fire cock, a first air outlet 302 of the non-fire cock, a first blocking opening 303 of the non-fire cock, a second air inlet 304 of the non-fire cock, a second air outlet 305 of the non-fire cock, a second blocking opening 306, a first two-position three-way reversing valve, an air outlet 1002 of the first two-position three-way reversing valve, an air outlet 1003 of the first two-way reversing valve a first two-position three-way reversing valve pilot pressure port 1004, an auxiliary plug valve first air inlet 1101, an auxiliary plug valve first air outlet 1102, an auxiliary plug valve first air outlet 1103, an auxiliary plug valve second air inlet I1104, an auxiliary plug valve second air outlet 1105, an auxiliary plug valve second air inlet II 1106, a first two-way valve first air inlet 1301, a first two-way valve second air inlet 1302, a first two-way valve air outlet 1303, a second two-position three-way reversing valve first air inlet 1401, a second two-position three-way reversing valve air outlet 1402, a second two-position three-way reversing valve second air inlet 1403, a second two-position three-way reversing valve pilot pressure port 1404, a second two-way valve first air inlet 1501, a second two-way valve second air inlet 1502, a second two-way valve air outlet 1503, a two-diaphragm relay valve first pilot pressure port 1601, a two-diaphragm relay valve second pilot pressure port 1602, a two-diaphragm relay valve air inlet 1603, a two-diaphragm relay valve inlet 1603, a two-relay valve inlet 1503, a two-relay valve pre-control pressure port 1404, a two-relay valve inlet 1602, a two-relay valve inlet 1603, a two-relay valve outlet, A double-diaphragm relay valve air outlet 1604, a second two-position three-way solenoid valve air inlet 1901, a second two-position three-way solenoid valve air outlet 1902, and a second two-position three-way solenoid valve air outlet 1903.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments provided by the present invention, belong to the protection scope of the present invention.
It is obvious that the drawings in the following description are only examples or embodiments of the invention, from which it is possible for a person skilled in the art, without inventive effort, to apply the invention also in other similar contexts. Moreover, it should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another.
Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the invention. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is to be expressly and implicitly understood by one of ordinary skill in the art that the described embodiments of the present invention may be combined with other embodiments without conflict.
As shown in fig. 1, an unpowered loopback control system adapted for multiple units and locomotives comprises a brake air cylinder 5, an acting air cylinder 7, an auxiliary cock 11, a first two-way valve 13, a double-diaphragm relay valve 16, a brake cylinder 17, a switching unit and an electronic distribution valve 18; the double-diaphragm relay valve air inlet of the double-diaphragm relay valve 16 is connected with the brake air cylinder 5, the double-diaphragm relay valve air outlet 1604 of the double-diaphragm relay valve 16 is connected with the brake cylinder 17, and the double-diaphragm relay valve 16 is provided with a double-diaphragm relay valve first pre-control pressure port 1601 and a double-diaphragm relay valve second pre-control pressure port 1602; comparing the pressure of the first pre-control pressure port 1601 of the double-diaphragm relay valve and the pressure of the second pre-control pressure port 1602 of the double-diaphragm relay valve, and outputting the large value to the brake cylinder 17;
the auxiliary choke 11 comprises an auxiliary choke first air inlet 1101, an auxiliary choke first air outlet 1102, an auxiliary choke first air outlet 1103, an auxiliary choke second air inlet I1104, an auxiliary choke second air outlet 1105 and an auxiliary choke second air inlet II 1106.
The auxiliary plug first air inlet 1101 is connected with the brake air cylinder 5, and a first pressure reducing valve 9 is arranged between the auxiliary plug first air inlet and the brake air cylinder; the auxiliary valve first outlet 1102 is connected to the second pilot pressure port 1602 of the dual diaphragm relay valve, and is connected to the auxiliary valve first outlet 1103 or the auxiliary valve first inlet 1101 through a switching conducting pipeline, so as to perform gas path switching. The auxiliary choke first exhaust port 1103 is connected to atmosphere; the second air inlet I1104 of the auxiliary plug door is connected with the acting air cylinder 7; the second auxiliary plug air outlet 1105 is connected with the first pre-control pressure port 1601 of the double-diaphragm relay valve and communicated with the second auxiliary plug air inlet I1104 or the second auxiliary plug air inlet II 1106 through a switching conduction pipeline so as to perform air path switching.
