CN212473427U - Air brake isolation device of railway vehicle and control circuit of emergency brake interlocking - Google Patents
Air brake isolation device of railway vehicle and control circuit of emergency brake interlocking Download PDFInfo
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- CN212473427U CN212473427U CN202021963759.7U CN202021963759U CN212473427U CN 212473427 U CN212473427 U CN 212473427U CN 202021963759 U CN202021963759 U CN 202021963759U CN 212473427 U CN212473427 U CN 212473427U
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Abstract
A railway vehicle air brake isolation device and an emergency brake interlocking control circuit relate to the technical field of rail traffic, and solve the problems that the conventional isolation device needs manual operation, and after manual isolation air brake is carried out, both the service brake and the emergency brake of the vehicle are lost simultaneously; the emergency braking does not have the compensation function of other vehicles, the shortest braking distance cannot be guaranteed, and the like, compressed air at the braking air cylinder is supplied to a remote isolation electromagnetic valve and a piston valve at the same time, and the remote isolation electromagnetic valve controls the connection and the disconnection of the piston valve; when the brake system breaks down, a train network is adopted to remotely control a remote isolation electromagnetic valve, compressed air flows into a control A4 port of the piston valve through the remote isolation electromagnetic valve, the A3 port of the piston valve is communicated with the A2 port, and the compressed air at the A2 port of the piston valve is discharged; compressed air at the brake cylinder is discharged through the A3 port of the piston valve through the check valve and the electrified contact cut-off cock, and air braking is relieved.
Description
Technical Field
The utility model relates to a track traffic technical field, concretely relates to rail vehicle breaks down an isolating device when needing to keep apart air brake at braking system.
Background
At present, a brake system of a railway vehicle needs to be isolated when the brake system fails, an isolation device is a manual isolation device which needs manual operation, and the device is generally arranged in a carriage and at a BC pressure outlet of a brake control device.
The manual isolation devices are arranged in the corresponding carriages, when the manual isolation devices need to be operated, drivers and passengers need to pass through passengers in the carriages from the cab and then reach the corresponding designated positions of the carriages for operation, the operation is inconvenient, and after manual isolation air braking is carried out, the common braking and the emergency braking of the vehicle are simultaneously lost; after the common brake of the single train is lost, other normal trains of the train can compensate the lost common brake force of the fault train, and the common brake force requirement of the train can be ensured; however, the emergency brake does not have the function of other vehicles for compensation, so the emergency brake of the vehicle is unavailable after the air brake of the vehicle is isolated, and the shortest brake distance cannot be ensured.
Meanwhile, the manual isolation device is arranged at the pressure outlet of the brake cylinder, the brake control device can only monitor the brake isolation state through the electric signal carried by the manual isolation device, and the monitoring cannot be realized under the condition that the electric signal fails, so that although the fault vehicle is isolated, other vehicles cannot supplement the common brake force lost by the isolation vehicle.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the problem that the prior isolating device needs manual operation and is inconvenient to operate; after manual isolation air braking is carried out, the common brake and the emergency brake of the vehicle are lost simultaneously; and emergency braking does not have other car compensation functions and can not guarantee the problems such as the shortest braking distance, etc., provides a rail vehicle air brake isolating device and emergency braking interlocking control circuit.
The air brake isolation device of the railway vehicle comprises an isolation device arranged at the front end of a brake control device; the remote isolation device comprises a remote isolation electromagnetic valve, a piston valve, a charged contact cut-off cock and a one-way valve;
compressed air at the brake air cylinder is supplied to a remote isolation solenoid valve and a piston valve at the same time, and the remote isolation solenoid valve controls the on and off of the piston valve;
when the brake system breaks down and needs to be isolated, a remote isolation solenoid valve is remotely controlled by a train network, when the remote isolation solenoid valve is electrified, compressed air flows into a control A4 port of the piston valve through the remote isolation solenoid valve, the A3 port of the piston valve is communicated with the A2 port, and the compressed air at the A2 port of the piston valve is discharged; compressed air at the brake cylinder is discharged through a check valve and an electrified contact cut-off cock and finally through an A3 port of the piston valve, so that air braking is relieved;
when the remote isolation solenoid valve is de-energized, the port A1 of the piston valve is communicated with the port A2, compressed air flows into the port A2 through the port A1 of the piston valve and then flows out to a brake control device through the port 1 and the port 2 of the cut-off cock, and air supply to air brake is achieved.
