CN206012608U - Locomotive and tourist bus brakes - Google Patents
Locomotive and tourist bus brakes Download PDFInfo
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- CN206012608U CN206012608U CN201620611661.2U CN201620611661U CN206012608U CN 206012608 U CN206012608 U CN 206012608U CN 201620611661 U CN201620611661 U CN 201620611661U CN 206012608 U CN206012608 U CN 206012608U
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Abstract
The utility model discloses a kind of locomotive and tourist bus brakes, including locomotive braking system and tourist bus brakes, the locomotive braking system is connected with the tourist bus brakes by train pipe, main reservoir pipe and average tube.Again through transport of this utility model by locomotive with tourist bus is used, it is achieved that locomotive and the flexible use of tourist bus, be increased the overall weight of locomotive brake, is shortened braking distance.
Description
Technical field
The present invention relates to the through transport technical field again of locomotive and tourist bus, and in particular to a kind of locomotive and tourist bus braking system
System.
Background technology
At present, molten iron of metallurgy enterprises transport is progressively transported to torpedo iron mixing car transport excessively from hot-metal ladle and carriage, increases ferrum
Water transport tonnage, reduces locomotive and has bad luck number of times, but after Molten Iron Transportation tonnage increases, as locomotive majority is not provided with braking system
System, therefore, when in transport, braking realized by locomotive, inertia strengthens so that braking distance increases, in actual shipment, if occurring urgent
Situation, poor stop can increase operation hidden danger.For ensureing the dinkey such as GK of the Molten Iron Transportation for running safe, conventional0
Type locomotive is then by GK1C、GK1EReplace etc. medium-sized locomotive, therefore in practice, the utilization quantity of medium-sized locomotive increases, and due to
GK0Type locomotive traction power is relatively low, and under the trend of smelter heavy haul transport, the utilization rate of the type locomotive declines,
Even nowhere can use.
Utility model content
For above-mentioned problems of the prior art, this utility model provides a kind of locomotive and tourist bus brakes, greatly
Improve greatly the utilization rate of tourist bus, it is achieved that locomotive and the connection again of tourist bus, increased the overall weight of locomotive brake, shorten system
Dynamic distance.
For achieving the above object, the present invention provides following technical scheme：A kind of locomotive and tourist bus brakes, including locomotive
Brakes and tourist bus brakes, the locomotive braking system is by train pipe, main reservoir pipe and average tube and the tourist bus
Brakes is connected；
The locomotive braking system includes that the first double-heading valve, this seat in the plane switching valve and the first makeshift valve, this seat in the plane described turn
Change valve to be connected with the input of the first double-heading valve by the first pipeline a, the outfan of first double-heading valve there are 4, an output
End is connected with the first makeshift valve by the second pipeline a, and an outfan is connected with the first application valve by the second pipeline b, an output
End is connected with locomotive brake earthen pipe by locomotive intercepter valve (IV), locomotive check-valves, and an outfan is connected with average tube；
The tourist bus brakes includes the second application valve, the second auxiliary reservoir, the second double-heading valve, balance reservoir and threeway
Valve, the input of second application valve terminate the second auxiliary reservoir, the input of the second auxiliary reservoir respectively with main reservoir pipe and train
Pipe connects, and is provided with cock between the second auxiliary reservoir and train pipe, and outfan is connected with vehicle checking cylinder, and another input passes through the
Two pipeline b ' are connected with tourist bus intercepter valve (IV), and three-way valve one end is connected with train pipe, and one end is connected with the first auxiliary reservoir, and second joins again
Valve is connected with three-way valve by same port with balance reservoir.
Further, the front end of the balance reservoir arranges limited valve.
Further, second auxiliary reservoir has 2, and is connected in parallel.
Further, the tourist bus brakes also includes total wind non-return valve, the outfan of total wind non-return valve with described
Second auxiliary reservoir connects, and input is connected with train pipe and main reservoir pipe respectively, is provided with plug between total wind non-return valve and train pipe
Door.
