CN219651191U - Wind-proof control device for emergency braking - Google Patents
Wind-proof control device for emergency braking Download PDFInfo
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- CN219651191U CN219651191U CN202321105431.5U CN202321105431U CN219651191U CN 219651191 U CN219651191 U CN 219651191U CN 202321105431 U CN202321105431 U CN 202321105431U CN 219651191 U CN219651191 U CN 219651191U
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- 230000003137 locomotive effect Effects 0.000 abstract description 7
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- 239000004973 liquid crystal related substance Substances 0.000 description 2
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Abstract
The utility model provides an emergency braking windproof control device, which belongs to the technical field of electric power and diesel locomotives, and adopts a first emergency braking electromagnetic valve, a second emergency braking electromagnetic valve and an emergency braking isolation plug door to control a train pipe air release valve so as to realize the emergency air release function of a train pipe. When one of the emergency braking electromagnetic valves fails, the other emergency braking electromagnetic valve is started to release air to the train pipe in an emergency mode, and when the two emergency braking electromagnetic valves are in a power-on state and cannot be reset, the emergency fault isolation plug door is started, temporary driving is achieved, and emergency driving safety of the train is ensured. The utility model ensures the normal operation of the train pipe wind discharging function of the braking system in emergency.
Description
Technical Field
The utility model belongs to the technical field of electric power and diesel locomotives, and particularly relates to an emergency braking windproof control device.
Background
Emergency braking is a very high safety requirement function of locomotive braking systems and is required to ensure rapid active evacuation of train line pressure in the event of emergency braking. At present, the traditional locomotive braking system is provided with an emergency air release control pipeline, an air release valve is controlled through an electromagnetic valve to realize the air release function of a train pipe, but the electromagnetic valve can possibly be blocked at a power failure position, the burning loss of an electromagnetic valve coil and other faults in the application process, the electromagnetic valve cannot be controlled at the moment, the system cannot control the electromagnetic valve to drive the air release valve to perform air release on the train pipe, so that the air release function of the emergency brake train pipe is invalid due to single-point faults, and risks are brought to the braking system.
Disclosure of Invention
Based on the technical problems, the utility model relates to an emergency braking windproof control device.
In a first aspect, the present utility model provides an emergency braking windbreak control device comprising: the first emergency braking electromagnetic valve, the second emergency braking electromagnetic valve and the emergency braking isolation plug door;
the first end of the first emergency braking electromagnetic valve is connected with a wind source, the second end of the first emergency braking electromagnetic valve is connected with the third end of the second emergency braking electromagnetic valve, and the third end of the first emergency braking electromagnetic valve is communicated with the atmosphere; the first end of the second emergency braking electromagnetic valve is connected with a wind source, and the second end of the second emergency braking electromagnetic valve is connected with the first end of the emergency braking isolation plug door; the second end of the emergency brake isolating plug door is connected with the control end of the train pipe air release valve, and the third end of the emergency brake isolating plug door is communicated with the atmosphere;
the first emergency braking electromagnetic valve, the second emergency braking electromagnetic valve or the emergency braking isolation plug door controls the train pipe air release valve under the condition of emergency braking of the train so as to realize air exhaust of the train pipe.
The emergency braking wind-proof control device further comprises: the system comprises an interruption control passage bi-directional valve and a total wind interruption valve, wherein the first end of the interruption control passage bi-directional valve is connected with a brake control wind source, the second end of the interruption control passage bi-directional valve is connected with the control end of a train pipe wind discharge valve, the third end of the interruption control passage bi-directional valve is connected with the control end of the total wind interruption valve, the first end of the total wind interruption valve is connected with the wind source, the second end of the total wind interruption valve is connected with the first end of a train pipe relay valve, the second end of the interruption control passage bi-directional valve is communicated with the third end of the interruption control passage bi-directional valve under the condition of emergency braking of a train, and the interruption control passage bi-directional valve controls the first end of the total wind interruption valve to be disconnected with the second end of the total wind interruption valve so as to disconnect the train pipe relay valve, and the train pipe relay valve is not charged with wind for the train pipe.
The emergency braking wind-proof control device further comprises: the sensor is used for detecting the pressure of the train pipe, and is arranged between the second end of the train pipe relay valve and the first end of the train pipe air release valve, and the second end of the train pipe relay valve and the first end of the train pipe air release valve are connected with the train pipe.
The first emergency braking electromagnetic valve and/or the second emergency braking electromagnetic valve is/are a two-position three-way electromagnetic valve, when the two-position three-way electromagnetic valve is powered on, the first end of the two-position three-way electromagnetic valve is communicated with the second end of the two-position three-way electromagnetic valve, a passage between the second end of the two-position three-way electromagnetic valve and the third end of the two-position three-way electromagnetic valve is cut off, and when the two-position three-way electromagnetic valve is powered off, the first end of the two-position three-way electromagnetic valve is cut off, and the second end of the two-position three-way electromagnetic valve is communicated with the third end of the two-position three-way electromagnetic valve.
The emergency brake isolation plug door is a two-position three-way plug door, when the handle of the emergency brake isolation plug door is in a normal position, the third end of the emergency brake isolation plug door is cut off, the first end of the emergency brake isolation plug door is communicated with the second end of the emergency brake isolation plug door, when the handle of the emergency brake isolation plug door is in a cutting-off position, the first end of the emergency brake isolation plug door is cut off, the second end of the emergency brake isolation plug door is communicated with the third end of the emergency brake isolation plug door, and the third end of the emergency brake isolation plug door is communicated with the atmosphere.
The shut-off control path bi-directional valve is a pressure comparison valve, when the pressure of the first end of the shut-off control path bi-directional valve is greater than the pressure of the second end of the shut-off control path bi-directional valve, the third end of the shut-off control path bi-directional valve is in communication with the first end of the shut-off control path bi-directional valve, when the pressure of the second end of the shut-off control path bi-directional valve is greater than the pressure of the first end of the shut-off control path bi-directional valve, the third end of the shut-off control path bi-directional valve is in communication with the second end of the shut-off control path bi-directional valve, and when the pressure of the first end of the shut-off control path bi-directional valve is equal to the pressure of the second end of the shut-off control path bi-directional valve, the first end of the shut-off control path bi-directional valve is in communication with the third end of the shut-off control path bi-directional valve.
The total wind shutoff valve is a two-position two-way electromagnetic valve, and when wind pressure exists at the control end of the total wind shutoff valve, the first end of the total wind shutoff valve is not communicated with the second end of the total wind shutoff valve; when the control end of the total wind shutoff valve has no wind pressure, the first end of the total wind shutoff valve is communicated with the second end of the total wind shutoff valve.
The train pipe air release valve is a two-position two-way electromagnetic valve, and when the control end of the train pipe air release valve has air pressure, the first end of the train pipe air release valve is communicated with the second end of the train pipe air release valve; when the control end of the train pipe air release valve has no air pressure, the first end of the train pipe air release valve is communicated with the second end of the train pipe air release valve, wherein the second end of the train pipe air release valve is communicated with the atmosphere.
The train pipe relay valve is a train pipe air charging and exhausting control valve, when the pressure of the input port of the train pipe relay valve is increased, the second end of the train pipe relay valve outputs the train pipe pressure, and when the pressure of the input port of the train pipe relay valve is reduced, the second end of the train pipe relay valve outputs the same value as the pressure of the input port of the train pipe relay valve.
And when the first emergency braking electromagnetic valve and the second emergency braking electromagnetic valve are kept in the power-on state and cannot be reset, the emergency braking isolation plug door is started to exhaust air to the train pipe, the second end of the emergency fault isolation plug door is communicated with the third end of the emergency fault isolation plug door, and the third end of the emergency fault isolation plug door is communicated with the atmosphere.
The beneficial effects are that:
the utility model provides an emergency braking wind-proof control device, which can solve the problem that a train cannot exhaust wind due to the coil fault of a single emergency braking electromagnetic valve through the air path combination of two emergency braking electromagnetic valves.
Drawings
FIG. 1 is a schematic diagram of an emergency braking windbreak control device according to an embodiment of the utility model;
wherein, the liquid crystal display device comprises a liquid crystal display device,
100-first emergency braking electromagnetic valve, 101-second emergency braking electromagnetic valve, 102-emergency braking isolation plug valve, 103-train pipe air release valve, 104-train pipe sensor, 106-train pipe relay valve, 105-shutoff control path bi-directional valve and 107-total air shutoff valve.
Detailed Description
The disclosure is further described below with reference to the embodiments shown in the drawings.
