CN204821530U - Active tram hydraulic braking system of high speed switch valve - Google Patents
Active tram hydraulic braking system of high speed switch valve Download PDFInfo
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- CN204821530U CN204821530U CN201520503922.4U CN201520503922U CN204821530U CN 204821530 U CN204821530 U CN 204821530U CN 201520503922 U CN201520503922 U CN 201520503922U CN 204821530 U CN204821530 U CN 204821530U
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Abstract
The utility model discloses an active tram hydraulic braking system of high speed switch valve includes hydraulic pressure unit, active checking cylinder and energy storage ware, and the hydraulic pressure unit includes oil tank, return oil system, fuel transfer system and braking control system, and braking control system is equipped with the closed -loop control route, including 2 two three -way valves. Getting electricly or the mistake electricity through controlling first high speed switch valve, controlling active checking cylinder and oil tank intercommunication or disconnection, get electricly or lose the electricity through controlling second high speed switch valve, control energy storage ware communicates or the disconnection with active checking cylinder, adjusts the pressure of active checking cylinder, realizes brake pressure's closed -loop control, get electricly or lose the electricity through controlling the second solenoid valve, control active checking cylinder and break off or communicate with the energy storage ware, realize keeping the braking or losing electric automatic emergency braking of vehicle. This hydraulic braking system not only realizes the accurate closed -loop control to active checking cylinder brake pressure, and the requirement of satisfying the car brakeing, keeping the braking and lose electric automatic emergency braking.
Description
Technical field
The utility model relates to vehicle brake technology field, specifically, relates to a kind of active hydraulic brake system of high-speed switch valve for the braking of low floor tramway train.
Background technology
Brake system, as the core component of low floor tramway train, is ensure that vehicle safety runs, the reliable critical system stopped.Modern tram is owing to adopting low floor structure, widely use that power density is high, the hydraulic brake system of compact conformation, namely adopt integrated hydraulic brake system, and hydraulic efficiency pressure system is while realizing integration characteristics, fast response characteristic and closed loop control characteristic must be possessed.
The existing hydraulic brake system about low floor vehicle cannot meet the requirement that existing electric car responds fast brake-cylinder pressure, accurately controls.China Patent No. CN201220104062 discloses a kind of hydraulic brake system, passing ratio valve 9 controls, a corresponding pressure is provided to the delivery port of the second pressure circuit 12, and form closed loop with the pressure sensor 11 on branch road and the second pressure switch 10, namely this brake system adoption rate reducing valve realizes the closed loop control of braking force, although the control to brake-pressure can be realized, but it is poor to there is oil resistant liquid pollution capacity in proportional pressure-reducing valve, high and the response of element cost not shortcoming rapidly, its control for brake cannot meet the requirement that vehicle keeps braking and dead electricity automatic emergency brake.
Utility model content
The purpose of this utility model is to provide the active tramway train hydraulic brake system of a kind of high-speed switch valve, can realize the accurate closed loop control to active brake cylinder brake-pressure, meets vehicle service braking, keeps the requirement of braking and dead electricity automatic emergency brake.
The technical solution of the utility model is: the active tramway train hydraulic brake system of high-speed switch valve, comprise hydraulic pressure unit, active brake cylinder and energy storage, hydraulic pressure unit is communicated with energy storage with active brake cylinder, hydraulic pressure unit comprises fuel tank, return oil system, fuel transfer system and braking control system, and return oil system, fuel transfer system are all communicated with fuel tank with braking control system.
Braking control system is provided with closed loop control path, and closed loop control path comprises the first electromagnetic valve, the second electromagnetic valve, reducing valve, the first high-speed switch valve and the second high-speed switch valve; First electromagnetic valve and the second electromagnetic valve are two-position three-way valve.
Active brake cylinder divides two-way through the first electromagnetic valve rear oil duct, and a road of the first electromagnetic valve is directly communicated with fuel tank, obtains electric or dead electricity by controlling the first electromagnetic valve, controls active brake cylinder and is communicated with fuel tank or disconnects; Another road of first electromagnetic valve connects the second electromagnetic valve, is divided into two branch roads through the second electromagnetic valve rear oil duct;
One branch road of the second electromagnetic valve is communicated with energy storage through reducing valve, obtains electric or dead electricity by controlling the second electromagnetic valve, controls active brake cylinder and is communicated with energy storage or disconnects;
Another branch road of second electromagnetic valve connects the oil circuit between the first high-speed switch valve and the second high-speed switch valve, and take back fuel tank through the first high-speed switch valve and be communicated with energy storage with through the second high-speed switch valve, electric or dead electricity is obtained by controlling the first high-speed switch valve, control active brake cylinder be communicated with fuel tank or disconnect, electric or dead electricity is obtained by controlling the second high-speed switch valve, control energy storage be communicated with active brake cylinder or disconnect, regulate the pressure of active brake cylinder.