Further, the vehicle checking cylinder is identical with balance reservoir volume.
The beneficial effects of the utility model are as follows：
1st, this utility model is used by the through transport again of locomotive and tourist bus, it is achieved that locomotive and the flexible use of tourist bus, is increased
The overall weight of locomotive brake, shortens braking distance.
2nd, this utility model ensure that the utilization rate of smelter tourist bus, it is to avoid compared with buying for large-tonnage locomotive, carry significantly
The high utilization rate of tourist bus, while the economic benefit of smelter is also improved,
Description of the drawings
Structural representations of the Fig. 1 for this utility model locomotive braking system；
Structural representations of the Fig. 2 for this utility model tourist bus brakes；
In figure：The first double-heading valves of 1-, 2- this seat in the plane switching valve, the first makeshift valves of 3-, 4- main reservoir pipes, the first double-heading valves of 5-
Average tube, 6- locomotive check-valves, the first double-heading valve of the first pipelines of 7- a, 8- hook shellfish, the first double-heading valves of 9- and hook shellfish spring, 10- second
Second pipeline b, 12- locomotive intercepter valve (IV) of pipeline a, 11-, 13- locomotive brake earthen pipes, 14- locomotive average tubes, the second application valves of 15-,
16- the second double-heading valve average tubes, 17- tourist bus check-valves, 18- tourist bus intercepter valve (IV)s, 19- the second pipeline b ', the conversion of 20- assisting vehicles position
Valve, 21- train pipes, 22- tourist bus average tubes, 23- the second pipeline a ', 24- three-way valve, 25- pressure limiting valves, the first auxiliary reservoirs of 26-,
27- balance reservoirs, 28- vehicle checking cylinders, the second auxiliary reservoirs of 29-, the total wind non-return valves of 30-, 31- cocks, the second double-heading valves of 32- are hooked
Shellfish, the second double-heading valves of 33-.
Specific embodiment
In order that those skilled in the art more fully understand technical scheme, with reference to the accompanying drawing of the present invention, right
Technical scheme carries out clear, complete description, based on the application in embodiment, those of ordinary skill in the art exist
Other the similar embodiments obtained on the premise of not making creative work, should all belong to the scope of the application protection.
Embodiment one：
As depicted in figs. 1 and 2, a kind of locomotive and tourist bus brakes, including locomotive braking system and tourist bus brakes,
The locomotive braking system is connected with the tourist bus brakes by train pipe, main reservoir pipe 4 and average tube；The locomotive system
Dynamic system includes that the first double-heading valve 1, this seat in the plane switching valve 2 and the first makeshift valve 3, this seat in the plane switching valve 2 described pass through first pipe
Road a7 is connected with the input of the first double-heading valve 1, and the outfan of first double-heading valve 1 has 4, and an outfan passes through second pipe
Road a10 is connected with the first makeshift valve 3, and an outfan is connected with the first application valve by the second pipeline b11, and an outfan passes through machine
Car intercepter valve (IV) 12, locomotive check-valves 6 are connected with locomotive brake earthen pipe, and an outfan is connected with average tube；The tourist bus braking system
System includes the second application valve 15, the second auxiliary reservoir 29, the second double-heading valve 33, balance reservoir 27 and three-way valve 24, and described second makees
The second auxiliary reservoir 29 is terminated with the input of valve 15, second auxiliary reservoir 29 there are 2, and is connected in parallel, the second auxiliary reservoir is set
29 purposes are the wind regimes of vehicle checking cylinder 28 when braking for tourist bus, equivalent to locomotive main air reservoir, if two the second auxiliary reservoirs are in parallel
29 are to ensure that wind regime is sufficient, and the input of the second auxiliary reservoir 29 is connected with main reservoir pipe 4 and train pipe respectively, the second secondary wind
Cock 31 is provided between cylinder and 29 train pipes, outfan is connected with vehicle checking cylinder 28, another input passes through the second pipeline b '
19 are connected with tourist bus intercepter valve (IV) 18, and 24 one end of three-way valve is connected with train pipe 21, and one end is connected with the first auxiliary reservoir 26, the second weight
Connection valve 33 and balance reservoir 27 are connected with three-way valve 24 by same port, the vehicle checking cylinder 28 and balance 27 volume of reservoir
Identical, the front end of the balance reservoir 27 arranges limited valve 25, and pressure limiting valve 25 is tourist bus braking when limiting disconnected hook emergency brake
The pressure of cylinder, should determine maximum pressure according to tourist bus counterweight during adjustment, prevent tourist bus from slipping.
