CN210310369U - Trolley bus braking system and trolley bus - Google Patents
Trolley bus braking system and trolley bus Download PDFInfo
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- CN210310369U CN210310369U CN201821766563.1U CN201821766563U CN210310369U CN 210310369 U CN210310369 U CN 210310369U CN 201821766563 U CN201821766563 U CN 201821766563U CN 210310369 U CN210310369 U CN 210310369U
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Abstract
The utility model provides a trolley-bus braking system and trolley-bus, trolley-bus braking system includes wind regime subsystem, ventilation pipe way subsystem, electric subsystem, automatically controlled air suspension subsystem (ECAS) and brake control subsystem, the wind regime subsystem with ECAS the brake control subsystem passes through the ventilation pipe way subsystem is connected, electric subsystem with ECAS the brake control subsystem passes through the circuit connection, be provided with the single channel module among the brake control subsystem, the single channel module include gas solenoid valve, exhaust solenoid valve, pressure-backup valve, relay valve, pressure sensor and electronic control unit, set up in on every wheel of trolley-bus takes turns to. The trolley bus adopts the trolley bus braking system. The utility model discloses a braking system is applicable to the trolley bus that has a plurality of shaft, makes the trolley bus have better brake performance.
Description
Technical Field
The utility model relates to a trolley bus field, concretely relates to trolley bus braking system and trolley bus.
Background
The trolley bus is a road public transport means which is generally powered by overhead contact networks and driven by a motor, does not depend on a fixed track to run, is called as a green bus, has the advantages of energy conservation, environmental protection, comfort, sanitation, low price and flexibility, has the main function of carrying passengers, generally has no independent right of way, is easily influenced by other vehicles and pedestrians in operation, and therefore needs to have good braking performance so as to ensure the safety of personnel inside and outside the vehicle.
The invention patent application with the application number of 201810104956.4 discloses an electric car with high-efficiency braking, which comprises a car body, wherein a front axle brake and a rear axle brake are arranged in the car body; a master cylinder provided on the vehicle body; the front brake loop is connected with the master cylinder and the front shaft brake; and the rear brake loop is connected with the brake master cylinder, and the rear brake loop is connected with the rear axle brake. The utility model discloses an electric car, front axle and rear axle divide into two return circuits that both are correlated with and independent mutually, when either one of them return circuit broke down, do not influence the normal work of the other return circuit to ensure the reliable of braking, but the electric car that this application disclosed only has preceding brake return circuit and back brake return circuit, and current trolley-bus is because need have bigger passenger carrying capacity, its automobile body is longer, and the axletree quantity is also more, and the braking structure that the electric car adopted in this application is not suitable for the trolley-bus of more axletrees.
SUMMERY OF THE UTILITY MODEL
In order to solve the technical problem, the utility model provides a trolley bus braking system and trolley bus.
A trolley bus braking system comprises a wind source subsystem, a ventilation pipeline subsystem, an electric control air suspension subsystem (ECAS) and a braking control subsystem, wherein the wind source subsystem is connected with the ECAS, the braking control subsystem is connected with the ventilation pipeline subsystem, the electric subsystem is connected with the ECAS and the braking control subsystem through a circuit, a single-channel module is arranged in the braking control subsystem, and the single-channel module comprises a pneumatic solenoid valve, an exhaust solenoid valve, a standby pressure valve, a relay valve, a pressure sensor and an Electronic Control Unit (ECU) and is arranged on each wheel shaft of the trolley bus.
Preferably, the wind source subsystem comprises a compressed air supply device, the compressed air supply device comprises an air compressor, an electronic control dryer, a pressure sensor and a low-pressure alarm switch, the air compressor is connected with the electronic control dryer, and the pressure sensor and the low-pressure alarm switch are installed at an air outlet of the electronic control dryer.
Preferably, any one of the above solutions is driven by a three-phase AC380V AC motor.
In any of the above embodiments, preferably, the compressed air supply devices are provided in two sets, and are disposed at both ends of the trolley bus.
In any of the above schemes, preferably, the electrically controlled dryers are connected with each other through a main air duct.
In any of the above schemes, preferably, the electronically controlled dryer is provided with an alarm lamp.
Preferably, in any of the above schemes, the wind source subsystem further includes an air reservoir and a four-circuit protection valve.
In any of the above embodiments, preferably, the air reservoir and the four-circuit protection valve are disposed at each wheel axle of the trolley bus.
Preferably, in any of the above schemes, the air outlet of the electric control dryer is connected with the four-loop protection valve through a main air pipe.
Preferably, in any of the above embodiments, the four-circuit protection valve is connected to an air inlet of the air reservoir.
In any of the above schemes, preferably, the two ends of the main air pipe are provided with quick connectors which can be connected with an external air source.
In any of the above schemes, preferably, the air outlet of the air cylinder is provided with at least one of a pressure sensor or an air intake valve.
Preferably, in any of the above schemes, the air outlet of the air reservoir is connected with the braking control subsystem.
