CN212447475U - Control device for electro-pneumatic braking and braking control system - Google Patents
Control device for electro-pneumatic braking and braking control system Download PDFInfo
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- CN212447475U CN212447475U CN201922278562.3U CN201922278562U CN212447475U CN 212447475 U CN212447475 U CN 212447475U CN 201922278562 U CN201922278562 U CN 201922278562U CN 212447475 U CN212447475 U CN 212447475U
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Abstract
The utility model discloses a control device and a brake control system for electro-pneumatic brake, which comprises an intermediate body and a control unit; the intermediate body comprises a mounting seat and a pre-control chamber, and the control unit is communicated with the pre-control chamber; the control unit switches on and off the electromagnetic valve, the pneumatic plunger valve A, the relay valve and the pre-control chamber; the space below the relay valve diaphragm plate is communicated with a train pipe; the F port of the pneumatic plunger valve A is communicated with the C port of the switch electromagnetic valve A; the switch electromagnetic valve is connected with a control module, and the control module is connected with a communication module. The utility model has the advantages that: according to the scheme, the switch electromagnetic valve is utilized to enable the train pipe of the rear vehicle in the train to follow the front vehicle as soon as possible by executing the electric control signal, so that the consistency of the braking force change of the train vehicle is improved, the impact force between the vehicles in the train is reduced, the damage of the train braking process to rolling stock and lines is reduced, and the controllability and the application safety of the train are improved.
Description
Technical Field
The utility model relates to a train braking technical field specifically is a controlling means and braking control system for electro-pneumatic braking.
Background
The conventional railway vehicles, especially freight vehicles, mainly use an air brake system, use a train pipe penetrating through the whole train to achieve the purposes of controlling the braking and relieving of each vehicle by controlling the pressure change of the train pipe, because the speed (wave speed) of the pressure change in the train pipe transmitted from front to back is limited and cannot exceed the sound speed, the time of receiving a driver control signal by vehicles at different positions in the train is inconsistent, the time of receiving the control signal by the vehicle at the rear part in the train and the time of responding the control are delayed, the longer the time delay of the train is more serious, the connection between the train vehicles is a hinge structure with gaps, and the asynchronous braking action between the vehicles can generate pulling or extruding impact force at the connection. The longer and heavier the train is, the faster the braking force of the train rises, the larger the impact force is, and the locomotive and the line can be damaged when the impact force exceeds a certain threshold value, even accidents such as hook breakage and derailment which endanger the driving safety are caused. The speed and the magnitude of the rising of the braking force of the train are in direct proportion to the descending speed and the decompression amount of the air pressure of the train pipe, the descending speed exceeds a certain threshold value, the train can automatically and quickly empty the pressure air of the train pipe, the braking force of the train is quickly maximized, and the train can generate emergency braking. Emergency braking can exacerbate the impact force between vehicles.
SUMMERY OF THE UTILITY MODEL
For overcoming prior art's not enough, the utility model provides a controlling means and brake control system for electro-pneumatic brake makes train pipe air pressure follow the change of anterior vehicle fast in the train according to the signal of telecommunication on the rear portion vehicle, and the process of rising of the braking force of rear portion vehicle is unanimous with the front portion as far as possible in making the train, and the train action uniformity improves, reduces the inside impact force of train.
The utility model provides a technical scheme that above-mentioned problem adopted is: a control device for electro-pneumatic braking comprises an intermediate body and a control unit mounted on the intermediate body;
the intermediate body comprises an installation seat and a pre-control chamber arranged in the installation seat, and the control unit is communicated with the pre-control chamber;
the control unit comprises a switch electromagnetic valve communicated with a train pipe through a port C, an A pneumatic plunger valve communicated with a port B of the A switch electromagnetic valve through a port D, a relay valve communicated with a port E of the A pneumatic plunger valve through the upper space of the diaphragm plate and a pre-control chamber arranged in the middle body and communicated with the upper space of the diaphragm plate; the space below the relay valve diaphragm plate is communicated with a train pipe; the F port of the pneumatic plunger valve A is communicated with the C port of the switch electromagnetic valve A; the pre-control chamber is communicated with an outlet capable of exhausting pressure air; a normally closed air exhaust valve port is arranged in the space below the relay valve diaphragm;
the switch electromagnetic valve is connected with a control module, and the control module is connected with a communication module.