The tourist bus brakes also includes total wind non-return valve 30, when total wind non-return valve 30 is to prevent disconnected hook, the second secondary wind
29 pressure air of cylinder is emptied, and causes tourist bus brake, the outfan of total wind non-return valve 30 and second auxiliary reservoir 29
Connection, input are connected with train pipe 21 and main reservoir pipe 4 respectively, are provided with cock between total wind non-return valve 30 and train pipe 21
31.
The course of work is as follows：
Train pipe, main reservoir pipe 4 and average tube between connection locomotive and tourist bus, and open cock 31.By locomotive first
Double-heading valve 1 is placed in this seat in the plane switching valve 2, lead to air as double-heading valve is hooked below shellfish, and the first double-heading valve hooks shellfish 8 in the first double-heading valve
Hook under 9 effect of shellfish spring, move down into lower extreme position, link up the second pipeline a10 and the second pipeline b11, and back down locomotive check-valves
6, the first double-heading valve of locomotive average tube 5 is communicated (such as with locomotive brake earthen pipe 13 by locomotive check-valves 6, locomotive intercepter valve (IV) 12
Fig. 1).The second double-heading valve of tourist bus 33 is placed in assisting vehicle position switching valve 20, the second double-heading valve hooks shellfish 32 and moved by total wind pressure, cut-out
Second pipeline a ' 23 and the second pipeline b ' 19 contacts and average tube and locomotive brake earthen pipe 13 contact (such as Fig. 2).
1st, when the braking that locomotive takes single valve to manipulate locomotive, single valve control independent role pipe supercharging, by the first break-in
3 → the second pipeline a10 → the second pipeline b11 of valve, enters the first application valve, makes the first application valve action control locomotive brake, machine
Then the pressure air of car checking cylinder passes through locomotive through 6 → the first double-heading valve average tube 5 of locomotive 12 → locomotive of intercepter valve (IV) check-valves
Average tube 14 hooks the second application valve of 32 → the second pipeline 19 → tourist buses of b ' of shellfish to the second double-heading valve of 22 → tourist bus of tourist bus average tube
15, tourist bus is obtained and locomotive identical brake-cylinder pressure by the second application valve 15 (Fig. 2 shows).When single valve control locomotive is alleviated
When, independent role pipe reduces pressure, and makes locomotive by 3 → the second pipeline a10 → the second pipeline b11 → the first application valve of the first makeshift valve
Alleviate, due to locomotive brake cylinder pressure drop, average tube pressure drop, tourist bus is by second double-heading valve 16 → tourist bus of average tube
Second double-heading valve hooks the second application valve 15 of 32 → the second pipeline 19 → tourist buses of b ' of shellfish, makes the second application valve 15 reduce pressure, and tourist bus delays
Solution, it can be seen that now the pressure of tourist bus checking cylinder all the time with single valve control locomotive brake cylinder pressure be consistent, locomotive and
Tourist bus can be braked with any stage and graduated release.
