CN210971094U - Air brake system - Google Patents
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- CN210971094U CN210971094U CN201921691185.XU CN201921691185U CN210971094U CN 210971094 U CN210971094 U CN 210971094U CN 201921691185 U CN201921691185 U CN 201921691185U CN 210971094 U CN210971094 U CN 210971094U
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Abstract
The utility model discloses an air brake system, air brake system includes: parking the safety braking air cylinder; a first relay valve, wherein a first relay air inlet of the first relay valve is connected with a first parking safety brake air outlet of the parking safety brake air cylinder; a first brake cylinder of the brake chamber is connected with an air outlet of the first relay valve; the parking brake valve and the safety brake valve are connected between a second parking safety brake air outlet of the parking safety brake air cylinder and a first control port of the first relay valve in series. According to the utility model discloses an air brake system, rail vehicle can select different braking modes under the condition of difference, when rail vehicle met trouble or rail vehicle's safety circuit disconnection, can make the outage of safety brake valve to realize rail vehicle's safety braking, greatly improved rail vehicle's security.
Description
Technical Field
The utility model belongs to the technical field of the air brake technique and specifically relates to an air brake system is related to.
Background
In the related art, air braking of a railway vehicle only involves service braking, holding braking and parking braking used in normal running. When the rail vehicle encounters a fault, the rail vehicle cannot apply safety brake, so that the safety of the rail vehicle cannot be guaranteed.
SUMMERY OF THE UTILITY MODEL
The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, an object of the utility model is to provide an air brake system, air brake system can realize safe braking, has improved rail vehicle's security.
According to the utility model discloses air brake system, include: parking the safety braking air cylinder; a first relay valve, wherein a first relay air inlet of the first relay valve is connected with a first parking safety brake air outlet of the parking safety brake air cylinder; a first brake cylinder of the brake chamber is connected with an air outlet of the first relay valve; the parking brake valve and the safety brake valve are connected between a second parking safety brake air outlet of the parking safety brake air cylinder and a first control port of the first relay valve in series.
According to the air brake system provided by the embodiment of the utility model, through setting the parking brake valve and the safety brake valve, the rail vehicle can select different brake modes under different conditions, and when the parking time of the rail vehicle is longer, the parking brake valve can be powered off, so that the parking brake of the rail vehicle is realized; when the rail vehicle encounters a fault or the safety circuit of the rail vehicle is disconnected, the safety brake valve can be powered off, so that the safety brake of the rail vehicle is realized, and the safety of the rail vehicle is greatly improved.
According to some embodiments of the utility model, the safety brake valve is the safety brake solenoid valve, air brake system still includes brake controller, brake controller with the safety brake valve electricity is connected, the safety brake valve is received behind the safety brake signal that brake controller sent, the power failure of safety brake valve exports safe brake power.
According to some embodiments of the invention, the air brake system further comprises: a service brake air cylinder; the proportional pressure reducing valve is characterized in that a proportional pressure reducing air inlet of the proportional pressure reducing valve is connected with a first service braking air outlet of the service braking air cylinder; the emergency brake valve is connected with the emergency brake air inlet of the emergency brake and the second service brake air outlet of the service brake air cylinder, and after receiving an emergency brake signal, the emergency brake valve is opened, the proportional pressure reducing valve is closed, and emergency brake force is output; and the air inlet of the second relay valve is connected with a third service brake air outlet of the service brake air cylinder, the control port of the second relay valve is respectively connected with the proportional pressure reduction air outlet of the proportional pressure reducing valve and the emergency brake air outlet of the emergency brake valve, and the air outlet of the second relay valve is respectively connected with the second brake cylinder of the brake air chamber and the second control port of the first relay valve.
According to some embodiments of the utility model, the service braking air receiver proportion relief pressure valve with it has the service braking pressure reducing valve to establish ties on the service braking gas circuit that the second relay valve is connected, the second service braking air inlet of service braking air receiver with the second relay valve it has the emergency braking relief pressure valve to establish ties on the emergency braking gas circuit of control mouth, the outlet pressure of emergency braking relief pressure valve is higher than the outlet pressure of service braking pressure reducing valve.
According to some embodiments of the invention, the proportional pressure reducing valve is configured to switch on the service braking air reservoir and the second relay valve when the vehicle speed drops to zero.
According to some embodiments of the present invention, a service brake air pressure sensor is disposed on an air path between an air outlet of the second relay valve and the second brake cylinder; a parking brake air pressure sensor is arranged on an air path between the first brake cylinder and an air outlet of the first relay valve; and the parking safety braking air cylinder and the service braking air cylinder are respectively provided with an air cylinder air pressure sensor.
According to some embodiments of the utility model, the air brake system still includes three way connection, three way connection includes first interface, second interface and third interface, first interface with the second brake jar links to each other, the second interface with the gas outlet of second relay valve links to each other, the third interface with the second control mouth of first relay valve links to each other.
According to some embodiments of the invention, the air brake system further comprises: two-way check valve, two-way check valve's first import with proportional pressure reduction valve's proportion decompression gas outlet links to each other, two-way check valve's second import with emergency brake valve's emergency brake gas outlet links to each other, two-way check valve's export with the second relay valve the control mouth links to each other, two-way check valve is constructed and is permitted only first import with one of them with in the second import with export one-way conduction.
According to some embodiments of the present invention, the air brake system is a plurality of, a plurality of air circuit parallel connection of air brake system.
According to some embodiments of the utility model, it is a plurality of air braking system's both ends are equipped with the air feed unit respectively, the air feed unit be used for to air braking system carry gas in the gas circuit.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a system schematic diagram of multiple air brake systems connected in parallel according to an embodiment of the present disclosure;
FIG. 2 is a schematic view of a single air brake system circled in FIG. 1;
fig. 3 is a schematic control diagram of an air brake system according to an embodiment of the present invention.
Reference numerals:
100: an air brake system;
1: parking the safety braking air cylinder; 11: a first parking safety brake air outlet;
12: a second parking safety brake air outlet; 2: a first relay valve;
21: a first relay air inlet; 22: an air outlet of the first relay valve;
23: a first control port; 24: a second control port;
3: a brake chamber; 31: a first brake cylinder; 32: a second brake cylinder;
4: parking the brake valve; 5: a safety brake valve; 6: a brake controller;
7: a service brake air cylinder; 71: a first service brake air outlet;
72: a second service brake air outlet; 73: a second service brake air inlet; 74: a third common brake air outlet;
8: a proportional pressure reducing valve; 81: a proportional pressure reducing gas inlet; 82: a proportional pressure reducing gas outlet;
9: an emergency brake valve; 91: an emergency braking air inlet; 92: an emergency braking air outlet;
10, a second relay valve; 101: a control port of the second relay valve;
102: an air outlet of the second relay valve; 103: an air inlet of the second relay valve;
20: a service brake pressure reducing valve; 30: an emergency braking pressure reducing valve; 40: a service brake air pressure sensor;
50: a parking brake air pressure sensor; 60: an air cylinder pressure sensor;
70: a three-way joint; 701: a first interface; 702: a second interface; 703: a third interface;
80: a two-way check valve; 801: a first inlet; 802: a second inlet; 803: an outlet of the two-way check valve;
90: a wind supply unit; 901: an air compressor; 902: a wet gas cylinder; 903: a condenser;
904: a back-blowing cylinder; 905: an air dryer; 200: a driver console.
Detailed Description
Embodiments of the present invention are described in detail below, and the embodiments described with reference to the drawings are exemplary.
An air brake system 100 according to an embodiment of the first aspect of the present invention is described below with reference to fig. 1 to 3. The air brake system 100 may be applied to a vehicle such as a rail vehicle (not shown). In the following description of the present application, the air brake system 100 is described as being applied to a railway vehicle as an example. Of course, it will be appreciated by those skilled in the art that air brake system 100 may also be applied to other types of vehicles and is not limited to rail vehicles.
As shown in fig. 1-2, an air brake system 100 according to an embodiment of the present invention includes a parking safety brake air cylinder 1, a first relay valve 2, a brake air chamber 3, a parking brake valve 4, and a safety brake valve 5.
Specifically, the first relay inlet port 21 of the first relay valve 2 is connected to the first parking safety brake outlet port 11 of the parking safety brake air cylinder 1, the first brake cylinder 31 of the brake air chamber 3 is connected to the air outlet port 22 of the first relay valve 2, and the parking brake valve 4 and the safety brake valve 5 are connected in series between the second parking safety brake outlet port 12 of the parking safety brake air cylinder 1 and the first control port 23 of the first relay valve 2.
For example, in the example of fig. 2, the first brake cylinder 31 of the brake chamber 3 may effect passive braking of the rail vehicle, and specifically, when the rail vehicle is normally running, both the parking brake valve 4 and the safety brake valve 5 are open, and at this time, the compressed air stored in the parking safety brake air cylinder 1 flows out from the first parking safety brake air outlet port 11 and the second parking safety brake air outlet port 12, and the compressed air flowing out from the second parking safety brake air outlet port 12 flows into the first relay valve 2 from the first control port 23 of the first relay valve 2 after sequentially flowing through the parking brake valve 4 and the safety brake valve 5, and at this time, due to the pneumatic input from the first control port 23, the first relay air inlet port 21 of the first relay valve 2 and the air outlet port 22 of the first relay valve 2 are open, and the compressed air flowing out from the first parking safety brake air outlet port 11 of the parking safety brake air cylinder 1 flows into the first relay valve 2 from the first relay air inlet port 21 of the first relay valve 2, the compressed air then flows out of the air outlet 22 of the first relay valve 2 and finally flows to the first brake cylinder 31 of the brake chamber 3, so that the braking force of the spring in the first brake cylinder 31 is relieved, and normal running of the railway vehicle is realized. When the rail vehicle needs parking braking or safety braking, the corresponding parking brake valve 4 or the safety brake valve 5 is disconnected, and at the moment, a parking braking air path between the parking safety braking air cylinder 1 and the first brake cylinder 31 of the brake air chamber 3 is blocked, so that the parking braking or the safety braking of the rail vehicle is realized. Therefore, when the rail vehicle needs to be parked for a long time after returning to the garage, the parking brake valve 4 can be disconnected, so that the parking brake of the rail vehicle is realized; when the rail vehicle breaks down or the rail vehicle is powered off to disconnect the safety loop, the safety brake valve 5 is disconnected, the safety brake of the rail vehicle is realized, and the safety of the rail vehicle is greatly improved.
According to the air brake system 100 of the embodiment of the utility model, by arranging the parking brake valve 4 and the safety brake valve 5, the rail vehicle can select different brake modes under different conditions, and when the parking time of the rail vehicle is long, the parking brake valve 4 can be disconnected, so that the parking brake of the rail vehicle is realized; when the rail vehicle encounters a fault or the safety circuit of the rail vehicle is disconnected, the safety brake valve 5 can be disconnected, so that the safety brake of the rail vehicle is realized, and the safety of the rail vehicle is greatly improved.
In some embodiments of the present invention, referring to fig. 1-3, the safety brake valve 5 is a safety brake solenoid valve, the air brake system 100 further includes a brake controller 6, the brake controller 6 is electrically connected to the safety brake valve 5, after the safety brake valve 5 receives a safety brake signal sent by the brake controller 6, the safety brake valve 5 is powered off, and the first brake cylinder 31 of the brake chamber 3 outputs a safety brake force. For example, when the rail vehicle encounters a fault (for example, the rail vehicle leaks air or loses power, etc.), the brake controller 6 outputs a safety brake signal to control the safety brake valve 5 to be powered off, so that the safety brake of the rail vehicle is realized. Therefore, by arranging the brake controller 6 and electrically connecting the brake controller 6 with the safety brake valve 5, the safety brake valve 5 can be automatically powered off under the control of the brake controller 6, the safety brake of the railway vehicle is realized, and the running safety of the railway vehicle is further improved. When the power supply system of the rail vehicle fails, the safety brake valve 5 can automatically cut off the power supply, so that the safety brake of the rail vehicle is realized, and the running safety of the rail vehicle can be ensured.
In a further embodiment of the present invention, referring to fig. 1 and 2, the air brake system 100 further includes a service brake air reservoir 7, a proportional pressure reducing valve 8, an emergency brake valve 9, and a second relay valve 10. Specifically, the proportional pressure reducing inlet 81 of the proportional pressure reducing valve 8 is connected to the first service brake outlet 71 of the service brake air cylinder 7, the emergency brake inlet 91 of the emergency brake valve 9 is connected to the second service brake outlet 72 of the service brake air cylinder 7, after the emergency brake valve 9 receives an emergency brake signal, the emergency brake valve 9 is opened and the proportional pressure reducing valve 8 is closed to output an emergency brake force, the control port 101 of the second relay valve 10 is connected to the proportional pressure reducing outlet 82 of the proportional pressure reducing valve 8 and the emergency brake outlet 92 of the emergency brake valve 9, the air outlet 102 of the second relay valve 10 is connected to the second brake cylinder 32 of the brake chamber 3 and the second control port 24 of the first relay valve 2, and the air inlet 103 of the second relay valve 10 is connected to the third service brake outlet 74 of the service brake air cylinder 7.
It is worth mentioning that the brake chamber 3 is a combined spring brake chamber, and has a diaphragm chamber and a spring chamber, the diaphragm chamber is used for service braking, and the spring chamber is used for parking braking. That is, first brake cylinder 31 is a spring chamber and second brake cylinder 32 is a diaphragm chamber.
For example, in the example of fig. 1 and 2, the proportional pressure reducing valve 8 and the emergency brake valve 9 are connected in parallel to both ends of the second relay valve 10, and when the railway vehicle requires service braking, the proportional pressure reducing valve 8 is in an open state, the compressed air stored in the service brake air reservoir 7 flows out from the first service brake air outlet port 71, is reduced in pressure by the proportional pressure reducing valve 8, and flows from the proportional pressure reduction air outlet port 82 of the proportional pressure reducing valve 8 to the control port 101 of the second relay valve 10, so that the air inlet 103 of the second relay valve 10 is communicated with the air outlet port 102 of the second relay valve 10, the compressed air flowing into the air inlet 103 of the second relay valve 10 from the third service brake air outlet port 74 of the service brake air reservoir 7 flows out from the air outlet port 102 of the second relay valve 10 and finally flows to the second brake cylinder 32 of the brake chamber 3, and the pressure of the compressed air can be converted into mechanical energy in, generating braking force to realize the service braking of the railway vehicle; when the proportional pressure reducing valve 8 is closed, service brake relief of the railway vehicle is achieved. The second brake cylinder 32 of the brake chamber 3 can now effect an active braking of the rail vehicle.
When the railway vehicle meets an emergency condition and needs emergency braking, the proportional pressure reducing valve 8 is closed, the emergency brake valve 9 is opened, at the moment, compressed air stored in the service brake air cylinder 7 flows out from the second service brake air outlet 72, flows through the emergency brake valve 9 and then flows to the control port 101 of the second relay valve 10, so that the air inlet 103 of the second relay valve 10 is communicated with the air outlet 102 of the second relay valve 10, and the compressed air stored in the service brake air cylinder 7 flows into the second brake cylinder 32 of the brake air chamber 3 from the second relay valve 10, so that the railway vehicle can realize emergency braking; when the emergency brake valve 9 is closed, emergency brake mitigation of the rail vehicle is achieved. It should be noted that the emergency brake valve 9 is powered on and opened only during emergency braking, and is powered off and closed under other working conditions, and the proportional pressure reducing valve 8 is powered on and opened during service braking and holding braking, and is closed under other working conditions. Therefore, through the arrangement, rapid braking can be realized when the railway vehicle meets an emergency, and the safety of the railway vehicle is further improved.
Further, as shown in fig. 1 and 2, a service brake pressure reducing valve 20 is connected in series to a service brake air passage to which the service brake air cylinder 7, the proportional pressure reducing valve 8, and the second relay valve 10 are connected, an emergency brake pressure reducing valve 30 is connected in series to an emergency brake air passage to which the second service brake air inlet 73 of the service brake air cylinder 7 and the control port 101 of the second relay valve 10 are connected, and an outlet pressure of the emergency brake pressure reducing valve 30 is higher than an outlet pressure of the service brake pressure reducing valve 20. When the rail vehicle is subjected to service braking, the braking force required by the rail vehicle is small, and the pressure of compressed air can be further reduced by connecting the service braking pressure reducing valve 20 between the proportional pressure reducing valve 8 and the service braking air storage cylinder 7 in series, so that the service braking requirement of the rail vehicle is met. Moreover, the outlet pressure of the emergency brake pressure reducing valve 30 is higher than the outlet pressure of the service brake pressure reducing valve 20, so that the emergency braking force generated during emergency braking of the railway vehicle can be ensured to be larger than the service braking force of the railway vehicle, the braking distance is shortened, the railway vehicle can be rapidly braked under the emergency condition, and the braking efficiency of the railway vehicle is effectively improved.
In some embodiments of the present invention, referring to fig. 1-3, proportional pressure relief valve 8 is configured to turn on service brake air reservoir 7 and second relay valve 10 when vehicle speed drops to zero. For example, in the example of fig. 1-3, the emergency brake valve 9 and the proportional pressure reducing valve 8 are respectively connected to the brake controller 6, when the speed of the railway vehicle is reduced to zero, the brake controller 6 can control the proportional pressure reducing valve 8 to open, because the emergency brake valve 9 is only opened during emergency braking, and the emergency brake valve 9 is in a closed state, the emergency brake air path connecting the service brake air cylinder 7, the emergency brake valve 9 and the second relay valve 10 is blocked, and after the compressed air stored in the service brake air cylinder 7 flows out from the first service brake air outlet 71, flows through the proportional pressure reducing valve 8 and flows to the control port 101 of the second relay valve 10, so that the air inlet 103 of the second relay valve 10 is communicated with the air outlet 102 of the second relay valve 10, the compressed air flows from the third service brake air outlet 74 of the service brake air cylinder 7 through the second relay valve 10 and then flows to the second brake cylinder 32 of the brake air chamber 3, and when the railway vehicle sends a traction signal or a parking brake signal, the brake controller 6 controls the proportional pressure reducing valve 8 to close, so that the release of the brake is kept. Therefore, through the arrangement, after the speed of the railway vehicle is reduced to zero, the brake can be kept, and the safety of the railway vehicle is further improved.
In some embodiments of the present invention, referring to fig. 1-3, parking brake valve 4 and proportional pressure relief valve 8 are both closed after parking brake valve 4 receives the parking brake signal. For example, in the example of fig. 1-3, when the rail vehicle sends a parking brake signal, the brake controller 6 may control the proportional pressure reducing valve 8 and the parking brake valve 4 to both close, and at this time, the service brake air passage connecting the service brake air reservoir 7, the proportional pressure reducing valve 8 and the second relay valve 10 in series is blocked, the air pressure of the control port 101 of the second relay valve 10 disappears, the air inlet 103 of the second relay valve 10 is blocked from the air outlet 102 of the second relay valve 10, service braking is relieved, and the parking brake air passage between the parking safety brake air reservoir 1 and the first brake cylinder 31 of the brake air chamber 3 is blocked due to the parking brake valve 4 being closed, so that parking brake of the rail vehicle is realized. From this, through making parking brake valve 4 close, realized rail vehicle's parking braking, through making proportional pressure reducing valve 8 close, can prevent that proportional pressure reducing valve 8's second control mouth 24 department from producing control atmospheric pressure to can prevent that parking braking from being alleviated, guarantee rail vehicle parking braking's effect.
In some embodiments of the present invention, as shown in fig. 1-3, a service brake air pressure sensor 40 is disposed on the air path between the air outlet 102 of the second relay valve 10 and the second brake cylinder 32, a parking brake air pressure sensor 50 is disposed on the air path between the first brake cylinder 31 and the air outlet 22 of the first relay valve 2, and air cylinder air pressure sensors 60 are disposed on the parking safety brake air cylinder 1 and the service brake air cylinder 7, respectively. From this, through setting up service brake air pressure sensor 40 and parking brake air pressure sensor 50, brake controller 6 can calculate air brake force according to the signal of service brake air pressure sensor 40 with parking brake air pressure sensor 50 input, through setting up gas receiver air pressure sensor 60, gas receiver air pressure sensor 60 can be with signal input brake controller 6 to can detect the pressure condition of on the service brake gas receiver 7 with parking safety brake gas receiver 1.
In a further embodiment of the present invention, referring to fig. 1 and 2, the air brake system 100 further includes a three-way joint 70, the three-way joint 70 includes a first interface 701, a second interface 702, and a third interface 703, the first interface 701 is connected to the second brake cylinder 32, the second interface 702 is connected to the air outlet 102 of the second relay valve 10, and the third interface 703 is connected to the second control port 24 of the first relay valve 2.
For example, in the example of fig. 2, when the railway vehicle is service-braked, compressed air flows from the first service brake outlet port 71 of the service brake air cylinder 7, passes through the proportional pressure reducing valve 8 and the control port 101 of the second relay valve 10 in sequence, the air inlet 103 of the second relay valve 10 is communicated with the air outlet 102 of the second relay valve 10 due to the air pressure generated at the control port 101 of the second relay valve 10, so that the compressed air in the service brake air cylinder 7 flows from the third service brake outlet port 74 through the second relay valve 10, flows into the three-way joint 70 from the second port 702 of the three-way joint 70, and then a part of the compressed air flows from the first port 701 of the three-way joint 70 to the second brake cylinder 32 of the brake chamber 3, so as to implement service braking, and another part of the compressed air flows from the third port 703 of the three-way joint 70 to the second control port 24 of the first relay valve 2, at the moment, the first relay air inlet 21 of the first relay valve 2 is communicated with the air outlet 22 of the first relay valve 2, and the parking safety brake air cylinder 1, the first relay valve 2 and the first brake cylinder 31 of the brake air chamber 3 are connected in series to form a parking brake air path, so that the interlocking of service braking and parking braking is realized, and the damage to parts caused by the simultaneous application of the service braking and the parking braking is prevented. When the railway vehicle is braked emergently, compressed air flows out from the second service brake air outlet 72 of the service brake air cylinder 7, flows through the emergency brake valve 9 and the control port 101 of the second relay valve 10 in sequence, the air inlet 103 of the second relay valve 10 is communicated with the air outlet 102 of the second relay valve 10, thus, the compressed air in the service brake air reservoir 7 flows from the third service brake air outlet 74 and the second relay valve 10, then flows into the three-way joint 70 through the second port 702 of the three-way joint 70, a portion of the compressed air then flows from the first port 701 of the three-way joint 70 to the second brake cylinder 32 of the brake chamber 3, thereby realizing service braking, the other part of the compressed air flows from the third port 703 of the three-way joint 70 to the second control port 24 of the first relay valve 2, therefore, the interlocking of emergency braking and parking braking is realized, and the damage to parts caused by the simultaneous application of the emergency braking and the parking braking is prevented. Therefore, through the three-way joint 70, compressed air can flow to the second brake cylinder 32 and the first relay valve 2 of the brake air chamber 3 at the same time, so that parking brake cannot be applied while service brake or emergency brake of the railway vehicle is realized, the superposition of the service brake or the emergency brake and the parking brake is avoided, and the three-way joint is simple in structure and low in cost.
In some embodiments of the present invention, as shown in fig. 1 and 2, the air brake system 100 further includes a two-way check valve 80, a first inlet 801 of the two-way check valve 80 is connected to a proportional pressure reducing air outlet 82 of a proportional pressure reducing valve 8, a second inlet 802 of the two-way check valve 80 is connected to an emergency braking air outlet 92 of an emergency braking valve 9, an outlet 803 of the two-way check valve 80 is connected to a control port 101 of the second relay valve 10, and the two-way check valve 80 is configured to allow only one of the first inlet 801 and the second inlet 802 to be in one-way communication with the outlet 803 of the two-way check valve 80. For example, in the example of FIGS. 1 and 2, proportional pressure reducing valve 8 and emergency brake valve 9 are connected in parallel between service brake cylinder 7 and second relay valve 10, and second relay valve 10 is connected in series between two-way check valve 80 and second brake cylinder 32 of brake chamber 3. When the proportional pressure reducing valve 8 is opened, the first inlet 801 of the two-way check valve 80 is in one-way communication with the outlet 803 of the two-way check valve 80, the compressed air stored in the service brake air reservoir 7 flows out of the first service brake air outlet 71, flows into the proportional pressure reducing valve 8 from the proportional pressure reducing air inlet 81 of the proportional pressure reducing valve 8, then flows through the two-way check valve 80 into the control port 101 of the second relay valve 10, the air inlet 103 of the second relay valve 10 is in communication with the air outlet 102 of the second relay valve 10, so that the compressed air in the service brake air reservoir 7 flows into the second brake cylinder 32 of the brake air chamber 3 after flowing through the second relay valve 10 from the third service brake air outlet 74, and the pressure of the compressed air is converted into braking force by the second brake cylinder 32, thereby realizing the service braking of the railway vehicle. Service braking is relieved when the proportional pressure reducing valve 8 is closed.
Similarly, when emergency brake valve 9 is opened, second inlet 802 of two-way check valve 80 is in one-way communication with outlet 803 of two-way check valve 80, compressed air stored in service brake air reservoir 7 flows out of second service brake outlet port 72, flows into emergency brake valve 9 from emergency brake inlet port 91 of emergency brake valve 9, then flows through two-way check valve 80 into control port 101 of second relay valve 10, and air inlet port 103 of second relay valve 10 is in communication with air outlet port 102 of second relay valve 10, so that compressed air in service brake air reservoir 7 flows into second brake cylinder 32 of brake chamber 3 after flowing through second relay valve 10 from third service brake outlet port 74, and second brake cylinder 32 converts the pressure of the compressed air into braking force, thereby achieving emergency braking of the railway vehicle. When the emergency brake valve 9 is closed, the emergency braking is relieved. From this, through setting up bi-pass check valve 80, make proportional pressure reducing valve 8 and emergency brake valve 9 realize the interlocking, and can prevent the risk that the in-process maloperation of traveling brought to guarantee rail vehicle's security, and improved rail vehicle's life.
Alternatively, emergency brake valve 9 is an emergency brake solenoid valve and parking brake valve 4 is a parking brake solenoid valve. Therefore, the emergency braking and relieving and the parking braking and relieving automatic control of the railway vehicle can be realized by controlling the opening and closing of the emergency braking electromagnetic valve or the parking braking electromagnetic valve, and the emergency braking and the relieving automatic control device is simple in structure and convenient to operate.
Alternatively, referring to fig. 1, the air brake system 100 is plural, and air passages of the plural air brake systems 100 are connected in parallel. In the description of the present invention, "a plurality" means two or more. For example, in the example of fig. 1, there are four air brake systems 100, and two adjacent air brake systems 100 are connected in parallel by a two-way check valve 80. Thus, a plurality of air brake systems 100 so configured may be respectively located in different consists of a rail vehicle to meet the braking requirements of a rail vehicle having a plurality of consists.
Four air brake systems 100 are shown in fig. 1 for illustrative purposes, but it is obvious to those skilled in the art after reading the technical solutions of the present application that the solutions can be applied to other numbers of air brake systems 100, and this also falls within the protection scope of the present invention.
Further, referring to fig. 1 and 2, air supply units 90 are respectively disposed at both ends of the plurality of air brake systems 100, and the air supply units 90 are used for supplying air into air passages of the air brake systems 100. For example, in the example of fig. 1, two ends of four air brake systems 100 are respectively provided with air supply units 90, two air supply units 90 may be respectively located at the head and tail of the rail vehicle, when the air brake systems 100 are normally operated, only one air supply unit 90 may be operated to supply air into the air passage of the air brake system 100, and the other air supply unit 90 serves as a spare air supply unit 90. Thus, by providing the air supply unit 90, the air supply unit 90 may provide dry compressed air to the plurality of air brake systems 100, so that the rail vehicle may output a braking force, and implement service braking, emergency braking, holding braking, parking braking, and safety braking.
Alternatively, the air supply unit 90 includes an air compressor 901, a wet air receiver 902, a condenser 903, a blowback receiver 904, an air dryer 905, and the like.
An air brake system 100 according to an embodiment of the present invention is described in detail below with reference to fig. 1-3.
As shown in fig. 1, the air supply system can deliver compressed air to the common brake air cylinder 7 and the parking safety brake air cylinder 1 through the four-circuit protection valve, so as to provide dry compressed air for the system.
The brake chamber 3 is composed of a first brake cylinder 31 and a second brake cylinder 32. Second brake cylinder 32 can perform active braking (inflation braking, exhaust gas release), and first brake cylinder 31 can perform passive braking (inflation release, exhaust gas braking).
The air inlet of the second relay valve 10 is connected with the service brake air cylinder 7, and the air outlet 102 of the second relay valve 10 is connected with the brake air chamber 3. The control port 101 of the second relay valve 10 is accessed by two parallel air passages through the two-way check valve 80. A gas path I: the air path is used for realizing service braking and relieving; and a second gas path: the air path is used for realizing emergency braking and relieving, and comprises a service braking air cylinder 7, an emergency braking pressure reducing valve 30, an emergency braking valve 9 and a two-way check valve 80. The outlet 803 of the two-way check valve 80 is connected to the control port 101 of the second relay valve 10.
The service brake pressure reducing valve 20 and the emergency brake pressure reducing valve 30 are for controlling the air pressure of the air path to obtain the braking force of the corresponding brake mode. The proportional pressure reducing valve 8 is closed in a power-off mode, and the output air pressure can be controlled according to the voltage. The emergency brake valve 9 is closed when power is lost and is conducted when power is obtained. The two-way check valve 80 allows only one of the first inlet 801 and the second inlet 802 to be in one-way communication with the outlet 803 of the two-way check valve 80.
The air outlets 102 at two ends of the second relay valve 10 are respectively connected to the second brake cylinders 32 of the brake chambers 3, and a service brake air pressure sensor 40 is added to the air path for monitoring the air pressure value of the brake chambers 3.
The first relay inlet 21 of the first relay valve 2 is connected with the parking safety brake air cylinder 1, and the air outlet 22 of the first relay valve 2 is connected with the first brake cylinder 31 of the brake air chamber 3. The first relay valve 2 is provided with two control ports, the first control port 23 is accessed by a parking safety braking air cylinder 1, a parking braking valve 4 and a safety braking valve 5, and the air path is used for realizing parking braking, safety braking and relieving; the second control port 24 is accessed from the air outlet 102 of the second relay valve 10, and the air passage is used for preventing the active brake and the passive brake from being applied at the same time, so that the brake performance is prevented from being influenced by overlarge brake force.
The parking brake valve 4 and the safety brake valve 5 are both normally closed electromagnetic valves, and are closed when power is lost and are switched on when power is obtained.
When the control port of the first relay valve 2 is inputted with air pressure, the air inlet 21 and the air outlet 22 will be communicated, and the pressure of the air outlet 22 is proportional to the control air pressure. During normal driving, the parking brake valve 4 and the safety brake valve 5 need to be powered on normally, so that gas in the parking safety brake air cylinder 1 is conveyed to the first brake cylinder 31, and the spring brake force is relieved. When parking braking or safety braking is needed, the corresponding electromagnetic valve is powered off, and braking can be applied.
The control process of the air brake system 100 according to the second aspect of the present invention, referring to fig. 3, includes the following steps:
and S1, obtaining a braking command and enabling the corresponding electromagnetic valve to operate based on the braking command.
And S2, the braking command comprises a safety braking command, and when the safety braking command is not received, the safety braking solenoid valve is electrified to conduct the safety braking air path. In this step, because the safety brake air passage is in a conducting state, the compressed air flowing out of the parking safety brake air cylinder 1 can flow through the safety brake solenoid valve and the parking brake solenoid valve and then flow into the first control port 23 of the first relay valve 2, the air inlet 21 and the air outlet 22 of the first relay valve 2 are conducted, the compressed air in the parking safety brake air cylinder 1 enters the brake air chamber 3, the passive braking is relieved, and therefore the normal running of the railway vehicle is realized.
And S3, when the safety brake instruction is received, the safety brake solenoid valve is controlled to be disconnected or power-off disconnected so as to cut off the parking safety brake gas circuit and realize safety brake. In the step, when the rail vehicle encounters a fault to cause the disconnection of the safety brake solenoid valve or causes the disconnection of the safety circuit of the rail vehicle due to power failure, the compressed air path flowing from the parking safety brake air cylinder 1 to the brake air chamber 3 is cut off, the rail vehicle automatically applies passive safety brake, and the safety of the rail vehicle is ensured.
According to the utility model discloses air brake system 100 'S control process through above-mentioned step S1-S3, makes rail vehicle can apply safety braking automatically when meetting the trouble or cutting off the power supply to rail vehicle' S security has been guaranteed to the at utmost.
In some further embodiments of the present invention, as shown in fig. 1-3, the braking instruction further includes an emergency braking instruction, when the emergency braking instruction is received, the emergency braking solenoid valve is powered on to conduct the emergency braking gas circuit, and the proportional pressure reducing valve 8 is powered off to isolate the common braking gas circuit, so as to implement emergency braking; when the vehicle speed is reduced to zero, the emergency braking solenoid valve is controlled to lose electricity to cut off the emergency braking gas circuit. Specifically, when an emergency braking instruction is received, the emergency braking solenoid valve is controlled to be powered on and opened, meanwhile, the proportional pressure reducing valve 8 is controlled to be closed, the service braking air circuit is cut off at the moment, the emergency braking air circuit is conducted, air stored in the service braking air storage cylinder 7 flows into the brake air chamber 3 after flowing through the emergency braking solenoid valve at the moment, the brake air chamber 3 outputs braking force, emergency braking of the railway vehicle is achieved, when the speed of the railway vehicle is reduced to zero, the emergency braking solenoid valve is closed, and therefore emergency braking mitigation is achieved. Therefore, when the vehicle meets an emergency condition and needs emergency braking, the rail vehicle can automatically apply the emergency braking, so that the rail vehicle stops within the minimum braking distance, and the safety of the rail vehicle is further ensured.
In some embodiments of the utility model, referring to fig. 1-3, the braking instruction is still including parking the braking instruction, and when receiving the parking braking instruction, control parking braking solenoid valve loses the electricity and cuts off parking safety braking gas circuit, and control proportion relief pressure valve 8 loses the electricity and cuts off the service braking gas circuit, realizes parking the braking. For example, when the parking time is long after the rail vehicle returns to the garage, the parking brake solenoid valve is controlled to be disconnected, the compressed air path flowing from the parking safety brake air cylinder 1 to the brake air chamber 3 is blocked, the rail vehicle automatically applies parking brake, and when the rail vehicle sends a traction signal, the parking brake solenoid valve is opened, so that parking brake release is realized. Therefore, the rail vehicle can automatically apply parking brake and relieve parking brake, so that the parking of the rail vehicle is safer and more reliable.
Further, referring to fig. 1-3, when the vehicle speed is zero, the proportional pressure reducing valve 8 is controlled to be electrified to conduct the service brake gas circuit, so as to realize the holding brake; when a traction instruction or a parking brake instruction is received, the proportional pressure reducing valve 8 is controlled to be powered off to cut off a common brake air path, and brake release is kept. Therefore, when the railway vehicle is parked, the proportional pressure reducing valve 8 is controlled to be opened to realize the brake keeping, and the safety of the railway vehicle before parking or starting is ensured.
In some embodiments of the present invention, referring to fig. 1 to 3, the braking instruction further includes a service braking instruction, and when the service braking instruction is received, the proportional pressure reducing valve 8 is controlled to be powered on to conduct the service braking gas circuit, so as to implement service braking. When the proportional pressure reducing valve 8 is electrified, air stored in the service braking air storage cylinder 7 flows into the brake air chamber 3 after flowing through the proportional pressure reducing valve 8, the brake air chamber 3 outputs braking force, service braking of the railway vehicle is achieved, and when the proportional pressure reducing valve 8 is disconnected, the service braking is relieved. Therefore, the service braking command enables the railway vehicle to automatically apply service braking, and the service braking device is simple in structure and high in braking efficiency.
A control process of the air brake system 100 according to an embodiment of the present invention will be described in detail with reference to fig. 1 to 3.
The air brake system 100 has two braking modes: 1. active braking applied by second brake cylinder 32; 2. passive braking applied by first brake cylinder 31. The electrification control of five braking modes, namely the common braking, the emergency braking, the holding braking, the safety braking and the parking braking of the railway vehicle can be finished by controlling the opening and closing of four electromagnetic valves of the proportional pressure reducing valve 8, the emergency braking valve 9, the parking braking valve 4 and the safety braking valve 5 through the braking controller 6.
Service braking: provided by active braking. When the driver console sends a service brake command, the brake controller 6 controls the proportional pressure reducing valve 8 to be opened according to the braking force provided by the air brake required by the vehicle, and the second brake cylinder 32 acts on the brake caliper (or brake shoe) to apply the service brake.
Emergency braking: provided by active braking. When the driver console sends an emergency braking command, the brake controller 6 controls the emergency brake valve 9 to be opened and controls the proportional pressure reducing valve 8 to be closed at the same time, and the second brake cylinder 32 acts on a brake clamp (or a brake shoe) to apply emergency braking. When the vehicle speed drops to zero, the brake controller 6 controls the emergency brake valve 9 to close.
