WO2019095503A1 - 一种轨道车辆及其制动设备 - Google Patents

一种轨道车辆及其制动设备 Download PDF

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Publication number
WO2019095503A1
WO2019095503A1 PCT/CN2017/117677 CN2017117677W WO2019095503A1 WO 2019095503 A1 WO2019095503 A1 WO 2019095503A1 CN 2017117677 W CN2017117677 W CN 2017117677W WO 2019095503 A1 WO2019095503 A1 WO 2019095503A1
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Prior art keywords
pressure
train
active
valve
pipe
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Ceased
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PCT/CN2017/117677
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English (en)
French (fr)
Inventor
邓李平
方长征
毛金虎
黎丹
吴朝东
刘锋
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CRRC Zhuzhou Locomotive Co Ltd
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CRRC Zhuzhou Locomotive Co Ltd
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Publication of WO2019095503A1 publication Critical patent/WO2019095503A1/zh
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Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems

Definitions

  • the present invention relates to the field of rail vehicles, and in particular to a brake device for a rail vehicle.
  • the invention also relates to a rail vehicle comprising the above described braking device.
  • the emergency braking equipment of the rail vehicle is divided into an active emergency braking device and a passive emergency braking device.
  • the active braking device is operated by an operator or a safety loop electrical signal command to realize emergency braking of the vehicle; the passive emergency braking device can detect
  • the train tube is braked due to the pressure difference caused by the vehicle breaking or pulling the long valve.
  • the active braking device and the passive braking device are separately arranged, which causes disadvantages such as complicated structure of the braking device and difficulty in maintenance of the components. Therefore, how to simplify the structure of the brake device and improve the maintainability of the brake device is a technical problem that those skilled in the art urgently need to solve.
  • An object of the present invention is to provide a brake apparatus which is simple in structure, and another object of the present invention is to provide a rail vehicle including the above brake apparatus which is easy to maintain.
  • the present invention provides an emergency braking device for a rail vehicle, comprising an operating device connected to the train tube for reducing the pressure of the train tube to achieve emergency braking, connected to the executing device, and used a passive control unit that controls the execution device to perform a train tube pressure relief when the train tube pressure drops, and a connection with the execution device for receiving an operation or safety loop signal to control the execution device to perform a train tube pressure relief Active control department.
  • the executing device is specifically a pneumatically driven switching valve
  • the air pressure driving switching valve comprises a valve body and a pre-control valve, wherein the pre-control valve is provided with a piston capable of controlling the air flow of the valve body, and the rodless cavity and the rod cavity of the piston respectively pass through the upper pipeline and The lower pipeline is connected to the train pipe;
  • the upper pipe and the lower pipe are respectively provided with a pressure difference between the rodless cavity and the rod cavity when the pressure in the train pipe drops to push the piston and realize the pressure relief of the train pipe.
  • a first current limiting device and a second current limiting device are respectively provided with a first current limiting device and a second current limiting device;
  • the active control unit is a solenoid valve, and the electromagnetic valve is connected to the rodless chamber through an active pipeline.
  • the electromagnetic valve is opened to depressurize the rodless chamber.
  • the first restricting device and the second restricting device are respectively a first shrinkage hole and a second shrinkage hole, and a diameter of the first shrinkage hole is larger than a diameter of the second shrinkage hole.
  • the active line is connected to the upper line.
  • the first shrinkage hole and the second shrinkage hole rear end are respectively provided with a first pressure accumulating device and a second pressure accumulating device for maintaining the pressure of the pre-control valve to be stable.
  • the active pipeline is provided with a feedback device for detecting the train pipe pressure to feedback the train braking state.
  • the solenoid valve is specifically a solenoid valve that is electrically connected or de-energized, and the active pipeline is provided to isolate the solenoid valve when the solenoid valve is faulty or the vehicle is returned without fire to enable the train tube to be normal. Mitigation of the mitigation.
  • the feedback device is a pressure switch.
  • the invention also provides a rail vehicle comprising the emergency brake device of any of the above.