The first two-way valve 13 includes a first two-way valve first inlet port 1301, a first two-way valve second inlet port 1302, and a first two-way valve outlet port 1303.
A first two-way valve first inlet port 1301 is provided between the first pressure reducing valve 9 and the auxiliary plug first inlet port 1101; the second inlet 1302 of the first two-way valve is arranged between the acting air cylinder 7 and the second inlet I1104 of the auxiliary plug valve; the first two-way valve air outlet 1303 is communicated with the auxiliary plug second air inlet II 1106, and a second pressure reducing valve 12 is arranged between the two. The compared pressures of the first two-way valve first air inlet 1301 and the first two-way valve second air inlet 1302 are output from the first two-way valve air outlet 1303;
the switching unit is arranged between the first pre-control pressure port 1601 of the double-diaphragm relay valve and the second air outlet 1105 of the auxiliary plug valve and is connected with the electronic distribution valve 18; under the power-off state of the switching unit, the second air outlet 1105 of the auxiliary plug valve is communicated with the first pre-control pressure port 1601 of the double-diaphragm relay valve; when the switching unit is in an electrified state, the electronic distribution valve 18 is communicated with the first pre-control pressure port 1601 of the double-diaphragm relay valve.
In some embodiments, the switching unit comprises a second two-position three-way reversing valve 14 and a second two-position three-way solenoid valve 19.
The second two-position three-way directional valve 14 comprises a second two-position three-way directional valve first air inlet 1401, a second two-position three-way directional valve air outlet 1402, a second two-position three-way directional valve second air inlet 1403 and a second two-position three-way directional valve pre-control pressure port 1404.
The first air inlet 1401 of the second two-position three-way reversing valve is connected with the second air outlet 1105 of the auxiliary plug valve; a second two-position three-way reversing valve air outlet 1402 is connected with a first pre-control pressure port 1601 of the double-diaphragm relay valve; the second inlet 1403 of the second two-position three-way reversing valve is connected to the electronic distribution valve 18.
The second two-position three-way solenoid valve 19 includes a second two-position three-way solenoid valve air inlet 1901, a second two-position three-way solenoid valve air outlet 1902, and a second two-position three-way solenoid valve air outlet 1903.
The second two-position three-way electromagnetic valve air inlet 1901 is connected with the brake air cylinder 5; the air outlet 1902 of the second two-position three-way solenoid valve is connected with a pre-control pressure port 1404 of a second two-position three-way reversing valve; the second two-position three-way solenoid valve exhaust port 1903 is connected to atmosphere.
When the second two-position three-way solenoid valve 19 is powered off, the air outlet 1902 of the second two-position three-way solenoid valve is communicated with the air outlet 1903 of the second two-position three-way solenoid valve, and no pressure is present at the pre-control pressure port 1404 of the second two-position three-way reversing valve, so that the first air inlet 1401 of the second two-position three-way reversing valve is communicated with the air outlet 1402 of the second two-position three-way reversing valve.
The second two-position three-way solenoid valve 19 is energized, the second two-position three-way solenoid valve air inlet 1901 is in communication with the second two-position three-way solenoid valve air outlet 1902, and the second two-position three-way reversing valve pre-control pressure port 1404 has pressure, so that the second two-position three-way reversing valve air outlet 1402 is in communication with the second two-position three-way reversing valve air inlet 1403.
