CN212386472U - Vehicle-end hose leakage automatic protection device for railway vehicle - Google Patents
Vehicle-end hose leakage automatic protection device for railway vehicle Download PDFInfo
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- CN212386472U CN212386472U CN202021878922.XU CN202021878922U CN212386472U CN 212386472 U CN212386472 U CN 212386472U CN 202021878922 U CN202021878922 U CN 202021878922U CN 212386472 U CN212386472 U CN 212386472U
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Abstract
A vehicle end hose leakage automatic protection device for a rail vehicle relates to the field of rail vehicle braking systems and solves the problems that the existing vehicle end hose leaks or bursts, the total wind pressure of the whole vehicle is directly reduced, and therefore a train cannot operate and the like; the air path unit comprises a switching electromagnetic valve, a main air pipe A, a main air pipe B, a first pressure switch and a second pressure switch; the circuit unit comprises a BCU, a zero-speed relay, a third pressure switch, a fourth pressure switch, a switching relay and a switching electromagnetic valve; the utility model discloses by BCU through control relay, pressure switch open with closed and switch solenoid valve get lost the electricity and realize when total tuber pipe A breaks the trouble, automatic switch to total wind hose B. The problem that once the hose at the end of the train leaks or bursts, the total wind pressure of the whole train is directly reduced, and then the train cannot operate is avoided.
Description
Technical Field
The utility model relates to a rail vehicle braking system field, concretely relates to vehicle end hose leakage automatic safety device for rail vehicle.
Background
At present, the connection between all vehicles of the urban rail vehicle is provided with a total air hose to form the through of the total air, the hose is an important part of the rail vehicle, once the hose at the vehicle end leaks or bursts, the total air pressure of the whole vehicle is directly reduced, and then the train cannot operate.
In the prior art, the two ends of the coupler hose are respectively provided with the cut-off plugs, when the hose leaks, the manual get-off operation cuts off the plugs to cut off the gas circuit, and the defects of difficulty in finding leakage points and long disposal time exist.
The utility model discloses an automatic switching of backing up the hose that takes place to leak at total wind hose avoids manual processing time long, can stop whole car total wind pressure simultaneously and reduce then and lead to the train to park.
SUMMERY OF THE UTILITY MODEL
The utility model discloses a solve present car end hose and appear leaking or burst, will directly cause whole car total wind pressure to depress then and lead to the train can not operate the scheduling problem, provide a car end hose leaks automatic safety device.
An automatic protection device for leakage of a vehicle-end hose for a rail vehicle comprises a gas circuit unit and a circuit unit which are mutually related;
the air circuit unit comprises a first switching electromagnetic valve, a second switching electromagnetic valve, a third switching electromagnetic valve, a fourth switching electromagnetic valve, a main air pipe A, a main air pipe B, a first pressure switch and a second pressure switch; the main air pipe A comprises a first main air hose and a second main air hose;
the circuit unit comprises a BCU, a zero-speed relay, a third pressure switch, a fourth pressure switch, a switching relay, a fifth switching electromagnetic valve, a sixth switching electromagnetic valve, a seventh switching electromagnetic valve and an eighth switching electromagnetic valve;
one end of the zero-speed relay coil is connected with the BCU, the other end of the zero-speed relay coil is connected with the negative line terminal, one end of a contact of the zero-speed relay is respectively connected with a power supply DC110V, and the other end of the contact of the zero-speed relay coil is respectively connected with one end of a third pressure switch and one end of a fourth pressure switch; the other end of the third pressure switch and the other end of the fourth pressure switch are both connected with one end of a switching relay coil, and the other end of the switching relay coil is connected with a negative line end;
one end of the switching relay contact is connected with a power supply DC110V, the other end of the switching relay contact is respectively connected with one end of a fifth switching electromagnetic valve, a sixth switching electromagnetic valve, a seventh switching electromagnetic valve and an eighth switching electromagnetic valve, and the other ends of the fifth switching electromagnetic valve, the sixth switching electromagnetic valve, the seventh switching electromagnetic valve and the eighth switching electromagnetic valve are all connected with a negative line end;
in a normal state, the port A1 of the first switching electromagnetic valve is communicated with the port A2, the port A1 of the first switching electromagnetic valve is connected with the main air duct A, the port A2 of the first switching electromagnetic valve is connected with one end of a first main air hose, and the other end of the first main air hose is respectively connected with the ports A2 of the first pressure switch and the second switching electromagnetic valve;
the port A2 of the second switching electromagnetic valve is communicated with the port A1, and the port A1 of the second switching electromagnetic valve is connected with the port A1 of the third switching electromagnetic valve;
the port A1 of the third switching electromagnetic valve is communicated with the port A2, and the port A2 of the third switching electromagnetic valve is respectively connected with the second pressure switch and one end of the second main air hose; the other end of the second main air hose is connected with an A2 port of a fourth switching electromagnetic valve;
the port A2 of the fourth switching electromagnetic valve is communicated with the port A1, and the port A1 of the fourth switching electromagnetic valve is connected with the main air duct B.