The emergency braking interlocking control circuit of the air braking isolating device of the railway vehicle comprises a train main control relay, a train emergency braking relay and a braking isolating relay; the train emergency braking control system comprises a train main control relay, a train emergency braking relay contact, a 110V train emergency braking control line, a braking isolation relay contact, a remote isolation electromagnetic valve and a 0V emergency braking control line, wherein one end of the train main control relay is connected with a power supply, the other end of the train main control relay is connected with one end of the train emergency braking relay contact, the other end of the train emergency braking relay contact is connected with the 110V train emergency braking control line, the other end of the braking isolation relay contact is connected with one end of the remote isolation.
The utility model has the advantages that: the brake isolation device comprises a manual isolation device and a remote isolation device, wherein the air brake of the fault car is preferentially isolated by the remote isolation device, and the remote isolation device simultaneously carries out interlocking control with the emergency brake circuit of the train through a control line circuit, so that the isolation car can apply the emergency brake when the train triggers the emergency brake; meanwhile, the manual isolation device is arranged, so that air braking can be isolated through the manual isolation device under the condition that the remote isolation device fails, and redundancy is realized.
Meanwhile, the manual isolating device and the remote isolating device are both arranged at the front end of the brake control device, and even if an electric signal fails, the brake control device can still detect and judge the isolating state through the pressure indirectly through the pressure sensor arranged on the brake control device.
Drawings
Fig. 1 is a schematic diagram of the air path of the air brake isolation device for a railway vehicle according to the present invention;
FIG. 2 is an electrical schematic of the emergency brake interlock control of the air brake remote isolation device;
fig. 3 is a schematic diagram of an air path of a conventional air brake isolation device.
Detailed Description
In the first embodiment, the present embodiment is described with reference to fig. 1, the air brake isolation device for a railway vehicle has manual isolation and remote isolation functions, the isolation device 1 includes manual isolation and remote isolation, and both are disposed at the front end of the brake control device 2; the isolating device 1 comprises a remote isolating electromagnetic valve 1-1, a piston valve 1-2, an electrified contact cut-off cock 1-3 and a one-way valve 1-4;
compressed air at the brake air cylinder is supplied to a remote isolation electromagnetic valve 1-1 and a piston valve 1-2 at the same time, and the remote isolation electromagnetic valve 1-1 controls the on and off of the piston valve 1-2;
when the remote isolation solenoid valve 1-1 is electrified, compressed air flows into a control port A4 of the piston valve 1-2 through the remote isolation solenoid valve 1-1, a port A3 of the piston valve 1-2 is communicated with a port A2, and the compressed air at a port A2 is exhausted; compressed air at the brake cylinder is discharged through a port A3 of the piston valve 1-2 through the check valve 1-4 and the electrified contact cut-off cock 1-3, so that air braking is relieved;
when the remote isolation solenoid valve 1-1 is de-energized, the port A1 of the piston valve 1-2 is communicated with the port A2, compressed air flows into the port A2 through the port A1 of the piston valve 1-2 and then flows out to the brake control device 2 through the port 1 and the port 2 of the stop cock 1-3, and air supply for air braking is achieved.
Referring to fig. 1, in the present embodiment, the air brake includes a service brake and an emergency brake; the service brake is controlled by a single chip microcomputer (EBCU) in the brake control device 2, namely the single chip microcomputer with software is used for controlling an inflation electromagnetic valve 2-2 and an exhaust electromagnetic valve 2-3 in the brake control device 2 in the brake control device 1 to realize air brake pressure control, the flow of the control pressure is amplified through a relay valve 2-6 in the brake control device to form BC pressure, and the BC pressure is finally applied to a brake clamp to form brake force.
The service brake can be applied under the condition of an electrical instruction, and the electrical instruction is relieved; the emergency brake does not need the control of a single chip microcomputer with software, and only needs a circuit to directly control an emergency electromagnetic valve 2-10 in the brake control device 2 to realize the control of air brake pressure, the control pressure forms BC pressure after the flow of the control pressure is amplified through a relay valve 2-6, and finally is applied to a brake clamp to form brake force; when the control line circuit is powered on, the emergency electromagnetic valve 2-10 is powered on, the emergency brake is in a release state, when the control line circuit is powered off, the emergency electromagnetic valve 2-10 is powered off, and the emergency brake is in an application state.