  • the rail vehicles are respectively provided with an active braking device and a passive braking device
  • the present invention is only provided with a braking device, and the executing device in the braking device can control the train tube to relieve pressure and generate the vehicle.
  • the actuator can be controlled by the active control and the passive control to achieve active braking and passive braking. Since the active brake and the passive brake share an actuator in the present invention, the number of uses of the actuator is reduced, so that the structure of the brake device is simplified, making it easy to maintain.
  • FIG. 1 is a schematic view of a specific embodiment of a brake device provided by the present invention.
  • Figure 2 is a schematic view of the passive control unit of Figure 1;
  • Figure 3 is a schematic view showing the connection relationship between the upper pipe and the lower pipe in Figure 1;
  • FIG. 4 is a schematic view of the active control unit of FIG. 1.
  • FIG. 1 is a schematic view of a specific embodiment of a brake device provided by the present invention
  • FIG. 2 is a schematic view of the passive control portion of FIG. 1
  • FIG. 4 is a schematic diagram of the active control section of FIG.
  • the rail vehicle is controlled by a train pipe, and when the train pipe is released, the vehicle generates a brake.
  • the present invention provides an actuator on the train tube, and the train tube pressure is controlled by the actuator.
  • An active control unit and a passive control unit are connected to the execution device, and the operator operates the active control unit to control the actuator to depressurize the train tube, thereby realizing active braking of the vehicle; when the vehicle is broken, the long valve is pulled, etc.
  • the train pipe pressure returns, a pressure difference is generated.
  • the passive control unit detects the pressure difference of the train pipe, the control actuator releases the train pipe to achieve passive braking of the vehicle.
  • the actuator device may be a pneumatic valve or a solenoid valve or the like.
  • the actuator device is a pneumatically driven switching valve 4
  • the pneumatically driven switching valve 4 includes a valve body and a pre-control valve.
  • the valve body is connected with the train tube and can control the train tube to release pressure.
  • the action of the valve body is controlled by a pre-control valve, and a piston is arranged in the pre-control valve, and the piston rod is connected with the valve body. Normally, the pressure between the rod chamber and the rodless chamber of the piston is equal, the pneumatic drive switching valve 4 is in the closed state, and the train tube is not released.
  • the piston and the piston rod move under the pressure difference, thereby driving the valve body to control the pressure relief of the train tube.
  • the rodless cavity and the rod cavity of the piston are connected to the train pipe through the upper pipe 42 and the lower pipe 41, respectively, and the diameters of the two pipes are substantially equal.
  • the rodless cavity and the rod are provided.
  • the pressure of the chamber is equal to the pressure in the train tube, and the first tube 42 and the second tube 41 are respectively provided with a first shrink hole 2 and a second shrink hole 3, and the diameter of the first shrink hole 2 is larger than the second shrink hole 3 diameter of.
  • the upper pipeline 42, the lower pipeline 41, the first shrinkage hole 2 and the second shrinkage hole 3 together constitute a passive control portion.
  • the train pipe When the train pipe generates a pressure difference, there is a pressure drop inside the train pipe, and at this time, the upper pipeline 42 and the lower portion The pressure of the pipeline 41 is also reduced with the train pipe. Due to the current limiting action of the first shrinkage hole 2 and the second shrinkage hole 3, the pressure of the rodless cavity and the rod cavity is slowed down, and the diameter of the first shrinkage hole 2 is also More than the diameter of the second shrinkage hole 3, the current limiting effect of the first shrinkage hole 2 is smaller than that of the second shrinkage cavity 3.
  • the pressure drop in the rodless cavity is larger than that of the rod cavity, which makes the pressure in the rodless cavity less than
  • There is a rod cavity under the action of the pressure difference between the two chambers, the piston moves to the rodless chamber, which in turn drives the valve body to act to relieve the pressure of the train tube.
  • the first shrinkage hole 2 and the second shrinkage hole 3 are only one form of the current limiting device.
  • other types of current limiting devices such as a restricting orifice plate may be used.
  • the active control unit is a solenoid valve 7. As shown in FIG.
  • the rodless chamber and the solenoid valve 7 are connected through the active line 43.
  • the solenoid valve 7 When receiving the pressure relief command from the operator or the safety loop, the solenoid valve 7 When the pressure is released, the pressure of the rodless chamber connected to the solenoid valve 7 is lowered, which causes a pressure difference between the rod chamber and the rodless chamber. Under the pressure difference, the piston moves to the rodless chamber, thereby driving the valve body to act. To make the train pipe relieve pressure.
  • the execution device is a solenoid valve and can also implement the technical solution of the present invention.
  • the passive control device includes a pressure sensor and a controller connected to the solenoid valve, the pressure sensor is used for measuring the pressure of the train tube, and the controller judges according to the measurement result of the pressure sensor.
  • the solenoid valve is controlled to relieve pressure of the train tube;
  • the active control device is an electronic control switch connected in parallel with the passive control device, and the electronic control switch is controlled by an operator or a safety circuit, and the operator When the electric control switch or the safety circuit is closed, the solenoid valve is energized/de-energized, so that the train tube is relieved of pressure and the active emergency braking is completed.
  • the present embodiment also sets the first line 42 and the lower line 41.
  • a pressure accumulating device 8 and a second pressure accumulating device 1 the pressure accumulating devices of the two pipelines are all located on the pipe section at the rear end of the current limiting device in the pipeline, and the volume of the first pressure accumulating device 8 is not greater than the second pressure accumulating device 1 .
  • the rear end refers to an end of the upper line 42 and the lower line 41 close to the piston, and opposite ends of the upper line 42 and the lower line 41 near the train tube are front ends.
  • the pressure accumulating device can be a pressure storage device such as a wind cylinder or a cylinder.
  • the front end of the upper pipeline 42 is connected to the rear end of the first pipeline section 410 of the lower pipeline, and the front end of the first pipeline section 410 of the lower pipeline is connected to the train pipe, and the lower part is connected to the train pipe.
  • the front end of the first pipe section 410 is connected with the front end of the upper pipe 42 and the front end of the second pipe section 411 of the lower pipe, and the second shrinkage hole 3 and the second pressure accumulating device 1 are located on the second pipe section 411 of the lower pipe.
  • the rear end of the second pipe section 411 of the lower pipeline is connected to the rod cavity.
  • the upper pipeline 42 is indirectly connected to the train pipe through the first pipe section 410 of the lower pipeline.
  • the lower pipeline 41 can also be used as needed.
  • the front end is connected to the pipe section at the front end of the upper pipe 42 restrictor device, or the front end of the upper pipe 42 and the lower pipe 41 are directly connected to the train pipe.
  • the active line 43 is connected to the upper line 42 on the pipe section between the first shrinkage hole 2 and the first pressure accumulating device 8, and when the electromagnetic valve 7 unloads the pressure of the rodless cavity for active braking, It is also possible to reduce the train pipe pressure and allow the train to complete the brakes faster. Although the pressure of the rod cavity is reduced during the pressure relief of the solenoid valve 7, the airflow in the rod chamber is restricted by the second shrinkage hole 3 and the first shrinkage hole 2, and the airflow in the rodless cavity does not have the shrinkage hole. Limiting, this makes the rod cavity pressure drop smaller than the rodless chamber pressure drop, and the pressure difference between the two chambers for pushing the piston movement can be generated. Therefore, the connection manner of the pipeline in the embodiment does not affect the realization of the active braking function. In this embodiment, the active line 43 is indirectly connected to the rodless chamber through the upper line 42 and the active line 43 can also be directly connected to the rodless chamber.
  • the passive braking process of the emergency braking device is such that when the vehicle is broken or pulled long, the train tube generates a pressure drop, and at the same time, the upper line 42 and the lower line 41 also generate pressure.
  • the lower tube 41 and the upper tube 42 are respectively provided with the second shrinkage hole 3 and the first shrinkage hole 2, and because the second shrinkage hole 3 has a smaller diameter than the first shrinkage hole 2, the pressure drop of the rod cavity is smaller than The pressure drop of the rodless chamber, at this time, the rod chamber pressure is greater than the rodless chamber pressure, and the piston moves under the action of the pressure difference between the two chambers, which drives the valve body to act to relieve the pressure of the train tube and complete the passive braking.
  • the active braking process is that the operator controls the solenoid valve 7 to open, so that the solenoid valve 7 is released, thereby reducing the pressure of the rodless chamber, and the pressure difference between the rodless chamber and the rod chamber is generated, and the piston moves under the pressure difference. Drive the valve body to relieve the pressure of the train tube and complete the active braking.
  • the active braking and the passive braking share an executing device.
  • the active control unit and the passive control unit respectively control the executing device to complete the active emergency braking and the passive emergency braking function, and meet the functional requirements. Under the premise, the structure of the emergency brake device is simplified.
  • the embodiment provides a reminding device on the active pipeline, the active pipeline 43 is connected to the rodless chamber, and the pressure in the active pipeline 43 is substantially equal to the pressure in the rodless chamber, when no When the pressure in the rod cavity is reduced to a certain extent, the piston action relieves the train tube.
  • the reminding device can set the reminding pressure value. When the pressure in the active line 43 reaches the reminding pressure value, the reminding device reminds the operator that the vehicle has braked.
  • the reminding device adopts a pressure switch 6 connected to the active pipeline 43.
  • the pressure switch 6 operates, and the operator determines whether the vehicle has entered the brake according to the position of the pressure switch 6. status.
  • the reminding device can also use the circuit structure.
  • the reminding device can include a pressure sensor connected through the circuit, an electric control switch and an indicator light, and the pressure sensor measures the pressure of the active line 43.
  • the electronic control switch will indicate The circuit where the lamp is located is turned on, and the indicator light gives a warning signal.
  • a reminding device is arranged on the active pipeline, and the reminding device can act according to the pressure of the active pipeline 43.
  • the pressure reaches a preset value, when the vehicle generates braking, the reminding device acts to brake the operator. .
  • the solenoid valve 7 is a normally open solenoid valve, when the vehicle is faulty or there is no fire return, the solenoid valve 7 is always in a pressure relief state due to power loss, which causes the train tube to continuously relieve pressure, and the vehicle is always in a braking state and cannot be mobile.
  • a plug door 5 is disposed on the active pipeline, and the plug door 5 can isolate the solenoid valve 7 from the pipeline, so that the active pipeline 43 is closed, and thus the rodless chamber can be pressurized to make the pressure of the rodless chamber Ascending, the purpose of closing the pneumatic drive switching valve 4 is reached, and the pneumatic drive switching valve 4 is closed to pressurize the train tube to release the train from the braking state.
  • the plug door 5 can be a butterfly valve, a gate valve or a reversing valve. For details, refer to the structure of the plug door in the prior art, and details are not described herein.
  • a plug door 5 is arranged on the active pipeline 43, and the normally open solenoid valve 7 can be isolated from the pipeline, so that the vehicle can be relieved when the solenoid valve is faulty or the vehicle is returned without fire, thereby solving the electromagnetic problem.
  • the valve 7 is maintained in a pressure relief state, causing the train to be unable to move.