Emergency braking is a very high safety requirement function of locomotive braking systems and is required to ensure rapid active evacuation of train line pressure in the event of emergency braking. At present, the traditional locomotive braking system is provided with an emergency air release control pipeline, an air release valve is controlled through an electromagnetic valve to realize the air release function of a train pipe, but the electromagnetic valve can possibly be blocked at a power failure position, the burning loss of an electromagnetic valve coil and other faults in the application process, the electromagnetic valve cannot be controlled at the moment, the system cannot control the electromagnetic valve to drive the air release valve to perform air release on the train pipe, so that the air release function of the emergency brake train pipe is invalid due to single-point faults, and risks are brought to the braking system.
The utility model provides an emergency braking windproof control device, which considers that the emergency braking needs to ensure the air exhaust of a train pipe, and the failure rate of a common electromagnetic valve is higher, the electromagnetic valve is generally in a failure mode and is powered on and does not act, and is kept at a power-off position, the electromagnetic valve is powered off and does not reset, and is kept at the power-on position, an electromagnetic valve coil fails, an electric drive valve core cannot act, and the electromagnetic valve is kept at the power-off position. Aiming at the problem that the electromagnetic valve cannot normally act in the state of being powered by power failure, the utility model ensures that the problem that a train pipe cannot exhaust air when a single electromagnetic valve fails is solved by the redundant electromagnetic valve.
The utility model can ensure the emergency braking, and simultaneously intercept the input wind pressure of the relay valve from the gas path, thereby preventing the release of the vehicle after the train pipe is inflated during the emergency braking.
The utility model sets two emergency braking electromagnetic valves to realize the function that the double electromagnetic valves can control the train pipe air release valve through the air passage connection design, effectively solves the problem that the system cannot realize the train pipe emergency braking air release function due to the single emergency braking electromagnetic valve fault set in the traditional locomotive braking system, avoids potential safety hazards and improves the safety and reliability.
Examples:
an emergency braking wind-break control device, as shown in fig. 1, comprising: a first emergency brake solenoid valve 100, a second emergency brake solenoid valve 101, and an emergency brake isolation plug valve 102; the first emergency brake solenoid valve 100, the second emergency brake solenoid valve 101 and the emergency brake isolation plug valve 102 constitute an emergency brake control path.
A first end A1 of the first emergency brake solenoid valve 100 is connected with a wind source (the wind source is the total wind source in fig. 1), a second end A2 of the first emergency brake solenoid valve 100 is connected with a third end A3 of the second emergency brake solenoid valve 101, and a third end A3 of the first emergency brake solenoid valve 100 is communicated with the atmosphere; a first end A1 of the second emergency brake solenoid valve 101 is connected with a wind source (the wind source is the total wind source in fig. 1), and a second end A2 of the second emergency brake solenoid valve 101 is connected with a first end A1 of the emergency brake isolation plug door 102; the second end A2 of the emergency brake isolating plug door 102 is connected with the control end C1 of the train pipe air release valve 103, and the third end A3 of the emergency brake isolating plug door 102 is communicated with the atmosphere;
the first emergency braking electromagnetic valve 101, the second emergency braking electromagnetic valve 102 or the emergency braking isolation plug door 102 controls the train pipe air release valve 103 under the condition of emergency braking of the train so as to realize air exhaust of the train pipe.
The emergency braking wind-proof control device further comprises: the shutoff control path bi-directional valve 105 and the total wind shutoff valve 107 form an emergency braking air supply shutoff control path, a first end A1 of the shutoff control path bi-directional valve 105 is connected with a brake control air source (the brake control air source is an air source which can be manually set in size), a second end A2 of the shutoff control path bi-directional valve 105 is connected with a control end C1 of the train pipe blow-off valve 103, a third end A3 of the shutoff control path bi-directional valve 105 is connected with the control end C1 of the total wind shutoff valve 107, a first end A1 of the total wind shutoff valve 107 is connected with an air source (the air source is the total air source in fig. 1), a second end A2 of the total wind shutoff valve 107 is connected with a first end A1 of the train pipe relay valve 106, the second end A2 of the control path bi-directional valve 105 is connected with a third end A2 of the shutoff control path bi-directional valve 105 in the case of emergency braking of the train, the total wind shutoff valve 107 is disconnected from the train pipe relay valve 106 by the first end A2 of the total wind shutoff valve 107.
The emergency braking wind-proof control device further comprises: the sensor 104 is used for detecting the pressure of the train pipe, the sensor 104 is arranged between the second end A2 of the train pipe relay valve 106 and the first end A1 of the train pipe air release valve 103, and the second end A2 of the train pipe relay valve 106 and the first end A1 of the train pipe air release valve 103 are connected with the train pipe.
The first emergency braking electromagnetic valve 100 and/or the second emergency braking electromagnetic valve 101 is a two-position three-way electromagnetic valve, when the two-position three-way electromagnetic valve is powered on, a first end A1 of the two-position three-way electromagnetic valve is communicated with a second end A2 port of the two-position three-way electromagnetic valve, a passage between the second end A2 of the two-position three-way electromagnetic valve and a third end A3 port of the two-position three-way electromagnetic valve is cut off, when the two-position three-way electromagnetic valve is powered off, the first end A1 of the two-position three-way electromagnetic valve is cut off, the second end A2 of the two-position three-way electromagnetic valve is communicated with a third end A3 of the two-position three-way electromagnetic valve, the third end A3 of the first emergency braking electromagnetic valve 100 is communicated with the atmosphere, and the third end A3 of the second emergency braking electromagnetic valve 101 is connected with the second end of the second emergency braking electromagnetic valve 101.
The emergency brake isolating plug door 102 is a two-position three-way plug door with a live interlock switch, when the handle of the emergency brake isolating plug door 102 is in a normal position, the third end A3 of the emergency brake isolating plug door 102 is cut off, the first end A1 of the emergency brake isolating plug door 102 is communicated with the second end A2 of the emergency brake isolating plug door 102, when the handle of the emergency brake isolating plug door 102 is in a cut-off position, the first end A1 of the emergency brake isolating plug door 102 is cut off, the second end A2 of the emergency brake isolating plug door 102 is communicated with the third end A3 of the emergency brake isolating plug door 102, and the third end A3 of the emergency brake isolating plug door 102 is communicated with the atmosphere.
The train pipe air release valve 103 is a two-position two-way electromagnetic valve, and when the control end C1 of the train pipe air release valve 103 has air pressure, the first end A1 of the train pipe air release valve 103 is communicated with the second end A2 of the train pipe air release valve 103; when the control end C1 of the train pipe air release valve 103 has no air pressure, the first end A1 of the train pipe air release valve 103 is communicated with the second end A2 of the train pipe air release valve 103, wherein the second end of the train pipe air release valve 103 is communicated with the atmosphere.
The shut-off control path bi-directional valve 105 is a pressure comparison valve, when the pressure of the first end A1 of the shut-off control path bi-directional valve 105 is greater than the pressure of the second end A2 of the shut-off control path bi-directional valve 105, the third end A3 of the shut-off control path bi-directional valve 105 is in communication with the first end A1 of the shut-off control path bi-directional valve 105, when the pressure of the second end A2 of the shut-off control path bi-directional valve 105 is greater than the pressure of the first end A1 of the shut-off control path bi-directional valve 105, the third end A3 of the shut-off control path bi-directional valve 105 is in communication with the second end A2 of the shut-off control path bi-directional valve 105, and when the pressure of the first end A1 of the shut-off control path bi-directional valve 105 is equal to the pressure of the second end A2 of the shut-off control path bi-directional valve 105, the first end A1 of the shut-off control path bi-directional valve 105 is in communication with the third end A3 of the shut-off control path bi-directional valve 105. The pressure at the first end A1 of the shutoff control path bi-directional valve 105 may be controlled by a brake control air source.
The total wind shutoff valve 107 is a two-position two-way electromagnetic valve, and when wind pressure exists at the control end C1 of the total wind shutoff valve 107, the first end A1 of the total wind shutoff valve 107 is not communicated with the second end A2 of the total wind shutoff valve 107; when the control end C1 of the total wind shutoff valve 107 has no wind pressure, the first end A1 of the total wind shutoff valve 107 communicates with the second end A2 of the total wind shutoff valve 107.
