CN216034305U - Brake control system and have its rail vehicle - Google Patents

Abstract

The utility model relates to the field of brake systems, and discloses a brake control system and a railway vehicle with the same, wherein the brake control system comprises a passive brake device (500), an oil inlet oil way (L1) respectively connected to an oil cavity of the passive brake device (500), a common brake oil return way (L3), a safe brake oil return way (L4) and an auxiliary relief oil return way (L5), and the oil cavity of the passive brake device (500) can be communicated to a hydraulic oil tank (14) through the auxiliary relief oil return way when the relief function of the common brake oil return way fails. The brake control system applies the braking force by adopting the passive brake device, can provide the braking force under the conditions of hydraulic pipeline leakage, abnormal power failure of the vehicle and the like, and has higher safety level; under the condition that the service brake relieving function is abnormal, the oil cavity of the passive brake device can be switched to be communicated to the auxiliary relieving oil return oil way, so that the braking force is reliably relieved.

Description

Brake control system and have its rail vehicle

Technical Field

The present invention relates to brake systems, and in particular to a brake control system. On the basis, the utility model also relates to a railway vehicle with the brake control system.

Background

In a railway vehicle, an electro-hydraulic brake control system is generally adopted to control the brake device to act so as to complete vehicle braking under different working conditions. In a brake system employing a passive brake device, pressurized oil may be pumped by a hydraulic pump to the passive brake device to release the running gear against a braking force applied by, for example, a spring. In this case, the pressure oil in the passive brake device needs to be discharged to perform the braking operation.

In general, a passive brake device can be driven to relieve its braking force by adjusting the relief pressure of a proportional relief valve on a common return oil path. However, when the proportional relief valve is blocked and fails, and the brake control strategy fails, so that the service brake release function is not available, the problems of brake failure release, long-term vehicle shutdown and the like are caused.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the problem of low reliability of a brake control system in the prior art, and provides the brake control system which can effectively relieve the brake force of a common brake oil return path when the relieving function of the common brake oil return path fails, and avoids the problems of long-term shutdown of a vehicle and the like.

In order to achieve the above object, an aspect of the present invention provides a brake control system including: a passive braking device; the oil inlet oil way is provided with a hydraulic pump and connected to an oil cavity of the passive braking device so as to pump pressure oil with the pressure direction opposite to the braking force direction of the passive braking device into the oil cavity; the oil cavity of the passive braking device can be selectively communicated to the hydraulic oil tank through one of the common braking oil return oil way and the safety braking oil return oil way so that the passive braking device can generate different braking forces; and when the relieving function of the common brake oil return path fails, the oil cavity of the passive brake device can be communicated to the auxiliary relieving oil return path, so that the passive brake device is driven to a relieving state.

Preferably, the passive brake device includes a passive brake caliper having a brake spring for applying the braking force and an oil chamber for receiving pressure oil pumped by the hydraulic pump.

Preferably, a check valve is arranged on the oil path part of the oil inlet path, which is positioned on one side of the oil outlet of the hydraulic pump, and a forward oil inlet of the check valve faces one side of the hydraulic pump.

Preferably, an overflow oil path is connected to the oil path portion of the oil inlet path between the hydraulic pump and the check valve, and a main overflow valve is arranged on the overflow oil path and communicated to the hydraulic oil tank at one end far away from the oil inlet path.

Preferably, the service braking oil return path, the safety braking oil return path and the auxiliary relieving oil return path are connected to the oil inlet path by a first electromagnetic directional valve, and when the relieving function of the service braking oil return path fails, the first electromagnetic directional valve can be switched to enable an oil cavity of the passive braking device to be communicated to the auxiliary relieving oil return path.

Preferably, a second electromagnetic directional valve is arranged on the safety braking oil return path and comprises a first safety braking oil return branch provided with a first overflow valve and a second safety braking oil return branch provided with a second overflow valve, the overflow pressure of the first overflow valve is smaller than that of the second overflow valve, and an oil cavity of the passive braking device can be switched from the second electromagnetic directional valve to be selectively communicated to the hydraulic oil tank through one of the first safety braking oil return branch and the second safety braking oil return branch.