2nd, when locomotive passes through to implement train braking from valve, as train pipe reduces pressure, the three of the distributing valve and tourist bus of locomotive
The all actions of port valve 24, make distribution valve action pipe and balance reservoir 27 produce pressure air, but the pressure of tourist bus balance reservoir 27 are empty
Gas flows into the second pipeline b ' 19 that the groove of the second double-heading valve hook shellfish 32 is interrupted and cannot flow into the second application valve 15, so
The brake-cylinder pressure of tourist bus is not just controlled by its three-way valve 24.And locomotive distributing valve acts on the pressure air of pipe, through the first weight
Connection valve hooks shellfish 8 groove and flows into the first application valve, makes the first application valve have an effect, so that 4 pressure air of main reservoir pipe is through the
One application valve supply valve port enters checking cylinder → locomotive brake earthen pipe 13 → locomotive the first double-heading valve average tube 5 → locomotive average tube
14 → tourist bus average tube, 22 → tourist bus the second double-heading valve average tube the second pipeline of 16 → tourist bus b ' 19, makes the second application valve of tourist bus
15 also actions, 29 pressure air of the second auxiliary reservoir enter vehicle checking cylinder 28 through 15 air supply opening of the second application valve, then locomotive and
Tourist bus all produces braking action simultaneously.
When locomotive control alleviates train braking, as train pipe 21 is pressurized, locomotive distributing valve produces mitigation (tourist bus
Although three-way valve 24 also act on, the second application valve 15 of tourist bus is not controlled), distribute valve action pipe pressure air warp
Second application valve, 15 air vent is arranged to air.Due to locomotive brake cylinder pressure drop, then the second of the second application valve of tourist bus 15
The pressure air of pipeline b ' 19 is through tourist bus the second double-heading valve average tube 16 → tourist bus average tube 22 → locomotive, 14 → locomotive of average tube
First double-heading valve 5 → locomotive brake of average tube earthen pipe 13, is arranged to air from the air vent of the first application valve of locomotive, makes the of tourist bus
Two application valves 15 are also acted on, and the pressure air of vehicle checking cylinder 28 is entered air through the air vent of the second application valve of tourist bus 15,
So as to locomotive and tourist bus are all eased.
3rd, after train braking, during locomotive independent release locomotive brake, single valve handle is pushed independent release position, now, machine
The work reservoir pressure drop of car distributing valve, distributing valve main valve are alleviated, and the pressure air for distributing valve action pipe is arranged to air, due to
Second pipeline a10 is communicated with the second pipeline b11, therefore the pressure of the second pipeline b11 also declines, and locomotive first acts on valve action, makes
The pressure air of checking cylinder is arranged to air through the air vent of the first application valve, and locomotive is alleviated.Due to locomotive brake cylinder pressure drop,
14 pressure of locomotive average tube also declines, so that the pressure of tourist bus average tube 22 also declines, and tourist bus average tube 22 is through second
Double-heading valve average tube 16 is communicated with the second pipeline b ' 19, therefore the pressure of the second pipeline b ' 19 also declines, the second application valve of tourist bus 15
Effect, makes the pressure air of checking cylinder arrange to air through the air vent of the second application valve 15, so as to alleviate the braking of tourist bus.
When there is disconnected hook for some reason in the 4th, running and separating, 21 rapid aerofluxuss of train pipe, locomotive and tourist bus all occur
Braking action.Now, because main reservoir pipe 4 and average tube rupture, the first double-heading valve 1 is had an effect, and passes through locomotive intercepter valve (IV) first
12 blockings, prevent the pressure of checking cylinder from flowing into average tube through locomotive brake earthen pipe 13 and enter air, it is ensured that the safety of locomotive.With
When, the second double-heading valve 33 of tourist bus is also had an effect, and has cut off the path of the second pipeline b ' 19 and average tube, at this moment tourist bus threeway
The pressure air of the second pipeline a ' 23 (balancing reservoir 27) produced by valve 24 would not be interrupted in the second double-heading valve 33, led to
Cross the second pipeline a ' 23 and enter the second double-heading valve 33,32 groove of shellfish is hooked through the second double-heading valve and flow into the second pipeline b ' 19, make tourist bus
Second application valve, 15 action and produce braking action.