Preferably, in any of the above schemes, the wind source subsystem meets the requirements of GB 7258 and 2012.
Preferably, in any of the above solutions, the wind source subsystem provides dry compressed air for all devices using compressed air for the whole vehicle.
In any of the above schemes, preferably, when one set of the compressed air supply device fails, the other set of the compressed air supply device can provide compressed air for ensuring normal operation of the trolley bus.
In any of the above schemes, preferably, when the trolley bus is initially charged, the two sets of compressed air supply devices work simultaneously to meet the requirement of charging time.
Preferably, in any of the above embodiments, the air compressor is kept in operation when the system pressure is lower than the cut-off pressure, and the air compressor is stopped when the system pressure reaches the cut-off pressure.
Preferably, in any of the above schemes, the brake control subsystem further includes an electric control brake master valve, a double control relay valve, a double-way check valve, an emergency relay valve, a single channel module, an AB S and a brake.
Preferably, in any of the above schemes, the electrically controlled brake master valve is arranged at both ends of the trolley bus and connected with air outlets of the air storage cylinders at wheel shafts at both ends through a ventilation pipeline.
Preferably, in any of the above schemes, the electric control brake master valve has two independent air brake circuits, a brake control pipeline is led out from an air outlet of each air brake circuit, a double-control relay valve is arranged on each brake control pipeline, and the double-control relay valve is connected with an air outlet of an air storage cylinder on a corresponding wheel shaft.
In any of the above solutions, preferably, the two-way check valve, the emergency relay valve and the brake are disposed at each wheel axle of the trolley bus.
Preferably, in any one of the above schemes, the two-way check valve is connected with both of the two brake air paths and connected with the emergency relay valve.
Preferably, in any of the above schemes, the emergency relay valve is connected with the air outlet of the air reservoir, the single-channel module and the two-way check valve at the corresponding wheel axle.
In any of the above embodiments, preferably, the emergency relay valve is further connected to a separately provided air reservoir.
In any of the above schemes, preferably, the single channel module is connected with the air reservoir and the emergency relay valve at the corresponding wheel axle and connected with the brake.
Preferably, in any of the above schemes, an ABS is disposed between the single channel module and the brake, so as to implement an anti-skid function.
Preferably, in any of the above schemes, a pressure sensor is disposed at an air outlet of the single-channel module.
In any of the above solutions, preferably, the brake is a brake chamber or a spring brake chamber, and an air intake valve is arranged on the brake chamber.
In any of the above schemes, preferably, the braking control subsystem further comprises a normally closed solenoid valve connected with the air outlet of the air cylinder at the corresponding wheel axle and connected with the double control relay valve.
Preferably, in any of the above schemes, the brake control subsystem further comprises a parking brake control valve and a relay valve.
Preferably, in any of the above schemes, the parking brake control valve is connected with the air outlet of the air reservoir and connected with the relay valve to form a parking brake air path.
In any of the above schemes, preferably, the parking brake air path is provided with a low-pressure alarm switch.
In any of the above schemes, preferably, the relay valve is connected with the air outlet of the air storage cylinder on the corresponding wheel shaft and connected with the brake.
In any of the above embodiments, the brake for parking brake is preferably a spring brake chamber.
In any of the above aspects, preferably, the parking brake control valve is a double pulse control valve.
Preferably, in any of the above schemes, the electronic control air suspension subsystem includes an ECAS solenoid valve, an inductive altitude valve, a two-way check valve, an air intake valve, a pressure sensor and an air bag.
Preferably, in any of the above schemes, the ECAS solenoid valve is connected with an independent air cylinder after being connected with the pressure limiting valve through an independent ventilation pipeline, and the air cylinder is connected with a four-loop protection valve of a corresponding wheel axle.
Preferably, in any of the above schemes, the ECAS solenoid valve is connected to the air bag, and the inductive altitude valve, the air intake valve, and the pressure sensor are disposed at the air bag.
In any of the above embodiments, preferably, a two-way check valve is disposed between the ECAS solenoid valve and the airbag.
Preferably, in any of the above aspects, the electrical subsystem includes an electronic control unit (ecasseu) for controlling the ECAS, an electronic control unit (EBCU) for controlling the single-channel module, an electronic control unit (TCU) for controlling the traction control device, and an Electronic Control Unit (ECU) in the single-channel module.
In any of the above embodiments, the ebas ECU is preferably connected to the ECAS ECU and the TCU.
In any of the above embodiments, the EBCU is connected to an ECU in the single channel module, and transmits and receives information to and from the ECU.
In any of the above schemes, preferably, the EBCU and the TCU are both connected to the electric control brake master valve and receive information sent by the electric control brake master valve.
Preferably, in any of the above aspects, the EBCU is used for service, emergency brake output control; transmitting monitoring information; at least one of ABS anti-lock control and brake non-alleviation state detection.