The utility model has the advantages that: protection device by Braking Control Unit (BCU) through control relay, pressure switch open with closed and switch over the solenoid valve gain or loss of power realize when total tuber pipe A breaks the trouble, automatic switch to total wind hose B.
Protection device can realize the safe redundant control of total tuber pipe, when emergency appears, but the automatic detection hose leaks and switches the protection simultaneously, has avoided in case the car end hose appears leaking or bursting, directly causes whole car total wind pressure to depress then to lead to the train can not operate.
Protection device very big improvement rail train's reliability, the train still can continue to operate when single train end hose trouble.
Drawings
Fig. 1 is a schematic structural view of an automatic protection device for end hose leakage for a rail vehicle.
Detailed Description
The embodiment is described with reference to fig. 1, and the automatic protection device for the leakage of the vehicle-end hose for the rail vehicle mainly comprises an air path unit and a circuit unit, wherein the air path unit and the circuit unit are mutually associated; wherein:
the gas circuit unit includes: a first switching electromagnetic valve 1, a second switching electromagnetic valve 2, a third switching electromagnetic valve 3, a fourth switching electromagnetic valve 4, a main air pipe A, a main air pipe B, a first pressure switch 9, a second pressure switch 10 and other auxiliary connecting pipelines; the main air pipe A comprises a first main air hose 1-1 and a second main air hose 1-2; the total wind pipe B comprises a third total wind hose 2-1 and a fourth total wind hose 2-2
The circuit unit includes: a Brake Control Unit (BCU), a zero-speed relay 14, a third pressure switch 11, a fourth pressure switch 12, a switching relay 15, a fifth switching electromagnetic valve 5, a sixth switching electromagnetic valve 6, a seventh switching electromagnetic valve 7 and an eighth switching electromagnetic valve 8.
The middle pressure switch and the four switching electromagnetic valves of the circuit unit are the same as the pressure switch and the four switching electromagnetic valves of the gas circuit unit.