In some embodiments, the train comprises a train tube 1 without train and a first two-position three-way reversing valve 10; the first two-position three-way reversing valve 10 further comprises a first two-position three-way reversing valve air inlet 1001, a first two-position three-way reversing valve air outlet 1002, a first two-position three-way reversing valve air outlet 1003 and a first two-position three-way reversing valve pre-control pressure port 1004; an air inlet 1001 of the first two-position three-way reversing valve is connected with an air outlet of a first reducing valve 9; the outlet 1002 of the first two-position three-way reversing valve is connected with a first inlet 1101 of an auxiliary plug valve and a first inlet 1301 of a first two-way valve; the exhaust port 1003 of the first two-position three-way reversing valve is connected with the atmosphere; the first two-position three-way reversing valve pre-control pressure port 1004 is connected with a train pipe 1 without train; the pressure of the train-free pipe 1 is greater than a pressure threshold value set by a first two-position three-way reversing valve pre-control pressure port 1004, and a first two-position three-way reversing valve air outlet 1002 is communicated with a first two-position three-way reversing valve air outlet 1003; the pressure of the train pipe 1 without the train is smaller than a pressure threshold value arranged at a pre-control pressure port 1004 of the first two-position three-way reversing valve, and an air inlet 1001 of the first two-position three-way reversing valve is communicated with an air outlet 1002 of the first two-position three-way reversing valve.
By arranging the first two-position three-way reversing valve 10, one emergency pressurization bypass is added, so that emergency braking or highest-level service braking is carried out under the normal use (non-fireless return mode) of a vehicle, the emergency pressurization bypass can output pressure in addition to the normal emergency braking pressure output by the electronic distribution valve 18, and the purpose is redundancy, so that the pressure of an emergency brake cylinder is prevented from being generated due to the failure of the electronic distribution valve in an emergency situation.
Normally, the pressure threshold of the first two-position three-way reversing valve pre-control pressure port 1004 is set to 110kPa, because the emergency pressurization bypass is allowed to be conducted only during emergency braking or highest-level service braking, and under the two braking conditions, the pressure of the train pipe does not exceed 100kPa, the switching pressure of the first two-position three-way reversing valve 10 is set to 110kPa and slightly exceeds 100kPa, when the pressure of the train pipe 1 without a train drops below 100kPa, the first two-position three-way reversing valve air inlet 1001 and the first two-position three-way reversing valve air outlet 1002 are conducted, and the emergency pressurization bypass can be put into use.
In some embodiments, a trainless vehicle averaging pipe 2 and a second two-way valve 15 are also included; a second two-way valve 15, further comprising a second two-way valve first inlet 1501, a second two-way valve second inlet 1502, a second two-way valve outlet 1503; the second two-way valve first inlet 1501 is connected to the trainless vehicle averaging pipe 2; the second two-way valve second inlet 1502 is connected to the second two-position three-way reversing valve outlet 1402; the second bi-directional valve outlet 1503 is connected to the dual diaphragm relay valve first pilot pressure port 1601. The compared pressures of the second two-way valve first inlet 1501 and the second two-way valve second inlet 1502 are output from the second two-way valve outlet 1503.
Under normal conditions (non-fireless loopback mode), when braking is applied, the pressureless vehicle mean pipe 2 is pressurized, and after the pressureless vehicle mean pipe 2 enters the second two-way valve first inlet 1501, its pressure is compared with the pressure of the second two-way valve second inlet 1502 and a larger pressure is output, which is a redundancy measure of the system to prevent the second two-way three-way reversing valve outlet 1402 from outputting no pressure.
In some embodiments, the train pipe without train 1 and the average pipe without train 2 are externally connected with a door without fire plug 3; the flameless plug door 3 further comprises a flameless plug door first air inlet 301, a flameless plug door first air outlet 302, a flameless plug door first blocking opening 303, a flameless plug door second air inlet 304, a flameless plug door second air outlet 305 and a flameless plug door second blocking opening 306; wherein the first plugging port 303 and the second plugging port 306 of the flameless plug door are plugging ports; the first air inlet 301 of the flameless door is connected with a train pipe 1 of a train; the first air outlet 302 of the flameless valve is connected with the brake air cylinder 5, and a connecting pipeline of the flameless valve is provided with a one-way valve 20; the second inlet 304 is connected to the trainless averaging tube 2; the second exhaust port 305 is connected to the atmosphere.