In this embodiment, the brake control device is an existing brake control apparatus, and includes the following components:
a filter 2-1 for filtering impurities possibly existing at the air supply end; the air charging solenoid valve 2-2 is used for controlling the valve to realize the application of air brake pressure by the EBCU when air brake needs to be applied; the exhaust electromagnetic valve 2-3 is used for controlling the valve to realize the exhaust of air brake pressure by the EBCU when the air brake is applied too much; the pressure measuring point 2-4 can adopt external equipment to detect the pressure filled at the rear end of the inflation electromagnetic valve 2-2; the pressure sensor 2-5 is used for detecting the pressure filled at the rear end of the inflation electromagnetic valve 2-2 by the EBCU for closed-loop control; the relay valves 2 to 6 are purely mechanical devices and can correspondingly amplify the flow of the pressure value at the rear end of the inflation electromagnetic valve; 2-7 of a pressure sensor, wherein the EBCU detects the pressure value of the air spring through the sensor and correspondingly calculates the load of the train; the pressure measuring points 2-8 can adopt external equipment to detect the pressure value of the air spring; the empty-load vehicle regulating valves 2-9, purely mechanical devices, are able to generate a pressure value proportional to the load. 2-10 parts of an emergency electromagnetic valve, wherein when the emergency electromagnetic valve is powered on, the emergency electromagnetic valve is closed, and emergency braking is relieved; when power is lost, the electromagnetic valve is opened, emergency braking is applied, and the emergency braking is controlled by the control circuit; the pressure sensor 2-11 is used for detecting the pressure filled at the rear end of the relay valve by the EBCU so as to judge the conditions of air brake application and relief; the pressure measuring points 2-12 can adopt external equipment to detect the pressure filled at the rear end of the relay valve and judge the conditions of air brake application and relief; the pressure measuring points 2-13 can adopt external equipment to detect the pressure value at the rear end of the empty and heavy vehicle regulating valve; the pressure measuring points 2-14 can adopt external equipment to detect the pressure value at the input end of the brake control device 2. And the sensors 2-15 are used for judging that the service brake is unavailable if the pressure value of the input end of the brake control device 2 is low, and the service brake force compensation can be performed by other vehicle brake control devices.
When the brake system has a fault and needs to be isolated, the specific operation contents are as follows:
the remote isolation electromagnetic valve 1-1 is remotely controlled by preferentially adopting a train network (TCMS), the isolation electromagnetic valve 1-1 is charged after being electrified (A1 is communicated with A2), a piston valve controlled by the isolation electromagnetic valve cuts 1-2 actions and exhausts (A2 is communicated with A3), and compressed air at a brake cylinder is exhausted through a check valve 1-4 and an electrified contact cut cock 1-3 and finally through an A3 port of the 1-2 piston valve, so that air braking is relieved;
the isolating device is arranged at the front end of the brake control device 2, so that when an air path is isolated and an isolating electric instruction is not acquired by the single chip microcomputer due to a fault, the air supply pressure of the brake control device 2 can be detected through the pressure sensor 2-15 (original components), when the pressure is determined to be insufficient, the single chip microcomputer automatically brakes and relieves the brake, and judges that the air brake is unavailable, thereby avoiding the condition that the air brake of the vehicle is considered to be available by mistake and other vehicles do not supplement the common brake force.
In a second embodiment, the present embodiment is described with reference to fig. 2, and the control circuit for emergency brake interlock of the air brake isolation device of the railway vehicle in the first embodiment includes a train main control relay 3, a train emergency brake relay 4, a brake isolation relay 5 (controlled by a train network (TCMS)), and a remote isolation solenoid valve 1-1. One end of the train main control relay 3 is connected with a power supply, the other end of the train main control relay is connected with one end of a train emergency braking relay 4 contact, the other end of the train emergency braking relay 4 contact is connected with a train emergency braking control line +110V, one end of a braking isolation relay 5 contact is connected with the train emergency braking control line +110V, the other end of the braking isolation relay is connected with one end of a remote isolation electromagnetic valve 1-1, and the other end of the remote isolation electromagnetic valve 1-1 is connected with the emergency braking control line 0V.
