CN212243382U - Control moving unit of urban rail vehicle frame - Google Patents
Control moving unit of urban rail vehicle frame Download PDFInfo
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- CN212243382U CN212243382U CN202021893189.9U CN202021893189U CN212243382U CN 212243382 U CN212243382 U CN 212243382U CN 202021893189 U CN202021893189 U CN 202021893189U CN 212243382 U CN212243382 U CN 212243382U
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Abstract
The utility model discloses a control moving unit of an urban rail vehicle frame, which comprises an electric connector, a common control unit, a load valve, an electric air relay valve, a pressure reducing valve, a two-position three-way electromagnetic valve, a flow controller and a plurality of pressure acquisition and test joints; six air ports are arranged on the frame control movable unit and comprise a main air port, a standby braking load port, an air spring pressure port, a parking braking input port, a parking braking output port and a brake cylinder port; the main air port is connected with the common control unit through a plug door, the main air port is connected with the electric air relay valve, and the main air port is connected with the third two-way valve after passing through the pressure reducing valve and the two-position three-way electromagnetic valve. The utility model discloses possess service brake, emergency braking, reserve braking load adjustment, emergency load signal generation simultaneously, park the braking and prevent functions such as stack, in addition, this frame control moves unit emergency braking and adopts mechanical type to decide the lever ratio along with heavy valve structure, and for pure air braking, response speed is fast, and the security is higher.
Description
Technical Field
The utility model belongs to the technical field of rail vehicle, in particular to urban rail vehicle frame control moves unit.
Background
At present, an existing frame control moving unit only has service braking and emergency braking functions, but in the operation of an existing vehicle, the existing frame control moving unit only has the functions and cannot meet the use requirements of an urban rail vehicle, and the frame control moving unit is required to have other more functions so as to meet the operation requirements of the vehicle.
SUMMERY OF THE UTILITY MODEL
The invention of the utility model aims to: aiming at the existing problems, the control and movement unit of the urban rail vehicle frame is provided with the functions of emergency braking load adjustment, standby braking load adjustment, parking braking superposition prevention and the like on the basis of the functions of service braking and emergency braking.
The technical scheme of the utility model is realized like this: the utility model provides a unit is moved in city rail vehicle frame control which characterized in that: the device comprises an electric connector, a common control unit, a load valve, an electric air relay valve, a pressure reducing valve, a two-position three-way electromagnetic valve, a restrictor and a plurality of pressure acquisition and test joints;
six air ports are arranged on the frame control movable unit and comprise a main air port, a standby braking load port, an air spring pressure port, a parking braking input port, a parking braking output port and a brake cylinder port;
the main air port is connected with a common control unit through a cock, the common control unit is connected with a first two-way valve, one path of the first two-way valve is connected with a load following valve, the load following valve is connected with a standby braking load port, and the other path of the first two-way valve is connected with an electric air relay valve;
the main air port is connected with an electric air relay valve, one path of pressure of an output brake cylinder of the electric air relay valve is connected to a brake cylinder port, the other path of pressure is connected with a second two-way valve, one path of the second two-way valve is connected with a parking brake output port through a restrictor, and the other path of pressure is connected with a parking brake input port;
the main air port is connected with a third two-way valve after passing through a pressure reducing valve and a two-position three-way electromagnetic valve, one path of the third two-way valve is connected with an air spring pressure port, and the other path of the third two-way valve is respectively connected with a fixed lever ratio load valve of a load valve and an electric air relay valve.
City rail vehicle frame control move the unit, its common control unit is including aerifing solenoid valve, exhaust solenoid valve and pressure sensor, total wind gets into common control unit through the passageway, it forms closed-loop control to aerify solenoid valve, exhaust solenoid valve and pressure sensor to output control pressure.
The utility model discloses a city rail vehicle frame control moves unit, its electric air relay valve includes double-template relay valve, decides lever ratio and follows heavy valve and emergency solenoid valve, when the output control pressure of common control unit is greater than along with heavy valve input end pressure, the output control pressure of common control unit becomes electric air relay valve control pressure, double-template relay valve amplifies the flow, output brake jar pressure;
when the service braking is relieved, the double-template relay valve controls the pressure of the brake cylinder to be exhausted to the atmosphere;
the fixed lever ratio outputs pressure which is in direct proportion to the load of the air spring pressure port along with the heavy valve, when the emergency electromagnetic valve is powered off, the fixed lever ratio outputs pressure along with the heavy valve, the pressure passes through the emergency electromagnetic valve to form control pressure of the double-template relay valve, and the double-template relay valve amplifies flow and outputs pressure of the brake cylinder.