  • the rail vehicle provided by the present invention includes the emergency brake device described in the above specific embodiments; other parts can be referred to the prior art and will not be developed herein.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

一种轨道车辆的紧急制动设备，包括与列车管相连、用以减小列车管压力以实现紧急制动的执行装置，与该执行装置相连、用以当列车管压力下降时控制该执行装置进行列车管泄压的被动控制部，以及与该执行装置相连、用以接收操作或安全环路信号以控制该执行装置进行列车管泄压的主动控制部。一种包括该紧急制动设备的轨道车辆。该紧急制动设备具有主动紧急制动和被动紧急制动功能，主动制动部和被动制动部共用一个执行装置，从而减少了执行装置的数量，因此简化了紧急制动设备的结构，降低了维护成本。

Description

一种轨道车辆及其制动设备
本申请要求于2017年11月15日提交中国专利局、申请号为201711131126.2、发明名称为“一种轨道车辆及其制动设备”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及轨道车辆技术领域，特别涉及一种轨道车辆的制动设备。本发明还涉及一种包括上述制动设备的轨道车辆。
背景技术
轨道车辆遇到紧急状况时，需要通过紧急制动设备使车辆快速减速至停止。轨道车辆的紧急制动设备分为主动紧急制动设备和被动紧急制动设备，主动制动设备由操作人员操作或安全环路电信号指令实现车辆紧急制动；被动紧急制动设备能够检测到列车管因车辆发生断钩或拉车长阀等情况产生的压差，并对车辆进行制动。
在现有技术中，主动制动设备和被动制动设备分开设置，造成了制动设备结构复杂，零部件多不易维护等缺点。因此，如何简化制动设备结构，提高制动设备的可维护性，是本领域技术人员急需解决的技术问题。
发明内容
本发明的目的是提供一种制动设备，其结构简单，本发明的另一目的是提供一种包括上述制动设备的轨道车辆，其维护方便。
为解决上述技术问题，本发明提供了一种轨道车辆的紧急制动设备，包括与列车管相连、用以减小列车管压力以实现紧急制动的执行装置、与所述执行装置相连、用以当列车管压力下降时控制所述执行装置进行列车管泄压的被动控制部，以及与所述执行装置相连、用以接收操作或安全环路信号以控制所述执行装置进行列车管泄压的主动控制部。
优选地，所述执行装置具体为气压驱动转换阀；
所述气压驱动转换阀包括阀体和预控阀，所述预控阀内设有能够控制 所述阀体气流量的活塞，所述活塞的无杆腔和有杆腔分别通过上部管路和下部管路与列车管相连；
所述上部管路和所述下部管路分别设有当列车管中压力下降时在所述无杆腔和所述有杆腔之间产生压差以推动所述活塞并实现列车管泄压的第一限流装置和第二限流装置；
所述主动控制部为电磁阀，所述电磁阀通过主动管路与所述无杆腔相连，当车辆进行主动紧急制动时，所述电磁阀开启使所述无杆腔泄压。
优选地，所述第一限流装置和所述第二限流装置分别为第一缩孔和第二缩孔，且所述第一缩孔的直径大于所述第二缩孔的直径。
优选地，所述主动管路与所述上部管路相连。
优选地，所述第一缩孔和所述第二缩孔后端分别设有用以维持所述预控阀压力稳定的第一储压装置和第二储压装置。
优选地，所述主动管路上设有检测列车管压力以对列车制动状态进行反馈的反馈装置。
优选地，所述电磁阀具体为得电导通或失电导通的电磁阀，所述主动管路上设有用以当电磁阀故障或车辆无火回送时隔离所述电磁阀以使列车管能够实现正常缓解作用的塞门。
优选地，所述反馈装置为压力开关。
本发明还提供一种轨道车辆，包括上述任一项所述的紧急制动设备。
