CN217623529U - Operation monitoring air brake control system for straight-through brake system of rail engineering vehicle - Google Patents
Operation monitoring air brake control system for straight-through brake system of rail engineering vehicle Download PDFInfo
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- CN217623529U CN217623529U CN202221542755.0U CN202221542755U CN217623529U CN 217623529 U CN217623529 U CN 217623529U CN 202221542755 U CN202221542755 U CN 202221542755U CN 217623529 U CN217623529 U CN 217623529U
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Abstract
The utility model provides a straight-through braking system of track engineering vehicle is with fortune prison air brake control system. Track engineering vehicle straight-through braking system is with operation supervision air brake control system includes: a main air pipe and a brake cylinder pipe; the service brake mechanism comprises a first shutoff plug valve, a first pressure reducing valve and a service brake solenoid valve. The utility model provides a straight-through braking system of rail engineering vehicle is with fortune prison air braking control system, the straight-through braking control function of fortune prison device has been realized, the restriction that existing rail car fortune prison device can only rely on automatic braking to carry out fortune prison control has been eliminated, be applicable to the rail engineering vehicle that air braking system adopted automatic braking or straight-through braking control, first disconnected cock, the second cuts the cock and has the function of airing exhaust, the problem of unable normal braking when can prevent braking solenoid valve commonly used or emergency braking solenoid valve trouble.
Description
Technical Field
The utility model relates to a track engineering vehicle motion monitoring brake control technical field especially relates to a track engineering vehicle straight-through braking system is with motion monitoring air brake control system.
Background
The operation monitoring device is an important component of a Chinese railway train control system, is important running equipment for preventing two-stage running and one-stage running of a railway vehicle and assisting a driver to improve the operation capability, is generally provided with a JZ-7 brake, is GYK and mainly comprises a common brake solenoid valve, an emergency brake solenoid valve, a pressure retaining valve, a pressure sensor and the like, and is used for exhausting air to a train pipe when the speed of the railway vehicle exceeds a specified speed so that the JZ-7 brake generates a braking action and further controls the speed of the railway vehicle.
When the service braking is implemented, the service braking electromagnetic valve is electrified, the train pipe exhausts air, and the vehicle is braked; when the emergency brake is implemented, the emergency brake valve is powered off, the train pipe exhausts air, and the vehicle brakes; when the common brake solenoid valve is powered on and the emergency brake valve is powered off, the pressure maintaining valve is powered on to maintain the pressure of the total wind of the train, and the pressure sensor is installed on the train pipe and used for closed-loop control of the pressure of the train pipe.
The existing GYK operation and monitoring device can realize operation and monitoring control only by depending on the automatic braking function of a JZ-7 brake, and for a certain type of pay-off vehicle with an air braking system configured as a JZ-7 brake small brake plus a relay valve, the air braking system only has a direct braking function and does not have an automatic braking function, so that the existing GYK operation and monitoring device cannot meet the requirement of operation and monitoring control of the pay-off vehicle.
Therefore, it is necessary to provide a service air brake control system for a straight-through brake system of a railway engineering vehicle to solve the above technical problems.
Disclosure of Invention
The utility model provides a straight-through braking system of track engineering vehicle is with fortune prison air brake control system has solved the configuration and has been managed the problem of the fortune prison air brake control of the straight-through braking control system vehicle of JZ-7 brake little floodgate + relay valve.
In order to solve the technical problem, the utility model provides a straight-through braking system of rail engineering vehicle is with operation supervision air brake control system, include:
a main air pipe and a brake cylinder pipe;
the service brake mechanism comprises a first cut-off cock, a first pressure reducing valve and a service brake solenoid valve, wherein the input end of the first cut-off cock is connected with the output end of the main air pipe, the output end of the first cut-off cock is provided with the first pressure reducing valve, and the output end of the first pressure reducing valve is provided with the service brake solenoid valve;
the first shuttle valve is arranged at the output end of the service brake electromagnetic valve;
a second shuttle valve mounted at an output end of the first shuttle valve;
one end of the first connecting pipe is fixedly arranged on the second shuttle valve;
and one end of the second connecting pipe is fixedly arranged on the second shuttle valve.