Preferably, a switch valve is arranged on the safety braking oil return oil way, and a proportional overflow valve is arranged on the common braking oil return oil way.

Preferably, the brake control system is provided with a load sensor which is used for detecting vehicle load and is connected with the second electromagnetic directional valve in a signal mode, the second electromagnetic directional valve can be switched to be communicated with the hydraulic oil tank through the first safety brake oil return branch according to a load signal sensed by the load sensor, and/or can be switched to be communicated with the hydraulic oil tank through the second safety brake oil return branch according to an idle signal sensed by the load sensor.

Preferably, a third overflow valve is arranged on the auxiliary relieving oil return oil way.

A second aspect of the utility model provides a rail vehicle having a brake control system as described above.

Through the technical scheme, the brake control system adopts the passive brake device to apply the brake force, can provide the brake force under the conditions of hydraulic pipeline leakage, abnormal power failure of a vehicle and the like, has higher safety level, and can effectively guarantee to relieve the brake force of the passive brake device by the auxiliary relieving oil return oil circuit when the relieving function of the common brake oil return oil circuit fails.

Drawings

FIG. 1 is an electrical schematic of a brake control system according to a preferred embodiment of the present invention;

fig. 2 is a hydraulic schematic diagram of a brake control system according to a preferred embodiment of the present invention.

Description of the reference numerals

1-a hydraulic pump; 2, a motor; 3-a filter; 4-a one-way valve; 5-a main overflow valve; 6-a pressure sensor; 7-a first electromagnetic directional valve; 8-proportional relief valve; 9-a switch valve; 10-a second electromagnetic directional valve; 11-a first overflow valve; 12-a second overflow valve; 13-a third overflow valve; 14-a hydraulic oil tank; 15-an oil filling port; 16-a breathing valve; 100-a hydraulic control unit; 200-a brake control unit; 300-a load cell; 410-front bogie brake disc; 420-rear bogie brake disc; 500-a passive braking device; 510-front bogie passive brake caliper; 520-rear truck passive brake clamp.

Detailed Description

The following detailed description of embodiments of the utility model refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present invention, are given by way of illustration and explanation only, not limitation.

In order to better understand the principles of the brake control system provided by the present invention, a brief analysis of a conventional brake control system is first conducted herein. When braking, if the oil cavity of the passive braking device is directly communicated to the hydraulic oil tank, the braking part can generate larger braking impact instantaneously, and the service life is influenced. Therefore, a valve can be arranged on an oil return path of an oil cavity of the passive braking device, so that the excessive braking force at the moment of braking is avoided, and the oil cavity of the passive braking device can have enough oil pressure to generate the required braking force. However, when such a valve is blocked and fails, and a brake control strategy fails, so that the brake release function of the service brake oil return oil circuit is unavailable, the brake force of the vehicle cannot be released. Therefore, the utility model provides a brake control system with an auxiliary relieving oil return way, so that when the relieving function of the common brake oil return way fails, the auxiliary relieving oil return way can ensure the oil pressure in an oil cavity of a passive brake device, and the brake relieving function is ensured.

Referring to FIG. 1, the brake control system of the present invention may be used on a rail vehicle. Generally, a railway vehicle has two sets of front and rear bogies installed in a car body, and a front bogie brake disc 410 and a rear bogie brake disc 420 are installed, respectively, and accordingly, a brake control system may have a front bogie passive brake caliper 510 and a rear bogie passive brake caliper 520 to apply braking by clamping the aforementioned brake discs.

In order to control the brake caliper operation, an oil chamber (e.g., an oil chamber of a hydraulic cylinder driving the caliper) is connected to the hydraulic control unit 100 through a hydraulic line, and the hydraulic control unit 100 outputs hydraulic oil of a designated pressure to the passive brake device 500 according to an operation signal of the brake control unit 200 and a load signal sensed by the load sensor 300 to provide an appropriate braking force or relieve the braking force. For example, the oil pressure applied to the passive braking device is adjusted by controlling the actions of a hydraulic pump, various valves and the like of the subsequent braking control system, so that the vehicle braking under different working conditions is realized.

