CN202923629U - Control device of railway vehicle air brake system - Google Patents
Control device of railway vehicle air brake system Download PDFInfo
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- CN202923629U CN202923629U CN 201220661835 CN201220661835U CN202923629U CN 202923629 U CN202923629 U CN 202923629U CN 201220661835 CN201220661835 CN 201220661835 CN 201220661835 U CN201220661835 U CN 201220661835U CN 202923629 U CN202923629 U CN 202923629U
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Abstract
The utility model provides a control device of a railway vehicle air brake system. The device comprises an air brake, a vehicle distribution valve, an application valve, at least one automatic brake unit, a first bi-directional valve, a brake electromagnetic valve, a release electromagnetic valve, wherein the unit comprises a balancing air cylinder, an overcharge air cylinder, a relay valve and an automatic brake unit; an air inlet of the brake electromagnetic valve is connected with a head air pipe; an air outlet of the brake electromagnetic valve and an air inlet of the release electromagnetic valve are connected with a first air inlet of the first bi-directional valve; an air outlet of the release electromagnetic valve is communicated with the atmosphere; a second air inlet of the first bi-directional valve is connected with the application valve through a twelfth pipe; an air outlet of the first bi-directional valve is connected with a brake cylinder; and control ends of the brake electromagnetic valve and the release electromagnetic valve are connected with a switch through leads. The brake cylinder can be controlled to aerate and exhaust by controlling the two electromagnetic valves through the switch only by mounting the switch at the place requiring the switch, and a vehicle is controlled to brake and release. The control device is reliable in action, simple in connection, easy to manufacture and maintain and relatively low in cost.
Description
Technical field
The utility model relates to guideway vehicle air brake technology, relates in particular to a kind of guideway vehicle Pneumatic brake systems control setup, belongs to air brake control technology field.
Background technology
At present the Pneumatic brake systems used of locomotive mainly uses JZ-7 type air damper, and JZ-7 type air damper mainly comprises following control device: automatic brake valve 31, independent brake valve 32, equalizing reservoir 33 ', overcharge reservoir 33, relay valve 34, locomotive distributing valve 35 and application valve 36.Control principle drawing is referring to Fig. 1, and the control relation is referring to Fig. 2, Fig. 3.
when as shown in Figure 1 and Figure 2, automatic brake valve 31 is controlled brake system, equalizing reservoir 33 ' opening is connected with automatic brake valve 31 by the first pipe 1, overcharge reservoir 33 openings and connect respectively automatic brake valve 31 and relay valve 34 through the 7th pipe 7, relay valve 34 connects respectively automatic brake valve 31 through blast main 3 and the 4th pipe 4, air is inflated to automatic brake valve 31 through blast main 3, through equalizing reservoir 33 ', overcharge and enter relay valve 34 after reservoir 33 is all pressed, lead to train pipe 2 after relay valve 34 pressure regulation, be divided into two-way after train pipe 2, one the tunnel enters car brakeing machine 38, another road enters locomotive distributing valve 35, locomotive distributing valve 35 is connected by the 14 pipe 14 with application valve 36, enter application valve 36 through the 14 pipe 14 again, make the inner conducting blast main 3 of application valve 36 and the 12 pipe 12 by the blast of controlling the 14 pipe 14, inflate to realize braking through the 12 pipe 12 to brake cylinder 37, the blast of controlling the 14 pipe 14 makes the inner blocking-up blast main 3 of application valve 36 and the 12 pipe 12, make simultaneously the 12 pipe 12 and atmosphere conducting, brake cylinder 37 exits to realize to alleviate through the 12 pipe 12.When adopting two automatic brake valves 31 and two relay valves 34, annexation is identical, connects by blast main 3 between two relay valves 34.Two relay valves 34 all pass through same train pipe 2 and control locomotive distributing valve 35.
As Fig. 1, shown in Figure 3, when independent brake valve 32 is controlled brake system, enter the 14 pipe 14 through the second two-way valve 102 through the 11 pipe 11 again through the 3rd two-way valve 103 and enter application valve, make the inner conducting blast main 3 of application valve 36 and the 12 pipe 12 by the blast of controlling the 14 pipe 14, inflate to realize braking through the 12 pipe 12 to brake cylinder 37, the blast of controlling the 14 pipe 14 makes the inner blocking-up blast main 3 of application valve 36 and the 12 pipe 12, make simultaneously the 12 pipe 12 and atmosphere conducting, brake cylinder 37 exits to realize to alleviate through the 12 pipe 12; Here there are two independent brake valves, 32, the three two-way valves 103 to connect another independent brake valve 32, the three two-way valves 103 and are used for realizing that can only there be 32 control action valve 36 actions of an independent brake valve the same time; The 14 pipe 14, the second two-way valves 102 that the second two-way valve 102 connects the 3rd two-way valves and leads to locomotive distributing valve 35 are used for realizing the same time valve can only be arranged namely are independent brake valves 32 or are that automatic brake valve 31 control action valves 36 move.driver operation automatic brake valve handle, cause that equalizing reservoir the first pipe pressure changes, the balance of relay valve inside is broken, stem movement, open or close blast main to the path of train pipe, control blast main 3 and fill wind still discharged to atmosphere to train pipe 2, the pressure of train pipe 2 changes, one the road to the car brakeing machine, the car brakeing machine here refers to the rear train of locomotive traction, the brake of installing on vehicle, another road is to locomotive distributing valve, distributing valve produces corresponding actions, the pressure that causes the 14 pipe 14 changes, the control action valve makes blast main 3 namely brake earthen pipe to the 12 pipe 12 to fill wind or discharged to atmosphere, the individual mouth that effluxes is arranged on application valve, when the locomotive relieved state, brake cylinder and the pressure air of braking in earthen pipe are by effluxing mouthful discharged to atmosphere on application valve, no matter can be found out by above control relation, be independent brake valve 32 or automatic brake valve 31, is all to pass through at last application valve 36, finally controls inflation or the exhaust of brake cylinder 37, to reach the purpose of locomotive brake or alleviation.
But existing control setup need to be installed automatic brake valve 31 and independent brake valve 32 on cab control stand, also will equalizing reservoir 33 ' be set at other positions of locomotive simultaneously, overcharge reservoir 33, relay valve 34, locomotive distributing valve 35, application valve 36 etc.If at driver's cab, two operating consoles are set, automatic brake valve and independent brake valve all will arrange respectively two covers so, and relay valve can arrange two covers, also a cover can be set, but need to install a transfer valve that is used for two operating console conversion and control additional when a cover is set.These valves of brake also have its connecting line will take larger space in car.
When need to be in locomotive roof or locomotive other except driver's cab locally control the braking of locomotive, when alleviating, difficulty relatively just.If in other places, automatic brake valve and independent brake valve are installed again, its respective line to be connected in the past simultaneously, will take a large amount of spaces, almost be difficult to realize, also to consider simultaneously sealing, the problem such as antirust.And JZ-7 type air damper technology maturation, workman's assembly and adjustment, working service are skilled, and price is also relatively cheap, can increase the manufacturing cost of locomotive if use other brakes instead, reduce the efficient that the workman assembles locomotive.
The utility model content
The utility model provides a kind of guideway vehicle Pneumatic brake systems control setup, be used for overcoming defective of the prior art, local braking and the alleviation of controlling locomotive of realization other except driver's cab in locomotive roof or locomotive, simple to operate, reliable, and be easy to make and safeguard, cost is lower.
the guideway vehicle Pneumatic brake systems control setup that the utility model provides, this device comprises air damper, locomotive distributing valve, application valve and at least one autobrake unit, described autobrake unit comprises equalizing reservoir, overcharge reservoir, relay valve and automatic brake valve, the equalizing reservoir opening is connected with the autobrake valve outlet by the first pipe, overcharge the reservoir opening and connect relay valve through the 7th pipe, relay valve is divided into two-way through train pipe, one the tunnel connects the car brakeing machine, another road connects the locomotive distributing valve admission port, the locomotive distributing valve exhausr port is connected by the 14 pipe with the application valve pressure port, the application valve admission port, automatic brake valve admission port and relay valve all are communicated with blast main, the application valve exhausr port connects brake cylinder by the 12 pipe, this device also comprises the first two-way valve, braking electromagnetic valve and release electromagnetic valve, the braking electromagnetic valve admission port connects blast main, described braking electromagnetic valve exhausr port is connected with the release electromagnetic valve admission port and is connected first two-way valve the first admission port, described release electromagnetic valve exhausr port is communicated with atmosphere, described first two-way valve the second admission port connects the 12 pipe, described the first two-way valve exhausr port connects brake cylinder, and described braking electromagnetic valve control end and alleviation solenoid control end are connected with for the switch of controlling braking electromagnetic valve and release electromagnetic valve alternating movement by wire.
Wherein, this device also comprises the reducing valve that is connected between blast main and braking electromagnetic valve, and described reducing valve one end connects blast main, and the other end connects the braking electromagnetic valve admission port.
Further, this device also comprises at least one independent brake valve, described independent brake valve connects the 11 pipe, described the 11 pipe connects 14 pipes by the second two-way valve, the 14 pipe connects locomotive distributing valve, described the 11 pipe connects second two-way valve the first admission port, and the 14 pipe that is connected with locomotive distributing valve connects described second two-way valve the second admission port, and the 14 pipe that is connected with the application valve pressure port connects the second two-way valve exhausr port.
Particularly, this device comprises two described independent brake valves and two described autobrake unit, the relay valve of two automatic control units is communicated with by blast main, be communicated with by described the 11 pipe between two described independent brake valves, be connected with the 3rd two-way valve between the 11 pipe, described the 3rd two-way valve the first admission port, the second admission port all connect the 11 pipe, and described the 3rd two-way valve exhausr port connects second two-way valve the first admission port.
Wherein, described electromagnetic valve is two-position two-way solenoid valve.
The guideway vehicle Pneumatic brake systems control setup that the utility model provides, need to control braking and the alleviation of locomotive somewhere, as long as switch is arranged on this place, control the electromagnetic valve action by the switch of electrical connection, realize inflation and exhaust to brake cylinder, and then control locomotive brake and alleviation, the electromagnetic valve reliable in action, connection line is simple, and is easy to make and safeguard, cost is lower.
Description of drawings
Fig. 1 is the schematic diagram of control setup in prior art;
Fig. 2 is the diagram of circuit that in prior art, automatic brake valve is controlled;
Fig. 3 is the diagram of circuit that in prior art, independent brake valve is controlled;
The schematic diagram of the control setup that Fig. 4 provides for the utility model embodiment;
The diagram of circuit of the solenoid control that Fig. 5 provides for the utility model embodiment.
The specific embodiment
as Fig. 4, shown in Figure 5, the guideway vehicle Pneumatic brake systems control setup that the utility model embodiment provides, this device comprises air damper, locomotive distributing valve 35, application valve 36 and at least one autobrake unit, described autobrake unit comprises equalizing reservoir 33 ', overcharge reservoir 33, relay valve 34, automatic brake valve 31, equalizing reservoir 33 ' opening is connected with automatic brake valve 31 exhausr ports by the first pipe 1, overcharge reservoir 33 other end openings and connect relay valve 34 through the 7th pipe 7, relay valve 34 is divided into two-way through train pipe 2, one the tunnel connects car brakeing machine 38, another road connects locomotive distributing valve 35 admission ports, locomotive distributing valve 35 exhausr ports are connected by the 14 pipe 14 with application valve 36 pressure port, application valve 36 admission ports, automatic brake valve 31 admission ports and relay valve 34 all are communicated with blast main 3, application valve 36 exhausr ports connect brake cylinder 37 by the 12 pipe 12, this device also comprises the first two-way valve 101, braking electromagnetic valve 39 and release electromagnetic valve 39 ', braking electromagnetic valve 39 admission ports connect blast main 3, braking electromagnetic valve 39 exhausr ports are connected with release electromagnetic valve ' admission port all connects the first two-way valve 101 first admission ports, release electromagnetic valve 39 ' exhausr port is communicated with atmosphere, the first two-way valve 101 second admission ports connect the 12 pipe 12, the first two-way valve 101 exhausr ports connect brake cylinder 37, braking electromagnetic valve 39 control ends and release electromagnetic valve 39 ' control end are connected with for the switch 41 of controlling braking electromagnetic valve 39 and release electromagnetic valve 39 ' alternating movement by wire.
prior art only can be located at braking or the alleviation that the indoor automatic brake valve of trainman is realized locomotive by operation, concrete principle is referring to the background technology part, do not repeat them here, the guideway vehicle Pneumatic brake systems control setup that the utility model provides, need to control braking and the alleviation of locomotive somewhere, as long as switch 41 is arranged on this place, control the action of braking electromagnetic valve 39 and release electromagnetic valve 39 ' by the switch 41 of electrical connection, realize inflation and exhaust to brake cylinder 37, and then control locomotive brake and alleviation, due to the electromagnetic valve reliable in action, connection line is simple, and be easy to make and safeguard, cost is lower.The first two-way valve 101 is used for realizing that the same time can only have a valve to control the 12 pipe 12 to brake cylinder 37 inflation or exhausts, and this valve is automatic brake valve 31 in the present embodiment or is braking electromagnetic valve 39 and release electromagnetic valve 39 '.The switch here can be a contactless switch, control the alternate conduction of braking electromagnetic valve and release electromagnetic valve by contactless switch, as shown in Figure 4, when needing braking, touch switch 41, braking electromagnetic valve is in the conducting position, this moment, release electromagnetic valve was in close stance, and when needing to alleviate, touch switch 41 again, braking electromagnetic valve 39 is in close stance, and this moment, release electromagnetic valve 39 ' was in the conducting position.Under the normality effect, when switch 41 can be set to often open, locomotive is in relieved state, at this moment, if when wanting to control locomotive brake by automatic brake valve 39, the right position of release electromagnetic valve 39 ' is that conducting position work can be with the earth pressure release of first two-way valve the first admission port, be convenient to application valve and promote the first two-way valve action to the brake cylinder inflation by the 12 pipe, realize the braking of locomotive.
The specific embodiment as the present embodiment, this device also comprises the reducing valve 40 that is connected between blast main 3 and braking electromagnetic valve 39, reducing valve 40 1 ends connect blast main 3, the other end connects braking electromagnetic valve 39 admission ports, the effect of reducing valve is to enter brake cylinder by braking electromagnetic valve after the air pressure in blast main is reduced, the blast main operation pressure is 750～900kPa, and the brake cylinder top pressure is 450kPa.
As the specific embodiment of the present embodiment, braking electromagnetic valve 39 and release electromagnetic valve 39 ' are selected two-position two-way solenoid valve, as shown in Figure 4, the left position of braking electromagnetic valve 39 is close stance work, the right position of release electromagnetic valve 39 ' is conducting position work, brake cylinder exhaust, and locomotive is in relieved state; If the right position of braking electromagnetic valve 39 is conducting position work, the left position of release electromagnetic valve 39 ' is close stance work, brake cylinder inflation, and locomotive is in braking mode, and is simple to operate.
As shown in Figure 4, for the braking and the alleviation that make locomotive are controlled more convenient, this device also comprises at least one independent brake valve 32, independent brake valve 32 connects the 11 pipe 11, the 11 pipe 11 connects 14 pipes 14 by the second two-way valve 102, the 14 pipe 14 connects locomotive distributing valve 35, the 11 pipe 11 connects the second two-way valve 102 first admission ports, the 14 pipe 14 that is connected with locomotive distributing valve 35 connects described the second two-way valve 102 second admission ports, and the 14 pipe 14 that is connected with application valve 36 pressure port connects the second two-way valve 102 exhausr ports.
by the operation independent brake valve, make the air in blast main 3 manage 11 through the 11, the second two-way valve 102 enters application valve 36 the 14 pipe 14 pressure port, the pressure that independent brake valve 32 is controlled in the 14 pipe 14 makes the spool in application valve 36 move, the path of the interior blast main 3 of conducting application valve 36 and braking earthen pipe 12, blast main 3 is inflated to brake cylinder 37 through braking earthen pipe 12, locomotive is in braking mode, spool moves again, the path of the interior blast main 3 of blocking effect valve 36 and braking earthen pipe 12, to brake simultaneously earthen pipe 12 internal pressure air exhaustings to atmosphere, brake cylinder 37 exhausts, locomotive is in relieved state, the effect of the second two-way valve 102 is to realize that the same time can only be by a valve control action valve 36, can only be independent brake valve 32 or automatic brake valve 31 in this embodiment.
As shown in Figure 4, preferred implementation as above-described embodiment, this device comprises two independent brake valves 32 and two described autobrake unit, the relay valve of two automatic control units is communicated with by blast main 3, be communicated with by the 11 pipe 11 between two described independent brake valves 32, be connected with the 3rd two-way valve 103 on the 11 pipe 11, the 3rd two-way valve 103 first admission ports, the second admission port all connect the 11 pipe 11, the three two-way valve 103 exhausr ports and connect the second two-way valve 102 first admission ports.Principle is the same, and the effect of the 3rd two-way valve is to realize that the same time can only be by an independent brake valve control action valve.
It should be noted that at last: above each embodiment is not intended to limit only in order to the technical solution of the utility model to be described; Although with reference to aforementioned each embodiment, the utility model is had been described in detail, those of ordinary skill in the art is to be understood that: it still can be modified to the technical scheme that aforementioned each embodiment puts down in writing, and perhaps some or all of technical characterictic wherein is equal to replacement; And these modifications or replacement do not make the essence of appropriate technical solution break away from the scope of each embodiment technical scheme of the utility model.
Claims (5)
1. guideway vehicle Pneumatic brake systems control setup, this device comprises air damper, locomotive distributing valve, application valve and at least one autobrake unit, described autobrake unit comprises equalizing reservoir, overcharge reservoir, relay valve and automatic brake valve, the equalizing reservoir opening is connected with the autobrake valve outlet by the first pipe, overcharge the reservoir opening and connect relay valve through the 7th pipe, relay valve connects train pipe, this train pipe is divided into two-way, one the tunnel connects the car brakeing machine, another road connects the locomotive distributing valve admission port, the locomotive distributing valve exhausr port is connected by the 14 pipe with the application valve pressure port, the application valve admission port, automatic brake valve admission port and relay valve all are communicated with blast main, the application valve exhausr port connects brake cylinder by the 12 pipe, it is characterized in that, this device also comprises the first two-way valve, braking electromagnetic valve and release electromagnetic valve, the braking electromagnetic valve admission port connects blast main, described braking electromagnetic valve exhausr port is connected with the release electromagnetic valve admission port and is connected first two-way valve the first admission port, described release electromagnetic valve exhausr port is communicated with atmosphere, described first two-way valve the second admission port connects the 12 pipe, described the first two-way valve exhausr port connects brake cylinder, described braking electromagnetic valve control end and alleviation solenoid control end are connected with for the switch of controlling braking electromagnetic valve and release electromagnetic valve alternate conduction by wire.
2. guideway vehicle Pneumatic brake systems control setup according to claim 1, it is characterized in that, this device also comprises the reducing valve that is connected between blast main and braking electromagnetic valve, and described reducing valve one end connects blast main, and the other end connects the braking electromagnetic valve admission port.
3. guideway vehicle Pneumatic brake systems control setup according to claim 1, it is characterized in that, this device also comprises at least one independent brake valve, described independent brake valve connects the 11 pipe, described the 11 pipe connects 14 pipes by the second two-way valve, the 14 pipe connects locomotive distributing valve, described the 11 pipe connects second two-way valve the first admission port, the 14 pipe that is connected with locomotive distributing valve connects described second two-way valve the second admission port, and the 14 pipe that is connected with the application valve pressure port connects the second two-way valve exhausr port.
4. guideway vehicle Pneumatic brake systems control setup according to claim 3, it is characterized in that, this device comprises two described independent brake valves and two described autobrake unit, the relay valve of two automatic control units is communicated with by blast main, be communicated with by described the 11 pipe between two described independent brake valves, be connected with the 3rd two-way valve between the 11 pipe, described the 3rd two-way valve the first admission port, the second admission port all connect the 11 pipe, and described the 3rd two-way valve exhausr port connects second two-way valve the first admission port.
5. according to claim 1-4 arbitrary described guideway vehicle Pneumatic brake systems control setups, is characterized in that, described electromagnetic valve is two-position two-way solenoid valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201220661835 CN202923629U (en) | 2012-12-04 | 2012-12-04 | Control device of railway vehicle air brake system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201220661835 CN202923629U (en) | 2012-12-04 | 2012-12-04 | Control device of railway vehicle air brake system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN202923629U true CN202923629U (en) | 2013-05-08 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 201220661835 Withdrawn - After Issue CN202923629U (en) | 2012-12-04 | 2012-12-04 | Control device of railway vehicle air brake system |
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| Country | Link |
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| CN (1) | CN202923629U (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102963344A (en) * | 2012-12-04 | 2013-03-13 | 北京二七轨道交通装备有限责任公司 | Control device of air braking system of rail vehicles |
| CN103465890A (en) * | 2013-09-30 | 2013-12-25 | 南车株洲电力机车有限公司 | Air standby brake system for dual-section reconnected electric locomotive |
| CN105196996A (en) * | 2015-10-19 | 2015-12-30 | 济南大学 | External hung electro-pneumatic quick-release brake device |
| CN106043262A (en) * | 2016-06-12 | 2016-10-26 | 中车青岛四方机车车辆股份有限公司 | Method, device and system for cutting bogie brake off |
| CN112824207A (en) * | 2019-11-21 | 2021-05-21 | 中车唐山机车车辆有限公司 | Railway vehicle and safety warning device thereof |
-
2012
- 2012-12-04 CN CN 201220661835 patent/CN202923629U/en not_active Withdrawn - After Issue
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102963344A (en) * | 2012-12-04 | 2013-03-13 | 北京二七轨道交通装备有限责任公司 | Control device of air braking system of rail vehicles |
| CN103465890A (en) * | 2013-09-30 | 2013-12-25 | 南车株洲电力机车有限公司 | Air standby brake system for dual-section reconnected electric locomotive |
| CN103465890B (en) * | 2013-09-30 | 2015-12-02 | 南车株洲电力机车有限公司 | A kind of binodal heavily joins electric locomotive air emergency brake system |
| CN105196996A (en) * | 2015-10-19 | 2015-12-30 | 济南大学 | External hung electro-pneumatic quick-release brake device |
| CN106043262A (en) * | 2016-06-12 | 2016-10-26 | 中车青岛四方机车车辆股份有限公司 | Method, device and system for cutting bogie brake off |
| CN106043262B (en) * | 2016-06-12 | 2018-11-27 | 中车青岛四方机车车辆股份有限公司 | Cut off the methods, devices and systems of bogie braking |
| CN112824207A (en) * | 2019-11-21 | 2021-05-21 | 中车唐山机车车辆有限公司 | Railway vehicle and safety warning device thereof |
| CN112824207B (en) * | 2019-11-21 | 2022-06-17 | 中车唐山机车车辆有限公司 | Railway vehicle and safety warning device thereof |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| AV01 | Patent right actively abandoned |
Granted publication date: 20130508 Effective date of abandoning: 20150729 |
|
| RGAV | Abandon patent right to avoid regrant |