In some embodiments, a working reservoir 6 and a mechanical distribution valve 8; a mechanical distribution valve 8, further comprising a first port, a second port and a third port; the first interface is connected with a train pipe 1 without a train; the second interface is connected with the working air cylinder 6; the third interface is connected to the active reservoir 7.
When the pressure in the train pipe 1 without train rises, the working air cylinder 6 is pressurized through the mechanical distribution valve 8, and when the pressure in the train pipe 1 without train drops, the working air cylinder 6 is inflated to the acting air cylinder 7 under the regulation and distribution of the mechanical distribution valve 8.
In some embodiments, the rail-less train pipe 1 is provided with a filter for filtering.
In some embodiments, a reverse pilot valve 21 is connected in parallel across the second pressure reducing valve 12. The problem that the pressure reducing valve cannot reversely flow or fails reversely can be avoided, and the pressure of the brake cylinder of the unpowered locomotive can be normally relieved.
In some embodiments, a master reservoir 4 is also included; the main reservoir 4 is connected to the brake reservoir 5, and a check valve 20 is provided on a connection line thereof.
A vehicle comprising the control system of any of the embodiments described above.
The working principle is as follows:
1. the power vehicle/locomotive is in a normal state:
the second two-position three-way electromagnetic valve 19 is electrified, the air inlet 1901 of the second two-position three-way electromagnetic valve is communicated with the air outlet 1902 of the second two-position three-way electromagnetic valve, and the air pressure in the pipeline can be applied to the pre-control pressure port 1404 of the second two-position three-way reversing valve, so that the air outlet 1402 of the second two-position three-way reversing valve and the second air inlet 1403 of the second two-position three-way reversing valve are communicated, and the electronic distribution valve 18 applies the pressure to the first pre-control pressure port 1601 of the double-diaphragm relay valve through the second air inlet 1403 of the second two-position three-way reversing valve, the air outlet 1402 of the second two-position three-way reversing valve, the second air inlet 1502 and the air outlet 1503 of the second two-way valve, so as to adjust the pressure of the brake cylinder 17.
In the process, the pressure generated by the train pipe 1 without train exceeds the threshold value (usually 110 kPa) of the first two-position three-way reversing valve pre-control pressure port 1004, the first two-position three-way reversing valve air outlet 1002 is communicated with the first two-position three-way reversing valve air outlet 1003, and the gas pressure cannot be transmitted; when the pressure generated by the train pipe 1 of the train does not reach the threshold value (usually 110 kPa) of the first two-position three-way reversing valve pre-control pressure port 1004, the first two-position three-way reversing valve air inlet 1001 and the first two-position three-way reversing valve air outlet 1002 are communicated and transmitted to the double-diaphragm relay valve second pre-control pressure port 1602 through the auxiliary plug valve first air inlet 1101 and the auxiliary plug valve first air outlet 1102, which belongs to a redundancy measure added under normal braking.
2. Power concentrated motor train unit power vehicle: in a fireless (power-off) state
The fireless plug valve 3 is arranged at a fireless position:
1. the first inlet 301 and the first outlet 302 are communicated.
2. The second inlet port 304 of the flameless valve is in communication with the second outlet port 305 of the flameless valve.
The auxiliary cock 11 is arranged at a normal position:
1. the auxiliary plug first inlet 1101 and the auxiliary plug first outlet 1102 are in communication.
2. The second inlet I1104 of the auxiliary plug is communicated with the second outlet 1105 of the auxiliary plug.
No train rail pressure drop, but above 110 kPa:
when the lead locomotive brakes, the pressure of the train pipe 1 without train is reduced, but the output pressure of the train pipe 1 without train is still higher than the threshold value (usually 110 kPa) of the first two-position three-way reversing valve pre-control pressure port 1004, the first two-position three-way reversing valve air outlet 1002 is communicated with the first two-position three-way reversing valve air outlet 1003, so that the pressure at the outlet of the first reducing valve 9 cannot be transmitted, and the pressure of the first two-way valve air inlet 1301 and the auxiliary valve air inlet 1101 are both 0.