It is to be understood that the passive brake device employed in the present invention is not limited to the caliper disc brake structure of the aforementioned brake caliper and brake disc, but may also be, for example, a drum brake structure. The passive brake device maintains a braking state in a normal state, for example, the brake clamp maintains a state of tending to clamp the brake disc under the action of the elastic force of the spring. In the brake control system shown in fig. 2, the passive brake device 500 is provided as a passive brake caliper having a brake spring for applying a braking force and an oil chamber for receiving pressure oil pumped by the hydraulic pump 1.

Referring to fig. 2, a brake control system according to a preferred embodiment of the present invention includes a passive brake device 500, an oil inlet passage L1 connected to oil chambers of the passive brake device 500, respectively, a service-braking oil return passage L3, a safety-braking oil return passage L4, and an auxiliary-relief oil return passage L5. The hydraulic pump 1 driven by the motor 2 is disposed on the oil inlet passage L1, and the hydraulic pump 1 can pump hydraulic oil in the hydraulic oil tank 14 into an oil cavity of the passive braking device 500, and a pressure direction generated by the pressure oil in the oil cavity is opposite to a braking force direction of the passive braking device 500, so as to avoid braking impact caused by excessive instantaneous braking force during braking.

The service-brake oil return path L3 and the safety-brake oil return path L4 may be directly or indirectly connected to an oil chamber of the passive brake device 500, so that the oil chamber may be selectively communicated to the hydraulic oil tank 14 through one of the service-brake oil return path L3 and the safety-brake oil return path L4 to be selected to cause the passive brake device 500 to generate different braking forces.

In a normal state, when the braking needs to be relieved, the oil pressure in the oil chamber of the passive brake device 500 may be adjusted by using the service brake return oil passage L3 (such as the proportional relief valve 8 thereon described later) to relieve the braking force. When the brake release function fails due to, for example, the blockage of the proportional relief valve 8, the oil chamber of the passive brake device 500 may be switched to be communicated to the auxiliary release oil return passage L5, so that the brake release is realized by the auxiliary release oil return passage L5. Therefore, the brake control system can provide braking force under the condition of hydraulic pipeline leakage and the like by applying the braking force by adopting the passive brake device 500, the safety level is high, and when the relieving function of the service brake oil return oil path L3 is failed, the hydraulic oil in the oil cavity of the passive brake device 500 can be ensured by the auxiliary relieving oil return oil path L5, so that the brake can be relieved reliably. Therein, the hydraulic tank 14 may be provided with a filling port 15 and a breather valve 16, the breather valve 16 being used to equalize the pressure of the atmosphere inside and outside the tank.

On the oil-intake passage L1, a check valve 4 may be provided in order to maintain the passage pressure. The check valve 4 is located on the oil path portion on the oil outlet side of the hydraulic pump 1, and the forward oil inlet of the check valve faces the hydraulic pump 1 side. The forward oil inlet of the one-way valve refers to an oil inlet which enables the one-way valve to be opened in the forward direction, namely when pressure oil acts on the forward oil inlet, the one-way valve is opened; the one-way valve is cut off reversely.

In order to prevent the system oil pressure from being excessively high in an abnormal state, an overflow oil path L2 may be bypassed to an oil path portion of the oil-intake oil path L1 between the hydraulic pump 1 and the check valve 4, and a main overflow valve 5 may be provided to the overflow oil path L2 and connected to the hydraulic oil tank 14 at an end remote from the oil-intake oil path L1. Therefore, when the oil pressure of the system is abnormally increased, the pressure oil can open the main overflow valve 5 and release the pressure to the hydraulic oil tank 14 through the overflow oil path L2, and the risks of damage of parts, pipeline breakage and the like caused by overhigh oil pressure are avoided.

The portion of the oil inlet passage L1 that is close to the passive brake device 500 may also be provided with a pressure sensor 6 for monitoring the oil pressure in the oil chamber of the passive brake device 500 so as to apply an appropriate braking force by controlling the oil pressure in the oil chamber as needed.