Preferably, the brake system further comprises a pressure sensor, wherein the pressure sensor is mounted on the brake cylinder pipe.
Preferably, still include emergency braking mechanism and include that the second cuts cock, second relief pressure valve and emergency braking solenoid valve, the input that the second cut the cock is connected the output of air main, the second relief pressure valve is installed to the output that the second cut the cock, the emergency braking solenoid valve is installed to the output of second relief pressure valve, the output of emergency braking solenoid valve with the input of first shuttle valve is connected.
Preferably, the first cut-off cock is a flange-type ball core cock with a ventilation function, and the second cut-off cock has the same structure as the first cut-off cock.
Preferably, the first cut-off cock and the second cut-off cock are installed in parallel at the output end of the main air duct.
Preferably, the first pressure reducing valve and the second pressure reducing valve are installed in a pipe type and are provided with pressure gauges, the pressure set value of the first pressure reducing valve is 300kPa, and the pressure set value of the second pressure reducing valve is 350kPa.
Preferably, the service brake solenoid valve is a two-position three-way solenoid valve, and is communicated with the service brake solenoid valves in the (1) - (2) power-on state and the service brake solenoid valves in the (2) - (3) power-off state, and is in a normal power-off state during normal driving.
Preferably, the emergency braking electromagnetic valve is a two-position three-way electromagnetic valve, and is communicated with the emergency braking electromagnetic valve in the power-on state (2) - (3), communicated with the emergency braking electromagnetic valve in the power-off state (1) - (2), and normally powered in normal driving.
Preferably, the first shuttle valve is connected to the service brake solenoid valve, the emergency brake solenoid valve and the second shuttle valve, and is configured to select service braking or emergency braking and output a larger value.
Preferably, the second shuttle valve is connected to the first shuttle valve, the first connection pipe and the second connection pipe, and is configured to select air braking or operation monitoring braking, and output a larger value.
Compared with the prior art, the utility model provides a track engineering vehicle straight-through braking system is with fortune prison air brake control system has following beneficial effect:
the utility model provides a straight-through braking system of rail engineering vehicle is with fortune prison air brake control system, the configuration has been solved and has been configured into the straight-through brake control system fortune prison air brake control problem of JZ-7 brake little floodgate + relay valve, the straight-through brake control function of fortune prison device has been realized, the restriction that existing rail car fortune prison device can only rely on automatic braking to carry out fortune prison control has been eliminated, be applicable to the rail engineering vehicle that air brake system adopted automatic braking or straight-through brake control, first disconnected cock, the second is cut the cock and is had the function of airing exhaust, when can preventing brake solenoid valve commonly used or emergency braking solenoid valve trouble, the problem of unable normal braking.
Drawings
Fig. 1 is a schematic diagram of a preferred embodiment of an operation monitoring air brake control system for a straight-through brake system of a rail-bound engineering vehicle according to the present invention;
fig. 2 is a schematic structural diagram of communication equipment required to be used in the operation monitoring air brake control system for the straight-through brake system of the rail engineering vehicle provided by the present invention;
FIG. 3 is a schematic structural view of the portion of the containment cap shown in FIG. 2;
FIG. 4 is a schematic view of the spring retractor portion of FIG. 2;
fig. 5 is the utility model provides a track engineering vehicle straight-through braking system is with need using the structural schematic diagram to the optimization scheme of intercommunication equipment among the air brake control system of operation supervision.
The reference numbers in the figures:
1. a main air duct;
2. the brake system comprises a service brake mechanism 21, a first cut-off cock 22, a first reducing valve 23 and a service brake electromagnetic valve;
3. a first shuttle valve;
4. a second shuttle valve;
5. a first connecting pipe;
6. a second connection pipe;
7. a brake cylinder tube;
8. a pressure sensor;
9. an emergency braking mechanism 91, a second cut-off cock 92, a second reducing valve 93 and an emergency braking electromagnetic valve;
100. the three-way frame comprises a three-way frame 101, a first butt-joint hole 102, a second butt-joint hole 103 and a third butt-joint hole;
200. a limiting frame;
300. a spring extension;
400. the sealing cover 410, the movable cover body 420, the linkage frame 421, the fixing plate 422, the linkage rod 430 and the sealing ring;
500. a movable tray;
600. the adjusting mechanism 601, the adjusting motor 602 and the adjusting screw rod.
Detailed Description
The present invention will be further described with reference to the accompanying drawings and embodiments.
Please refer to fig. 1, fig. 2, fig. 3, fig. 4 and fig. 5 in combination, wherein fig. 1 is a schematic diagram of a preferred embodiment of an operation monitoring air brake control system for a straight-through brake system of a railway vehicle according to the present invention; fig. 2 is a schematic structural diagram of communication equipment required to be used in the operation monitoring air brake control system for the straight-through brake system of the rail engineering vehicle provided by the present invention; FIG. 3 is a schematic view of the seal housing portion shown in FIG. 2; FIG. 4 is a schematic view of the spring retractor portion of FIG. 2; fig. 5 is the utility model provides a track engineering vehicle straight-through braking system is with need using the structural schematic diagram of the optimization scheme of intercommunication equipment among the air brake control system of prison.
A rail work vehicle cut-through braking system is with monitoring air brake control system includes:
a main air pipe 1 and a brake cylinder pipe 7;
the service brake mechanism 2 comprises a first cut-off cock 21, a first pressure reducing valve 22 and a service brake solenoid valve 23, wherein the input end of the first cut-off cock 21 is connected with the output end of the main air pipe 1, the output end of the first cut-off cock 21 is provided with the first pressure reducing valve 22, and the output end of the first pressure reducing valve 22 is provided with the service brake solenoid valve 23;
a first shuttle valve 3, wherein the first shuttle valve 3 is installed at the output end of the common brake solenoid valve 23;
a second shuttle valve 4, wherein the second shuttle valve 4 is arranged at the output end of the first shuttle valve 3;
a first connection pipe 5, one end of the first connection pipe 5 being fixedly installed on the second shuttle valve 4;
and one end of the second connecting pipe 6 is fixedly installed on the second shuttle valve 4.
The problem of the through brake control system configured as a JZ-7 brake small brake plus a relay valve to monitor air brake control is solved, the through brake control function of a monitoring device is realized, the limitation that the existing railway vehicle monitoring device can only rely on automatic braking to monitor and control is eliminated, the device is suitable for railway engineering vehicles with air brake systems controlled by automatic braking or through braking, the first cutoff cock 21 and the second cutoff cock 91 have an air exhaust function, and the problem that normal braking cannot be performed when a common brake solenoid valve 23 or an emergency brake solenoid valve 93 fails is solved.
And the brake system further comprises a pressure sensor 8, wherein the pressure sensor 8 is arranged on the brake cylinder pipe 7.
Still include emergency braking mechanism 9 and include that the second cuts off cock 91, second relief pressure valve 92 and emergency braking solenoid valve 93, the second cuts off cock 91's input and connects the output of total tuber pipe 1, the second cuts off cock 91's output and installs second relief pressure valve 92, emergency braking solenoid valve 93 is installed to second relief pressure valve 92's output, emergency braking solenoid valve 93's output with the input of first shuttle valve 3 is connected.
The emergency brake mechanism 9 supports the function of emergency braking.
The first cut-off cock 21 is a flange type ball core cock with an exhaust function, and the structure of the second cut-off cock 91 is the same as that of the first cut-off cock 21.
The first cut-off cock 21 and the second cut-off cock 91 are installed in parallel at the output end of the main air duct 1.
The first pressure reducing valve 22 and the second pressure reducing valve 92 are installed in a pipe type and are provided with pressure gauges, the pressure set value of the first pressure reducing valve 22 is 300kPa, and the pressure set value of the second pressure reducing valve 92 is 350kPa.
The service brake solenoid valve 23 is a two-position three-way solenoid valve, and is communicated with each other in (1) - (2) when in a power-on state, communicated with each other in (2) - (3) when in a power-off state, and in a normal power-off state during normal driving.
When the vehicle receives a service brake signal:
the common brake solenoid valve 23 is electrified, ports (1) - (2) of the brake solenoid valve 23 are communicated, the total air sequentially passes through the first cut-off cock 21, the first reducing valve 22, the common brake solenoid valve 23, the port (1) (3) of the first shuttle valve 3 and the port (2) (3) of the second shuttle valve 4 and finally passes through the second connecting pipe 6, and the second connecting pipe 6 is a relay valve No. 14 pipe of a JZ-7 brake, so that the control of the relay valve is realized, and the vehicle is braked;
when the service brake signal is eliminated:
the service brake solenoid valve 23 loses power, and air in the second connecting pipe 6 passes through the opening (3) of the second shuttle valve 4, the opening (3) of the first shuttle valve 3, the opening (1) and the service brake solenoid valve 23, so that the atmosphere is exhausted, and the service brake solenoid valve is released after the operation supervision brake of the pay-off vehicle.
The emergency braking solenoid valve 93 is a two-position three-way solenoid valve, and is communicated with each other in (2) - (3) when in an electrified state, communicated with each other in (1) - (2) when in a power-off state, and normally in an electrified state when a vehicle is normally driven.
When the vehicle receives the emergency braking signal:
when the emergency brake solenoid valve 93 is powered off, ports (1) - (2) of the emergency brake solenoid valve 93 are communicated, and the total air finally passes through the second cut-off cock 91, the second reducing valve 92, the emergency brake solenoid valve 93, the port (2) of the first shuttle valve 3, the port (3) of the second shuttle valve 4 and the port (2) of the second shuttle valve 4 in sequence and finally passes through the second connecting pipe 6, so that the control of the relay valve is realized, and the vehicle is braked;
when the emergency braking signal is eliminated:
the emergency braking electromagnetic valve 93 is electrified, air in the second connecting pipe 6 passes through the port (3) and the port (2) of the second shuttle valve 4, the port (3) and the port (2) of the first shuttle valve 3 and the emergency braking electromagnetic valve 93, so that the atmosphere is exhausted, and the release is relieved after the monitoring brake of the paying-off vehicle.
The first shuttle valve 3 is connected to the service brake solenoid valve 23, the emergency brake solenoid valve 93 and the second shuttle valve 4, and is used for selecting service braking or emergency braking and outputting a larger value.
The second shuttle valve 4 is connected with the first shuttle valve 3, the first connecting pipe 5 and the second connecting pipe, and is used for selecting air braking or operation monitoring braking and outputting a larger value.
Description of air brake action;
when the vehicle carries out air braking, the JZ-7 brake is in a small brake position, and the total wind passes through the first connecting pipe 5 and the port (1) and the port (3) of the second shuttle valve 4, so that the control of the relay valve is realized.
A disposal scheme is adopted when the monitoring control electromagnetic valve fails;
when the common brake solenoid valve 23 fails, the first cut-off cock 21 is closed, the total wind is cut off, the leakage of the total wind is avoided, and meanwhile, the air between the second shuttle valve 4 and the first cut-off cock 21 can be exhausted through the exhaust port of the first cut-off cock 21, so that the normal air brake of the pay-off vehicle is ensured;
when the emergency brake solenoid valve 93 breaks down, the second cut-off cock 91 is closed, the total wind is cut off, the leakage of the total wind is avoided, and meanwhile, the air between the second shuttle valve 4 and the second cut-off cock 91 can be discharged through the air outlet of the second cut-off cock 91, so that the normal air brake of the pay-off vehicle is ensured.
In an alternative mode, the first reducing valve 22 and the second reducing valve 92 can be eliminated, and microcomputer closed-loop control is adopted to realize control on the target value of the brake cylinder pilot control pressure.
The utility model provides a track engineering vehicle straight-through braking system is with operation supervision air brake control system's theory of operation as follows:
s1, when the vehicle receives a service brake signal:
the common brake solenoid valve 23 is electrified, ports (1) - (2) of the brake solenoid valve 23 are communicated, the total air sequentially passes through the first cut-off cock 21, the first reducing valve 22, the common brake solenoid valve 23, the port (1) (3) of the first shuttle valve 3 and the port (2) (3) of the second shuttle valve 4 and finally passes through the second connecting pipe 6, and the second connecting pipe 6 is a relay valve No. 14 pipe of a JZ-7 brake, so that the control of the relay valve is realized, and the vehicle is braked;
and S2, when the service brake signal is eliminated:
when the service brake electromagnetic valve 23 is powered off, air in the second connecting pipe 6 passes through the port (3) and the port (2) of the second shuttle valve 4, the port (3) and the port (1) of the first shuttle valve 3 and the service brake electromagnetic valve 23, so that the atmosphere is exhausted, and the release is relieved after the operation supervision brake of the pay-off truck is carried out;
s3, when the vehicle receives the emergency braking signal:
when the emergency brake solenoid valve 93 is powered off, the ports (1) to (2) of the emergency brake solenoid valve 93 are communicated, and the total air finally passes through the second cut-off cock 91, the second reducing valve 92, the emergency brake solenoid valve 93, the port (2) and (3) of the first shuttle valve 3 and the port (2) and (3) of the second shuttle valve 4 in sequence and finally passes through the second connecting pipe 6, so that the control of the relay valve is realized, and the vehicle is braked;
and S4, when the emergency braking signal is eliminated:
the emergency brake solenoid valve 93 is electrified, air in the second connecting pipe 6 passes through the port (3) and the port (2) of the second shuttle valve 4, the port (3) and the port (2) of the first shuttle valve 3 and the emergency brake solenoid valve 93, so that the air is exhausted, and the air is relieved after the operation supervision brake of the pay-off vehicle.
When total tuber pipe 1 docks with first shutoff cock 21 and second shutoff cock 91 in track engineering vehicle straight-through braking system with operation supervision air brake control system, need use intercommunication equipment for parallelly connected installation between total tuber pipe 1 and first shutoff cock 21 and the second shutoff cock 91, intercommunication equipment includes:
the three-way joint comprises a three-way joint 100, wherein a first butt joint hole 101, a second butt joint hole 102 and a third butt joint hole 103 are respectively formed in the three-way joint 100, the first butt joint hole 101 is communicated with the second butt joint hole 102, and the first butt joint hole 101 is communicated with the third butt joint hole 103;
the limiting frame 200, the limiting frame 200 is fixedly installed on the three-way frame 100;
the spring expansion piece 300 is fixedly arranged on the limiting frame 200;
sealing cover 400, sealing cover 400 is including the activity cover body 410, linkage frame 420 and sealing washer 430, the activity cover body 410 fixed mounting in the expansion end of spring extensible member 300, the bottom of the activity cover body 410 is run through total tuber pipe 1 just extends to in the second butt joint hole 102, the activity cover body 410 with total tuber pipe 1 sliding connection, the bottom fixed mounting of the activity cover body 410 has linkage frame 420, the outer fixed surface of the activity cover body 410 installs sealing washer 430, sealing washer 430 passes through second butt joint hole 102 sliding mounting in on the three-way frame 100.
By providing the second docking hole 102 and the third docking hole 103 on the three-way frame 100, when a pipeline without any first cut-off cock 21 or second cut-off cock 91 is installed, the sealing cap 400 moves downward under the elastic force of the spring expansion piece 300 and blocks the second docking hole 102 or the third docking hole 103, so as to facilitate the encapsulation when the three-way frame is not connected to a device, and meanwhile, the three-way frame can be used in a single channel.
The limiting frame 200, the spring expansion piece 300 and the sealing cover 400 form a packaging mechanism, and the packaging mechanism is provided with two groups, one group corresponds to the packaging of the second butt joint hole 102, and the other group corresponds to the packaging of the third butt joint hole 103.
The first coupling hole 101 is used to couple the main duct 1, and the second coupling hole 102 and the third coupling hole 103 are used to couple the first intercepting cock 21 or the second intercepting cock 91.
In inserting the link of first shutoff cock 21 in second butt joint hole 102, adopt threaded connection's design during the connection, and first shutoff cock 21 can butt on linkage 420 after inserting second butt joint hole 102, and linkage 420 drives movable cover 410 upwards to shrink for second butt joint hole 102 communicates with the pipeline of first shutoff cock 21.