Preferably, described fuel transfer system comprises motor, coupler, Hydraulic Pump, filter and check valve, the output shaft of motor is connected to Hydraulic Pump by coupler, Hydraulic Pump oil inlet is communicated with fuel tank, Hydraulic Pump oil outlet divides two-way to export, one tunnel takes back fuel tank through return oil system, and another road is communicated with energy storage with check valve through filter.
Preferably, the first pressure sensor and the first pressure detection interface are installed between the energy storage mounting interface of described energy storage and check valve, detect the pressure of energy storage in real time, control motor start and stop, control fuel tank to energy storage topping up.
Preferably, described return oil system comprises by pass valve, and the two ends of by pass valve are communicated with fuel transfer system, and namely one end of by pass valve is communicated with the Hydraulic Pump oil outlet of fuel transfer system, and the other end of by pass valve is communicated with fuel tank.
Preferably, described braking control system also comprises Non-follow control path, and Non-follow control path is provided with Manual relief valve, and one end of Manual relief valve is communicated with energy storage, and the other end is directly communicated with fuel tank.
Preferably, second pressure sensor and the second pressure detection interface are installed between the Output pressure interface of described active brake cylinder and electromagnetic valve, the pressure of the active brake cylinder of real-time detection, control the first high-speed switch valve and the second high-speed switch valve obtains electric and dead electricity, realize the closed loop control of the pressure of active brake cylinder.
Preferably, the top of described fuel tank is provided with integrated valve block, and the element of hydraulic pressure unit is all installed on same integrated valve block, is all arranged at integrated valve block inside for the pipeline connecting each element in hydraulic pressure unit, and the top of integrated valve block is provided with element protection cover.
The utility model beneficial effect is compared with prior art:
Hydraulic brake system of the present utility model comprises hydraulic pressure unit, active brake cylinder and energy storage, and hydraulic pressure unit comprises fuel tank, return oil system, fuel transfer system and braking control system, and braking control system is provided with closed loop control path, comprises 2 two-position three-way valves.
One tunnel of the second electromagnetic valve connects the oil circuit between the first high-speed switch valve and the second high-speed switch valve, electric or dead electricity is obtained by controlling the first high-speed switch valve, control active brake cylinder be communicated with fuel tank or disconnect, electric or dead electricity is obtained by controlling the second high-speed switch valve, control energy storage be communicated with active brake cylinder or disconnect, regulate the pressure of active brake cylinder, realize the closed loop control of brake-pressure; Another road of second electromagnetic valve is communicated with energy storage through reducing valve, obtains electric or dead electricity by the second electromagnetic valve, controls active brake cylinder and disconnects with energy storage or be communicated with, and realizes maintenance braking or the dead electricity automatic emergency brake of vehicle.This hydraulic brake system not only realizes the accurate closed loop control to active brake cylinder brake-pressure, and meets vehicle service braking, keeps braking and the requirement of dead electricity automatic emergency brake.
Accompanying drawing explanation
Fig. 1 is the schematic diagram of the utility model hydraulic brake system;
Fig. 2 is the structural representation of the utility model hydraulic brake system;
Fig. 3 is the utility model integrated valve block structure schematic diagram.
101 fuel tanks; 102 by pass valves; 103 filters; 104 check valves; 105 first pressure sensors; 106 first pressure detection interfaces; 107 Manual relief valves; 108 energy storage mounting interfaces; 109 reducing valves; 110 second pressure detection interfaces; 111 Output pressure interfaces; 112 second pressure sensors; 113 first electromagnetic valves; 114 second electromagnetic valves; 115 temperature switches; 116 liquid level mirrors; 117 first high-speed switch valves; 118 second high-speed switch valves; 119 motors; 120 coupler; 121 Hydraulic Pumps; 123 integrated valve blocks; 122 protective cases.