As described above, the service-braking oil return path L3, the safety-braking oil return path L4, and the auxiliary-relief oil return path L5 are respectively used to communicate the oil chamber of the passive brake device 500 under different braking conditions and to drain the hydraulic oil in the oil chamber back to the hydraulic oil tank 14 when necessary, and thus may be respectively connected directly or indirectly to the oil chamber of the passive brake device 500. In order to facilitate the cooperation with the pumping action of the hydraulic pump 1, in the illustrated preferred embodiment, an intermediate oil path provided with the first electromagnetic directional valve 1 is connected to the oil inlet oil path L1, and the service braking oil return path L3, the safety braking oil return path L4 and the auxiliary relief oil return path L5 are selectively communicated with an oil chamber of the passive braking device 500 through the first electromagnetic directional valve 1, respectively. In a normal state, the first electromagnetic directional valve 1 communicates a service braking oil return path L3 and a safety braking oil return path L4 to an oil inlet path L1 and an oil chamber of the passive braking device 500; when the first electromagnetic directional valve 1 is energized, the first electromagnetic directional valve 1 is switched so that the auxiliary release oil return oil passage L5 is communicated to the oil inlet oil passage L1 and the oil chamber of the passive brake device 500.

In order to prevent the brake impact under different working conditions, appropriate valves may be respectively disposed on the service brake oil return path L3 and the safety brake oil return path L4 to maintain a certain pressure in the oil chamber of the passive brake device 500. In the illustrated preferred embodiment, a proportional relief valve 8 is provided on the service brake oil return path L3, and a first relief valve 11 and a second relief valve 12 as described later are provided on the safety brake oil return path L4; the auxiliary relief oil return passage L5 is provided with a third relief valve 13 so that when communicating with an oil chamber of the passive brake device 500, the oil chamber can generate an oil pressure sufficient for relieving braking by the hydraulic pump 1. Therefore, the brake control system can better realize the functions of service braking, safety braking, auxiliary relieving, parking braking and the like of the vehicle.

Service brake function

The hydraulic pump 1 pumps pressure oil to an oil cavity of the passive braking device 500 through the oil inlet oil path L1, and the pressure of the oil cavity is adjusted through the proportional overflow valve 8 on the service braking oil return oil path L3. When the pressure overcomes the spring force and the passive brake device 500 is in the fully released state, the valve port of the proportional relief valve 8 is closed, and the hydraulic pump 1 stops operating. At this time, since the check valve 4 restricts the backflow of the hydraulic oil, a certain pressure can be maintained in the oil chamber of the passive brake device 500, so that the passive brake device 500 is always in a released state during the driving.

When braking is required, the proportional relief valve 8 is adjusted so that the hydraulic oil in the oil chamber of the passive brake device 500 flows back to the hydraulic oil tank 14 through the service brake return oil passage L3 to provide appropriate braking force. In the process, the first electromagnetic directional valve 7 is powered off, and the right position is kept conducted.

Safety brake function

When safety braking needs to be applied in an emergency situation during driving, an operator can beat down the mushroom head of the safety braking, so that the oil cavity of the passive braking device 500 is communicated with the hydraulic oil tank 14 through the safety braking oil return oil way L4. For example, when the safety brake mushroom head is tapped, the switching valve 9 of the preferred embodiment described later can be turned off. Accordingly, the hydraulic oil in the oil chamber of the passive brake device 500 can be discharged back to the hydraulic oil tank 14 through the safety brake oil return passage L4. By the relief valve (such as the first relief valve 11 or the second relief valve 12) provided on this safety brake oil return path L4, it is possible to keep a small oil pressure in the oil chamber of the passive brake device 500, so as to prevent an instant brake shock caused by an excessive instant brake force while ensuring a sufficient safety brake force. In the process, the first electromagnetic directional valve 7 is powered off, and the right position is kept conducted.

Under normal conditions, the second electromagnetic directional valve 10 is turned on at an upper position (i.e., the first safety braking oil return branch L41 is communicated when power is lost), a set value of the first overflow valve 11 on the first safety braking oil return branch L41 loop is based on a braking force required under a heavy vehicle working condition (i.e., a full-load working condition), and a set value of the second overflow valve 12 on the second safety braking oil return branch L42 is based on a braking force required under an empty vehicle working condition (i.e., an empty-load working condition). The second electromagnetic directional valve 10 can realize the switching of the first safety braking oil return branch L41 and the second safety braking oil return branch L42 according to the switching signal output by the load sensor 300.