If 5 do not install the locomotive of the first double-heading valve 1 additional using the tourist bus, train pipe 21, cock can be individually turned on simultaneously
The second double-heading valve of tourist bus 33 is placed in this seat in the plane switching valve 2.So train pipe 21 is secondary to second through cock 31, total wind non-return valve 30
Reservoir 29 fills wind, provides wind regime to tourist bus；Second double-heading valve 33 links up the second pipeline a ' 23 and the second pipeline b ' 19, makes threeway
The control signal of valve 24 can reach tourist bus and make two-way valve 15, and locomotive can pass through to control tourist bus braking from valve.
Moreover, it will be appreciated that although this specification is been described by according to embodiment, not each embodiment is only wrapped
Contain an independent technical scheme, this narrating mode of description is only that those skilled in the art should for clarity
Using description as an entirety, the technical scheme in each embodiment can also form those skilled in the art through appropriately combined
Understandable other embodiment.
Claims (5)
1. a kind of locomotive and tourist bus brakes, it is characterised in that including locomotive braking system and tourist bus brakes, the machine
Car brakes is connected with the tourist bus brakes by train pipe, main reservoir pipe and average tube；
The locomotive braking system includes the first double-heading valve, this seat in the plane switching valve and the first makeshift valve, this seat in the plane switching valve described
It is connected with the input of first double-heading valve by the first pipeline a；The outfan of first double-heading valve has 4, an output
End is connected with the first makeshift valve by the second pipeline a, and an outfan is connected with the first application valve by the second pipeline b, and one
Outfan is connected with locomotive brake earthen pipe by locomotive intercepter valve (IV), locomotive check-valves, and an outfan is connected with the average tube
Connect；
The tourist bus brakes includes the second application valve, the second auxiliary reservoir, the second double-heading valve, balance reservoir and three-way valve, institute
The input for stating the second application valve connects second auxiliary reservoir, the input of second auxiliary reservoir respectively with main reservoir pipe and
Train pipe is connected, and is provided with cock between second auxiliary reservoir and the train pipe, and outfan is connected with vehicle checking cylinder,
Another input is connected with tourist bus intercepter valve (IV) by the second pipeline b '；Described three-way valve one end is connected with train pipe, one end
It is connected with the first auxiliary reservoir, second double-heading valve is connected with the three-way valve by same port with the balance reservoir
Logical.
2. locomotive as claimed in claim 1 and tourist bus brakes, it is characterised in that the front end of the balance reservoir is provided with
Pressure limiting valve.
3. locomotive as claimed in claim 2 and tourist bus brakes, it is characterised in that second auxiliary reservoir has 2, and simultaneously
Connection connection.
4. locomotive as claimed in claim 3 and tourist bus brakes, it is characterised in that the tourist bus brakes also includes always
Wind non-return valve, the outfan of total wind non-return valve are connected with second auxiliary reservoir, input respectively with the train pipe
Connect with the main reservoir pipe, the cock is arranged between total wind non-return valve and the train pipe.
5. locomotive as claimed in claim 4 and tourist bus brakes, it is characterised in that the vehicle checking cylinder and the balance
The volume of reservoir is identical.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201620611661.2U CN206012608U (en) | 2016-06-20 | 2016-06-20 | Locomotive and tourist bus brakes |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201620611661.2U CN206012608U (en) | 2016-06-20 | 2016-06-20 | Locomotive and tourist bus brakes |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN206012608U true CN206012608U (en) | 2017-03-15 |
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ID=58242806
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201620611661.2U Active CN206012608U (en) | 2016-06-20 | 2016-06-20 | Locomotive and tourist bus brakes |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN206012608U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112193270A (en) * | 2020-09-21 | 2021-01-08 | 中车工业研究院有限公司 | Braking system and method for rail engineering vehicle |
-
2016
- 2016-06-20 CN CN201620611661.2U patent/CN206012608U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112193270A (en) * | 2020-09-21 | 2021-01-08 | 中车工业研究院有限公司 | Braking system and method for rail engineering vehicle |
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| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant |