CN216269270U - System for improving release performance of heavy-duty train - Google Patents
System for improving release performance of heavy-duty train Download PDFInfo
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- CN216269270U CN216269270U CN202121480857.XU CN202121480857U CN216269270U CN 216269270 U CN216269270 U CN 216269270U CN 202121480857 U CN202121480857 U CN 202121480857U CN 216269270 U CN216269270 U CN 216269270U
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Abstract
The utility model belongs to the technical field of train control systems, and particularly relates to a system for improving the relieving performance of a heavy-duty train. The technical scheme is as follows: a system for improving the relieving performance of a heavy-duty train comprises control valves arranged in each section of the train, wherein the control valves are connected with train pipes, auxiliary air cylinders and brake cylinders are respectively connected to the control valves, and exhaust ports are formed in the control valves; the exhaust port is connected with an electromagnetic valve through a pipeline. The present invention provides a system that can reduce longitudinal thrust between vehicles at the time of relief and can reduce the difficulty of braking operation.
Description
Technical Field
The utility model belongs to the technical field of train control systems, and particularly relates to a system for improving the relieving performance of a heavy-duty train.
Background
When the train needs to be relieved, a driver operates the large brake to enable the pressure of a train pipe to be increased, the control valve enters the relieving position to open a passage between the brake cylinder and the atmosphere, and the pressure of the brake cylinder is reduced to the atmospheric pressure, so that the train is relieved. And when the control valve enters the relieving position, the train pipe is communicated with the auxiliary reservoir, and the train pipe inflates the auxiliary reservoir in the relieving process to prepare for the next braking.
The air transmission has a certain speed, and the time required for the train pipe pressure air output by the locomotive air compressor to reach different vehicle control valves is influenced by the distance between the vehicles and the locomotives, so that the time for relieving the vehicles at different positions is inconsistent. The heavy-duty train generally adopts a two-point air supply mode to fill pressure air into a train pipe, and because the length of the train is longer, the time required for the pressure air to reach a rear vehicle is longer, and the time interval for relieving the front and rear vehicles of the train is longer, the longitudinal impact force between the vehicles is increased.
When the train needs to be braked, the train pipe is decompressed, the control valve enters a brake position, a passage between the auxiliary reservoir and the brake cylinder is opened, and air under the pressure of the auxiliary reservoir enters the brake cylinder to enable the pressure of the brake cylinder to rise so as to generate a brake effect. In order to ensure that the vehicle has a certain braking force, the pressure of the auxiliary reservoir needs to reach or approach a constant pressure. Therefore, a certain time interval is required between the braking and the release of the train. Particularly, when the heavy-duty train is subjected to long ramp cyclic braking, the matching requirement between the refilling time of the braking system from the released train to the next braking and the natural speed increasing of the train descending ramp is high, and the operation difficulty is increased.
SUMMERY OF THE UTILITY MODEL
In order to solve the above problems of the prior art, an object of the present invention is to provide a system that can reduce a longitudinal thrust force between vehicles at a time of relief and can reduce difficulty in a braking operation.
The technical scheme adopted by the utility model is as follows:
a system for improving the relieving performance of a heavy-duty train comprises control valves arranged in each section of the train, wherein the control valves are connected with a train pipe through pipelines, auxiliary air cylinders and brake cylinders are connected to the control valves through pipelines respectively, and exhaust ports are formed in the control valves; the exhaust port is connected with an electromagnetic valve through a pipeline, the electromagnetic valve is closed when being powered on, and the electromagnetic valve is opened when being powered off.
When the train pipe is inflated, the pressure of the train pipe rises, and the control valve opens a passage between the brake cylinder and the exhaust port. Because the exhaust port of the control valve is connected with the electromagnetic valve, when the electromagnetic valve is electrified and closed, the brake cylinder cannot exhaust air to the atmosphere, and the train is in a state of keeping braking. When the train needs to be relieved, the driver controller transmits signals to the electromagnetic valves of the vehicles, the electromagnetic valves of the vehicles are powered off, the passages between the exhaust ports and the atmosphere are opened, the brake cylinders exhaust air through the exhaust ports of the control valves, and the train is relieved. Because the electric signal propagation speed is faster than the air wave propagation speed, the synchronism of vehicle release is improved, and the longitudinal impact force is favorably reduced.
When the control valve is in the relieving position, no matter the electromagnetic valve is closed or opened, the train pipe is communicated with the auxiliary reservoir, and the train pipe inflates the auxiliary reservoir. Compared with the prior art, the auxiliary air cylinder is inflated in both the relief holding state and the relief process by adding the relief holding state that the electromagnetic valve is closed and the control valve is in the relief position, so that the condition that the auxiliary air cylinder can be inflated only in the relief process without the electromagnetic valve is avoided. When the heavy-duty train is subjected to long-ramp cyclic braking, the auxiliary reservoir is longer in inflation time, the fact that the auxiliary reservoir of each train of the whole train is inflated to be close to a constant pressure is guaranteed, good matching between the re-inflation time of a braking system after the train is relieved and before the train is braked next time and the natural speed increasing of the train on a downward ramp is guaranteed, the operation difficulty is reduced, and the braking capacity and the braking efficiency consistency during braking each time are guaranteed.
As a preferred scheme of the present invention, the electromagnetic valve is electrically connected with an electronic control module, and further includes a release and maintenance controller, and the release and maintenance controller is respectively in communication connection with the plurality of electronic control modules through a wireless ad hoc network. The relieving and maintaining controller is installed in a driver cab, a driver operates the relieving and maintaining controller, the electric control modules in all vehicles are controlled through wireless ad hoc network communication, and the electromagnetic valves are controlled by the electric control modules. Therefore, the release maintaining control can simultaneously cut off the release passages of the brake cylinders of the vehicles to the exhaust port of the control valve, and can also simultaneously open the release passages to simultaneously release the pressure of the brake cylinders of the whole trains, so that the release wave speed is greatly improved, and the longitudinal impulse in the speed regulating process is reduced.
As a preferred scheme of the present invention, the electronic control module is electrically connected with a battery. The electric control module is powered by a self-contained battery, and can be charged on a locomotive, and the full-electric working time is 12 hours.
As a preferable scheme of the utility model, the control valve is also connected with a damping air cylinder through a pipeline.
As a preferable scheme of the utility model, the control valve is a 120 valve, a 120-1 valve and the like.
The utility model has the beneficial effects that:
1. the exhaust port of the control valve of the utility model is connected with the electromagnetic valve, so that when the electromagnetic valve is electrified and closed, the brake cylinder can not exhaust to the atmosphere, and the train is in a state of keeping braking. When the train needs to be relieved, the driver controller transmits signals to the electric control maintaining electromagnetic valves of the vehicles to enable the vehicles to lose power. Because each section of the train pipe is fully pressurized, the passages of the brake cylinder and the exhaust port of the control valve in each control valve are opened, when each electromagnetic valve is opened simultaneously, the passages between the exhaust port of each control valve and the atmosphere are opened simultaneously, the pressure of the brake cylinder is reduced, and the train is relieved. Because the electric signal propagation speed is faster than the air wave propagation speed, the synchronism of vehicle release is improved, and the longitudinal impact force is favorably reduced.
2. In the releasing maintaining state and the releasing process, the auxiliary reservoir is uniformly communicated through the train pipe, and the train pipe can inflate the auxiliary reservoir, so that the condition that the auxiliary reservoir can be inflated only in the releasing process when no electromagnetic valve exists is avoided. When the heavy-duty train is subjected to long-ramp cyclic braking, the auxiliary reservoir is longer in inflation time, the fact that the auxiliary reservoir of each train of the whole train is inflated to be close to a constant pressure is guaranteed, good matching between the re-inflation time of a braking system after the train is relieved and before the train is braked next time and the natural speed increasing of the train descending ramp is guaranteed, and the operation difficulty is reduced.
Drawings
FIG. 1 is a schematic view of the mounting structure of the present invention;
fig. 2 is a partial structural view of the present invention.
In the figure, 1 — control valve; 2-train pipe; 3-auxiliary reservoir; 4-a brake cylinder; 5-an electromagnetic valve; 6-an electronic control module; 7-mitigation hold controller; 11-an exhaust port; 12-adding a buffer air cylinder; 21-big gate; 61-battery.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the utility model and are not to be construed as limiting the utility model.
As shown in fig. 1 and fig. 2, the system for improving the relieving performance of a heavy-duty train of the present embodiment includes a control valve 1 installed in each section of the train, the control valve 1 is connected with a train pipe 2 through a pipeline, an auxiliary reservoir 3 and a brake cylinder 4 are respectively connected to the control valve 1 through pipelines, and an exhaust port 11 is arranged on the control valve 1; the exhaust port 11 is connected with an electromagnetic valve 5 through a pipeline, the electromagnetic valve 5 is closed when being electrified, and the electromagnetic valve 5 is opened when being electrified. The control valve 1 is also connected with a damping air cylinder 12 through a pipeline. The control valve 1 is a 120 valve, a 120-1 valve and the like.
When the train pipe 2 is inflated, the pressure in the train pipe 2 rises, and the control valve 1 opens a passage between the brake cylinder 4 and the exhaust port 11. When the electromagnetic valve 5 is closed by energizing the electromagnetic valve 5, the brake cylinder 4 cannot be exhausted to the atmosphere, and the train is kept in a brake state, because the electromagnetic valve 5 is connected to the exhaust port 11 of the control valve 1. When the train needs to be relieved, the driver controller transmits signals to the electromagnetic valves 5 of the vehicles, the electromagnetic valves are powered off, the passages between the exhaust ports 11 and the atmosphere are opened, the brake cylinders 4 exhaust air through the exhaust ports 11 of the control valves 1, and the train is relieved. Because the electric signal propagation speed is faster than the air wave propagation speed, the synchronism of vehicle release is improved, and the longitudinal impact force is favorably reduced.
Because the pressure of each vehicle brake cylinder 4 is relieved and is controlled by the electric control relieving and maintaining device operated by a driver, at the moment, even if the control valve 1 is relieved, the brake cylinders 4 can not be relieved, the problem of out-of-control caused by the self-slowing of part of vehicles due to the pressure fluctuation of the train pipe 2 can be effectively avoided, and the safety of the long and large ramp operation is greatly improved.
When the control valve 1 is in the release position, no matter the electromagnetic valve 5 is closed or opened, the train pipe 2 is communicated with the auxiliary reservoir 3, and the train pipe 2 inflates the auxiliary reservoir 3. Compared with the prior art, the auxiliary air cylinder 3 can be inflated in both the relief holding state and the relief process by adding the relief holding state that the electromagnetic valve 5 is closed and the control valve 1 is in the relief position, so that the condition that the auxiliary air cylinder 3 can be inflated only in the relief process without the electromagnetic valve 5 is avoided. When the heavy-duty train is subjected to long-ramp cyclic braking, the auxiliary reservoir 3 is longer in inflation time, the auxiliary reservoir 3 of each train of the whole train is ensured to be inflated to be close to constant pressure, the good matching between the refilling time of a braking system from the released train to the braking of the next time and the natural speed increasing of the descending ramp of the train is ensured, the operation difficulty is reduced, and the braking capacity and the braking efficiency consistency during braking at each time are ensured.
Furthermore, the electromagnetic valve 5 is electrically connected with an electric control module 6 and further comprises a release and hold controller 7, and the release and hold controller 7 is respectively in communication connection with the electric control modules 6 through a wireless ad hoc network. The relieving and maintaining controller 7 is installed in a driver's cab, the driver operates the relieving and maintaining controller 7, the electric control module 6 in each vehicle is controlled through wireless ad hoc network communication, and the electromagnetic valve 5 is controlled by the electric control module 6. Therefore, the release maintaining control can simultaneously cut off the release passages of the brake cylinders 4 of the vehicles to the exhaust port 11 of the control valve 1, and can also simultaneously open the release passages to simultaneously release the pressure of the brake cylinders 4 of all the trains, so that the release wave speed is greatly improved, and the longitudinal impulse in the speed regulating process is reduced. Wherein, the battery 61 is electrically connected to the electronic control module 6. The electric control module 6 is powered by a self-contained battery 61, and can be charged on the locomotive, and the full-electric working time is 12 h.
The release maintenance controller 7:
the release and maintenance controller 7 is arranged in the cab and operated by the driver, and the antenna is arranged outside the locomotive. Main functions and parameters:
firstly, the locomotive can be charged by supplying power from a battery 61, and the full-electric working time is 12 hours.
And secondly, sending an electric control release and release holding signal through a wireless ad hoc network.
Thirdly, network signals of all vehicles can be detected, and the network breaking condition is displayed.
Releasing and holding the in-vehicle device:
the vehicle-mounted device for relieving and maintaining is arranged on each vehicle underframe and consists of a battery 61, an electronic control module 6 and an electromagnetic valve 5 module.
Wherein, battery 61 installs in the vehicle bottom, ability quick assembly disassembly. Main functions and parameters:
power is supplied to the electronic control module 6.
Capacity: (ii): 250 Ah.
Working environment temperature: -20 ℃ to 50 ℃ and the charging environment temperature is 0 ℃ to 40 ℃.
Protection grade: IP 65.
Wherein, the electronic control module 6 is arranged on the chassis of the vehicle and can be integrally arranged with the battery 61. Functions and parameters:
the electric control relieving function: and when the wireless ad hoc network electronic control relieving signal is received, the electromagnetic valve 5 module is powered off.
Releasing and maintaining functions: and when the wireless ad hoc network release holding signal is received, the electromagnetic valve 5 module is electrified.
Consumption power: and 5W at the maximum.
Fourthly, the working environment temperature: -20 ℃ to 50 ℃.
Protection grade: IP 65.
The solenoid valve 5 module is formed by mounting the solenoid valve 5 on the lower main valve cover of the 120 or 120-1 distribution valve, and replaces the existing lower main valve cover. The electromagnetic valve 5 is connected with the electronic control module 6 through a power cord and controls the opening and closing of the exhaust port 11 of the brake cylinder 4. Functions and parameters:
the electric control relieving function: the electromagnetic valve 5 is de-energized to open the exhaust port 11 of the brake cylinder 4.
Releasing and maintaining functions: the electromagnetic valve 5 is electrified to close the exhaust port 11 of the brake cylinder 4.
③ exhaust aperture: 2.9 mm.
Power consumption: maximum 10W.
Working environment temperature: -20 ℃ to 50 ℃.
Sixthly, protection grade: IP 55.
The relieving and braking process using the system is as follows:
s1: electrifying the electromagnetic valve 5 in each vehicle in a wireless transmission mode, and closing a passage between the exhaust port 11 of the control valve 1 and the atmosphere;
s2: the large brake 21 is operated to inflate the train pipe 2, so that the passages of the brake cylinder 4 and the exhaust port 11 in the passage of the control valve 1 are opened;
s3: the electromagnetic valves 5 in all vehicles are powered off in a wireless transmission mode, so that a passage between an exhaust port 11 of the control valve 1 and the atmosphere is opened, and the train is relieved;
s4: the large brake 21 is operated to reduce the pressure of the train pipe 2, so that the control valve 1 enters a braking position, a passage between the auxiliary reservoir 3 and the brake cylinder 4 is communicated, and the pressure air of the auxiliary reservoir 3 enters the brake cylinder 4 to increase the pressure of the brake cylinder 4 to generate a braking action;
the driver sends a signal to a signal receiving device arranged on each vehicle of the train through a wireless transmission device, so that each vehicle is electrically controlled to keep the electromagnetic valve 5 powered on or powered off. After the train braking is finished, when each vehicle is electrically controlled to keep the electromagnetic valve 5 electrified, the passage between the exhaust port 11 of the control valve 1 and the atmosphere is closed. At this time, the driver operates the large brake 21 to inflate the train pipe 2, the pressure in the train pipe 2 rises, the control valve 1 opens the passage between the brake cylinder 4 and the exhaust port 11, but the brake cylinder 4 cannot be exhausted to the atmosphere, and therefore the train is still in the braking state. When the train needs to be relieved, the driver controller transmits signals to the electric control maintaining electromagnetic valves 5 of each train to ensure that the trains are powered off. When the pressure of each segment of the train pipe 2 is sufficiently increased, the passages of the brake cylinder 4 and the exhaust port 11 of the control valve 1 in each control valve 1 are opened, and the passages between the exhaust port 11 of each control valve 1 and the atmosphere are opened simultaneously when each electromagnetic valve 5 is opened simultaneously, the pressure of the brake cylinder 4 is reduced, and the train is relieved. Because the electric signal propagation speed is faster than the air wave propagation speed, the synchronism of vehicle release is improved, and the longitudinal impact force is favorably reduced.