Parking brake function

When the vehicle is powered off (for example, when the vehicle is powered off due to a fault or returns to a garage and is parked), the first electromagnetic directional valve 7 is powered off, and the right position is kept conducted; the proportional overflow valve 8 on the service brake oil return oil path L3 is turned on when power is lost, so that the oil chamber of the passive brake device 500 is directly communicated with the hydraulic oil tank 14, the oil pressure in the oil chamber of the passive brake device 500 is completely released, and the passive brake device 500 applies the maximum braking force under the action of the spring to keep the vehicle braking.

Auxiliary relief function

When the brake relieving function of the service brake oil return path is unavailable (such as a fault of a service brake control strategy of a vehicle, a pipeline blockage of the service brake oil return path L3 or a damage of the proportional overflow valve 8 and the like), the first electromagnetic directional valve 7 is powered on and is communicated with the left position, and an oil cavity of the passive brake device 500 is communicated to the auxiliary relieving oil return path L5. By the third relief valve 13 provided on this auxiliary relief oil return passage L5, it is possible to generate a sufficient oil pressure in the oil chamber of the passive brake device 500 to relieve the braking force against the spring action.

In the illustrated preferred embodiment, the first electromagnetic directional valve 7 is a two-position three-way directional valve, and thus is selected by switching between power-on and power-off so as to communicate the oil chamber of the passive brake device 500 to one of the service-brake oil return passage L3 or the safety-brake oil return passage L4 or the auxiliary-relief oil return passage L5. In other embodiments, a three-position three-way selector valve or a plurality of on-off valves may be used for selective control, whereby the on-off valve 9 or the like described later may be omitted.

In order to meet the safety braking requirements under different loads, in a preferred embodiment of the present invention, the safety braking oil return path L4 is provided with a switch valve 9 and a second electromagnetic directional valve 10, and includes a first safety braking oil return branch L41 and a second safety braking oil return branch L42, wherein the first safety braking oil return branch L41 is provided with a first overflow valve 11, the second safety braking oil return branch L42 is provided with a second overflow valve 12, and the overflow pressure of the first overflow valve 11 is smaller than the overflow pressure of the second overflow valve 12. Thus, according to different load conditions of the empty/heavy vehicle, the oil chamber of the passive brake device 500 can be communicated to the hydraulic oil tank 14 through one of the first and second safety brake oil return branches L41 and L42 by switching the second electromagnetic directional valve 10.

In the illustrated preferred embodiment, the second electromagnetic directional valve 10 is selected to be a two-position three-way directional valve, so as to select the first safety braking oil return branch L41 or the second safety braking oil return branch L42 as an oil return path during safety braking. In other embodiments, the second electromagnetic directional valve 10 may be provided as a three-position three-way directional valve to enable the on-off valve 9 to be omitted.

Here, the second electromagnetic directional valve 10 is configured to conduct the first safety braking oil return branch L41 in a normal state (when power is lost), and to conduct the second safety braking oil return branch L42 when power is supplied. Therefore, under the condition that the vehicle is abnormally powered off due to fault or is in a full-load working condition, the hydraulic oil in the oil cavity of the passive braking device 500 is discharged back to the hydraulic oil tank 14 through the first safe braking oil return branch L41, and the braking force can be adjusted by using the first overflow valve 11 with smaller overflow pressure, so that the passive braking device 500 applies larger braking force; when the vehicle is unloaded, the second electromagnetic directional valve 10 is energized, the hydraulic oil in the oil cavity of the passive braking device 500 is discharged back to the hydraulic oil tank 14 through the second safety braking oil return branch L42, and a second overflow valve 12 with relatively large overflow pressure is used for obtaining smaller braking force, so that over-large deceleration and braking impact are avoided.

To facilitate adaptive control of the load conditions, the brake control system of the present invention may be provided with a load sensor 300 for detecting the load of the vehicle and signally connected to the second electromagnetic directional valve 10. The second electromagnetic directional valve 10 can be switched to communicate with the hydraulic tank 14 through the first safety brake return branch L41 according to the load signal sensed by the load sensor 300 and/or to communicate with the hydraulic tank 14 through the second safety brake return branch L42 according to the idle signal sensed by the load sensor 300.