In inserting the link that blocks cock 91 with the second into third butt joint hole 103, adopt threaded connection's design during the connection, and the second blocks cock 91 and can butt joint on linkage frame 420 after inserting third butt joint hole 103, and linkage frame 420 drives movable cover 410 upwards to shrink for the pipeline intercommunication of cock 91 is blocked with the second to third butt joint hole 103.
The utility model provides a working principle of intercommunication equipment:
when the air conditioner is installed and used, the main air pipe 1 is preferably installed on the first butt-joint hole 101 in a butt-joint mode;
then, the connecting end of the first blocking plug door 21 is inserted into the second connecting hole 102, the connection adopts a threaded connection design, the first blocking plug door 21 can be abutted against the linkage frame 420 after being inserted into the second connecting hole 102, the linkage frame 420 drives the movable cover body 410 to shrink upwards, the second connecting hole 102 is communicated with the pipeline of the first blocking plug door 21, and the first connecting hole 101 is connected with the first blocking plug door 21 through the second connecting hole 102;
insert the link of cock 91 with the second finally and in third butt joint hole 103, adopt threaded connection's design during the connection, and the second is cut cock 91 and can butt joint on linkage frame 420 after inserting third butt joint hole 103, and linkage frame 420 drives the upwards shrink of movable cover body 410 for the pipeline intercommunication of cock 91 is cut with the second to third butt joint hole 103, and first butt joint hole 101 is cut with the second through third butt joint hole 103 and is connected with second cock 91.
The utility model provides a beneficial effect of intercommunication equipment:
by providing the second docking hole 102 and the third docking hole 103 on the three-way frame 100, when a pipeline without any first cut-off cock 21 or second cut-off cock 91 is installed, the sealing cap 400 moves downward under the elastic force of the spring expansion piece 300 and blocks the second docking hole 102 or the third docking hole 103, so as to facilitate the encapsulation when the three-way frame is not connected to a device, and meanwhile, the three-way frame can be used in a single channel.
Further comprising:
the linkage frame 420 consists of a fixed plate 421 and a linkage rod 422, the linkage rod 422 is fixedly installed at the top end of the fixed plate 421, the top end of the linkage rod 422 penetrates through the movable cover 410 and extends into the movable cover 410, and the linkage rod 422 is slidably connected with the movable cover 410;
the movable disc 500 is fixedly arranged at the top end of the linkage rod 422, and the movable disc 500 is slidably arranged in the movable cover body 410;
Through with some movable mounting of link gear 420 on the movable cover body 410, adjustment mechanism 600 conveniently drives the whole upwards shrink of link gear 420 part through activity dish 500 for movable cover body 410 is in the closed condition, even if connect the corresponding cock that cuts, also can not open, provides support for protection and control that equipment packed up.
The adjusting motor 610 adopts a stepping motor, and is connected with an external power supply during use to provide a power source for the rotation adjustment of the adjusting screw 620.
The adjusting screw 620 rotates forwards, the movable disc 500 drives the fixed plate 421 to move upwards through the linkage rod 422, and the linkage frame 420 contracts;
the adjusting screw 620 rotates reversely, the movable disc 500 drives the fixed plate 421 to move downwards through the linkage rod 422, and the linkage frame 420 is unfolded downwards.
Compared with the prior art, the utility model provides a track engineering vehicle straight-through braking system is with fortune prison air brake control system has following beneficial effect:
the problem of the through brake control system configured as a JZ-7 brake small brake plus a relay valve to monitor air brake control is solved, the through brake control function of a monitoring device is realized, the limitation that the existing railway vehicle monitoring device can only rely on automatic braking to monitor and control is eliminated, the device is suitable for railway engineering vehicles with air brake systems controlled by automatic braking or through braking, the first cutoff cock 21 and the second cutoff cock 91 have an air exhaust function, and the problem that normal braking cannot be performed when a common brake solenoid valve 23 or an emergency brake solenoid valve 93 fails is solved.
The above-mentioned only be the embodiment of the present invention, not consequently the restriction of the patent scope of the present invention, all utilize the equivalent structure or equivalent flow transform made of the content of the specification and the attached drawings, or directly or indirectly use in other relevant technical fields, all including in the same way the patent protection scope of the present invention.