Preferably, in any of the above schemes, the brake system has functions of service brake, emergency brake, parking brake, rescue mode, ABS antiskid and ECAS.
In any of the above aspects, preferably, the braking response sequence of each axle may be preset as required during service braking.
Preferably, in any of the above schemes, during service braking, the electronically controlled master brake valve converts the pedal angle into an electrical signal and outputs the electrical signal to the EBCU, the EBCU processes the electrical signal and then sends control information to the ECU in the single-channel module, and the ECU in the single-channel module controls the single-channel module to output corresponding pressure to implement braking.
Preferably, in any of the above schemes, during service braking, the pressure sensor arranged at the air outlet of the single-channel module feeds back the pressure output from the air outlet.
In any of the above schemes, preferably, the braking system has two loops, namely a pneumatic braking loop and an electric control braking loop, and when the pressure of the pneumatic braking loop is greater than the pressure of the electric control braking loop during service braking, the pneumatic braking loop is effective.
Preferably, in any of the above schemes, during service braking, when both the two brake control pipelines work normally, the two-way check valve connected to the emergency relay valve receives control air pressure of the two brake control pipelines, and when one brake control pipeline fails, the two-way check valve connected to the emergency relay valve receives control air pressure of the other normal brake control pipeline.
In any of the above schemes, preferably, during emergency braking, if the electronically controlled brake master valve is fully output, that is, the electronically controlled brake master valve pedal has the maximum displacement, the single-channel module outputs the maximum brake pressure according to the information output by the EBCU.
In any of the above schemes, preferably, when the electric control brake fails, the emergency brake is realized through emergency brake switches arranged at two ends of the electric vehicle.
In any of the above embodiments, the emergency brake switch preferably has no self-reset function.
In any of the above schemes, preferably, when emergency braking is realized through the emergency brake switch, the braking gas circuit is independent, the normally closed solenoid valve rapidly inflates air to the control cavity of the single-channel module, and the single-channel module rapidly inflates air to the brake to realize rapid parking.
In any of the above schemes, preferably, when the individual air supply pipeline fails, the air cylinder externally connected with the emergency relay valve can provide air pressure for one-time full-output braking, so that emergency braking is realized.
Preferably, in any of the above schemes, the parking brake is performed by an energy storage spring in a spring brake air chamber in real time, the release is performed by compressed air, the parking brake control valve controls the relay valve, and the parking brake and the release are realized by controlling the pressure of the spring brake air chamber by the relay valve.
In any of the above schemes, preferably, when the air compressor fails and cannot blow air, the four-circuit protection valve can be inflated by an external air source through the quick connector to perform rescue.
Preferably, in any of the above schemes, the ECU in the single-channel module controls the pressure finally output to the brake through the ABS, so as to realize the ABS antiskid function.
Preferably, in any of the above schemes, the ventilation pipeline subsystem comprises an air supply pipeline and a control pipeline, and the pipeline adopts a copper pipe or a rubber hose meeting EN854 standard.
A trolley bus comprises a trolley body and the braking system.
Preferably, the trolley bus can run in two directions, a driving area and an instrument desk are arranged at two ends of the trolley bus, and an emergency brake switch is arranged on the instrument desk and connected with the normally closed electromagnetic valve.
In any of the above schemes, preferably, the driving area is provided with an electric control brake master valve and a parking brake control valve.
Preferably, in any of the above schemes, the trolley bus includes a whole vehicle electronic control unit (whole vehicle ECU).
The utility model discloses a trolley-bus braking system, through all setting up the single channel module on every axletree of trolley-bus, can effectively reduce braking coordination time and release time, and the braking response order of each axletree can be according to the demand preset, be provided with two sets of compressed air feeding device, when one of them set trouble, another set of compressed air feeding device can provide the compressed air who satisfies trolley-bus normal operating, set up independent emergency braking gas circuit, can realize stopping fast through emergency brake switch, and when the trouble of individual air supply line, the gas receiver that sets up in emergency relay valve department also can provide the braking atmospheric pressure of a full output volume, satisfy the emergency braking demand. The utility model discloses a trolley bus can have bigger passenger-carrying capacity, can two-way traveling, has good brake performance.
Drawings
Fig. 1 is a partial schematic view of a wind-source subsystem of a preferred embodiment of a trolley bus braking system according to the present invention.
Fig. 2 is a schematic view of a part of the brake control subsystem of the trolley bus brake system according to the embodiment of the invention as shown in fig. 1.
Fig. 3 is another partial schematic view of the brake control subsystem of the trolley bus brake system according to the embodiment of the invention as shown in fig. 1.
Fig. 4 is a further partial schematic view of the brake control subsystem of the trolley bus brake system according to the embodiment of the invention as shown in fig. 1.
Detailed Description
For a better understanding of the present invention, reference will now be made in detail to the present invention with reference to the following examples. It should be noted that the "connection" referred to in the following embodiments includes, but is not limited to, direct connection, connection through a pipeline, and connection through a circuit.