On the basis, the utility model also provides a railway vehicle with the brake control system.

The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited thereto. Within the scope of the technical idea of the utility model, numerous simple modifications can be made to the technical solution of the utility model, including combinations of the individual specific technical features in any suitable way. The utility model is not described in detail in order to avoid unnecessary repetition. Such simple modifications and combinations should be considered within the scope of the present disclosure as well.

Claims (10)

1. A brake control system, characterized by comprising:

a passive braking device (500);

an oil inlet passage (L1) on which a hydraulic pump (1) is provided and which is connected to an oil chamber of the passive brake device (500) so as to be able to pump pressure oil having a pressure direction opposite to a braking force direction of the passive brake device (500) into the oil chamber;

a service brake oil return path (L3) and a safety brake oil return path (L4), wherein an oil chamber of the passive brake device (500) can be selectively communicated to the hydraulic oil tank (14) through one of the service brake oil return path (L3) and the safety brake oil return path (L4) so that the passive brake device (500) generates different braking forces; and the number of the first and second groups,

and an auxiliary relief oil return passage (L5) through which an oil chamber of the passive brake device (500) can communicate when the relief function of the service brake oil return passage (L3) fails, so that the passive brake device (500) is driven to a relief state.

2. The brake control system according to claim 1, characterized in that the passive brake device (500) comprises a passive brake caliper having a brake spring for applying the braking force and an oil chamber for receiving pressure oil pumped by the hydraulic pump (1).

3. The brake control system according to claim 1, wherein an oil path portion of the oil inlet path (L1) on the side of the oil outlet of the hydraulic pump (1) is provided with a check valve (4), and a forward oil inlet of the check valve (4) faces the side of the hydraulic pump (1).

4. A brake control system according to claim 3, characterized in that an overflow oil path (L2) is connected to the oil path portion of the oil inlet path (L1) between the hydraulic pump (1) and the check valve (4), and a main overflow valve (5) is provided on the overflow oil path (L2) and is connected to the hydraulic oil tank (14) at an end remote from the oil inlet path (L1).

5. The brake control system according to claim 1, characterized in that the service-brake return oil passage (L3), the safety-brake return oil passage (L4), and the auxiliary-relief return oil passage (L5) are bypassed to the oil-inlet passage (L1) by a first electromagnetic directional control valve (7), and the first electromagnetic directional control valve (7) is switchable to communicate an oil chamber of the passive brake device (500) to the auxiliary-relief return oil passage (L5) in the event of a relief function failure of the service-brake return oil passage (L3).

6. The brake control system according to claim 1, characterized in that the safety brake oil return path (L4) is provided with a second electromagnetic directional valve (10) and comprises a first safety brake oil return branch (L41) provided with a first overflow valve (11) and a second safety brake oil return branch (L42) provided with a second overflow valve (12), the overflow pressure of the first overflow valve (11) is smaller than the overflow pressure of the second overflow valve (12), and the oil chamber of the passive brake device (500) can be switched by the second electromagnetic directional valve (10) to be selectively communicated to the hydraulic oil tank (14) through one of the first safety brake oil return branch (L41) and the second safety brake oil return branch (L42).

7. The brake control system according to claim 6, characterized in that a switch valve (9) is arranged on the safety brake oil return path (L4), and a proportional overflow valve (8) is arranged on the service brake oil return path (L3).

8. A brake control system according to claim 6, characterized in that it is provided with a load sensor (300) for detecting the vehicle load and signally connected to the second electromagnetic directional valve (10), the second electromagnetic directional valve (10) being switchable to communicate to the hydraulic tank (14) via the first safety brake return branch (L41) in dependence on a load signal sensed by the load sensor (300) and/or to communicate to the hydraulic tank (14) via the second safety brake return branch (L42) in dependence on an idle signal sensed by the load sensor (300).

9. The brake control system according to claim 1, wherein a third relief valve (13) is provided on the auxiliary relief oil return passage (L5).

10. A rail vehicle, characterized in that it has a brake control system according to any one of claims 1 to 9.

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