Meanwhile, under a fireless (power-off) state, the second two-position three-way solenoid valve 19 is in a power-off state, and the second two-position three-way solenoid valve air outlet 1902 and the second two-position three-way solenoid valve air outlet 1903 are communicated, so that the second two-position three-way reversing valve pre-control pressure port 1404 has no pressure, and therefore the second two-position three-way reversing valve first air inlet 1401 and the second two-position three-way reversing valve air outlet 1402 are communicated.
The pressure of the acting air cylinder 7 passes through an auxiliary plug valve second air inlet I1104, an auxiliary plug valve second air outlet 1105, a second two-position three-way reversing valve first air inlet 1401, a second two-position three-way reversing valve air outlet 1402, a second two-way valve second air inlet 1502 and a second two-way valve air outlet 1503 all the way to reach a double-diaphragm relay valve first pre-control pressure port 1601, the pressure of a double-diaphragm relay valve second pre-control pressure port 1602 is 0, and the corresponding pressure values of the double-diaphragm relay valve first pre-control pressure port 1601 and the double-diaphragm relay valve second pre-control pressure port 1602 are selected to be larger values. Therefore, the pressure at the first pilot pressure port 1601 of the double diaphragm relay valve is substantially the same as the pressure of the service reservoir 7, and the brake cylinder pressure of the lead locomotive is substantially the same as the pressure of the brake cylinder 17 in the current state. The brake cylinder 17 pressure is about 100-420 kPa.
No train pipe pressure drop, and below 110 kPa:
when the lead locomotive brakes, the pressure of the train pipe 1 without train is reduced, the output pressure of the train pipe 1 without train is lower than the threshold value (usually 110 kPa) of the pre-control pressure port 1004 of the first two-position three-way reversing valve, and the air inlet 1001 of the first two-position three-way reversing valve is communicated with the air outlet 1002 of the first two-position three-way reversing valve; the pressure is regulated by a first pressure reducing valve 9 to be generally 450kPa, the pressure is transmitted to an auxiliary plug first air inlet 1101 and a first two-way valve first air inlet 1301, the auxiliary plug first air inlet 1101 and an auxiliary plug first air outlet 1102 are communicated, and the pressure at a double-diaphragm relay valve second pre-control pressure port 1602 is 450kPa.
The pressure of the acting air cylinder 7 is transmitted to a second air inlet I1104 of the auxiliary plug door all the way; the second air inlet I1104 of the auxiliary plug is communicated with the second air outlet 1105 of the auxiliary plug; the pressure of the service reservoir 7 is finally transferred to the dual diaphragm relay valve first pilot pressure port 1601.
At this time, there is pressure at both the first pre-control pressure port 1601 and the second pre-control pressure port 1602 of the dual-diaphragm relay valve, and the dual-diaphragm relay valve 16 selects a larger pressure to respond. Meanwhile, because the two pre-control pressure ports have pressure, the brake failure caused by the failure of any single pre-control pressure can be prevented, and the reliability of the brake is improved.
3. A locomotive: in a fireless (power-off) state
The fireless plug door 3 is arranged at a fireless position:
1. the first inlet 301 of the flameless valve is communicated with the first outlet 302 of the flameless valve.
2. The second inlet port 304 of the flameless valve is in communication with the second outlet port 305 of the flameless valve.
The auxiliary cock 11 is arranged at a fireless position:
1. the second outlet 1105 of the auxiliary plug is communicated with the second inlet 1106 of the auxiliary plug.