现有技术中，轨道车辆分别设置有主动制动设备和被动制动设备，而本发明只设置有一个制动设备，该制动设备中的执行装置能够控制列车管进行泄压，使车辆产生制动，执行装置能够通过主动控制部和被动控制部进行控制，从而实现主动制动和被动制动功能。因为本发明主动制动和被动制动共用一个执行装置，减少了执行装置的使用数量，所以简化了制动设备的结构，使其便于维护。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地， 下面描述中的附图仅仅是本发明的实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据提供的附图获得其他的附图。
图1为本发明所提供的制动设备的一种具体实施方式的示意图；
图2为图1中被动控制部的示意图；
图3为图1中上部管路和下部管路连接关系的示意图；
图4为图1中主动控制部的示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
为了使本技术领域的技术人员更好地理解本发明方案，下面结合附图和具体实施方式对本发明作进一步的详细说明。
请参考图1至图4，图1为本发明所提供的制动设备的一种具体实施方式的示意图；图2为图1中被动控制部的示意图；图3为图1中上部管路和下部管路连接关系的示意图；图4为图1中主动控制部的示意图。
轨道车辆的由列车管控制，当列车管泄压时，车辆产生制动。本发明在列车管上设置执行装置，通过执行装置控制列车管压力。执行装置上连有主动控制部和被动控制部，操作人员操作主动控制部，控制执行装置对列车管进行泄压，进而实现车辆主动制动；当车辆发生断钩、拉车长阀等紧急状况时，列车管压力回流会产生压差，被动控制部检测到列车管的压差后，控制执行装置对列车管进行泄压，进而实现车辆被动制动。
执行装置可以为气动阀或电磁阀等，在本发明的一种具体实施方式中，如图1所示，执行装置为气压驱动转换阀4，气压驱动转换阀4包括阀体和预控阀，阀体与列车管相连且能够控制列车管进行泄压，阀体的动作由预控阀控制，预控阀内设有活塞，活塞杆与阀体相连。通常情况下，活塞 的有杆腔与无杆腔之间压力相等，气压驱动转换阀4处于关闭状态，列车管不泄压。当活塞的有杆腔和无杆腔存在压差时，活塞及活塞杆在压差的推动下运动，进而带动阀体动作，控制列车管的进行泄压。如图2所示，活塞的无杆腔和有杆腔分别通过上部管路42和下部管路41与列车管相连，两条管路的直径大致相等，通常情况下，无杆腔和有杆腔的压力都等于列车管中的压力，上部管路42和下部管路41上分别设有第一缩孔2和第二缩孔3，且第一缩孔2的直径大于第二缩孔3的直径。上部管路42、下部管路41、第一缩孔2和第二缩孔3共同组成被动控制部，当列车管产生压差时，列车管内部会存在压降，此时上部管路42和下部管路41的压力也随列车管降低，由于第一缩孔2和第二缩孔3存在限流作用，无杆腔和有杆腔的压力降低较缓慢，又因为第一缩孔2的直径大于第二缩孔3的直径，第一缩孔2的限流作用小于第二缩孔3，同一时间内，无杆腔中的压降大于有杆腔，这使得无杆腔中的压力小于有杆腔，在两腔之间压差的作用下，活塞向无杆腔运动，进而带动阀体动作，使列车管泄压。第一缩孔2和第二缩孔3只是限流装置的一种形式，除缩孔外，还可以采用限流孔板等其他形式的限流装置，当然，也可以只在下部管路41设置限流装置。本实施例中主动控制部为电磁阀7，如图4所示，无杆腔与电磁阀7通过主动管路43相连，当接收到操作人员或安全环路的泄压指令时，电磁阀7开启进行泄压，与电磁阀7连通的无杆腔压力降低，这使得有杆腔与无杆腔之间产生压差，在压差作用下，活塞向无杆腔运动，进而带动阀体动作，使列车管泄压。
执行装置为电磁阀也可实现本发明的技术方案，此时，被动控制装置包括与电磁阀相连的压力传感器和控制器，压力传感器用于测量列车管压力，控制器根据压力传感器的测量结果判断是否进行紧急制动，如需紧急制动则控制电磁阀对列车管进行泄压；主动控制装置为与被动控制装置并联的电控开关，该电控开关由操作人员或安全回路控制，操作人员闭合电控开关或安全回路给出指令时，电磁阀得电/失电，使列车管泄压，完成主动紧急制动。
为使无杆腔和有杆腔压力维持稳定，避免活塞因微小的压力波动而误 动作，造成不必要的紧急制动，本实施例还在上部管路42和下部管路41上设置了第一储压装置8和第二储压装置1，两条管路的储压装置都位于管路中限流装置后端的管段上，且第一储压装置8容积不大于第二储压装置1。后端是指上部管路42和下部管路41靠近活塞的一端，相对的，上部管路42和下部管路41靠近列车管的一端为前端。储压装置可以为风缸、气缸等储压设备。