The train pipe relay valve 106 is a train pipe air charging and discharging control valve, when the air pressure is input to the input port C1 of the train pipe relay valve 106, the train pipe pressure is output according to the pressure change of the input port C1 of the train pipe relay valve 106, when the pressure of the input port C1 of the train pipe relay valve 106 is increased, the second end A2 of the train pipe relay valve 106 outputs the train pipe pressure, when the pressure of the input port C1 of the train pipe relay valve 106 is decreased, the second end A2 of the train pipe relay valve 106 outputs the same value as the pressure of the input port C1 of the train pipe relay valve 106, and the output pressure of the second end A2 of the train pipe relay valve 106 is ensured to be consistent with the pressure of the input port C1 of the train pipe relay valve 106.
The train pipe sensor 104 can monitor the pressure change and the flow change of the train pipe, and feed back a pressure signal to a brake system of the train itself for judging whether the train pipe air release valve 103 acts or not and whether the train pipe pressure state is present.
It can be understood that the power supply and the power failure of the above various valves and the acquisition of sensor data are all required to be connected with the main control module and uniformly controlled, and those skilled in the art can directly perform corresponding design on the main control module through the description of the present utility model, so that the present utility model is not repeated.
The action process and principle of each electromagnetic valve of the emergency braking windproof control device are described in detail as follows:
when the train is running normally (i.e. in a non-braking state), the first emergency brake solenoid valve 100 and the second emergency brake solenoid valve 101 are in a power-off state, the first end A1 of the emergency fault isolation valve 102 is communicated with the second end of the emergency fault isolation valve 102, at this time, the wind pressure of the control end C1 of the train pipe wind release valve 103 is from the second end A2 of the emergency fault isolation valve 102 to the first end A1 of the emergency fault isolation valve 102, from the second end A2 of the second emergency brake valve to the third end A3 of the second emergency brake valve, from the second end A2 of the first emergency brake valve to the third end A3 of the first emergency brake valve, and finally the third end A3 of the first emergency brake valve is communicated with the atmosphere, so as to close the wind release path of the train pipe. The brake control air source is set so that the third end of the shutoff control channel bi-directional valve 105 has no air pressure, the first end A1 of the total air shutoff valve 107 is communicated with the second end A2 of the total air shutoff valve 107, and the total air source reaches the first end of the train pipe relay valve 106, so that the train pipe relay valve 106 acts, and air is charged into the train pipe through the second end of the train pipe relay valve 106.
When emergency braking is normally performed (i.e., the first emergency braking solenoid valve 100 and the second emergency braking solenoid valve 101 are in a normal operation state and have no failure state after emergency braking), the train pipe wind pressure needs to be rapidly emptied, so the main control module drives one of the first emergency braking solenoid valve 100 and the second emergency braking solenoid valve 101, for example: the first emergency brake solenoid valve 100 is powered on, the total wind source passes through the first end A1 of the first emergency brake solenoid valve 100 to the second end A2 of the first emergency brake solenoid valve 100, then passes through the third end A3 of the second emergency brake solenoid valve 101 to the second end A2 of the second emergency brake solenoid valve 101, passes through the emergency fault isolation plug valve 102 (at this time, the first end A1 of the emergency fault isolation plug valve 102 is communicated with the second end A2 of the emergency fault isolation plug valve 102) to reach the control end C1 of the train pipe wind release valve 103, drives the train pipe wind release valve 103 to act, opens a passage between the first end A1 of the train pipe wind release valve 103 and the second end A2 of the train pipe wind release valve 103, communicates the train pipe with the atmosphere, and meanwhile, the master control module controls wind source input to reach the control end C1 of the total wind shutoff valve 107 to close the total wind source of the train pipe relay valve 106, so that the second end A2 of the train pipe relay valve 106 can not charge wind to the train pipe during emergency braking.
In the two cases, the first emergency braking electromagnetic valve 100 and the second emergency braking electromagnetic valve 101 can be started in turn to perform emergency braking air release control in a selective mode, and meanwhile, in order to improve the service life of the electromagnetic valves, the first emergency braking electromagnetic valve 100 or the second emergency braking electromagnetic valve 101 is selected to perform emergency braking train pipe air release control according to single and double days of time.