Claims (10)
1. The utility model provides a track engineering vehicle cut-through braking system is with operation supervision air brake control system which characterized in that includes:
a main air pipe and a brake cylinder pipe;
the service brake mechanism comprises a first cut-off cock, a first pressure reducing valve and a service brake solenoid valve, wherein the input end of the first cut-off cock is connected with the output end of the main air pipe, the output end of the first cut-off cock is provided with the first pressure reducing valve, and the output end of the first pressure reducing valve is provided with the service brake solenoid valve;
the first shuttle valve is arranged at the output end of the service brake electromagnetic valve;
a second shuttle valve mounted at an output of the first shuttle valve;
one end of the first connecting pipe is fixedly arranged on the second shuttle valve;
and one end of the second connecting pipe is fixedly arranged on the second shuttle valve.
2. A service air brake control system for a straight through brake system of a rail working vehicle according to claim 1, further comprising a pressure sensor mounted on the brake cylinder tube.
3. The operation monitoring air brake control system for the straight-through brake system of the rail engineering vehicle as claimed in claim 2, further comprising an emergency brake mechanism comprising a second cut-off cock, a second pressure reducing valve and an emergency brake solenoid valve, wherein an input end of the second cut-off cock is connected to an output end of the main air pipe, the second pressure reducing valve is installed at an output end of the second cut-off cock, the emergency brake solenoid valve is installed at an output end of the second pressure reducing valve, and an output end of the emergency brake solenoid valve is connected to an input end of the first shuttle valve.
4. The operation supervision air brake control system for the straight-through brake system of the railway engineering vehicle as claimed in claim 3, characterized in that the first cut-off cock is a flange type ball core cock with a ventilation function, and the structure of the second cut-off cock is the same as that of the first cut-off cock.
5. The operation supervision air brake control system for the straight-through brake system of the railway engineering vehicle as claimed in claim 4, wherein the first cut-off cock and the second cut-off cock are installed in parallel at the output end of the main air pipe.
6. The operation monitoring air brake control system for the straight-through brake system of the rail engineering vehicle as claimed in claim 5, wherein the first pressure reducing valve and the second pressure reducing valve are installed in a pipe type and provided with pressure gauges, the pressure set value of the first pressure reducing valve is 300kPa, and the pressure set value of the second pressure reducing valve is 350kPa.
7. The operation monitoring air brake control system for the straight-through brake system of the rail engineering vehicle as claimed in claim 6, wherein the service brake solenoid valve is a two-position three-way solenoid valve, and is communicated with each other in (1) - (2) in a power-on state, communicated with each other in (2) - (3) in a power-off state, and is in a normal power-off state during normal driving.
8. The operation monitoring air brake control system for the straight-through brake system of the rail engineering vehicle as claimed in claim 7, wherein the emergency brake solenoid valve is a two-position three-way solenoid valve, and is communicated with each other in (2) - (3) in a power-on state, communicated with each other in (1) - (2) in a power-off state, and in a normally power-on state in normal driving.
9. The service air brake control system for the cut-through brake system of the rail engineering vehicle as claimed in claim 8, wherein the first shuttle valve is connected with the service brake solenoid valve, the emergency brake solenoid valve and the second shuttle valve, and is used for selecting service brake or emergency brake and outputting a larger value.
10. The service air brake control system for the cut-through brake system of the rail working vehicle as claimed in claim 9, wherein the second shuttle valve is connected with the first shuttle valve, the first connection pipe and the second connection pipe, and is used for selecting air brake or service brake to output a larger value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221542755.0U CN217623529U (en) | 2022-06-20 | 2022-06-20 | Operation monitoring air brake control system for straight-through brake system of rail engineering vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221542755.0U CN217623529U (en) | 2022-06-20 | 2022-06-20 | Operation monitoring air brake control system for straight-through brake system of rail engineering vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217623529U true CN217623529U (en) | 2022-10-21 |
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ID=83626555
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202221542755.0U Active CN217623529U (en) | 2022-06-20 | 2022-06-20 | Operation monitoring air brake control system for straight-through brake system of rail engineering vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217623529U (en) |
-
2022
- 2022-06-20 CN CN202221542755.0U patent/CN217623529U/en active Active
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