The intermediate body also comprises a mounting seat, a local reduction chamber and an emergency chamber which are arranged in the mounting seat and are respectively communicated with the train pipe, wherein a main valve communicated with the local reduction chamber and an emergency valve communicated with the emergency chamber are arranged on the mounting seat;
further, for better realization the utility model discloses, main valve intercommunication have the checking cylinder, emergency valve intercommunication have emergency brake jar.
Further, for better realization the utility model discloses, relay valve diaphragm downside space intercommunication have the G mouth of the pneumatic plunger valve of B, the H mouth and the train pipe intercommunication of the pneumatic plunger valve of B, the I mouth of the pneumatic plunger valve of B and the F mouth intercommunication of the pneumatic plunger valve of A.
Further, for better realization the utility model discloses, the export be with the relay valve, control the braking solenoid valve of the gas circuit intercommunication between the room in advance, braking solenoid valve be connected with the control module electricity.
Further, for better realization the utility model discloses, relay valve and the gas circuit intercommunication between the preliminary control room have a sensor, the sensor be connected with the control module electricity.
Further, for better realization the utility model discloses, the office subtract room intercommunication have and delay the reservoir.
Further, for better realization the utility model discloses, the control unit still including alleviating solenoid valve and the pneumatic plunger valve of C, the J mouth and the train pipe intercommunication of the pneumatic plunger valve of C, the K mouth of the pneumatic plunger valve of C and the O mouth intercommunication of alleviating the solenoid valve, the L mouth of the pneumatic plunger valve of C and the M mouth intercommunication of alleviating the solenoid valve, the N mouth of alleviating the solenoid valve and add the reservoir intercommunication of slowing.
Further, for better realization the utility model discloses, the pneumatic plunger valve intercommunication of C train pipe on the gas circuit intercommunication have the sensor of being connected with control module.
Further, for better realization the utility model discloses, the office subtract room intercommunication and have vice reservoir, vice reservoir intercommunication have the sensor that is connected with control module connects.
A control system for electro-pneumatic braking comprises train pipes arranged on a plurality of sections of vehicles and a plurality of control devices for electro-pneumatic braking, wherein the control devices are arranged on the vehicles in a one-to-one correspondence manner.
The beneficial effect that this scheme obtained is:
(1) according to the scheme, the switch electromagnetic valve is utilized to enable the train pipe of the rear vehicle in the train to follow the front vehicle as soon as possible by executing the electric control signal, so that the consistency of the braking force change of the train vehicle is improved, the impact force between the vehicles in the train is reduced, the damage of the train braking process to rolling stock and lines is reduced, and the controllability and the application safety of the train are improved.
(2) The brake control device related to the scheme does not need to be installed on each vehicle, the performance of the original air brake system of the train cannot be influenced even if the brake control device fails, the train is easy to transform, and the safety and reliability of train application are not reduced.
Drawings
FIG. 1 is a front view of a brake control device;
FIG. 2 is a cross-sectional view of the brake control device;
fig. 3 is a schematic structural diagram of the control unit.
Wherein: 1-mounting seat, 2-local reduction chamber, 21-main valve, 3-emergency chamber, 31-emergency valve, 4-pre-control chamber and 5-relief valve.
Detailed Description
The present invention will be described in further detail with reference to the following examples and drawings, but the present invention is not limited thereto.
