CN203294121U - Train hook breakage protective system - Google Patents
Train hook breakage protective system Download PDFInfo
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- CN203294121U CN203294121U CN201320255157XU CN201320255157U CN203294121U CN 203294121 U CN203294121 U CN 203294121U CN 201320255157X U CN201320255157X U CN 201320255157XU CN 201320255157 U CN201320255157 U CN 201320255157U CN 203294121 U CN203294121 U CN 203294121U
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- valve
- brake
- train
- protection system
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Abstract
The utility model relates to the technical field of internal combustion engine braking systems, and particularly relates to a train hook breakage protective system, which comprises a brake valve. The brake valve is connected with a first balanced air cylinder pipe, a second brake pipe, a third general air cylinder pipe, a fourth middle balanced pipe, a sixth sand dispersing pipe, a seventh over-charge pipe, an eighth interceptive valve pipe, a tenth individual release pipe and an eleventh individual acting pipe. The first balanced air cylinder pipe is connected with a balanced air cylinder pressure sensor. The second brake pipe is connected with a brake pipe sensor and a pressure switch. The third general air cylinder pipe is connected in series with an electromagnetic valve. The second brake pipe and the third general air cylinder pipe are connected with an air release valve. The eighth interceptive valve pipe is connected with an emergent brake electromagnetic valve. According to the train hook breakage protective system, under the condition of marshalling very long train tail part hook breakage, the hook breakage stoppage also can be detected accurately. Meanwhile, the train is braked emergently, and both the safety and the reliability of the whole train are improved.
Description
Technical field
The utility model relates to combustion engine braking systems technology field, especially a kind of train hook protection system of breaking.
Background technology
When dress normally moves with the train of JZ-7 type air damper, the brake activation valve handle is at driving position, disconnected hook occurs between locomotive and vehicle between disconnected hook, vehicle and vehicle to occur, Brake pipe pressure can not drop to rapidly zero, thereby locomotive or train can not produce the emergency braking effect in a short period of time.If train marshalling list is very long, and disconnected hook occurs in last vehicle of train, and the time of train generation emergency braking effect can be longer.
JZ-7 type air damper structure principle chart as shown in Figure 1, when the automatic brake valve handle is placed in driving position, the pressure air of 3# main reservoir pipe is filled with equalizing reservoir 2 after the pressure that brake activation valve 1 adjustment valve is adjusted into regulation, then in 4# all pipe be filled with the left side of relay valve 3 pistons, piston is moved by pressed rightwards, by push rod, steam supply valve is opened, 3# main reservoir pipe pressure air is directly inflated to the 2# brake pipe through blocking valve port a and valve port while, the shrinkage cavity that is 1mm through diameter is simultaneously inflated to the piston right side, as shown in Figure 2.When piston right atrial pressure and piston left side equilibrium of pressure, steam supply valve is under the effect of steam supply valve spring, and close port, cut off the 3# main reservoir pipe and the wind comes from, and the 2# brake pipe is in packing state.
Automatic brake valve is at driving position, when disconnected hook occurs in train, disconnected hook separation place is occurring to the atmosphere air draft in the 2# brake pipe, the 3# main reservoir pipe is mended wind through relay valve 3 to the 2# brake pipe again simultaneously, thereby the pressure of 2# brake pipe can not reduce rapidly, and locomotive or train can not produce the emergency braking effect in a short period of time.If train marshalling list is very long, and disconnected hook occurs in last vehicle of train, and the time of train generation emergency braking effect can be longer.
It is as follows that the utility model relates to relevant technical interpretation:
Equalizing reservoir pipe: the pipe that equalizing reservoir is communicated with automatic brake valve.Equalizing reservoir pressure is controlled by the automatic brake valve handle position, and the automatic brake valve handle position changes, and equalizing reservoir pressure also changes thereupon.The equalizing reservoir pipe automatic brake valve inner with in all pipe communicate, both pressure are equal all the time.The pressure of equalizing reservoir change be exactly in all pressure variations of pipe.All pressure variations of pipe in the relay valve basis, the air pressure of direct control brake pipe.