Detailed description of the invention
Make the object of the utility model embodiment, technical scheme and advantage clearly, below in conjunction with the accompanying drawing in the utility model embodiment, technical scheme in the utility model embodiment is clearly and completely described, obviously, described embodiment is the embodiment of the utility model part, instead of whole embodiments.Based on the embodiment in the utility model, the every other embodiment that those skilled in the art obtain under the prerequisite not making creative work, all belongs to protection domain of the present utility model.
Embodiment 1
See Fig. 1, the active tramway train hydraulic brake system of a kind of high-speed switch valve disclosed in the utility model, comprises hydraulic pressure unit 1, active brake cylinder 2 and energy storage 3, and hydraulic pressure unit 1 is communicated with energy storage 3 with active brake cylinder 2.
Hydraulic pressure unit comprises fuel tank 101, return oil system, fuel transfer system and braking control system.Return oil system, fuel transfer system and braking control system are all communicated with fuel tank 101.
Fuel transfer system comprises motor 119, coupler 120, Hydraulic Pump 121, filter 103 and check valve 104, the output shaft of motor 119 is connected to Hydraulic Pump 121 by coupler 120, Hydraulic Pump 121 oil inlet is communicated with fuel tank 101, Hydraulic Pump 121 oil outlet divides two-way to export, one tunnel takes back fuel tank 101 through return oil system, and another road is communicated with energy storage 3 with check valve 104 through filter 103.
First pressure sensor 105 and the first pressure detection interface 106 are arranged between the energy storage mounting interface 108 of energy storage 3 and check valve 104, for detecting the pressure of energy storage 3 in real time, and the force value detected is passed to controller, control motor 119 start and stop, control fuel tank 101 to energy storage 3 topping up.
Return oil system comprises by pass valve 102, and the two ends of by pass valve 102 are communicated with fuel transfer system, and namely one end of by pass valve 102 is communicated with Hydraulic Pump 121 oil outlet of fuel transfer system, and the other end of by pass valve 102 is communicated with fuel tank 101.
Braking control system comprises Non-follow control path and closed loop control path, Non-follow control path is provided with Manual relief valve 107, one end of Manual relief valve 107 is communicated with energy storage 3, the other end is directly communicated with fuel tank 101, manually opened Manual relief valve 107, the fluid in energy storage 3 is directly back in fuel tank 101.
Closed loop control path comprises the first electromagnetic valve 113, second electromagnetic valve 114, reducing valve 109, first high-speed switch valve 117 and the second high-speed switch valve 118.
Above-mentioned first electromagnetic valve 113 and the second electromagnetic valve 114 are two-position three-way valve, active brake cylinder 2 divides two-way through the first electromagnetic valve 113 rear oil duct, one tunnel of the first electromagnetic valve 113 is directly communicated with fuel tank 101, when first electromagnetic valve 113 obtains electric, active brake cylinder 2 is communicated with fuel tank 101 through the first electromagnetic valve 113.Another road of first electromagnetic valve 113 connects the second electromagnetic valve 114, is divided into two branch roads through the second electromagnetic valve 114 rear oil duct.
One branch road of the second electromagnetic valve 114 is communicated with energy storage 3 through reducing valve 109, first electromagnetic valve 113 and the second electromagnetic valve 114 all dead electricity time, active brake cylinder 2 is communicated with energy storage 3 with the second electromagnetic valve 114 through the first electromagnetic valve 113, realizes vehicle and keeps braking and dead electricity automatic emergency brake.Another branch road of second electromagnetic valve 114 connects the oil circuit between the first high-speed switch valve 117 and the second high-speed switch valve 118, and take back fuel tank 101 through the first high-speed switch valve 117 and be communicated with energy storage 3 with through the second high-speed switch valve 118, electric or dead electricity is obtained by controlling the first high-speed switch valve 117, control active brake cylinder 2 be communicated with fuel tank 101 or disconnect, electric or dead electricity is obtained by controlling the second high-speed switch valve 118, control energy storage 3 be communicated with active brake cylinder 2 or disconnect, and then regulate the pressure of active brake cylinder 2.
Second pressure sensor 112 and the second pressure detection interface 110 are arranged between the Output pressure interface 111 of active brake cylinder 2 and the first electromagnetic valve 113, for detecting the pressure of active brake cylinder 2 in real time, and the force value detected is passed to controller, control the first high-speed switch valve 117 and the second high-speed switch valve 118 electric and dead electricity, and then closed loop control is realized to active brake cylinder 2 internal pressure.