Example 1:
as shown in fig. 1, 2, and 3, in the present embodiment, a control device for electric pneumatic braking includes an intermediate body and a control unit mounted on the intermediate body;
the intermediate body comprises an installation seat 1 and a pre-control chamber 4 arranged in the installation seat 1, and the control unit is communicated with the pre-control chamber 4;
the control unit comprises a switch electromagnetic valve communicated with a train pipe through a port C, an A pneumatic plunger valve communicated with a port B of the A switch electromagnetic valve through a port D, a relay valve communicated with a port E of the A pneumatic plunger valve through the upper space of the diaphragm plate and a pre-control chamber arranged in the middle body and communicated with the upper space of the diaphragm plate; the space below the relay valve diaphragm plate is communicated with a train pipe; the F port of the pneumatic plunger valve A is communicated with the C port of the switch electromagnetic valve A; the pre-control chamber is communicated with an outlet capable of exhausting pressure air; a normally closed air exhaust valve port is arranged in the space below the relay valve diaphragm;
the switch electromagnetic valve is connected with a control module, and the control module is connected with a communication module.
The driver sends an electric signal to the communication module in the control unit at the first vehicle, and the control module processes the electric signal and controls the on-off of the switch electromagnetic valve according to the electric signal.
When the switch electromagnetic valve is power-off, the port A, the port B, the port D and the port E are communicated, the pre-control chamber is communicated with the train pipe, the pressure of the pre-control chamber is the same as that of the train pipe, and the pre-control chamber does not play a role in pre-control.
When the switch electromagnetic valve is electrified, the port A and the port B are disconnected, the port A and the port C are communicated, pressure gas in a train pipe enters the pneumatic plunger valve A from the port F to push a plunger in the pneumatic plunger valve A, the port D and the port E are disconnected, the pre-control chamber is of an independent volume, and the pre-control function is achieved on the exhaust of the relay valve. The outlet is opened to discharge the pressure gas in the pre-control chamber, so that the air pressure in the pre-control chamber changes, and the relay valve performs real-time regulation and control according to the pressures on the upper side and the lower side of the diaphragm.
The pressure change in the pre-control chamber acts on the control of the pressure intensity of the train pipe through the relay valve, the space below the diaphragm plate of the relay valve is communicated with the train pipe, so that the pressure of the space below the diaphragm plate of the relay valve is the same as that of the train pipe, when the pressure gas in the pre-control chamber is discharged, the pressure of the space above the diaphragm plate of the relay valve is smaller than that of the space below the diaphragm plate, the diaphragm plate moves upwards and drives the air exhaust valve port to be opened, and the pressure gas in the train pipe is discharged to realize the subsequent braking function.
The pre-control room controls the air exhaust of the train pipe through the relay valve, the air exhaust flow of the relay valve is automatically adjusted, the reduction speed of the pressure of the train pipe is ensured not to exceed the pre-control room, namely not to exceed the front vehicle, the train does not generate emergency braking, and the train is in a good controllable state.
This scheme can realize utilizing switch solenoid to control the braking process of train, compare in traditional pressure variation through control train pipe and control and have corresponding fast, the unanimous advantage of time that control signal was received to each section vehicle, thereby can make each section vehicle realize the function of synchronous braking, be favorable to improving the efficiency of braking, avoid the asynchronous and produce the impact force of drawing or crowded in the junction of braking action between the vehicle, thereby strengthen braking process's security performance, avoid appearing the broken hook, the accident that endangers driving safety such as derailment.
In this embodiment, the control module and the communication module can be implemented by using the common control module and communication module in the prior art, and the specific structure and the working principle thereof are not taken as the improvement point of this scheme, and the specific structure and the working principle of the control module and the communication module are not repeated here.
The vehicle pipeline does not need to be modified in the old vehicle transformation by using the scheme, and the use cost can be reduced.
The intermediate body further comprises a mounting seat 1, and a local reduction chamber 2 and an emergency chamber 3 which are arranged in the mounting seat 1 and are respectively communicated with a train pipe, wherein a main valve 21 communicated with the local reduction chamber 2 and an emergency valve 31 communicated with the emergency chamber 3 are arranged on the mounting seat 1;
the main valve 21 is connected to a brake cylinder, and the emergency valve 31 is connected to an emergency brake cylinder.