The first end of the coil of the zero-speed relay 14 is connected with the BCU13, the second end of the coil of the zero-speed relay 14 is connected with the negative line, the power on of the coil of the zero-speed relay 14 is controlled by the BCU13, when the speed of the vehicle is more than 0.5km/h, the BCU13 drives the zero-speed relay 14 to be powered on firstly, and the contact of the zero-speed relay is closed;
a first end of a contact of the zero-speed relay 14 is connected with a power supply DC110V, and a second end of the contact is connected with a first end of a third pressure switch 11 and a first end of a fourth pressure switch 12;
the second end of the third pressure switch 11 is connected with the first end of the switching relay 15, the third pressure switch 11 is closed when the detected pressure value is below 7bar, and is opened when the detected pressure value is above 7 bar;
the second end of the fourth pressure switch 12 is also connected with the first end of the switching relay 15, the fourth pressure switch 12 is closed when the detected pressure value is below 7bar, and is opened when the detected pressure value is above 7 bar;
the second end of the coil of the switching relay 15 is connected with a negative line, the switching relay 15 is controlled by a zero-speed relay 14, a third pressure switch 11 and a fourth pressure switch 12, when the vehicle speed is higher than 0.5km/h, the coil of the switching relay 15 is electrified and the contact of the coil is closed when the third pressure switch 11 or the fourth pressure switch 12 detects that the total wind pressure is lower than 7 bar;
a first end of a contact of the switching relay 15 is connected with a power supply DC110V, and second ends of the contact are respectively connected with first ends of a fifth switching electromagnetic valve 5, a sixth switching electromagnetic valve 6, a seventh switching electromagnetic valve 7 and an eighth switching electromagnetic valve 8;
and second ends of the fifth switching electromagnetic valve 5, the sixth switching electromagnetic valve 6, the seventh switching electromagnetic valve 7 and the eighth switching electromagnetic valve 8 are all connected with a negative line.
The fifth switching electromagnetic valve 5, the sixth switching electromagnetic valve 6, the seventh switching electromagnetic valve 7 and the eighth switching electromagnetic valve 8 are controlled by a switching relay 15, when a coil of the switching relay 15 is electrified and a contact is closed, the fifth switching electromagnetic valve 5, the sixth switching electromagnetic valve 6, the seventh switching electromagnetic valve 7 and the eighth switching electromagnetic valve 8 are all electrified to act, and working positions are switched.
In the air circuit unit, in a normal state (before the total air pipe is not leaked and switched), A1 enters A2 and exits in a normal state of four switching electromagnetic valves, and an electric state A1 enters A4 and exits.
The port A1 of the first switching electromagnetic valve 1 is communicated with the port A2, the port A1 of the first switching electromagnetic valve 1 is connected with the total air duct A, the port A2 of the first switching electromagnetic valve 1 is connected with the first end of the total air hose 1-1, and the second end of the total air hose 1-1 is respectively connected with the first pressure switch 9 and the port A2 of the second switching electromagnetic valve 2;
the port a2 of the second switching solenoid valve 2 is communicated with the port a1, and the port a1 of the second switching solenoid valve 2 is connected with the port a1 of the third switching solenoid valve 3;
the port A1 of the third switching electromagnetic valve 3 is communicated with the port A2, and the port A2 of the third switching electromagnetic valve 3 is respectively connected with the second pressure switch 10 and the first end of the main air hose 1-2; the second end of the main air hose 1-2 is connected with the port A2 of the fourth switching electromagnetic valve 4;
the port A2 of the fourth switching electromagnetic valve 4 is communicated with the port A1, and the port A1 of the fourth switching electromagnetic valve 4 is connected with the main air duct B; the connection between the main air pipe A and the main air pipe B is finally realized through the above steps, and the communication of the main air pipeline of the whole train is realized.
After the protection device is switched (after the main air pipe leaks and the electromagnetic valve is switched)
The port A1 of the first switching electromagnetic valve 1 is communicated with the port A4, the port A1 of the first switching electromagnetic valve 1 is connected with the main air duct A, and the port A4 of the first switching electromagnetic valve 1 is connected with the first end of the main air hose 2-1; the second end of the main air hose 2-1 is connected with the port A4 of the second switching electromagnetic valve 2;
the port a4 of the second switching solenoid valve 2 is communicated with the port a1, and the port a1 of the second switching solenoid valve 2 is connected with the port a1 of the third switching solenoid valve 3;
the port A1 of the third switching electromagnetic valve 3 is communicated with the port A4, the port A4 of the third switching electromagnetic valve 3 is connected with the first end of the total air hose 2-2, and the second end of the total air hose 2-2 is connected with the port A4 of the fourth switching electromagnetic valve 4;
the port a4 of the fourth switching solenoid valve 4 communicates with the port a1, and the port a1 of the fourth switching solenoid valve 4 is connected to the main duct B.