When emergency braking, the first emergency braking electromagnetic valve 100 fails and cannot reach the normal potential, at this time, the control end C1 of the train pipe air release valve 103 will have no air pressure, and through the emergency braking instruction, the pressure of the monitored train pipe of the train pipe sensor 104 is combined again, so as to judge that the air pressure of the train pipe has no air exhaust, specifically: when the emergency braking is performed, the pressure monitored by the train pipe sensor 104 gradually decreases to zero, and the train pipe is in a normal state, otherwise, the train pipe wind pressure is not exhausted, and the first emergency braking electromagnetic valve 100 fails to reach a normal potential. At this time, the train pipe air release valve 103 does not act, so that a fault conclusion of the first emergency braking electromagnetic valve 100 is obtained, and the second emergency braking electromagnetic valve 101 is automatically guided, so that the second emergency braking electromagnetic valve 101 is powered on, and the total wind source reaches the control end C1 of the train pipe air release valve 103 through the emergency fault isolation plug door 102 by the passage of the second emergency braking electromagnetic valve 101, so that the train pipe air release valve 103 is driven, the train pipe pressure is emptied, and the emergency air exhaust function of the emergency braking train pipe is realized; similarly, when the second emergency brake solenoid valve 101 fails, the first emergency brake solenoid valve 100 is controlled to be powered, so that the emergency air release effect of the train pipe for emergency braking is realized.
When the first emergency brake solenoid valve 100 and the second emergency brake solenoid valve 101 are always kept in the power-on state and cannot be reset during emergency braking, the emergency brake solenoid valve is in a safe state because the fault guiding train pipe is exhausted, and can be isolated by controlling the emergency fault isolating plug door 102, specifically: the second end A2 of the emergency fault isolation plug door 102 is communicated with the third end A3 of the emergency fault isolation plug door 102, the third end A3 of the emergency fault isolation plug door 102 is communicated with the atmosphere, and the influence of an emergency braking electromagnetic valve control passage on the train pipe air release valve 103 is adopted, so that temporary driving is realized, and the emergency driving safety of a train is ensured.
An emergency braking windproof control device of the embodiment adopts a first emergency braking electromagnetic valve 100, a second emergency braking electromagnetic valve 101 and an emergency braking isolation plug door 102 to form an emergency braking control passage for controlling a train pipe air release valve 103 so as to realize the emergency air release function of a train pipe. When one of the emergency braking electromagnetic valves fails, the other emergency braking electromagnetic valve is started to release air to the train pipe in an emergency mode, and when the first emergency braking electromagnetic valve 100 and the second emergency braking electromagnetic valve 101 are always kept in the power-on state and cannot be reset, the emergency fault isolation plug door 102 is started to realize temporary driving, so that emergency driving safety of the train is ensured. The normal operation of the train pipe wind discharging function of the braking system under the emergency condition is ensured. In this embodiment, the two-way valve 105 and the total wind shutoff valve 107 are adopted to form an emergency braking air supply shutoff control path, and when the train is braked emergently, the air charge to the train pipe of the train pipe relay valve 106 is shutoff. The train pipe is ensured not to be continuously charged by the relay valve when the air is exhausted, and the train pipe is prevented from being charged while being exhausted, so that the unexpected release of the vehicle braking system is prevented.
The specific control process of the emergency braking windproof control device is as follows:
in the case of emergency braking of the train, the first emergency brake solenoid valve 100 or the second emergency brake solenoid valve 101 is activated to exhaust the train pipe;
in the exhaust process, when any emergency braking electromagnetic valve cannot be started, switching to the other emergency braking electromagnetic valve to exhaust the train pipe; when the first emergency braking electromagnetic valve 100 and the second emergency braking electromagnetic valve 101 are kept in the power-on state and cannot be reset, the first emergency braking electromagnetic valve 100 and the second emergency braking electromagnetic valve 101 are cut off, and the emergency braking isolation plug door 102 is started to exhaust air from the train pipe.
When the train is in normal running, in a non-emergency braking state, the total wind source is cut off at the first ends A1 of the first emergency braking electromagnetic valve 100 and the second emergency braking electromagnetic valve 101, the control end of the train pipe wind discharge valve 103 has no wind pressure, and the train pipe wind discharge port is kept in a closed state.
When any emergency braking electromagnetic valve can not be started, the switching to the other emergency braking electromagnetic valve to exhaust the air of the train pipe comprises the following steps:
detecting the pressure of the train pipe in real time in the process of exhausting air to the train pipe through the current emergency braking electromagnetic valve;
when the pressure of the train pipe does not have a descending trend, determining that the current emergency braking electromagnetic valve cannot be started;
switching to another emergency braking electromagnetic valve to exhaust the air of the train pipe.