In this embodiment, the control of the remote isolating solenoid valve is linked with the emergency loop state of the train through a control line, and the connection relationship between the relay and the corresponding contact is as follows:
under the normal working condition without brake system fault, the train network (TCMS) can not send out a remote isolation instruction, the brake isolation relay 5 can not be powered, at the moment, no matter the train emergency brake relay 4 (emergency brake loop) is in a power-on releasing state or a power-off applying state, the remote isolation electromagnetic valve 1-1 can not be powered, air brake can not be isolated, and service brake and emergency brake of the vehicle can be applied and released according to requirements. The specific situation is as follows:
if the train emergency brake relay 4 (emergency brake loop) is in a power-off state and a full-train emergency brake application state, the train network (TCMS) does not send a remote isolation instruction, the brake isolation relay 5 cannot be powered on, the remote isolation solenoid valve 1-1 cannot be powered on, air brake cannot be isolated, and the emergency brake of the vehicle is consistent with the train state and is in an application state.
If the train emergency brake relay 4 (emergency brake loop) is in a state of being electrified and relieving the full-train emergency brake, the train network (TCMS) does not send a remote isolation instruction, the brake isolation relay 5 cannot be electrified, the remote isolation solenoid valve 1-1 cannot be electrified, the air brake cannot be isolated, and the emergency brake of the vehicle is consistent with the train state and is in a relieving state.
In this embodiment, after the fault of the braking of the bicycle occurs and the train network sends out the remote isolation instruction, the brake isolation relay 5 is powered on and closed. The specific situation is as follows:
if the train emergency brake relay 4 (emergency brake loop) is in a power-off state and a full-train emergency brake application state, the remote isolation electromagnetic valve 1-1 cannot be electrified, air brake cannot be isolated, and the emergency brake of the vehicle is consistent with the train state and is in an application state.
If the train emergency brake relay 4 (emergency brake loop) is in a state of being electrified and relieving the full-train emergency brake, the remote isolating device 1-1 is electrified, the air brake is isolated, and the emergency brake of the vehicle is consistent with the train state and is in a state of relieving the emergency brake.
In the embodiment, after the remote control remote isolation electromagnetic valve 1-1 of a train network (TCMS) fails, the electrified contact cut-off cock 1-3 can be manually operated to relieve air braking. The electrified contact is cut off through manual operation to cut off the cock 1-3 (the cock is communicated with the cock 2), compressed air at the brake cylinder is discharged from the port 0 of the electrified contact cut-off cock 1-3 through the check valve 1-4, and air braking is relieved.
In the embodiment, the isolation device is arranged at the front end of the brake control device 2, so that when an air path is isolated and the single chip microcomputer does not acquire an isolation electric instruction due to a fault, the air supply pressure of the brake control device 2 can be detected through the pressure sensors 2-15 (original components), when the pressure is determined to be insufficient, the single chip microcomputer automatically brakes and relieves the brake, judges that the air brake is unavailable, and avoids the condition that the air brake of the vehicle is mistakenly considered to be available and other vehicles do not supplement the common brake force.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.
Claims (6)
1. The air brake isolation device of the railway vehicle comprises an isolation device (1) arranged at the front end of a brake control device (2); the method is characterized in that:
the isolating device (1) comprises a remote isolating electromagnetic valve (1-1), a piston valve (1-2), an electrified contact cut-off cock (1-3) and a one-way valve (1-4);
compressed air at a brake air cylinder is simultaneously supplied to a remote isolation solenoid valve (1-1) and a piston valve (1-2), and the remote isolation solenoid valve (1-1) controls the on and off of the piston valve (1-2);
when a brake system breaks down and needs to be isolated, a remote isolation solenoid valve (1-1) is remotely controlled by a train network, when the remote isolation solenoid valve (1-1) is electrified, compressed air flows into a control A4 port of a piston valve (1-2) through the remote isolation solenoid valve (1-1), an A3 port of the piston valve (1-2) is communicated with an A2 port, and the compressed air at the A2 port of the piston valve (1-2) is discharged; compressed air at the brake cylinder is discharged through a check valve (1-4) and an electrified contact cut-off cock (1-3) and finally through an A3 port of a piston valve (1-2), so that air braking is relieved;
when the remote isolation solenoid valve (1-1) is de-energized, the port A1 of the piston valve (1-2) is communicated with the port A2, compressed air flows into the port A2 through the port A1 of the piston valve (1-2), and then flows out to the brake control device (2) through the port 1 and the port 2 of the cut-off cock (1-3), so that air supply for air brake is realized.