Example 1
The utility model provides a trolley bus, includes automobile body and whole car electronic control unit (whole car ECU), and it is provided with 6 shaft, and the number is 1 shaft ~ 6 shaft backward in the past in proper order, trolley bus can two-way traveling, all is provided with driver's area and instrument desk at trolley bus's both ends, be provided with emergency braking switch on the instrument desk, the driver's area is provided with automatically controlled brake main valve and parking brake control valve. The braking system of the trolley bus comprises a wind source subsystem, a ventilation pipeline subsystem, a braking control subsystem and an electric subsystem, wherein the wind source subsystem and the braking control subsystem are connected through the ventilation pipeline subsystem, and the electric subsystem and the braking control subsystem are connected through a circuit.
The wind source subsystem meets the requirements of GB 7258-. The air compressor stops working after being inflated to the highest air pressure, and the air pressure is not lower than the starting air pressure after the motor vehicle is braked by a full stroke of stepping to the bottom for 5 times continuously.
As shown in fig. 1, the wind source subsystem includes a compressed air supply device, the compressed air supply device includes an air compressor, an electronic control dryer, a pressure sensor and a low-pressure alarm switch, the air compressor is connected with the electronic control dryer, and the pressure sensor and the low-pressure alarm switch are installed at an air outlet of the electronic control dryer. The air compression is driven by a three-phase AC380V alternating current motor, and an alarm lamp is arranged on the electric control dryer. The compressed air supply devices are provided with two sets and are arranged at two ends of the trolley bus, the electric control dryers are connected through a main air pipe, quick connectors are arranged at two ends of the main air pipe, and the quick connectors can be connected with an external air source. The air source subsystem further comprises an air storage cylinder and four-loop protection valves, the four-loop protection valves and the air storage cylinder are arranged at each wheel shaft of the trolley bus, and an air outlet of the electric control dryer is connected with the four-loop protection valves through a main air pipe. The four-loop protection valve at each wheel axle is connected with the air inlets of the air cylinders, two air cylinders with the capacity of 20L are arranged on the wheel axle and are numbered as C01.01 and C01.02, wherein the C01.01 air cylinder is connected with the No. 1 port of the four-loop protection valve, the C01.02 air cylinder is connected with the No. 2 port of the four-loop protection valve, the air outlets of the C01.01 air cylinder and the C01.02 air cylinder are connected with the braking control subsystem, and the air outlets of the C01.01 air cylinder and the C01.02 air cylinder are provided with an air taking valve and a pressure sensor; a 20L air storage cylinder C02.02 and a 10L air storage cylinder C02.03 are arranged on the No. 2 wheel axle, an air inlet of the air storage cylinder C02.02 is connected with 2 ports of the four-circuit protection valve, an air taking valve and a pressure sensor are arranged at an air outlet of the air storage cylinder C02.03, an air inlet of the air storage cylinder C02.03 is connected with 3 ports of the four-circuit protection valve, an air taking valve is arranged at an air outlet of the air storage cylinder C02.03, and air outlets of the air storage cylinder C02.02 and the air storage cylinder C02.03 are connected with the braking control subsystem; a 20L air cylinder C03.02 and a 10L air cylinder C03.03 are arranged on the No. 3 wheel shaft, the air inlet of the air cylinder C03.02 is connected with 2 ports of the four-circuit protection valve, the air outlet of the air cylinder C03.02 is provided with an air taking valve and a pressure sensor, the air inlet of the air cylinder C03.03 is connected with 3 ports of the four-circuit protection valve, the air outlet of the air cylinder C03.02 and the air cylinder C03.03 are connected with the brake control subsystem; a wheel axle 4 is provided with a 20L air storage cylinder C04.02 and a 10L air storage cylinder C04.03, an air inlet of the air storage cylinder C04.02 is connected with a port 2 of the four-circuit protection valve, an air taking valve and a pressure sensor are arranged at an air outlet of the air storage cylinder C04.03, an air inlet of the air storage cylinder C04.03 is connected with a port 3 of the four-circuit protection valve, an air taking valve is arranged at an air outlet of the air storage cylinder C04.03, and air outlets of the air storage cylinder C04.02 and the air storage cylinder C04.03 are connected with the brake control subsystem; a 20L air cylinder C05.02 and a 10L air cylinder C05.03 are arranged on the No. 5 wheel shaft, an air inlet of the air cylinder C05.02 is connected with 2 ports of the four-loop protection valve, an air taking valve and a pressure sensor are arranged at an air outlet of the air cylinder C05.03, an air inlet of the air cylinder C05.03 is connected with 3 ports of the four-loop protection valve, an air taking valve is arranged at an air outlet of the air cylinder C05.02, and air outlets of the air cylinder C05.03 and the air cylinder C05.02 are connected with the brake control subsystem; two air cylinders with the capacity of 20L are arranged on the No. 6 wheel shaft, the numbers of the air cylinders are C06.01 and C06.02, wherein the C06.01 air cylinder is connected with the No. 1 port of the four-loop protection valve, the C06.02 air cylinder is connected with the No. 2 port of the four-loop protection valve, the air outlets of the C06.01 air cylinder and the C06.02 air cylinder are connected with the braking control subsystem, and the air outlets of the C06.01 air cylinder and the C06.02 air cylinder are provided with an air taking valve and a pressure sensor.
The wind source subsystem provides dry compressed air for all devices using compressed air throughout the vehicle. When one set of compressed air supply device is in fault, the other set of compressed air totalizing device can provide compressed air for ensuring normal operation of the trolley bus. When the trolley bus is initially charged, the two sets of compressed air supply devices work simultaneously to meet the requirement of charging time. And the whole ECU and the electric air compressor realize closed-loop control of the pressure of the braking system. When the system pressure is lower than the cut-off pressure, the air compressor keeps working, and when the system pressure reaches the cut-off pressure, the whole vehicle ECU sends a signal to the air compressor to stop the air compressor.
Example 2
The trolley bus braking system also comprises an electric control air suspension subsystem (ECAS), wherein the ECAS is connected with the wind source subsystem through a pipeline and is connected with the electric subsystem through a circuit.
The electronic control air suspension subsystem comprises an ECAS electromagnetic valve, an inductive altitude valve, a two-way one-way valve, an air intake valve, a pressure sensor and an air bag. The ECAS electromagnetic valves are arranged on the No. 2 wheel shaft and the No. 5 wheel shaft, wherein the ECAS electromagnetic valve on the No. 2 wheel shaft is connected with the two-way one-way valve arranged on the No. 1 wheel shaft through two pipelines and then is connected with the pressure sensor and the air bag arranged on the No. 1 wheel shaft, the pressure sensor and the air bag arranged on the No. 2 wheel shaft are connected through one pipeline, and the pressure sensor and the air bag arranged on the No. 3 wheel shaft are connected through one pipeline; the ECAS electromagnetic valve on the No. 5 wheel shaft is connected with a two-way one-way valve arranged on the No. 6 wheel shaft through two pipelines and then is connected with a pressure sensor and an air bag arranged on the No. 6 wheel shaft, the pressure sensor and the air bag arranged on the No. 4 wheel shaft are connected through one pipeline, and the pressure sensor and the air bag arranged on the No. 5 wheel shaft are connected through one pipeline; and air taking valves are arranged on the air bags.
A 60L air storage cylinder C02.04 is also arranged on the No. 2 wheel shaft, the air inlet of the air storage cylinder C02.04 is connected with the No. 4 port of the four-loop protection valve, and the air outlet of the air storage cylinder C02.04 is provided with an air intake valve; and a 40L air storage cylinder C05.04 is further arranged on the No. 5 wheel shaft, an air inlet of the air storage cylinder is connected with the No. 4 port of the four-loop protection valve, and an air taking valve is arranged at an air outlet of the air storage cylinder. The air outlet of the air cylinder C02.04 is connected with an ECAS electromagnetic valve arranged on a No. 2 wheel shaft, and a pressure limiting valve is arranged on a connecting pipeline of the air cylinder C02.04; the air outlet of the air cylinder C05.04 is connected with an ECAS electromagnetic valve arranged on a No. 5 wheel shaft, and a pressure limiting valve is arranged on a connecting pipeline of the ECAS electromagnetic valve.
Example 3
The brake control subsystem comprises an electric control brake master valve, a double-control relay valve, a two-way one-way valve, an emergency relay valve, a single-channel module, an ABS and a brake.
The electric control brake master valve is provided with two independent air brake circuits, and a brake control pipeline is led out from an air outlet of each air brake circuit, namely the two independent brake control pipelines are led out from the electric control brake master valve. The electric control brake master valves are two, the two ends of the trolley bus are respectively provided with driving areas, one electric control brake master valve (numbered as No. 1 electric control brake master valve) is connected with air outlets of air storage cylinders C01.01 and C01.02 arranged at the No. 1 wheel axle, and the other electric control brake master valve (numbered as No. 2 electric control brake master valve) is connected with air outlets of air storage cylinders C06.01 and C06.02 arranged at the No. 6 wheel axle. The number 1 wheel shaft, the number 3 wheel shaft, the number 4 wheel shaft and the number 6 wheel shaft are provided with double control relay valves, the number is respectively the number 1 double control relay valve, the number 3 double control relay valve, the number 4 double control relay valve and the number 6 double control relay valve, the number 1 double control relay valve is connected with the air outlet of a C01.01 air cylinder, the number 3 double control relay valve is connected with the air outlet of a C03.02 air cylinder, the number 4 double control relay valve is connected with the air outlet of a C04.02 air cylinder, and the number 6 double control relay valve is connected with the air outlet of a C06.01 air cylinder; and the two independent brake control pipelines led out from the electric control brake main valve are provided with a double-control relay valve, wherein the first brake control pipeline is provided with a No. 3 double-control relay valve, the second brake control pipeline led out from the No. 1 electric control brake main valve is provided with a No. 1 double-control relay valve and a No. 4 double-control relay valve, and the second brake control pipeline led out from the No. 2 electric control brake main valve is provided with a No. 6 double-control relay valve and a No. 4 double-control relay valve.
As shown in FIG. 2, a two-way check valve, an emergency relay valve, a single-channel module, an ABS and a brake are arranged on each wheel axle of the trolley bus. The emergency relay valve at the No. 1 wheel shaft is connected with the air outlet of the C01.02 air storage cylinder, and the single-channel module is connected with the air outlet of the C01.01 air storage cylinder; the emergency relay valve at the No. 6 wheel shaft is connected with the air outlet of the C06.02 air storage cylinder, and the single-channel module is connected with the air outlet of the C06.01 air storage cylinder; at other wheel shafts, the emergency relay valve and the single-channel module are connected with the air outlet of the air storage cylinder with the capacity of 20L at the corresponding wheel shaft; and the single-channel modules at all wheel shafts are connected with the emergency relay valve. And the two-way check valve is connected with the first brake control pipeline and the second brake control pipeline and is connected with the emergency relay valve. The single channel module includes air inlet solenoid valve, exhaust solenoid valve, pressure-supply valve, relay valve, pressure sensor and Electronic Control Unit (ECU) single channel module gas outlet department is provided with pressure sensor, be connected with the stopper after ABS is connected to the single channel module. And the brakes are brake air chambers at the No. 1 wheel shaft and the No. 6 wheel shaft. And the brake is provided with an air taking valve.
Example 4
The brake control subsystem further includes a normally closed solenoid valve. The two normally closed electromagnetic valves are arranged at two ends of the trolley bus. As shown in fig. 3, one of the normally closed solenoid valves is connected with the air outlet of the C01.01 air cylinder and is connected with the double control relay valve No. 1; and the other normally closed electromagnetic valve is connected with the air outlet of the C06.01 air cylinder and is connected with the No. 6 double-control relay valve. The normally closed electromagnetic valve is connected with the emergency brake switch. Each emergency relay valve is connected with an independent 10L air cylinder.
Example 5
The brake control subsystem further includes a parking brake control valve and a relay valve. The two parking brake control valves are respectively arranged in driving areas at two ends of the trolley bus, one of the parking brake control valves is connected with an air outlet of a C02.03 air storage cylinder, the other parking brake control valve is connected with an air outlet of a C05.03 air storage cylinder, and the two parking brake control valves are connected with each other and are connected with relay valves arranged at positions from a No. 2 wheel shaft to a No. 5 wheel shaft to form a parking brake air circuit. And a low-pressure alarm switch is arranged on the parking brake control air passage. The relay valve is connected with the air outlet of the 10L air storage cylinder on the corresponding wheel shaft and is connected with the brake. The brake used for parking braking is a spring brake chamber. The parking brake control valve is a double-pulse control valve, and an air taking valve is arranged on the spring brake air chamber.
Example 6
The electrical subsystem comprises an electronic control unit (ECAS ECU) for controlling ECAS, an electronic control unit (EBCU) for controlling the single-channel module, an electronic control unit (TCU) for controlling the traction control device and the Electronic Control Unit (ECU) in the single-channel module. The EBCU is connected with the ECAS ECU and the TCU, the EBCU is connected with the ECU in the single-channel module, sends information to the ECU and receives the information sent by the ECU, the EBCU and the TCU are both connected with the electric control brake master valve and receive the information sent by the electric control brake master valve, and the EBCU is used for at least one of common use and emergency brake output control, transmission monitoring information, ABS anti-lock control and brake unrelaxed state detection.
Example 7
The ventilation pipeline subsystem comprises an air supply pipeline and a control pipeline, the pipeline adopts a copper pipe or a rubber hose meeting EN854 standard, the model of the air supply pipeline is phi 15 multiplied by 1.5, the outer diameter of the air supply pipeline is 15mm, and the wall thickness of the air supply pipeline is 1.5 mm; the control pipeline is phi 10 multiplied by 1 in model, the outer diameter of the control pipeline is 10mm, and the wall thickness of the control pipeline is 1 mm.
Example 8
The brake system has the functions of service braking, emergency braking, parking braking, rescue mode, ABS antiskid and ECAS.
During service braking, the braking response sequence of each axle can be preset according to requirements. The electronic control brake master valve converts a pedal angle into an electric signal and outputs the electric signal to the EBCU, the EBCU processes the electric signal and then sends control information to an ECU (electronic control Unit) in the single-channel module, the ECU in the single-channel module controls the single-channel module to output corresponding pressure to implement braking, and a pressure sensor arranged at an air outlet of the single-channel module feeds back the pressure output by the air outlet. The braking system is provided with a pneumatic braking loop and an electric control braking loop, and the pneumatic braking loop is effective when the pressure of the pneumatic braking loop is greater than that of the electric control braking loop during service braking. As shown in fig. 2, when both brake control pipelines are normal, the two-way check valve receives control air pressure from two pipelines, namely a first brake control pipeline and a second brake control pipeline, to implement braking, and when one brake control pipeline fails, the two-way check valve receives control air pressure from the other normal brake control pipeline to implement braking.
During emergency braking, if the electronic control brake master valve is fully output, namely the electronic control brake master valve has the maximum pedal displacement, the single-channel module outputs the maximum brake pressure according to the information output by the EBCU. If the electric control brake fails, the emergency brake is realized through emergency brake switches arranged at two ends of the trolley bus, the emergency brake switches do not have a self-resetting function and are connected with a normally closed electromagnetic valve, as shown in fig. 3, after the emergency brake switches are operated, the normally closed electromagnetic valve rapidly charges air to a control cavity of a single-channel module through a No. 1 double-control relay valve, a No. 4 double-control relay valve, a double-way check valve and the emergency relay valve, the single-channel module rapidly charges air to a brake to realize rapid parking, at the moment, a brake air path is independent, namely, the double-way check valve only receives control air pressure of one brake control pipeline. When an individual air supply pipeline fails, a 10L air storage cylinder externally connected with the emergency relay valve can provide air pressure for one-time full-output braking, and emergency braking is achieved.
The parking brake is implemented by the action of an energy storage spring in a spring brake air chamber and is released by compressed air, as shown in fig. 4, the parking brake control valve controls the relay valve, and the parking brake and the release are realized by controlling the pressure of the spring brake air chamber by the relay valve.
Example 9
When the air compressor fails and cannot blow air, an external air source, such as a trailer, can fill air to the four-loop protection valve through the quick connector to rescue.
And the ECU in the single-channel module controls the pressure finally output to the brake through the ABS to realize the ABS anti-skid function.
It should be noted that the above embodiments are only used for illustrating the technical solution of the present invention, and not for limiting the same; although the foregoing embodiments illustrate the present invention in detail, those skilled in the art will appreciate that: it is possible to modify the solutions described in the foregoing embodiments or to substitute some or all of the technical features thereof, without departing from the scope of the present invention.
Claims (21)
1. The utility model provides a trolley bus braking system, includes wind regime subsystem, ventilation pipeline subsystem, electric subsystem, automatically controlled air suspension subsystem and brake control subsystem, the wind regime subsystem with automatically controlled air suspension subsystem, brake control subsystem passes through the ventilation pipeline subsystem is connected, electric subsystem with automatically controlled air suspension subsystem, brake control subsystem passes through circuit connection, its characterized in that: the brake control subsystem is provided with a single-channel module, and the single-channel module comprises an air solenoid valve, an exhaust solenoid valve, a backup pressure valve, a relay valve, a pressure sensor and an electronic control unit and is arranged on each wheel shaft of the trolley bus.
2. A trolley bus braking system according to claim 1, characterized in that: the wind source subsystem comprises a compressed air supply device, the compressed air supply device comprises an air compressor, an electric control dryer, a pressure sensor and a low-pressure alarm switch, the air compressor is connected with the electric control dryer, and the pressure sensor and the low-pressure alarm switch are installed at an air outlet of the electric control dryer.
3. A trolley bus braking system according to claim 2, characterized in that: the air compressor is driven by a three-phase AC380V AC motor.
4. A trolley bus braking system according to claim 3, characterized in that: the compressed air supply devices are provided with two sets and are arranged at two ends of the trolley bus.
5. A trolley bus braking system according to claim 4, characterized in that: the electric control driers are connected through a main air pipe, and an alarm lamp is arranged on the electric control driers.
6. A trolley bus braking system according to claim 5, characterized in that: the wind source subsystem further comprises an air storage cylinder and a four-loop protection valve, and the air storage cylinder and the four-loop protection valve are arranged at each wheel axle of the trolley bus.
7. A trolley bus braking system according to claim 6, characterized in that: the air outlet of the electric control dryer is connected with the four-loop protection valve through a main air pipe, and the four-loop protection valve is connected with the air inlet of the air storage cylinder.
8. A trolley bus braking system according to claim 7, characterized in that: and quick connectors are arranged at two ends of the main air pipe.
9. A trolley bus braking system according to claim 8, characterized in that: and the air outlet of the air storage cylinder is provided with at least one of a pressure sensor and an air intake valve, and is connected with the braking control subsystem.
10. A trolley bus braking system according to claim 9, characterized in that: the brake control subsystem further comprises an electric control brake master valve, a double-control relay valve, a two-way one-way valve, an emergency relay valve, a single-channel module, an AB S and a brake.
11. A trolley bus braking system according to claim 10, characterized in that: the electric control brake master valve is arranged at two ends of the trolley bus and connected with air outlets of the air storage cylinders at wheel shafts at two ends, the electric control brake master valve is provided with two independent air brake circuits, a brake control pipeline is led out from an air outlet of each air brake circuit, the double-control relay valve is arranged on each brake control pipeline, and the double-control relay valve is connected with the air outlet of the air storage cylinder on the corresponding wheel shaft.