The emergency braking wind-proof control process further comprises the following steps:
in the case of emergency braking of the train, the shutoff control path bi-directional valve 105 controls the first end of the total wind shutoff valve 107 to be disconnected from the second end of the total wind shutoff valve 107 to disconnect the train pipe relay valve 106, so that the train pipe relay valve 106 no longer charges the train pipe.
In the emergency braking windproof control device of the embodiment, when any one emergency braking electromagnetic valve cannot be started under the condition of emergency braking of a train, the emergency braking windproof control device is switched to the other emergency braking electromagnetic valve to exhaust air for a train pipe; when the first emergency braking electromagnetic valve 100 and the second emergency braking electromagnetic valve 101 are kept in the power-on state and cannot be reset, the first emergency braking electromagnetic valve 100 and the second emergency braking electromagnetic valve 101 are cut off, and the emergency braking isolation plug door 102 is started to exhaust air from the train pipe. The train pipe air exhaust function of the braking system under emergency is guaranteed to operate normally, the fact that the train pipe is not continuously inflated by the relay valve when the train pipe is exhausted is guaranteed, and the train pipe is prevented from being inflated while being exhausted, so that the vehicle braking system is relieved accidentally.
The various embodiments in this disclosure are described in a progressive manner, and identical and similar parts of the various embodiments are all referred to each other, and each embodiment is mainly described as different from other embodiments.
The scope of the present disclosure is not limited to the above-described embodiments, and it is apparent that various modifications and variations can be made to the present disclosure by those skilled in the art without departing from the scope and spirit of the disclosure. Such modifications and variations are intended to be included herein within the scope of the following claims and their equivalents.
Claims (10)
1. An emergency braking wind-break control device, comprising: the first emergency braking electromagnetic valve, the second emergency braking electromagnetic valve and the emergency braking isolation plug door;
the first end of the first emergency braking electromagnetic valve is connected with a wind source, the second end of the first emergency braking electromagnetic valve is connected with the third end of the second emergency braking electromagnetic valve, and the third end of the first emergency braking electromagnetic valve is communicated with the atmosphere; the first end of the second emergency braking electromagnetic valve is connected with a wind source, and the second end of the second emergency braking electromagnetic valve is connected with the first end of the emergency braking isolation plug door; the second end of the emergency brake isolating plug door is connected with the control end of the train pipe air release valve, and the third end of the emergency brake isolating plug door is communicated with the atmosphere;
the first emergency braking electromagnetic valve, the second emergency braking electromagnetic valve or the emergency braking isolation plug door controls the train pipe air release valve under the condition of emergency braking of the train so as to realize air exhaust of the train pipe.
2. The emergency brake draft control apparatus according to claim 1 wherein said emergency brake draft control apparatus further comprises: the system comprises an interruption control passage bi-directional valve and a total wind interruption valve, wherein the first end of the interruption control passage bi-directional valve is connected with a brake control wind source, the second end of the interruption control passage bi-directional valve is connected with the control end of a train pipe wind discharge valve, the third end of the interruption control passage bi-directional valve is connected with the control end of the total wind interruption valve, the first end of the total wind interruption valve is connected with the wind source, the second end of the total wind interruption valve is connected with the first end of a train pipe relay valve, the second end of the interruption control passage bi-directional valve is communicated with the third end of the interruption control passage bi-directional valve under the condition of emergency braking of a train, and the interruption control passage bi-directional valve controls the first end of the total wind interruption valve to be disconnected with the second end of the total wind interruption valve so as to disconnect the train pipe relay valve, and the train pipe relay valve is not charged with wind for the train pipe.
3. The emergency brake draft control apparatus according to claim 2 wherein said emergency brake draft control apparatus further comprises: the sensor is used for detecting the pressure of the train pipe, and is arranged between the second end of the train pipe relay valve and the first end of the train pipe air release valve, and the second end of the train pipe relay valve and the first end of the train pipe air release valve are connected with the train pipe.