Keeping braking: provided by active braking. When the vehicle speed is zero, the brake controller 6 controls the proportional pressure reducing valve 8 to open and the second brake cylinder 32 acts on the brake caliper (or brake shoe) to apply the holding brake. When the railway vehicle sends a traction signal or a parking brake signal, the brake controller 6 controls the proportional pressure reducing valve 8 to close, and the brake is kept released.
Parking and braking: provided by passive braking. When the railway vehicle stops, the driver console sends a parking brake command, the brake controller 6 controls the parking brake valve 4 to close and controls the proportional pressure reducing valve 8 to close, and the first brake cylinder 31 acts on a brake clamp (or a brake shoe) to apply parking brake.
Safe braking: provided by passive braking. When a safety brake command is sent by a driver console, a fault signal is triggered when a special condition occurs in the railway vehicle, or the railway vehicle is powered off to disconnect a safety circuit of the vehicle, the safety brake valve 5 is controlled to be closed or powered off by the brake controller 6, and the first brake cylinder 31 acts on a brake clamp (or a brake shoe) to apply safety brake.
In addition, the brake controller 6 may collect signals input from the service brake air pressure sensor 40 and the parking brake air pressure sensor 50 to calculate the air brake force, and may collect signals input from the air cylinder air pressure sensor 60 to detect the pressure conditions of the service brake air cylinder 7 and the parking safety brake air cylinder 1.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the present invention.
In the description of the present invention, "the first feature" and "the second feature" may include one or more of the features.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.
While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. An air brake system, comprising:
parking the safety braking air cylinder;
a first relay valve, wherein a first relay air inlet of the first relay valve is connected with a first parking safety brake air outlet of the parking safety brake air cylinder;
a first brake cylinder of the brake chamber is connected with an air outlet of the first relay valve;
the parking brake valve and the safety brake valve are connected between a second parking safety brake air outlet of the parking safety brake air cylinder and a first control port of the first relay valve in series.
2. An air brake system according to claim 1, wherein the safety brake valve is a safety brake solenoid valve,
the air brake system further comprises a brake controller, the brake controller is electrically connected with the safety brake valve, and after the safety brake valve receives a safety brake signal sent by the brake controller, the safety brake valve is powered off to output a safety brake force.
3. An air brake system according to claim 1 or 2, further comprising:
a service brake air cylinder;
the proportional pressure reducing valve is characterized in that a proportional pressure reducing air inlet of the proportional pressure reducing valve is connected with a first service braking air outlet of the service braking air cylinder;
the emergency brake valve is connected with the emergency brake air inlet of the emergency brake and the second service brake air outlet of the service brake air cylinder, and after receiving an emergency brake signal, the emergency brake valve is opened, the proportional pressure reducing valve is closed, and emergency brake force is output;
and the air inlet of the second relay valve is connected with a third service brake air outlet of the service brake air cylinder, the control port of the second relay valve is respectively connected with the proportional pressure reduction air outlet of the proportional pressure reducing valve and the emergency brake air outlet of the emergency brake valve, and the air outlet of the second relay valve is respectively connected with the second brake cylinder of the brake air chamber and the second control port of the first relay valve.
4. An air brake system according to claim 3, wherein a service brake pressure reducing valve is connected in series to a service brake air passage to which the service brake air cylinder, the proportional pressure reducing valve and the second relay valve are connected,
an emergency brake pressure reducing valve is connected in series to an emergency brake air passage of a second service brake air inlet of the service brake air cylinder and the control port of the second relay valve, and the outlet pressure of the emergency brake pressure reducing valve is higher than the outlet pressure of the service brake pressure reducing valve.
5. The air brake system of claim 3, wherein the proportional pressure relief valve is configured to conduct the service brake air reservoir and the second relay valve when vehicle speed drops to zero.
6. An air brake system according to claim 3, wherein a service brake air pressure sensor is provided on an air path between the air outlet of the second relay valve and the second brake cylinder;
a parking brake air pressure sensor is arranged on an air path between the first brake cylinder and an air outlet of the first relay valve;
and the parking safety braking air cylinder and the service braking air cylinder are respectively provided with an air cylinder air pressure sensor.
7. An air brake system according to claim 3, further comprising a tee fitting including a first port connected to the second brake cylinder, a second port connected to the outlet port of the second relay valve, and a third port connected to the second control port of the first relay valve.
8. An air brake system according to claim 3, further comprising:
two-way check valve, two-way check valve's first import with proportional pressure reduction valve's proportion decompression gas outlet links to each other, two-way check valve's second import with emergency brake valve's emergency brake gas outlet links to each other, two-way check valve's export with the second relay valve the control mouth links to each other, two-way check valve is constructed and is permitted only first import with one of them with in the second import with export one-way conduction.
9. An air brake system according to claim 1, wherein said air brake system is plural, and air passages of plural said air brake systems are connected in parallel.
10. An air brake system according to claim 9, wherein air supply units are provided at both ends of the air brake systems, respectively, for supplying air into the air passages of the air brake system.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201921691185.XU CN210971094U (en) | 2019-09-30 | 2019-09-30 | Air brake system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201921691185.XU CN210971094U (en) | 2019-09-30 | 2019-09-30 | Air brake system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114368372A (en) * | 2022-01-05 | 2022-04-19 | 中车唐山机车车辆有限公司 | Braking system and trolley bus |
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2019
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114368372A (en) * | 2022-01-05 | 2022-04-19 | 中车唐山机车车辆有限公司 | Braking system and trolley bus |
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