Through the switching after the leakage of the main air hose 1-1 or 1-2, the connection of the main air pipe A and the main air pipe B is realized, and the communication of the main air pipeline of the whole train is realized.
When the protection device described in this embodiment is normal and has no leakage, the total wind pressure is above 7bar, both the first pressure switch 9 and the second pressure switch 10 are kept in the off state, when the vehicle speed is below 0.5km/h, the BCU13 does not drive the zero-speed relay 14 to be powered on, the contact thereof is kept off, at this time, the switching relay 15 is not powered on, the contact thereof is kept off, the switching electromagnetic valves of the whole train are not operated, the gas circuit is kept at the original position, the a1 ports of all the switching electromagnetic valves are communicated with the a2 port, and the train main air duct is communicated with the whole train through the total air duct a.
When the vehicle speed is above 0.5km/h, the BCU13 drives the zero-speed relay 14 to be electrified, the contact of the zero-speed relay is closed, the switching relay 15 cannot be electrified, the contact of the zero-speed relay keeps disconnected, the switching electromagnetic valves of all trains do not act, the gas circuit keeps the original position, the A1 ports of all the switching electromagnetic valves are communicated with the A2 port, and the train main air duct is communicated with the whole train through the main air duct A.
This embodiment protection device both can guarantee to have a perfect understanding through total tuber pipe A through total tuber pipe realization in normal no leakage operating mode and static initial power-on total wind pressure when not enough, avoided the train initial power-on because of the mistake that total wind pressure is not enough leads to switches over. Meanwhile, when the main air pipe A leaks, the total air pressure leaks below 7bar, any one of the first pressure switch and the second pressure switch is closed, and meanwhile, when the vehicle speed is judged to be above 0.5km/h, the BCU13 drives the zero-speed relay 14, the contact of the zero-speed relay is closed, the switching relay 15 is powered on, the contact of the zero-speed relay is closed, the switching electromagnetic valve of the whole train acts, the air circuit is switched, and the whole-train through of the main air pipe of the train is realized through the main air pipe B.
In this embodiment, when the total air duct a leaks, the total air pressure is below 7bar, either the first pressure switch or the second pressure switch is closed, when the vehicle is stationary (i.e. when the speed is below 0.5 km/h), the BCU13 does not drive the zero-speed relay 14, the contact thereof is kept open, the switching relay 15 is not powered at this time, the contact thereof is kept open, the switching electromagnetic valves of the whole train are not actuated, the air circuit is kept at the original position, the ports a1 of all the switching electromagnetic valves are communicated with the ports a2, and the total air duct of the train is communicated in a whole train through the total air duct a. The function can avoid the error switching caused by insufficient total wind pressure after the train is parked for a long time, and the leakage fault can not be checked after the switching is carried out when the train is parked in the garage.
When the vehicle speed is above 0.5km/h, the BCU13 drives the zero-speed relay 14, the contact of the zero-speed relay is closed, the switching relay 15 is electrified, the contact of the zero-speed relay is closed, the switching electromagnetic valves of the whole train act, the air channels are switched, the A1 ports of all the switching electromagnetic valves are communicated with the A4 port, and the train main air duct is communicated with the whole train through the main air duct B.
When the total wind pressure is insufficient during static initial electrification, the total wind pressure is below 7bar, either the first pressure switch or the second pressure switch is closed, when the vehicle speed is below 0.5km/h, the BCU13 does not drive the zero-speed relay 14, the contact of the zero-speed relay is kept disconnected, the switching relay 15 is not electrified at the moment, the contact of the zero-speed relay is kept disconnected, the switching electromagnetic valves of the whole train do not act, the gas circuit keeps the original position, the A1 ports of all the switching electromagnetic valves are communicated with the A2 ports, the train total air duct is communicated with the whole train through the total air duct A, and the error switching caused by the insufficient total wind pressure during the initial electrification of the train is avoided.