City rail vehicle frame control move the unit, its a plurality of pressure acquisition and test joint are including setting up total wind pressure acquisition and measurement station, reserve braking control pressure acquisition and measurement station, double-template relay valve control pressure measurement station, air spring pressure acquisition and measurement station and checking cylinder pressure acquisition and measurement station in the frame control moves the unit.
City rail vehicle frame control move the unit, it constitutes that frame control moves all spare parts of unit and all integrates on the valve body mounting panel.
City rail vehicle frame control move the unit, its the valve body mounting panel is installed on the box is constituteed, all gas circuits are passed through the valve body mounting panel and are linked up.
City rail vehicle frame control move the unit, its the interface of all gas circuits sets up in the rear portion that the box is constituteed.
City rail vehicle frame control move the unit, its all test connector set up in same one side of valve body mounting panel.
The utility model mainly aims at the problem of single function of the control movable unit of the existing frame, and integrates the functions of standby brake load adjustment, emergency load signal generation, parking brake anti-superposition and the like besides the functions of common brake and emergency brake; in addition, the emergency braking of the control movable unit of the frame adopts a mechanical fixed lever ratio servo valve structure, is pure air braking, and has high response speed and higher safety.
Drawings
Fig. 1 is a schematic diagram of the present invention.
Fig. 2 is a schematic structural diagram of the present invention.
The labels in the figure are: 1 is an electric connector, 2 is a common control unit, 3 is a load valve, 4 is an electric air relay valve, 5 is a pressure reducing valve, 6 is a two-position three-way electromagnetic valve, 7 is a restrictor, 8 is a main air port, 9 is a standby braking load port, 10 is an air spring pressure port, 11 is a parking braking input port, 12 is a parking braking output port, 13 is a brake cylinder port, 14 is a plug door, 15 is a first two-way valve, 16 is a second two-way valve, 17 is a third two-way valve, 18 is a valve body mounting plate, 19 is a box body composition, 21 is an inflation electromagnetic valve, 22 is an exhaust electromagnetic valve, 23 is a pressure sensor, 31 is a total air pressure acquisition and measurement point, 32 is a standby braking control pressure acquisition and measurement point, 33 is a double-template relay valve control pressure measurement point, 34 is an air spring pressure acquisition and measurement point, 35 is a pressure acquisition and measurement point, 41 is a double-template relay valve, and 42 is a fixed lever ratio, and 43 is an emergency solenoid valve.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the embodiments of the present invention, it should be noted that the indication of the position or the positional relationship is based on the position or the positional relationship shown in the drawings, or the position or the positional relationship that the utility model is usually placed when using, or the position or the positional relationship that the skilled person conventionally understands, or the position or the positional relationship that the utility model is usually placed when using, and is only for the convenience of describing the present invention and simplifying the description, but does not indicate or suggest that the indicated device or element must have a specific position, be constructed and operated in a specific position, and thus, cannot be understood as limiting the present invention. Furthermore, the terms "first" and "second" are used merely to distinguish one description from another, and are not to be construed as indicating or implying relative importance.
In the description of the embodiments of the present invention, it should be further noted that unless otherwise explicitly stated or limited, the terms "disposed" and "connected" should be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; may be directly connected or indirectly connected through an intermediate. The specific meaning of the above terms in the present invention can be understood in specific cases for a person of ordinary skill in the art; the drawings in the embodiments are provided to clearly and completely describe the technical solutions in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all embodiments of the present invention. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations.
As shown in fig. 1, the control unit of the urban rail vehicle frame comprises an electric connector 1, a common control unit 2, a load valve 3, an electric-air relay valve 4, a pressure reducing valve 5, a two-position three-way electromagnetic valve 6, a restrictor 7 and a plurality of pressure acquisition and test joints; six air ports are arranged on the frame control movable unit and comprise a main air port 8, a standby braking load port 9, an air spring pressure port 10, a parking braking input port 11, a parking braking output port 12 and a brake cylinder port 13.