2. The auxiliary choke first outlet 1102 and the auxiliary choke first outlet 1103 are in communication.
No train rail pressure drop, but above 110 kPa:
when the lead locomotive brakes, the pressure of the train pipe 1 without train is reduced, but the output pressure of the train pipe 1 without train is still higher than the threshold value (usually 110 kPa) of the first two-position three-way reversing valve pre-control pressure port 1004, the first two-position three-way reversing valve air outlet 1002 is communicated with the first two-position three-way reversing valve air outlet 1003, so that the pressure at the outlet of the first reducing valve 9 cannot be transmitted, and the pressure of the first two-way valve air inlet 1301 and the auxiliary valve air inlet 1101 are both 0.
Meanwhile, under the condition of no fire and no power, the second two-position three-way solenoid valve 19 is in the power-off state, the second two-position three-way solenoid valve air outlet 1902 and the second two-position three-way solenoid valve air outlet 1903 are communicated, so that the second two-position three-way reversing valve pre-control pressure port 1404 has no pressure, the first two-position three-way reversing valve air inlet 1401 and the second two-position three-way reversing valve air outlet 1402 are communicated, and the pressure of the electronic distribution valve 18 cannot be transmitted.
The pressure of the acting air cylinder 7 reaches the first pre-control pressure port 1601 of the double-diaphragm relay valve along the first two-way valve second air inlet 1302, the first two-way valve air outlet 1303, the second reducing valve 12 (usually 250 kPa), the auxiliary plug valve second air inlet II 1106, the auxiliary plug valve second air outlet 1105, the second two-position three-way reversing valve first air inlet 1401, the second two-position three-way reversing valve air outlet 1402, the second two-way valve second air inlet 1502 and the second two-way valve air outlet 1503, the pressure is about 250kPa through the adjustment and limitation of the second reducing valve 12, and the matching requirement with a locomotive is met.
No train pipe pressure drop, and below 110 kPa:
when the lead locomotive brakes, the pressure of the train pipe 1 without train is reduced, the output pressure of the train pipe 1 without train is lower than the threshold value (usually 110 kPa) of the pre-control pressure port 1004 of the first two-position three-way reversing valve, and the air inlet 1001 of the first two-position three-way reversing valve is communicated with the air outlet 1002 of the first two-position three-way reversing valve; the pressure regulation is typically 450kPa via the first pressure reducing valve 9, which pressure is delivered to the first two-way valve first inlet port 1301 at 450kPa.
The pressure of the acting air cylinder 7 reaches the first two-way valve 13 along the first two-way valve second air inlet 1302, the pressure is compared with the pressure at the first two-way valve first air inlet 1301, the pressure is taken out and then passes through the first two-way valve air outlet 1303, the second reducing valve 12, the auxiliary plug valve second air inlet II 1106, the auxiliary plug valve second air outlet 1105, the second two-position three-way reversing valve first air inlet 1401, the second two-position three-way reversing valve air outlet 1402, the second two-way valve second air inlet 1502 and the second two-way valve air outlet 1503 to reach the double-diaphragm relay valve first pre-control pressure port 1601, the pressure is regulated by the second reducing valve 12 to be not more than 250kPa, and the matching requirement of a locomotive is met.
The first pilot pressure port 1601 of the double diaphragm relay valve has two pressure sources, one is the acting air cylinder 7, and the other is the pressure of 450kPa output by the first pressure reducing valve 9, so as to prevent brake failure caused by the failure of the pilot pressure of the single brake cylinder of the locomotive without power return and improve the reliability of the locomotive without power return.
Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. The utility model provides an unpowered loopback control system of adaptation EMUs and locomotive which characterized in that: comprises that
The system comprises a brake air cylinder, an acting air cylinder, an auxiliary cock, a first two-way valve, a double-diaphragm relay valve, a brake cylinder, a switching unit and an electronic distribution valve;
wherein,
the air inlet of the double-diaphragm relay valve is connected with the brake air cylinder, the air outlet of the double-diaphragm relay valve is connected with the brake cylinder, and the double-diaphragm relay valve is provided with a first pre-control pressure port of the double-diaphragm relay valve and a second pre-control pressure port of the double-diaphragm relay valve;
comparing the pressure of the first pre-control pressure port of the double-diaphragm relay valve with the pressure of the second pre-control pressure port of the double-diaphragm relay valve, and outputting the large value to the brake cylinder;
an auxiliary cock, further comprising
The auxiliary plug valve first air inlet is connected with the brake air cylinder, and a first pressure reducing valve is arranged between the auxiliary plug valve first air inlet and the brake air cylinder;
the auxiliary plug valve first air outlet is connected with the second pre-control pressure port of the double-diaphragm relay valve and communicated with the auxiliary plug valve first air outlet or the auxiliary plug valve first air inlet through a switching conduction pipeline;
the auxiliary cock first exhaust port is connected with the atmosphere;
the auxiliary plug door second air inlet I is connected with the acting air cylinder;
the auxiliary plug valve second air outlet is connected with the first pre-control pressure port of the double-diaphragm relay valve and is communicated with the auxiliary plug valve second air inlet I or the auxiliary plug valve second air inlet II through a switching and conducting pipeline;
a second air inlet II of the auxiliary plug door;
a first two-way valve, further comprising
The first two-way valve first air inlet is arranged between the first reducing valve and the auxiliary plug valve first air inlet;
the second air inlet of the first two-way valve is arranged between the acting air cylinder and the second air inlet I of the auxiliary plug valve;
the air outlet of the first two-way valve is communicated with the second air inlet II of the auxiliary plug valve, and a second reducing valve is arranged between the air outlet of the first two-way valve and the second air inlet II of the auxiliary plug valve;
the pressure of the first air inlet of the first two-way valve and the pressure of the second air inlet of the first two-way valve are compared, and a large value is output from the air outlet of the first two-way valve;
the switching unit is arranged between the first pre-control pressure port of the double-diaphragm relay valve and the second air outlet of the auxiliary plug valve and is connected with the electronic distribution valve;
under the power-off state of the switching unit, a second air outlet of the auxiliary plug valve is communicated with a first pre-control pressure port of the double-diaphragm relay valve;
when the switching unit is in an electrified state, the electronic distribution valve is communicated with the first pre-control pressure port of the double-diaphragm relay valve.
2. The control system of claim 1, wherein: the switching unit comprises
A second two-position three-way reversing valve and a second two-position three-way electromagnetic valve;
a second two-position three-way reversing valve, further comprising
The first air inlet of the second two-position three-way reversing valve is connected with the second air outlet of the auxiliary plug valve;
the gas outlet of the second two-position three-way reversing valve is connected with the first pre-control pressure port of the double-diaphragm relay valve;
the second air inlet of the second two-position three-way reversing valve is connected with the electronic distribution valve;
the second two-position three-way reversing valve pre-controls the pressure port;
a second two-position three-way solenoid valve, further comprising
The second two-position three-way electromagnetic valve air inlet is connected with the brake air cylinder;
the gas outlet of the second two-position three-way electromagnetic valve is connected with the pre-control pressure port of the second two-position three-way reversing valve;
the second two-position three-way electromagnetic valve exhaust port is connected with the atmosphere;
the second two-position three-way electromagnetic valve is powered off, the gas outlet of the second two-position three-way electromagnetic valve is communicated with the gas outlet of the second two-position three-way electromagnetic valve, and the pressure at the pressure pre-control port of the second two-position three-way reversing valve is free from pressure, so that the first gas inlet of the second two-position three-way reversing valve is communicated with the gas outlet of the second two-position three-way reversing valve;
the second two-position three-way electromagnetic valve is electrified, the air inlet of the second two-position three-way electromagnetic valve is communicated with the air outlet of the second two-position three-way electromagnetic valve, and the pre-control pressure port of the second two-position three-way reversing valve is provided with pressure, so that the air outlet of the second two-position three-way reversing valve is communicated with the second air inlet of the second two-position three-way reversing valve.