Fuel tank 101 is provided with temperature switch 115 and liquid level mirror 116, for detecting oil liquid temperature and liquid level in real time.
Motor 119 adopts DC machine, and Hydraulic Pump 121 adopts gear type pump.
Above-mentioned energy storage 3 divides 4 tunnels through the oil circuit of energy storage mounting interface 108, and a road is communicated with check valve 104, is communicated with fuel tank 101 through filter 103 with Hydraulic Pump 121; Fuel tank 101 is connected through Manual relief valve 107 in one tunnel; Fuel tank 101 is connected through the second high-speed switch valve 118 and the first high-speed switch valve 117 successively in one tunnel; One tunnel is connected with the second electromagnetic valve 114 through reducing valve 109, and is communicated with active brake cylinder 2 through the first electromagnetic valve 113.
See Fig. 2 and Fig. 3, the top of fuel tank 101 is provided with integrated valve block 123, and all element of above-mentioned hydraulic pressure unit 1 is all installed on same integrated valve block 123,
Wherein, motor 119, second high-speed switch valve 118, by pass valve 102, temperature switch 115, reducing valve 109, first high-speed switch valve 117, first electromagnetic valve 113, second electromagnetic valve 114, second pressure sensor 106 and the first pressure sensor 105, be installed on the upper end of integrated valve block 123.Output pressure interface 111, energy storage mounting interface 108, second pressure detection interface 110 and the first pressure detection interface 106 are installed on the side of integrated valve block 123, convenient detect or with extraneous pipeline connection.Manual relief valve 107 is installed on the front side of integrated valve block 123, and Hydraulic Pump 121 is installed on the lower end of integrated valve block 123, and is communicated with fuel tank 101.Pipeline for connecting each element in hydraulic pressure unit 1 is all arranged at the inside of integrated valve block 123, and the top of integrated valve block 123 is provided with protective case 122, and the element installed for the protection of integrated valve block 123 upper end is not damaged.
The working process of the utility model hydraulic brake system:
The active tramway train hydraulic brake system of high-speed switch valve can realize 3 kinds of braking modes of vehicle, respectively: service braking, maintenance braking and dead electricity automatic emergency brake.
Service braking: the first pressure sensor 105 detects the force value of energy storage 3 inner fluid in real time, when the low pressure limit value that energy storage 3 inner fluid force value sets lower than the first pressure sensor 105, electric 119 start, there is provided power by motor 119, drive Hydraulic Pump 121 to energy storage 3 topping up by coupler 120; When energy storage 3 inner fluid force value reaches the upper pressure limit value of the first pressure sensor 105 setting, disable motor 119 stops topping up.By said process, current energy storage 3 inner fluid pressure can guarantee that hydraulic brake system is set up brake-pressure fast and avoids motor 119 frequent start-stop.
When this hydraulic brake system does not receive braking instruction, the state of each electromagnetic valve and switch valve is as follows: the first electromagnetic valve 113 obtains electric, see Fig. 1, active brake cylinder 2 is formed after path through the downside of the first electromagnetic valve 113 and is directly communicated with fuel tank 101, active brake cylinder 2 brakeless pressure.
When this hydraulic brake system receives braking instruction, the state of each electromagnetic valve and switch valve is as follows: the second electromagnetic valve 114 obtains electric, and the first electromagnetic valve 113 dead electricity, as Fig. 1 shows, active brake cylinder 2 on the upside of the first electromagnetic valve 113, the downside of the second electromagnetic valve 114 and the second high-speed switch valve 118 and the first high-speed switch valve 117 form path, and be communicated with fuel tank 101 through the first high-speed switch valve 117, be communicated with energy storage 3 with through the second high-speed switch valve 118.Second pressure sensor 112 detects the pressure in active brake cylinder 2 in real time, Fast transforms first high-speed switch valve 117 and the second high-speed switch valve 118 electric and power failure state, regulate the pressure in passive type brake cylinder 2, realize the closed loop control of passive type brake cylinder 2 pressure.