4. The emergency braking wind-prevention control device according to claim 1, wherein the first emergency braking electromagnetic valve and/or the second emergency braking electromagnetic valve is a two-position three-way electromagnetic valve, when the two-position three-way electromagnetic valve is powered on, a first end of the two-position three-way electromagnetic valve is communicated with a second end of the two-position three-way electromagnetic valve, a passage between the second end of the two-position three-way electromagnetic valve and a third end of the two-position three-way electromagnetic valve is cut off, when the two-position three-way electromagnetic valve is powered off, the first end of the two-position three-way electromagnetic valve is cut off, and a second end of the two-position three-way electromagnetic valve is communicated with the third end of the two-position three-way electromagnetic valve.
5. The emergency brake and wind prevention control of claim 1, wherein the emergency brake isolation valve is a two-position three-way valve, wherein the third end of the emergency brake isolation valve is closed when the handle of the emergency brake isolation valve is in the normal position, wherein the first end of the emergency brake isolation valve is in communication with the second end of the emergency brake isolation valve, wherein the first end of the emergency brake isolation valve is closed when the handle of the emergency brake isolation valve is in the cut-off position, wherein the second end of the emergency brake isolation valve is in communication with the third end of the emergency brake isolation valve, and wherein the third end of the emergency brake isolation valve is in communication with the atmosphere.
6. The emergency brake and wind prevention control device of claim 3, wherein the interrupter control path bi-directional valve is a pressure comparison valve, wherein the third end of the interrupter control path bi-directional valve is in communication with the first end of the interrupter control path bi-directional valve when the pressure at the first end of the interrupter control path bi-directional valve is greater than the pressure at the second end of the interrupter control path bi-directional valve, wherein the third end of the interrupter control path bi-directional valve is in communication with the second end of the interrupter control path bi-directional valve when the pressure at the second end of the interrupter control path bi-directional valve is greater than the pressure at the first end of the interrupter control path bi-directional valve, and wherein the first end of the interrupter control path bi-directional valve and the second end of the interrupter control path bi-directional valve are in communication with the third end of the interrupter control path bi-directional valve when the pressure at the first end of the interrupter control path bi-directional valve is equal to the pressure at the second end of the interrupter control path bi-directional valve.
7. The emergency braking wind-prevention control device according to claim 3, wherein the total wind-blocking valve is a two-position two-way electromagnetic valve, and when wind pressure exists at a control end of the total wind-blocking valve, a first end of the total wind-blocking valve is not communicated with a second end of the total wind-blocking valve; when the control end of the total wind shutoff valve has no wind pressure, the first end of the total wind shutoff valve is communicated with the second end of the total wind shutoff valve.
8. The emergency braking wind-proof control device according to claim 1, wherein the train pipe wind-release valve is a two-position two-way electromagnetic valve, and when wind pressure exists at a control end of the train pipe wind-release valve, a first end of the train pipe wind-release valve is communicated with a second end of the train pipe wind-release valve; when the control end of the train pipe air release valve has no air pressure, the first end of the train pipe air release valve is communicated with the second end of the train pipe air release valve, wherein the second end of the train pipe air release valve is communicated with the atmosphere.
9. The emergency braking wind-proof control device according to claim 2 or 3, wherein the train pipe relay valve is a train pipe wind-charging/wind-discharging control valve, and the second end of the train pipe relay valve outputs the train pipe pressure when the pressure of the input port of the train pipe relay valve increases, and outputs the second end of the train pipe relay valve to the same value as the pressure of the input port of the train pipe relay valve when the pressure of the input port of the train pipe relay valve decreases.
10. The emergency brake and wind prevention control device according to claim 1, wherein when the first emergency brake solenoid valve and the second emergency brake solenoid valve are both kept in an energized state and cannot be reset, the emergency brake isolating valve is activated to vent the train pipe, the second end of the emergency fault isolating valve is communicated with the third end of the emergency fault isolating valve, and the third end of the emergency fault isolating valve is communicated with the atmosphere.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321105431.5U CN219651191U (en) | 2023-05-10 | 2023-05-10 | Wind-proof control device for emergency braking |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321105431.5U CN219651191U (en) | 2023-05-10 | 2023-05-10 | Wind-proof control device for emergency braking |
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| Publication Number | Publication Date |
|---|---|
| CN219651191U true CN219651191U (en) | 2023-09-08 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321105431.5U Active CN219651191U (en) | 2023-05-10 | 2023-05-10 | Wind-proof control device for emergency braking |
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| Country | Link |
|---|---|
| CN (1) | CN219651191U (en) |
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2023
- 2023-05-10 CN CN202321105431.5U patent/CN219651191U/en active Active
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