The train pipe 2 is inflated, the pressure of the train pipe 2 rises, the control valve 1 opens the passage between the brake cylinder 4 and the exhaust port 11, and the passage between the train pipe 2 and the auxiliary reservoir 3 opens, so that the train pipe 2 inflates the auxiliary reservoir 3. When the holding state is released, the electromagnetic valve 5 is closed, the passage between the exhaust port 11 of the control valve 1 and the atmosphere is closed, the control valve 1 is in the release position, and the train pipe 2 is communicated with the auxiliary reservoir 3. Therefore, in the releasing maintaining state and the releasing process, the train pipe 2 is communicated with the auxiliary reservoir 3, the train pipe 2 can inflate the auxiliary reservoir 3, and the situation that the auxiliary reservoir 3 can be inflated in the releasing process only when the electromagnetic valve 5 is not provided is avoided. When the heavy-duty train is subjected to long-ramp cyclic braking, the auxiliary reservoir 3 is longer in inflation time, the auxiliary reservoir 3 of each train of the whole train is ensured to be inflated to be close to constant pressure, the good matching between the refilling time of a braking system from the released train to the braking of the next time and the natural speed increasing of the descending ramp of the train is ensured, the operation difficulty is reduced, and the braking capacity and the braking efficiency consistency during braking at each time are ensured.
When the train pipe 2 is decompressed, the speed-regulating braking decompression amount is small, and the decompression process time is short.
In step S1, the release holding controller 7 sends a release holding signal to the electronic control module 6 through the wireless ad hoc network, and the electromagnetic valve 5 is powered on; in step S3, the mitigation holding controller 7 sends an electrical mitigation signal to the electrical control module 6 through the wireless ad hoc network, and the electromagnetic valve 5 is powered off. The release and maintenance controller 7 can control the electric control module 6 through the wireless ad hoc network, the electric control module 6 controls the electromagnetic valves 5, the synchronous and remote control of the electromagnetic valves 5 is facilitated, and synchronous release of the control valves 1 is guaranteed.
The utility model is not limited to the above alternative embodiments, and any other various forms of products can be obtained by anyone in the light of the present invention, but any changes in shape or structure thereof, which fall within the scope of the present invention as defined in the claims, fall within the scope of the present invention.
Claims (4)
1. A system for improving the relieving performance of a heavy-duty train comprises control valves (1) arranged in each section of the train, wherein the control valves (1) are connected with a train pipe (2) through pipelines, the control valves (1) are respectively connected with an auxiliary reservoir (3) and a brake cylinder (4) through pipelines, and exhaust ports (11) are formed in the control valves (1); the device is characterized in that the exhaust port (11) is connected with an electromagnetic valve (5) through a pipeline, the electromagnetic valve (5) is closed when being electrified, and the electromagnetic valve (5) is opened when being electrified.
2. The system for improving the mitigation performance of the heavy-duty train according to claim 1, wherein the electromagnetic valve (5) is electrically connected with an electronic control module (6), and further comprises a mitigation holding controller (7), and the mitigation holding controller (7) is respectively in communication connection with the plurality of electronic control modules (6) through a wireless ad hoc network.
3. The system for improving the mitigation performance of a heavy haul train according to claim 2, wherein a battery (61) is electrically connected to the electronic control module (6).
4. The system for improving the mitigation performance of a heavy-duty train according to claim 1, wherein a damping air cylinder (12) is further connected to the control valve (1) through a pipeline.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121480857.XU CN216269270U (en) | 2021-06-30 | 2021-06-30 | System for improving release performance of heavy-duty train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121480857.XU CN216269270U (en) | 2021-06-30 | 2021-06-30 | System for improving release performance of heavy-duty train |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN216269270U true CN216269270U (en) | 2022-04-12 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121480857.XU Active CN216269270U (en) | 2021-06-30 | 2021-06-30 | System for improving release performance of heavy-duty train |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN216269270U (en) |
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2021
- 2021-06-30 CN CN202121480857.XU patent/CN216269270U/en active Active
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