In this embodiment, when total tuber pipe B takes place to leak, the total tuber pipe B of preferred use carries out the air feed that link up of full row under the normal condition, does not monitor total tuber pipe B, and total tuber pipe B only is as the backup when total tuber pipe B damage leaks, so when total tuber pipe B breaks, can not lead to train total wind pressure to leak.
When the main air duct A leaks, the total air pressure is below 7bar, the first pressure switch or the second pressure switch is closed, when the vehicle is static (namely, when the speed is below 0.5 km/h), the BCU13 does not drive the zero-speed relay 14, the contact of the zero-speed relay is kept open, the switching relay 15 is not powered on, the contact of the zero-speed relay is kept open, the switching electromagnetic valve of the whole train does not act, the air circuit unit keeps the original position, and the whole-train penetration is realized through the main air duct A.
Claims (3)
1. An automatic protection device for leakage of a vehicle-end hose for a rail vehicle comprises a gas circuit unit and a circuit unit which are mutually related; the method is characterized in that:
the air circuit unit comprises a first switching electromagnetic valve (1), a second switching electromagnetic valve (2), a third switching electromagnetic valve (3), a fourth switching electromagnetic valve (4), a main air pipe A, a main air pipe B, a first pressure switch (9) and a second pressure switch (10); the main air pipe A comprises a first main air hose (1-1) and a second main air hose (1-2);
the circuit unit comprises a BCU (bulk computer unit) (13), a zero-speed relay (14), a third pressure switch (11), a fourth pressure switch (12), a switching relay (15), a fifth switching electromagnetic valve (5), a sixth switching electromagnetic valve (6), a seventh switching electromagnetic valve (7) and an eighth switching electromagnetic valve (8);
one end of a coil of the zero-speed relay (14) is connected with the BCU (13), the other end of the coil is connected with a negative terminal, one end of a contact of the zero-speed relay (14) is respectively connected with a power supply DC110V, and the other end of the contact of the zero-speed relay is respectively connected with one end of a third pressure switch (11) and one end of a fourth pressure switch (12); the other end of the third pressure switch (11) and the other end of the fourth pressure switch (12) are both connected with one end of a coil of a switching relay (15), and the other end of the coil of the switching relay (15) is connected with a negative line end;
one end of a contact of the switching relay (15) is connected with a power supply DC110V, the other end of the contact is respectively connected with one end of a fifth switching electromagnetic valve (5), a sixth switching electromagnetic valve (6), a seventh switching electromagnetic valve (7) and one end of an eighth switching electromagnetic valve (8), and the other ends of the fifth switching electromagnetic valve (5), the sixth switching electromagnetic valve (6), the seventh switching electromagnetic valve (7) and the eighth switching electromagnetic valve (8) are all connected with a negative line end;
under a normal state, the A1 port of the first switching electromagnetic valve (1) is communicated with the A2 port, the A1 port of the first switching electromagnetic valve (1) is connected with the total air duct A, the A2 port of the first switching electromagnetic valve (1) is connected with one end of a first total air hose (1-1), and the other end of the first total air hose (1-1) is respectively connected with the first pressure switch (9) and the A2 port of the second switching electromagnetic valve (2);
the port A2 of the second switching electromagnetic valve (2) is communicated with the port A1, and the port A1 of the second switching electromagnetic valve (2) is connected with the port A1 of the third switching electromagnetic valve (3);
the A1 port of the third switching electromagnetic valve (3) is communicated with the A2 port, and the A2 port of the third switching electromagnetic valve (3) is respectively connected with the second pressure switch (10) and one end of the second main air hose (1-2); the other end of the second main air hose (1-2) is connected with an A2 port of a fourth switching electromagnetic valve (4);
the port A2 of the fourth switching electromagnetic valve (4) is communicated with the port A1, and the port A1 of the fourth switching electromagnetic valve (4) is connected with the main air duct B.