3. The control system of claim 2, wherein: the train control system also comprises a train pipe without train and a first two-position three-way reversing valve;
the first two-position three-way reversing valve further comprises
The first two-position three-way reversing valve air inlet is connected with the air outlet of the first reducing valve;
the air outlet of the first two-position three-way reversing valve is connected with a first air inlet of the auxiliary plug valve and a first air inlet of the first two-way valve;
the exhaust port of the first two-position three-way reversing valve is connected with the atmosphere;
the first two-position three-way reversing valve pre-control pressure port is connected with a train pipe without train;
the pressure of the train pipe without the train is larger than a pressure threshold value arranged at a pre-control pressure port of the first two-position three-way reversing valve, and an air outlet of the first two-position three-way reversing valve is communicated with an air outlet of the first two-position three-way reversing valve;
the pressure of the train pipe without the train is smaller than a pressure threshold value arranged at a pre-control pressure port of the first two-position three-way reversing valve, and an air inlet of the first two-position three-way reversing valve is communicated with an air outlet of the first two-position three-way reversing valve.
4. The control system of claim 3, wherein: the device also comprises a train-free averaging pipe and a second bidirectional valve;
a second two-way valve, further comprising
A second two-way valve first inlet connected to the rail-less vehicle averaging pipe;
the second air inlet of the second two-way valve is connected with the air outlet of the second two-position three-way reversing valve;
the air outlet of the second bidirectional valve is connected with the first pre-control pressure port of the double-diaphragm relay valve;
and the pressure of the first air inlet of the second two-way valve and the pressure of the second air inlet of the second two-way valve are compared, and the large value is output from the air outlet of the second two-way valve.
5. The control system of claim 4, wherein: the train pipe without train and the average pipe without train are externally connected with a plug door without fire;
a fireless door, further comprising
The first air inlet of the flameless door is connected with a train pipe of a train;
the first air outlet of the flameless valve is connected with the braking air cylinder, and a one-way valve is arranged on a connecting pipeline of the flameless valve;
the second air inlet of the flameless door is connected with the average pipe of the flameless vehicle;
and the second exhaust port of the flameless valve is connected with the atmosphere.
6. The control system of claim 5, wherein: the device also comprises a working air cylinder and a mechanical distribution valve;
a mechanical dispensing valve, further comprising
The first interface is connected with a train pipe without a train;
the second interface is connected with the working air cylinder;
and the third interface is connected with the acting air cylinder.
7. The control system of claim 1, wherein: the two ends of the second pressure reducing valve are connected with a reverse direction guide valve in parallel.
8. The control system of claim 1, wherein: the filter is arranged on the train pipe without the train.
9. The control system of claim 1, wherein: the air cylinder also comprises a main air cylinder; the main air cylinder is connected with the braking air cylinder, and a one-way valve is arranged on a connecting pipeline of the main air cylinder and the braking air cylinder.
10. A vehicle characterized by comprising a control system according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211186696.2A CN115675563A (en) | 2022-09-27 | 2022-09-27 | Unpowered loopback control system adaptive to motor train unit and locomotive and vehicle thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211186696.2A CN115675563A (en) | 2022-09-27 | 2022-09-27 | Unpowered loopback control system adaptive to motor train unit and locomotive and vehicle thereof |
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| Publication Number | Publication Date |
|---|---|
| CN115675563A true CN115675563A (en) | 2023-02-03 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211186696.2A Pending CN115675563A (en) | 2022-09-27 | 2022-09-27 | Unpowered loopback control system adaptive to motor train unit and locomotive and vehicle thereof |
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| CN (1) | CN115675563A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024099461A1 (en) * | 2023-07-24 | 2024-05-16 | 中车制动系统有限公司 | Locomotive brake control system and control method |
-
2022
- 2022-09-27 CN CN202211186696.2A patent/CN115675563A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024099461A1 (en) * | 2023-07-24 | 2024-05-16 | 中车制动系统有限公司 | Locomotive brake control system and control method |
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