The detailed process of closed loop control:
Second electromagnetic valve 114 obtains electric, and the first electromagnetic valve 113 dead electricity, when the first high-speed switch valve 117 dead electricity and the second high-speed switch valve 118 electric time, energy storage 3 inner fluid is communicated with active brake cylinder 2 through the second high-speed switch valve 118, second electromagnetic valve 114, first electromagnetic valve 113 successively, increases active brake cylinder 2 braking force;
Second electromagnetic valve 114 obtains electric, and the first electromagnetic valve 113 dead electricity, when the first high-speed switch valve 117 electric and the second high-speed switch valve 118 dead electricity time, active brake cylinder 2 inner fluid is directly communicated with fuel tank 101 through the first electromagnetic valve 113, second electromagnetic valve 114, first high-speed switch valve 117 successively, reduces active brake cylinder 2 braking force.
Keep braking: keep braking to be used for vehicle temporary shut down state, when vehicle temporary shut down, certain braking force need be applied and keep vehicle to stop.When this hydraulic brake system receives and keeps braking instruction, the state of each electromagnetic valve and switch valve is as follows: the first electromagnetic valve 113 dead electricity, second electromagnetic valve 114 dead electricity, as Fig. 1 shows, active brake cylinder 2 on the upside of the first electromagnetic valve 113, the upside of the second electromagnetic valve 114 and reducing valve 109 form path, and be communicated with energy storage 3.Energy storage 3 oil liquid pressure is connected to active brake cylinder 2 by reducing valve 109, and active brake cylinder 2 maintains certain brake-pressure and exports, and realizes vehicle and keeps braking.
Electricity loss emergency braking: electricity loss emergency braking is used for the urgent dead ship condition of vehicle, when vehicle runs into sudden stop situation, need apply braking force and guarantee that vehicle stops immediately.When this hydraulic brake system receives electricity loss emergency braking instruction, the each electromagnetic valve of this hydraulic brake system and switch valve are all in power failure state, i.e. the first electromagnetic valve 113 dead electricity, second electromagnetic valve 114 dead electricity, see Fig. 1, active brake cylinder 2 on the upside of the first electromagnetic valve 113, the upside of the second electromagnetic valve 114 and reducing valve 109 form path, and be communicated with energy storage 3, active brake cylinder 2 maintains certain brake-pressure and exports, and realizes emergency brake of vehicle, stops fast.
Claims (7)
1. the active tramway train hydraulic brake system of high-speed switch valve, comprise hydraulic pressure unit, active brake cylinder and energy storage, hydraulic pressure unit is communicated with energy storage with active brake cylinder, hydraulic pressure unit comprises fuel tank, return oil system, fuel transfer system and braking control system, return oil system, fuel transfer system are all communicated with fuel tank with braking control system, it is characterized in that:
Described braking control system is provided with closed loop control path, and closed loop control path comprises the first electromagnetic valve, the second electromagnetic valve, reducing valve, the first high-speed switch valve and the second high-speed switch valve; First electromagnetic valve and the second electromagnetic valve are two-position three-way valve,
Active brake cylinder divides two-way through the first electromagnetic valve rear oil duct, and a road of the first electromagnetic valve is directly communicated with fuel tank, obtains electric or dead electricity by controlling the first electromagnetic valve, controls active brake cylinder and is communicated with fuel tank or disconnects; Another road of first electromagnetic valve connects the second electromagnetic valve, is divided into two branch roads through the second electromagnetic valve rear oil duct;
One branch road of the second electromagnetic valve is communicated with energy storage through reducing valve, obtains electric or dead electricity by controlling the second electromagnetic valve, controls active brake cylinder and is communicated with energy storage or disconnects;
Another branch road of second electromagnetic valve connects the oil circuit between the first high-speed switch valve and the second high-speed switch valve, and take back fuel tank through the first high-speed switch valve and be communicated with energy storage with through the second high-speed switch valve, electric or dead electricity is obtained by controlling the first high-speed switch valve, control active brake cylinder be communicated with fuel tank or disconnect, electric or dead electricity is obtained by controlling the second high-speed switch valve, control energy storage be communicated with active brake cylinder or disconnect, regulate the pressure of active brake cylinder.
2. the active tramway train hydraulic brake system of high-speed switch valve according to claim 1, it is characterized in that: described fuel transfer system comprises motor, coupler, Hydraulic Pump, filter and check valve, the output shaft of motor is connected to Hydraulic Pump by coupler, Hydraulic Pump oil inlet is communicated with fuel tank, Hydraulic Pump oil outlet divides two-way to export, one tunnel takes back fuel tank through return oil system, and another road is communicated with energy storage with check valve through filter.