Specifically, the main air port 8 is connected with a common use control unit 2 through a cock 14, the common use control unit 2 is connected with a first two-way valve 15, one path of the first two-way valve 15 is connected with a load following valve 3, the load following valve 3 is connected with a standby braking load port 9, and the other path of the first two-way valve 15 is connected with an electric air relay valve 4; the main air port 8 is connected with an electro-pneumatic relay valve 4, one path of brake cylinder pressure output by the electro-pneumatic relay valve 4 is connected to a brake cylinder port 13, the other path of brake cylinder pressure output by the electro-pneumatic relay valve 4 is connected with a second two-way valve 16, one path of the second two-way valve 16 is connected with a parking brake output port 12 through a restrictor 7, and the other path of the second two-way valve is connected with a parking brake input port 11; the main air port 8 is connected with a third two-way valve 17 after passing through a pressure reducing valve 5 and a two-position three-way electromagnetic valve 6, one path of the third two-way valve 17 is connected with an air spring pressure port 10, and the other path of the third two-way valve is respectively connected with a fixed lever ratio load-following valve 42 of the load-following valve 3 and the electric air relay valve 4.
In this embodiment, the common control unit 2 includes an inflation solenoid valve 21, an exhaust solenoid valve 22 and a pressure sensor 23, a total wind path enters the common control unit 2, the inflation solenoid valve 21, the exhaust solenoid valve 22 and the pressure sensor 23 form closed-loop control, and output control pressure; the electric air relay valve 4 comprises a double-template relay valve 41, a fixed-lever-ratio heavy-load valve 42 and an emergency electromagnetic valve 43, when the output control pressure of the common control unit 2 is greater than the pressure of the input end of the heavy-load valve 3, the output control pressure of the common control unit 2 becomes the control pressure of the electric air relay valve 4, the double-template relay valve 41 amplifies flow and outputs brake cylinder pressure; when the service braking is released, the pressure of the brake cylinder is controlled by the double-template relay valve 41 to be exhausted to the atmosphere; the fixed lever ratio load valve 42 outputs pressure proportional to the load of the air spring pressure port 10, when the emergency solenoid valve 43 is de-energized, the pressure output by the fixed lever ratio load valve 42 passes through the emergency solenoid valve 43 to become control pressure of the dual-template relay valve 41, and the dual-template relay valve 41 amplifies flow and outputs brake cylinder pressure.
The pressure acquisition and test joints comprise a total wind pressure acquisition and test point 31, a standby brake control pressure acquisition and test point 32, a double-template relay valve control pressure test point 33, an air spring pressure acquisition and test point 34 and a brake cylinder pressure acquisition and test point 35 which are arranged in the frame control actuator unit, and can monitor the total wind pressure, the control pressure of a common control unit, the standby brake output control pressure, the brake cylinder pressure and the like, so that a basis is provided for fault diagnosis and alarm.
As shown in fig. 2, all the parts that constitute the frame control moves the unit all integrate on valve body mounting panel 18, valve body mounting panel 18 is installed on box group 19, and all gas circuits communicate through valve body mounting panel 18, the interface of all gas circuits sets up in the rear portion that box group 19 is constituteed, and the pipeline of the vehicle braking of being convenient for is arranged, and all test connectors set up in the same one side of valve body mounting panel 18, make things convenient for experimental test, are provided with the EBCU in the box inside, and the outside is provided with the electric connector, makes things convenient for the connection of circuit, and whole frame control moves the unit integrated level height, and the outward appearance.
The utility model discloses a control moves unit has functions such as service brake, emergency braking, reserve braking load adjustment, emergency load signal generation, parking braking and prevent superpose, specifically:
service braking: the common braking process mainly adopts electric braking, air braking is complemented when the electric braking force is insufficient, and the brake cylinder is pre-charged with certain pressure to shorten the air braking response time. The utility model discloses a service brake function is through two solenoid valves that lead to, and the solenoid valve that aerifys promptly and exhaust solenoid valve form closed-loop control, and its pressure carries out the flow through the relay valve and enlargies the back output.
Emergency braking: and once the loop loses power, the pressure output by the fixed lever along with the heavy valve enters the relay valve through the emergency electromagnetic valve to amplify and output the flow. This emergency braking of frame control movable unit adopts mechanical type to decide lever ratio structure, is different from the emergency signal that electric brake produced, the utility model discloses an emergency braking is pure air brake, and the braking force size is according to vehicle load automatic adjustment, and emergency circuit in case loses the electricity, and the pressure that has adjusted will carry out flow amplification and output through urgent solenoid valve entering relay valve, and response speed is fast, and the security is high, and simultaneously, along with heavy valve preset empty wagon guarantee pressure, when the air spring loses the pressure because of the trouble, also can guarantee invariable, adjustable checking cylinder pressure, the emergency braking security is high.