2. The automatic protection device for the leakage of the vehicle-end hose of the railway vehicle as claimed in claim 1, wherein: the total air pipe B comprises a third total air hose (2-1) and a fourth total air hose (2-2); when the main air pipe A leaks, the switching operation of each switching electromagnetic valve is carried out, and the method specifically comprises the following steps:
switching an A1 port of the first switching electromagnetic valve (1) to be communicated with an A4 port, connecting an A1 port of the first switching electromagnetic valve (1) with a main air duct A, and connecting an A4 port of the first switching electromagnetic valve (1) with one end of a third main air hose (2-1); the other end of the third main air hose (2-1) is connected with an A4 port of the second switching electromagnetic valve (2);
the port A4 of the second switching electromagnetic valve (2) is communicated with the port A1, and the port A1 of the second switching electromagnetic valve (2) is connected with the port A1 of the third switching electromagnetic valve (3);
the port A1 of the third switching electromagnetic valve (3) is communicated with the port A4, the port A4 of the third switching electromagnetic valve (3) is connected with one end of a fourth main air hose (2-2), and the other end of the fourth main air hose (2-2) is connected with the port A4 of the fourth switching electromagnetic valve (4);
the port A4 of the fourth switching electromagnetic valve (4) is communicated with the port A1, and the port A1 of the fourth switching electromagnetic valve (4) is connected with the main air duct B; switching is realized after a first total air hose (1-1) or a second total air hose (1-2) in the total air pipe A leaks, so that the connection between the total air pipe A and the total air pipe B is realized, and the communication of the total air pipeline of the whole train is realized.
3. The automatic protection device for the leakage of the vehicle-end hose of the railway vehicle as claimed in claim 1, wherein:
the zero-speed relay (14) is controlled by the BCU (13), when the vehicle speed is greater than 0.5km/h, the BCU (13) drives the zero-speed relay (14) to be electrified, and a contact of the zero-speed relay is closed;
the third pressure switch (11) and the fourth pressure switch (12) are closed when the detected pressure value is below 7bar and are opened when the detected pressure value is above 7 bar;
the switching relay (15) is controlled by a zero-speed relay (14), a third pressure switch (11) and a fourth pressure switch (12), when the vehicle speed is greater than 0.5km/h, and the third pressure switch (11) or the fourth pressure switch (12) detects that the total wind pressure is lower than 7bar, the switching relay (15) is electrified, and the contact of the switching relay is closed;
the fifth switching electromagnetic valve (5), the sixth switching electromagnetic valve (6), the seventh switching electromagnetic valve (7) and the eighth switching electromagnetic valve (8) are controlled by a switching relay (15), when the switching relay (15) is electrified, the contact is closed, the fifth switching electromagnetic valve (5), the sixth switching electromagnetic valve (6), the seventh switching electromagnetic valve (7) and the eighth switching electromagnetic valve (8) are electrified to act, and switching operation is carried out.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021878922.XU CN212386472U (en) | 2020-09-01 | 2020-09-01 | Vehicle-end hose leakage automatic protection device for railway vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021878922.XU CN212386472U (en) | 2020-09-01 | 2020-09-01 | Vehicle-end hose leakage automatic protection device for railway vehicle |
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| CN212386472U true CN212386472U (en) | 2021-01-22 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202021878922.XU Active CN212386472U (en) | 2020-09-01 | 2020-09-01 | Vehicle-end hose leakage automatic protection device for railway vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111923895A (en) * | 2020-09-01 | 2020-11-13 | 中车长春轨道客车股份有限公司 | Automatic protection device and method for leakage of vehicle-end hose for railway vehicle |
-
2020
- 2020-09-01 CN CN202021878922.XU patent/CN212386472U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111923895A (en) * | 2020-09-01 | 2020-11-13 | 中车长春轨道客车股份有限公司 | Automatic protection device and method for leakage of vehicle-end hose for railway vehicle |
| CN111923895B (en) * | 2020-09-01 | 2023-06-30 | 中车长春轨道客车股份有限公司 | Automatic leakage protection device and method for vehicle end hose of railway vehicle |
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