3. the active tramway train hydraulic brake system of high-speed switch valve according to claim 2, it is characterized in that: the first pressure sensor and the first pressure detection interface are installed between the energy storage mounting interface of described energy storage and check valve, the pressure of real-time detection energy storage, control motor start and stop, control fuel tank to energy storage topping up.
4. the active tramway train hydraulic brake system of high-speed switch valve according to claim 2, it is characterized in that: described return oil system comprises by pass valve, the two ends of by pass valve are communicated with fuel transfer system, namely one end of by pass valve is communicated with the Hydraulic Pump oil outlet of fuel transfer system, and the other end of by pass valve is communicated with fuel tank.
5. the active tramway train hydraulic brake system of high-speed switch valve according to claim 1, it is characterized in that: described braking control system also comprises Non-follow control path, Non-follow control path is provided with Manual relief valve, one end of Manual relief valve is communicated with energy storage, and the other end is directly communicated with fuel tank.
6. the active tramway train hydraulic brake system of high-speed switch valve according to claim 1, it is characterized in that: the second pressure sensor and the second pressure detection interface are installed between the Output pressure interface of described active brake cylinder and the first electromagnetic valve, the pressure of the active brake cylinder of real-time detection, controls the first high-speed switch valve and the second high-speed switch valve obtains electric and dead electricity.
7. the active tramway train hydraulic brake system of high-speed switch valve according to claim 1; it is characterized in that: the top of described fuel tank is provided with integrated valve block; the element of hydraulic pressure unit is all installed on same integrated valve block; pipeline for connecting each element in hydraulic pressure unit is all arranged at integrated valve block inside, and the top of integrated valve block is provided with element protection cover.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520503922.4U CN204821530U (en) | 2015-07-13 | 2015-07-13 | Active tram hydraulic braking system of high speed switch valve |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520503922.4U CN204821530U (en) | 2015-07-13 | 2015-07-13 | Active tram hydraulic braking system of high speed switch valve |
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| Publication Number | Publication Date |
|---|---|
| CN204821530U true CN204821530U (en) | 2015-12-02 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201520503922.4U Withdrawn - After Issue CN204821530U (en) | 2015-07-13 | 2015-07-13 | Active tram hydraulic braking system of high speed switch valve |
Country Status (1)
| Country | Link |
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| CN (1) | CN204821530U (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105000008A (en) * | 2015-07-13 | 2015-10-28 | 青岛四方车辆研究所有限公司 | Active tram hydraulic braking system with high speed switch valve |
| CN107839712A (en) * | 2017-10-30 | 2018-03-27 | 中车唐山机车车辆有限公司 | The hydraulic brake system and magnetic suspension train of magnetic suspension train |
| CN113859198A (en) * | 2020-06-30 | 2021-12-31 | 比亚迪股份有限公司 | Hydraulic braking unit and braking system of railway vehicle |
-
2015
- 2015-07-13 CN CN201520503922.4U patent/CN204821530U/en not_active Withdrawn - After Issue
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105000008A (en) * | 2015-07-13 | 2015-10-28 | 青岛四方车辆研究所有限公司 | Active tram hydraulic braking system with high speed switch valve |
| CN105000008B (en) * | 2015-07-13 | 2019-02-15 | 中车青岛四方车辆研究所有限公司 | The active tramcar brake fluid system of high-speed switch valve |
| CN107839712A (en) * | 2017-10-30 | 2018-03-27 | 中车唐山机车车辆有限公司 | The hydraulic brake system and magnetic suspension train of magnetic suspension train |
| CN107839712B (en) * | 2017-10-30 | 2019-08-27 | 中车唐山机车车辆有限公司 | The hydraulic brake system and magnetic suspension train of magnetic suspension train |
| CN113859198A (en) * | 2020-06-30 | 2021-12-31 | 比亚迪股份有限公司 | Hydraulic braking unit and braking system of railway vehicle |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C56 | Change in the name or address of the patentee | ||
| CP03 | Change of name, title or address |
Address after: 266000 Shandong province Qingdao City, Ruichang Road No. 231 Patentee after: CRRC QINGDAO SIFANG VEHICLE RESEARCH INSTITUTE CO., LTD. Address before: 266000 Ruichang Road, Shandong, China, No. 231, No. Patentee before: Qingdao Sifang Rolling Stock Research Institute Co., Ltd. |
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| AV01 | Patent right actively abandoned | ||
| AV01 | Patent right actively abandoned |
Granted publication date: 20151202 Effective date of abandoning: 20190215 |