12. A trolley bus braking system according to claim 11, characterized in that: the emergency relay valve is connected with an air storage cylinder air outlet, a single channel module and the two-way check valve at the corresponding wheel shaft, and the emergency relay valve is further connected with an air storage cylinder which is independently arranged.
13. A trolley bus braking system as claimed in claim 12, characterized in that: the single channel module is connected with the air reservoir and the emergency relay valve at the corresponding wheel shaft and connected with the brake, an AB S is arranged between the single channel module and the brake, and a pressure sensor is arranged at an air outlet of the single channel module.
14. A trolley bus braking system according to claim 13, characterized in that: the brake is a brake air chamber or a spring brake air chamber, and an air taking valve is arranged on the brake.
15. A trolley bus braking system as claimed in claim 14, characterized in that: the brake control subsystem also comprises a normally closed electromagnetic valve which is connected with the air outlet of the air cylinder at the corresponding wheel shaft and connected with the double-control relay valve.
16. A trolley bus braking system according to claim 15, characterized in that: the brake control subsystem further comprises a parking brake control valve and a relay valve, the parking brake control valve is connected with the air outlet of the air storage cylinder and is connected with the relay valve to form a parking brake air path, a low-pressure alarm switch is arranged on the parking brake air path, and the relay valve is connected with the air outlet of the air storage cylinder on the corresponding wheel shaft and is connected with the brake.
17. A trolley bus braking system as claimed in claim 16, characterized in that: the brake used for parking brake is a spring brake air chamber, and the parking brake control valve is a double-pulse control valve.
18. A trolley bus braking system as claimed in claim 17, characterized in that: the electric control air suspension subsystem comprises an electromagnetic valve of the electric control air suspension subsystem, an inductive altitude valve, a two-way check valve, an air taking valve, a pressure sensor and an air bag, the electromagnetic valve of the electric control air suspension subsystem is connected with an independent air cylinder after being connected with a pressure limiting valve through an independent ventilation pipeline, the air cylinder is connected with four-loop protection valves of corresponding wheel shafts, the electromagnetic valve of the electric control air suspension subsystem is connected with the air bag, and the air bag is provided with the inductive altitude valve, the air taking valve and the pressure sensor.
19. A trolley bus braking system as claimed in claim 18, characterized in that: the electric subsystem comprises an electronic control unit for controlling the electric control air suspension subsystem, an electronic control unit for controlling the single-channel module, an electronic control unit for controlling the traction control device and an electronic control unit in the single-channel module, wherein the electronic control unit for controlling the single-channel module is connected with the electronic control unit for controlling the electric control air suspension subsystem and the electronic control unit for controlling the traction control device, the electronic control unit for controlling the single-channel module is connected with the electronic control unit in the single-channel module, and the electronic control unit for controlling the single-channel module and the electronic control unit for controlling the traction control device are connected with the electric control brake master valve.
20. A trolley bus braking system as claimed in claim 19, characterized in that: the ventilation pipeline subsystem comprises an air supply pipeline and a control pipeline, and the pipeline adopts a copper pipe or a rubber hose meeting EN854 standards.
21. A trolley bus comprising a body and a complete vehicle electronic control unit, characterized in that it further comprises a trolley bus brake system according to any one of claims 1-20.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201821766563.1U CN210310369U (en) | 2018-10-30 | 2018-10-30 | Trolley bus braking system and trolley bus |
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| CN201821766563.1U CN210310369U (en) | 2018-10-30 | 2018-10-30 | Trolley bus braking system and trolley bus |
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| CN210310369U true CN210310369U (en) | 2020-04-14 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109334705A (en) * | 2018-10-30 | 2019-02-15 | 瑞立集团瑞安汽车零部件有限公司 | A kind of trolleybus braking system and trolleybus |
| CN114572270A (en) * | 2022-04-07 | 2022-06-03 | 中国铁道科学研究院集团有限公司 | Axle-controlled brake control system and rail transit vehicle |
-
2018
- 2018-10-30 CN CN201821766563.1U patent/CN210310369U/en active Active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109334705A (en) * | 2018-10-30 | 2019-02-15 | 瑞立集团瑞安汽车零部件有限公司 | A kind of trolleybus braking system and trolleybus |
| CN109334705B (en) * | 2018-10-30 | 2024-02-13 | 瑞立集团瑞安汽车零部件有限公司 | Trolley bus braking system and trolley bus |
| CN114572270A (en) * | 2022-04-07 | 2022-06-03 | 中国铁道科学研究院集团有限公司 | Axle-controlled brake control system and rail transit vehicle |
| CN114572270B (en) * | 2022-04-07 | 2023-09-01 | 中国铁道科学研究院集团有限公司 | Axle control type brake control system and rail transit vehicle |
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