Brake pipe: from the relay valve on locomotive, connect the pipeline of full train.Distributing valve on rolling stock all props up and is connected on brake pipe.Distributing valve on rolling stock changes according to the pressure of brake pipe, application reservoir and the auxiliary reservoir on vehicle controlled respectively on locomotive fill wind or air draft,, again through application valve,, through the effect of triple valve, make rolling stock realize braking, pressurize, alleviation on vehicle on locomotive.
Main reservoir pipe: the pipeline that wind regime is provided for whole brake system.
In equal pipes: the pipeline that is led to relay valve by automatic brake valve.All pressure variations of pipe in the relay valve basis, the air pressure of direct control brake pipe.
Shut-off valve tube: the pipeline that is led to relay valve by automatic brake valve.While by the automatic brake valve handle, implementing braking, through automatic brake valve, blast main is connected with shut-off valve tube, after shut-off valve tube obtains wind, cuts off the path of the logical blast main of the inner brake pipe of relay valve, make brake pipe can not get mending wind or fill wind.
The utility model content
In order to overcome the deficiency of existing technology, the utility model provides a kind of train hook protection system of breaking.
The technical scheme that its technical matters that solves the utility model adopts is: a kind of train hook protection system of breaking; comprise a brake activation valve, be connected with on brake activation valve that in 1# equalizing reservoir pipe, 2# brake pipe, 3# main reservoir pipe, 4#, all pipe, 6# sand pipe, 7# overcharge pipe, 8# shut-off valve tube, 10# independent release pipe and 11# independent role pipe.Connect an equalizing reservoir pressure sensor on described 1# equalizing reservoir pipe; Connect a brake pipe sensor on described 2# brake pipe; Connect a pressure switch on described 2# brake pipe; Electromagnetic valve of serial connection on described 3# main reservoir pipe; Described 2# brake pipe is connected a vent valve with the 3# main reservoir pipe; Connect an anxious electromagnetic valve processed on described 8# shut-off valve tube.
, according to another embodiment of the present utility model, comprise that further brake activation valve is connected with equalizing reservoir through 1# equalizing reservoir pipe.
According to another embodiment of the present utility model, comprise that further 2# brake pipe one tunnel is connected with brake activation valve, another road is connected with relay valve, also is connected with an emergency brake valve on the 2# brake pipe.
According to another embodiment of the present utility model, comprise that further 3# main reservoir pipe one tunnel is connected with brake activation valve, a road electromagnetic valve of serial connection is connected with relay valve, and a road directly is connected with relay valve, also has a road and is connected electromagnetic valve connection processed.
, according to another embodiment of the present utility model, further comprise in brake activation valve 4# and all manage and directly with relay valve, be connected.
According to another embodiment of the present utility model, comprise that further brake activation valve 7# overcharges Guan Yilu and overcharges reservoir and be connected, another road is connected with relay valve.
, according to another embodiment of the present utility model, be connected to relay valve after further comprising brake activation valve 8# shut-off valve tube and anxious electromagnetic valve processed being connected.
The beneficial effects of the utility model are, even the utility model is in the situation that disconnected hook occurs in the very long last vehicle of train of marshalling, the disconnected hook fault of train also can accurately be detected, and implement quickly and effectively the train emergency braking, improve the safety and reliability of car load.
Description of drawings
Below in conjunction with drawings and Examples, the utility model is further illustrated.
Fig. 1 is the theory structure schematic diagram of original technology;
Fig. 2 is relay valve blocking valve port a structure cutaway view while opening;
Fig. 3 structural representation of the present utility model;
Fig. 4 is the utility model blocking valve port a closed condition structure cutaway view;
In figure 1, brake activation valve, 2, equalizing reservoir, 3, relay valve, 4, electromagnetic valve, 5, overcharge reservoir, 7, the equalizing reservoir pressure sensor, 8, the brake pipe sensor, 9, pressure switch, 10, vent valve, 11, anxious electromagnetic valve processed, 12, emergency brake valve.
The specific embodiment
Structural representation of the present utility model as Fig. 3; a kind of train hook protection system of breaking; comprise a brake activation valve 1, be connected with on brake activation valve 1 that in 1# equalizing reservoir pipe, 2# brake pipe, 3# main reservoir pipe, 4#, all pipe, 6# sand pipe, 7# overcharge pipe, 8# shut-off valve tube, 10# independent release pipe and 11# independent role pipe.Connect an equalizing reservoir pressure sensor 7 on described 1# equalizing reservoir pipe; Connect a brake pipe sensor 8 on described 2# brake pipe; Connect a pressure switch 9 on described 2# brake pipe; Electromagnetic valve 4 of serial connection on described 3# main reservoir pipe; Be connected with a vent valve 10 between described 2# brake pipe and 3# main reservoir pipe; Connect an anxious electromagnetic valve 11 processed on described 8# shut-off valve tube.Brake activation valve 1 is connected with equalizing reservoir 2 through 1# equalizing reservoir pipe; 2# brake pipe one tunnel is connected with brake activation valve 1, and another road is connected with relay valve 3, also is connected with an emergency brake valve 12 on the 2# brake pipe; 3# main reservoir pipe one tunnel is connected with brake activation valve 1, and a road electromagnetic valve 4 of serial connection is connected with relay valve 3, and a road directly is connected with relay valve 3, also has a road and is connected electromagnetic valve 11 connections processed; Brake activation valve 1 is all managed and directly with relay valve 3, is connected in 4#; Brake activation valve 1 overcharges Guan Yilu and overcharges reservoir 5 and be connected through 7#, and another road is connected with relay valve 3; The 8# shut-off valve tube of brake activation valve 1 be connected to relay valve 3 after anxious electromagnetic valve 11 processed is connected.
Simultaneously, increase in microcomputer and resolve hook control software.
After disconnected hook occurred train, pc control software sent instruction according to the pressure signal that detects, and made train implement the disconnected anxious braking that hooks.
The disconnected hook protection of train logic is as follows:
1) disconnected hook protection system automatic activation condition:
Force value 〉=470kPa when the equalizing reservoir pressure sensor 7 of locomotive 1# equalizing reservoir pipe; force value 〉=the 470kPa of the brake pipe sensor 8 of 2# brake pipe; locomotive speed＞5km/h; after continuing for some time; the locomotive microcomputer hook protection system control program automatic activation (startup) that breaks, electromagnetic valve 4 the electric closed condition that is.
When the force value＜470kPa of the equalizing reservoir pressure sensor 7 of locomotive 1# equalizing reservoir pipe or locomotive speed≤5km/h, the disconnected hook protection system control program of locomotive microcomputer is closed (failing) automatically.
after the disconnected hook protection system control program automatic activation of locomotive microcomputer, when the difference of pressure between equalizing reservoir pressure sensor 7 and brake pipe sensor 8 more than or equal to a definite value and after continuing for some time, the disconnected hook protection system control program action of locomotive microcomputer, the anxious brake command of namely feeling nervous: 1. make the electromagnetic valve 11 anxious processed must be electric, the pressure air of 3# main reservoir pipe passes to the 8# shut-off valve tube from anxious electromagnetic valve 11 processed, intercepter valve (IV) moves right under the effect of the pressure of its left side 3# main reservoir pipe and spring force, blocking valve port a is closed condition, path on cut-out relay valve 3 between 3# main reservoir pipe and 2# brake pipe, make relay valve 3 not mend wind to the 2# brake pipe, as shown in Figure 4.Vent valve 10 is obtained electric, make the 2# brake pipe through the logical atmosphere of vent valve 10, thereby accelerate the air draft of 2# brake pipe to atmosphere, and make the pressure of 2# brake pipe drop to 0, realize the emergency braking of full train; 3. when the pressure of 2# brake pipe dropped to 230～250kPa, pressure switch 9 actions, made the unloading of locomotive traction power.Locomotive microcomputer is reported to the police and is shown " disconnected hook protection " simultaneously.
2) resetting after disconnected hook protection system action
After disconnected hook protection system action and train speed are 0; the large lock handle of driver's hand-driven moving is to emergency position; when the pressure of 1# equalizing reservoir pipe drops to less than 300kPa, after the controller handle returned 0, disconnected hook protection system locomotive microcomputer control program was closed automatically; anxious electromagnetic valve 11 processed and vent valve 10 dead electricity; electromagnetic valve 4 dead electricity in opened condition, eliminate, after this by disconnected hook protective effect and warning; driver manually large lock handle to driving position or overcharge position, implements the alleviation of full train.