The reduction chamber 2 communicates with a relief valve 5. The control system for the electro-pneumatic brake comprises train pipes arranged on a plurality of vehicles and a plurality of control devices for the electro-pneumatic brake, wherein the control devices are correspondingly arranged on the vehicles one by one, and communication modules on each vehicle can be mutually communicated and connected.
Example 2:
in addition to the above embodiments, in this embodiment, the lower space of the relay valve diaphragm is communicated with the G port of the B pneumatic ram valve, the H port of the B pneumatic ram valve is communicated with the train pipe, and the I port of the B pneumatic ram valve is communicated with the F port of the a pneumatic ram valve.
When the switch electromagnetic valve is power-off, the pneumatic plunger valve B is used for cutting off the space below the train pipe and the diaphragm plate, so that the condition that the train pipe exhausts air due to the fact that an exhaust valve port is not sealed tightly is avoided.
When the switch electromagnetic valve is electrified, the port A is communicated with the port C, and the pressure air of the train pipe enters the pneumatic plunger valve B through the port C and the port I to push the plunger in the pneumatic plunger valve B to move, so that the port H is communicated with the port G, namely the space on the lower side of the diaphragm plate is communicated with the train pipe.
Example 3:
on the basis of the above embodiment, in this embodiment, the outlet is a brake solenoid valve that is communicated with the air passage between the relay valve and the pre-control chamber. The electromagnetic valve is used as a discharge outlet of air with pressure in the pre-control chamber, and the remote electric control function can be realized, so that the response speed of control is improved, and the braking efficiency is improved. In this embodiment, the air passage between the relay valve and the pre-control chamber is communicated with a sensor. The sensor is favorable for monitoring the pressure change in the pre-control chamber in real time, so that the pressure change condition in the pre-control chamber can be mastered in real time, and the control precision is improved.
Example 4:
in addition to the above embodiments, in the present embodiment, the local decreasing chamber 2 is communicated with a damping air cylinder.
On the basis of the above embodiment, in this embodiment, the control unit further includes a release solenoid valve and a C pneumatic plunger valve that are electrically connected with the control module respectively, the J port of the C pneumatic plunger valve is communicated with the train pipe, the K port of the C pneumatic plunger valve is communicated with the O port of the release solenoid valve, the L port of the C pneumatic plunger valve is communicated with the M port of the release solenoid valve, and the N port of the release solenoid valve is communicated with the damping air cylinder.
Example 5:
on the basis of the above embodiment, in this embodiment, a sensor connected with the control module is communicated with a gas path of the train pipe communicated with the C pneumatic plunger valve. The sensor is used for detecting the air pressure change on the air change path conveniently so as to carry out corresponding operation.
The local reduction chamber 2 is communicated with an auxiliary reservoir which is communicated with a sensor connected with the control module.
In this embodiment, other undescribed contents are the same as those in the above embodiment, and thus are not described again.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention in any way, and the technical spirit of the present invention is within the spirit and principle of the present invention, and any simple modification, equivalent replacement, and improvement made to the above embodiments are all within the protection scope of the technical solution of the present invention.
Claims (10)
1. A control device for electro-pneumatic braking, characterized in that: comprises an intermediate body and a control unit arranged on the intermediate body;
the intermediate body comprises an installation seat (1) and a pre-control chamber (4) arranged in the installation seat (1), and the control unit is communicated with the pre-control chamber (4);
the control unit comprises a switch electromagnetic valve communicated with a train pipe through a port C, an A pneumatic plunger valve communicated with a port B of the A switch electromagnetic valve through a port D, a relay valve communicated with a port E of the A pneumatic plunger valve through the upper space of the diaphragm plate and a pre-control chamber arranged in the middle body and communicated with the upper space of the diaphragm plate; the space below the relay valve diaphragm plate is communicated with a train pipe; the F port of the pneumatic plunger valve A is communicated with the C port of the switch electromagnetic valve A; the pre-control chamber is communicated with an outlet capable of exhausting pressure air; a normally closed air exhaust valve port is arranged in the space below the relay valve diaphragm;
the switch electromagnetic valve is connected with a control module, and the control module is connected with a communication module.