2. The railway vehicle air brake isolation device of claim 1, wherein: the brake control device also comprises a manual isolating device which is arranged at the front end of the brake control device (2);
when the gas circuit is isolated and the single chip microcomputer does not acquire an isolation electric instruction due to fault, detecting the air supply pressure of the brake control device (2) through a pressure sensor in the brake control device (2); when the pressure is confirmed to be insufficient, the single chip microcomputer automatically brakes and relieves the brake, and judges that the air brake of the single chip microcomputer is unavailable.
3. The control circuit for emergency brake interlock of a railway vehicle air brake spacer according to claim 1 or 2, wherein: the emergency braking system comprises a train main control relay (3), a train emergency braking relay (4) and a braking isolation relay (5); one end of the train main control relay (3) is connected with a power supply, the other end of the train main control relay is connected with one end of a train emergency braking relay (4) contact, the other end of the train emergency braking relay (4) contact is connected with a 110V train emergency braking control line, one end of a braking isolation relay (5) contact is connected with the 110V train emergency braking control line, the other end of the braking isolation relay is connected with one end of a remote isolation electromagnetic valve (1-1), and the other end of the remote isolation electromagnetic valve (1-1) is connected with a 0V emergency braking control line.
4. The emergency brake interlock control circuit of claim 3, wherein:
when the train emergency brake relay (4) is in a power-off state and the whole train emergency brake is applied state, the train network does not send a remote isolation instruction, the brake isolation relay (5) is not powered, the remote isolation solenoid valve (1-1) is not powered, air brake is not isolated, and the emergency brake of the train is consistent with the whole train state and is in the applied state;
when the train emergency braking relay (4) is in a state of being electrified and the whole train emergency braking is relieved, the train network does not send a remote isolation instruction, the braking isolation relay (5) is not electrified, the remote isolation solenoid valve (1-1) is not electrified, the air braking is not isolated, and the emergency braking of the train is consistent with the whole train state and is in the relief state.
5. The emergency brake interlock control circuit of claim 3, wherein:
after the single train brake fails, the train network sends a remote isolation instruction, and the brake isolation relay (5) is electrically closed; the concrete conditions are as follows:
when the train emergency brake relay (4) is in a power-off state and the whole train emergency brake is applied state, the remote isolation electromagnetic valve (1-1) is not electrified, the air brake is not isolated, and the train emergency brake and the whole train state are consistent and are both in an applied state;
when the train emergency brake relay (4) is in a state of being electrified and the emergency brake of the whole train is relieved, the remote isolation electromagnetic valve (1-1) is electrified and the air brake is isolated, and the emergency brake of the train is consistent with the state of the whole train and is in the state of relieving the emergency brake.
6. The emergency brake interlock control circuit of claim 3, wherein:
after the remote isolation electromagnetic valve (1-1) of the train network remote control fails, air braking is relieved by manually operating the electrified contact cut-off cock (1-3), and compressed air at the brake cylinder is discharged from a port 0 of the electrified contact cut-off cock (1-3) through the check valve (1-4), so that the air braking is relieved.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021963759.7U CN212473427U (en) | 2020-09-10 | 2020-09-10 | Air brake isolation device of railway vehicle and control circuit of emergency brake interlocking |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021963759.7U CN212473427U (en) | 2020-09-10 | 2020-09-10 | Air brake isolation device of railway vehicle and control circuit of emergency brake interlocking |
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| Publication Number | Publication Date |
|---|---|
| CN212473427U true CN212473427U (en) | 2021-02-05 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202021963759.7U Active CN212473427U (en) | 2020-09-10 | 2020-09-10 | Air brake isolation device of railway vehicle and control circuit of emergency brake interlocking |
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| CN (1) | CN212473427U (en) |
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- 2020-09-10 CN CN202021963759.7U patent/CN212473427U/en active Active
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