Adjusting the spare braking load: after the standby brake pressure enters the frame control movable unit, the standby brake pressure can pass through the load-following valve, is automatically adjusted according to the load of the vehicle, and then enters the relay valve to amplify and output the flow.
Generating an emergency load: the total wind outputs preset air spring pressure through a pressure regulating valve, the pressure is cut off by an electromagnetic valve, the electromagnetic valve is controlled by an air spring low-pressure switch, when the air spring breaks or fails, the electromagnetic valve is switched on, and the pressure after pressure regulation enters a load following valve through the electromagnetic valve to become an emergency load signal.
Parking braking anti-superposition: and the brake cylinder pressure output by the electric air relay valve module and the parking brake control pressure are compared and output through the second two-way valve, so that the brake pressure and the parking brake pressure are prevented from being superposed.
The utility model discloses a theory of operation is:
(1) service brake
The total wind channel enters a common control unit, an inflation solenoid valve, an exhaust solenoid valve and a pressure sensor form closed-loop control, when the output control pressure Cv1 and Cv1 are larger than Cv3, the Cv1 becomes the control pressure Cv4 of the electric air relay valve through a first two-way valve, the flow rate of the double-diaphragm relay valve is amplified, and the brake cylinder pressure BC is output.
When the service brake is released, the exhaust electromagnetic valve of the service control unit is de-energized, Cv1 is exhausted to the atmosphere, and the double-diaphragm relay valve controls the pressure of the brake cylinder to be exhausted to the atmosphere.
(2) Emergency brake
The electric air relay valve is provided with a mechanical fixed lever ratio variable valve which outputs pressure Cv8 proportional to the load of the air spring pressure port, when the emergency solenoid valve is de-energized, the pressure output by the fixed lever ratio variable valve passes through the emergency solenoid valve to become double-diaphragm relay valve control pressure Cv9, and the double-diaphragm relay valve amplifies the flow rate and outputs the brake cylinder pressure.
(3) Spare brake load adjustment
When the control pressure Cv is output by the standby brake load port, the standby brake load port enters the frame control unit and is adjusted by the mechanical weight-following valve, the control pressure Cv3 is output, and when the Cv3 is larger than the Cv1, the Cv3 becomes the control pressure Cv4 of the air relay valve through the first two-way valve, the flow rate of the two-diaphragm relay valve is amplified, and the pressure of a brake cylinder is output.
After the spare brake pressure, a special weight-following valve is arranged, so that the spare brake pressure can be automatically adjusted according to the load of the vehicle.
(4) Emergency load signal generation
The total wind is regulated to AW4 pressure (5.1bar) through a pressure reducing valve, when the pressure of a pressure port of the air spring is abnormal, the two-position three-way electromagnetic valve is de-energized, the pressure regulated pressure is changed to third two-way valve input pressure Cv6, when Cv6 is larger than Cv5, Cv6 becomes control pressure Cv7 of a fixed lever ratio load valve and a load valve through the third two-way valve, and an emergency load signal is generated.
(5) Parking brake overlap prevention
And the brake cylinder pressure BC output by the electric air relay valve and the parking brake input port pressure are compared and output through the second two-way valve, so that the brake pressure and the parking brake pressure are prevented from being superposed.
(6) Pressure monitoring
The frame control dynamic unit is internally provided with a total wind pressure acquisition and measurement point, a standby brake control pressure acquisition and measurement point, and the double-template relay valve controls the pressure measurement point, the air spring pressure acquisition and measurement point and the brake cylinder pressure acquisition and measurement point so as to facilitate system monitoring.
The above description is only exemplary of the present invention and should not be taken as limiting the scope of the present invention, as any modifications, equivalents, improvements and the like made within the spirit and principles of the present invention are intended to be included within the scope of the present invention.