2. The control device for the electro-pneumatic brake according to claim 1, characterized in that: the intermediate body further comprises a mounting seat (1), and a local reduction chamber (2) and an emergency chamber (3) which are arranged in the mounting seat (1) and are respectively communicated with a train pipe, wherein a main valve (21) communicated with the local reduction chamber (2) and an emergency valve (31) communicated with the emergency chamber (3) are arranged on the mounting seat (1);
the main valve (21) is communicated with a brake cylinder, and the emergency valve (31) is communicated with an emergency brake cylinder.
3. The control device for the electro-pneumatic brake according to claim 1, characterized in that: the lower side space of the relay valve diaphragm plate is communicated with a G port of a pneumatic plunger valve B, an H port of the pneumatic plunger valve B is communicated with a train pipe, and an I port of the pneumatic plunger valve B is communicated with an F port of the pneumatic plunger valve A.
4. The control device for the electro-pneumatic brake according to claim 1, characterized in that: the outlet is a brake solenoid valve communicated with an air passage between the relay valve and the pre-control chamber, and the brake solenoid valve is electrically connected with the control module.
5. The control device for the electro-pneumatic brake according to claim 1, characterized in that: and a gas path between the relay valve and the pre-control chamber is communicated with a sensor, and the sensor is electrically connected with the control module.
6. The control device for the electro-pneumatic brake according to claim 2, characterized in that: the local reduction chamber (2) is communicated with a damping air cylinder.
7. The control device for the electro-pneumatic brake according to claim 6, characterized in that: the control unit further comprises a release solenoid valve and a C pneumatic plunger valve, a J port of the C pneumatic plunger valve is communicated with the train pipe, a K port of the C pneumatic plunger valve is communicated with an O port of the release solenoid valve, an L port of the C pneumatic plunger valve is communicated with an M port of the release solenoid valve, and an N port of the release solenoid valve is communicated with a damping air cylinder.
8. The control device for the electro-pneumatic brake according to claim 7, characterized in that: and a sensor connected with the control module is communicated with a gas path of the train pipe communicated with the C pneumatic plunger valve.
9. The control device for the electro-pneumatic brake according to claim 2, characterized in that: the local reduction chamber (2) is communicated with an auxiliary reservoir which is communicated with a sensor connected with the control module.
10. A brake control system for electro-pneumatic braking is characterized in that: the electric pneumatic brake control device comprises a train pipe arranged on a plurality of sections of vehicles and a plurality of control devices for electric pneumatic brakes, wherein the control devices are arranged on the vehicles in a one-to-one correspondence mode and are used for controlling electric pneumatic brakes according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922278562.3U CN212447475U (en) | 2019-12-18 | 2019-12-18 | Control device for electro-pneumatic braking and braking control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922278562.3U CN212447475U (en) | 2019-12-18 | 2019-12-18 | Control device for electro-pneumatic braking and braking control system |
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| Publication Number | Publication Date |
|---|---|
| CN212447475U true CN212447475U (en) | 2021-02-02 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201922278562.3U Active CN212447475U (en) | 2019-12-18 | 2019-12-18 | Control device for electro-pneumatic braking and braking control system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114954556A (en) * | 2022-06-17 | 2022-08-30 | 宝鸡中车时代工程机械有限公司 | Brake integrated valve plate module for unmanned driving |
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2019
- 2019-12-18 CN CN201922278562.3U patent/CN212447475U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114954556A (en) * | 2022-06-17 | 2022-08-30 | 宝鸡中车时代工程机械有限公司 | Brake integrated valve plate module for unmanned driving |
| CN114954556B (en) * | 2022-06-17 | 2023-07-07 | 宝鸡中车时代工程机械有限公司 | Unmanned integrated valve plate module of braking |
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