The disconnected hook protection system of train of the present utility model is equally applicable to the disconnected hook protection of dual operation platform locomotive or multi-locomotive.Because when locomotive is dual operation platform or locomotive double heading, non-manipulatable end automatic brake valve is put the handle fetch bit, and the pressure of the equalizing reservoir pipe 1 of corresponding operating end is 250kPa.
After the hook protection system was resolved in the train increase, even disconnected hook occurs in the very long last vehicle of train of marshalling, protection system also can accurately detect the disconnected hook fault of train, and implements quickly and effectively the train emergency braking, has improved the safety and reliability of car load.
In sum, it is only preferred embodiment of the present utility model, not be used for limiting the scope that the utility model is implemented, all equalizations of according to the described shape of the utility model claim scope, structure, feature and spirit, doing change and modify, and all should be included in claim scope of the present utility model.
Claims (7)
1. the disconnected hook protection system of a train; comprise a brake activation valve (1); be connected with in 1# equalizing reservoir pipe, 2# brake pipe, 3# main reservoir pipe, 4# all pipe, 6# sand pipe, 7# on brake activation valve (1) and overcharge pipe, 8# shut-off valve tube, 10# independent release pipe and 11# independent role pipe, it is characterized in that:
Connect an equalizing reservoir pressure sensor (7) on described 1# equalizing reservoir pipe;
Connect a brake pipe sensor (8) on described 2# brake pipe;
Connect a pressure switch (9) on described 2# brake pipe;
A serial connection electromagnetic valve (4) on described 3# main reservoir pipe;
Described 3# main reservoir pipe is connected a vent valve (10) with the 2# brake pipe;
Connect an anxious electromagnetic valve processed (11) on described 8# shut-off valve tube.
2. the disconnected hook protection system of train according to claim 1, is characterized in that, brake activation valve (1) is connected with equalizing reservoir (2) through 1# equalizing reservoir pipe.
3. the disconnected hook protection system of train according to claim 1, is characterized in that, 2# brake pipe one tunnel is connected with brake activation valve (1), and another road is connected with relay valve (3), also is connected with an emergency brake valve (12) on the 2# brake pipe.
4. the disconnected hook protection system of train according to claim 1; it is characterized in that, 3# main reservoir pipe one tunnel is connected with brake activation valve (1), and a road electromagnetic valve of serial connection (4) is connected with relay valve (3); one tunnel directly is connected with relay valve (3), also has a road and is connected electromagnetic valve processed (11) connection.
5. the disconnected hook protection system of train according to claim 1, is characterized in that, all manages and directly with relay valve (3), be connected in brake activation valve (1) 4#.
6. the disconnected hook protection system of train according to claim 1, is characterized in that, brake activation valve (1) 7# overcharges Guan Yilu and overcharges reservoir (5) and be connected, and another road is connected with relay valve (3).
7. the disconnected hook protection system of train according to claim 1, is characterized in that, brake activation valve (1) 8# shut-off valve tube be connected to relay valve (3) after urgency electromagnetic valve processed (11) is connected.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320255157XU CN203294121U (en) | 2013-05-13 | 2013-05-13 | Train hook breakage protective system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320255157XU CN203294121U (en) | 2013-05-13 | 2013-05-13 | Train hook breakage protective system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN203294121U true CN203294121U (en) | 2013-11-20 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201320255157XU Expired - Fee Related CN203294121U (en) | 2013-05-13 | 2013-05-13 | Train hook breakage protective system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN203294121U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103223953A (en) * | 2013-05-13 | 2013-07-31 | 南车戚墅堰机车有限公司 | Train hook breakage protective system |
| CN104960543A (en) * | 2015-08-04 | 2015-10-07 | 南车戚墅堰机车有限公司 | Air brake system of locomotive air brake |
-
2013
- 2013-05-13 CN CN201320255157XU patent/CN203294121U/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103223953A (en) * | 2013-05-13 | 2013-07-31 | 南车戚墅堰机车有限公司 | Train hook breakage protective system |
| CN104960543A (en) * | 2015-08-04 | 2015-10-07 | 南车戚墅堰机车有限公司 | Air brake system of locomotive air brake |
| CN104960543B (en) * | 2015-08-04 | 2017-06-20 | 南车戚墅堰机车有限公司 | A kind of locomotive air brake Pneumatic brake systems |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20131120 Termination date: 20170513 |
|
| CF01 | Termination of patent right due to non-payment of annual fee |