Claims (8)
1. The utility model provides a unit is moved in city rail vehicle frame control which characterized in that: the device comprises an electric connector (1), a common control unit (2), a load valve (3), an electric air relay valve (4), a pressure reducing valve (5), a two-position three-way electromagnetic valve (6), a restrictor (7) and a plurality of pressure acquisition and test joints;
six gas ports are arranged on the frame control movable unit, and each gas port comprises a main air port (8), a standby braking load port (9), an air spring pressure port (10), a parking braking input port (11), a parking braking output port (12) and a brake cylinder port (13);
the main air port (8) is connected with a common control unit (2) through a cock (14), the common control unit (2) is connected with a first two-way valve (15), one path of the first two-way valve (15) is connected with a load following valve (3), the load following valve (3) is connected with a standby braking load port (9), and the other path of the first two-way valve (15) is connected with a circuit air relay valve (4);
the main air port (8) is connected with an electro-pneumatic relay valve (4), one path of brake cylinder pressure output by the electro-pneumatic relay valve (4) is connected to a brake cylinder port (13), the other path of brake cylinder pressure output by the electro-pneumatic relay valve is connected with a second two-way valve (16), one path of the second two-way valve (16) is connected with a parking brake output port (12) through a restrictor (7), and the other path of the second two-way valve is connected with a parking brake input port (11);
the main air port (8) is connected with a third two-way valve (17) after passing through a pressure reducing valve (5) and a two-position three-way electromagnetic valve (6), one path of the third two-way valve (17) is connected with an air spring pressure port (10), and the other path of the third two-way valve is connected with a fixed lever ratio load-following valve (42) of a load-following valve (3) and an electric air relay valve (4) respectively.
2. The urban rail vehicle rack control unit of claim 1, characterized in that: the common control unit (2) comprises an inflation electromagnetic valve (21), an exhaust electromagnetic valve (22) and a pressure sensor (23), a total wind channel enters the common control unit (2), the inflation electromagnetic valve (21), the exhaust electromagnetic valve (22) and the pressure sensor (23) form closed-loop control, and control pressure is output.
3. The urban rail vehicle rack control unit of claim 1, characterized in that: the electric air relay valve (4) comprises a double-template relay valve (41), a fixed-lever-ratio heavy-load valve (42) and an emergency electromagnetic valve (43), when the output control pressure of the common control unit (2) is larger than the pressure of the input end of the heavy-load valve (3), the output control pressure of the common control unit (2) becomes the control pressure of the electric air relay valve (4), and the double-template relay valve (41) amplifies flow and outputs brake cylinder pressure;
when the service braking is relieved, the pressure of the brake cylinder is controlled by a double-template relay valve (41) to be exhausted to the atmosphere;
the fixed lever ratio is proportional to the pressure output by the heavy valve (42) and is proportional to the pressure of the air spring pressure port (10), when the emergency electromagnetic valve (43) is powered off, the pressure output by the fixed lever ratio heavy valve (42) becomes the control pressure of the double-template relay valve (41) through the emergency electromagnetic valve (43), and the double-template relay valve (41) amplifies the flow and outputs the pressure of a brake cylinder.
4. The urban rail vehicle rack control unit of claim 3, characterized in that: the pressure acquisition and test joints comprise a total wind pressure acquisition and test point (31), a standby brake control pressure acquisition and test point (32), a double-template relay valve control pressure test point (33), an air spring pressure acquisition and test point (34) and a brake cylinder pressure acquisition and test point (35) which are arranged in a frame control actuator unit.
5. The urban rail vehicle rack control unit according to any one of claims 1 to 4, characterized in that: all the parts forming the frame control unit are integrated on the valve body mounting plate (18).
6. The urban rail vehicle rack control unit of claim 5, characterized in that: the valve body mounting plate (18) is mounted on the box body assembly (19), and all the air passages are communicated through the valve body mounting plate (18).
7. The urban rail vehicle rack control unit of claim 5, characterized in that: the interfaces of all the air paths are arranged at the rear part of the box body assembly (19).
8. The urban rail vehicle rack control unit of claim 5, characterized in that: all test connections are disposed on the same side of the valve body mounting plate (18).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021893189.9U CN212243382U (en) | 2020-09-02 | 2020-09-02 | Control moving unit of urban rail vehicle frame |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021893189.9U CN212243382U (en) | 2020-09-02 | 2020-09-02 | Control moving unit of urban rail vehicle frame |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212243382U true CN212243382U (en) | 2020-12-29 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202021893189.9U Active CN212243382U (en) | 2020-09-02 | 2020-09-02 | Control moving unit of urban rail vehicle frame |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212243382U (en) |
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2020
- 2020-09-02 CN CN202021893189.9U patent/CN212243382U/en active Active
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