如图3所示，本实施例为了简化管路结构，将上部管路42的前端连接于下部管路第一管段410的后端，下部管路第一管段410的前端与列车管相连，下部管路第一管段410的后端连有上部管路42的前端和下部管路第二管段411的前端，第二缩孔3和第二储压装置1位于下部管路第二管段411上，下部管路第二管段411的后端与有杆腔相连，本实施例中上部管路42通过下部管路第一管段410间接与列车管相连，当然也可以根据需要，将下部管路41的前端连接在上部管路42限流装置前端的管段上或将上部管路42和下部管路41的前端都直接连接在列车管上。
本实施例中，主动管路43连接于上部管路42位于第一缩孔2和第一储压装置8之间的管段上，在电磁阀7卸载无杆腔的压力进行主动制动时，也能够降低列车管压力，使列车更快地完成制动。虽然电磁阀7泄压的过程中有杆腔的压力也会降低，但是有杆腔中气流流出受到第二缩孔3和第一缩孔2的限制，无杆腔中气流流出没有缩孔的限制，这使得有杆腔压降小于无杆腔压降，两腔之间能够产生推动活塞运动的压差，因此本实施例中管路的连接方式不会影响主动制动功能的实现。本实施例中，主动管路43通过上部管路42间接地与无杆腔相连，主动管路43也可以直接与无杆腔相连。
本实施例所提供的紧急制动设备被动制动过程为，当车辆发生断钩或拉车长阀等事故时，列车管产生压降，同时，上部管路42和下部管路41也产生压降，由于下部管路41和上部管路42分别设有第二缩孔3和第一缩孔2，又因为第二缩孔3直径小于第一缩孔2，所以有杆腔的压降小于无杆腔的压降，此时有杆腔压力大于无杆腔压力，活塞在两腔压差的作用下移动，带动阀体动作，使列车管泄压，完成被动制动。
主动制动过程为，操作人员控制电磁阀7打开，使电磁阀7泄压，进而使无杆腔压力降低，无杆腔与有杆腔之间产生压差，活塞在压差的作用下移动，带动阀体动作，使列车管泄压，完成主动制动。
在本实施例中，主动制动和被动制动共用一个执行装置，本实施例分别通过主动控制部和被动控制部控制执行装置，完成主动紧急制动和被动紧急制动功能，在满足功能需要的前提下，对紧急制动设备的结构进行了简化。
为使操作人员能够及时了解紧急制动情况，本实施例在主动管线上设置了提醒装置，主动管路43与无杆腔相连，主动管路43内压力大致等于无杆腔中压力，当无杆腔中压力减低到一定程度时，活塞动作使列车管泄压。提醒装置可设定提醒压力值，当主动管路43内压力达到提醒压力值时，提醒装置提醒操作人员车辆已进行制动。
具体的，提醒装置采用与主动管路43相连的压力开关6，当主动管路43中压力小于提醒压力时，压力开关6动作，操作人员根据压力开关6的位置来判断车辆是否已进入制动状态。提醒装置也可以使用电路结构，例如，提醒装置可以包括通过电路连接的压力传感器、电控开关和指示灯，压力传感器测量主动管路43压力，当压力达到预设值时，电控开关将指示灯所在的电路导通，指示灯发出提醒信号。
本实施例在主动管线上设置了提醒装置，提醒装置可以根据主动管路43压力进行动作，当该压力达到预设值，车辆产生制动时，提醒装置动作，从而对操作人员进行制动提醒。
如果电磁阀7为常开式电磁阀，当车辆故障或无火回送时，电磁阀7因失电而一直处于泄压状态，这会导致列车管持续泄压，车辆一直处于制动状态而无法移动。本实施例在主动管线上设置了塞门5，塞门5能够将电磁阀7从管路中隔离出去，使主动管路43闭合，进而可以对无杆腔充压，使无杆腔的压力上升，达到关闭气压驱动转换阀4的目的，气压驱动转换阀4关闭后对列车管充压，可使列车脱离制动状态。塞门5可为蝶阀、闸阀或换向阀等，具体可参考现有技术中塞门的结构，在此不再赘述。
本实施例在主动管路43上设置了塞门5，可以将常开式电磁阀7从管 路中隔离，使车辆在电磁阀故障或车辆无火回送时能够进行缓解，从而解决了因电磁阀7维持在泄压状态而造成列车无法移动的问题。
本发明所提供的轨道车辆包括上述各个具体实施例所描述的紧急制动设备；其他部分可以参照现有技术，本文不再展开。
需要说明的是，在本说明书中，诸如第一和第二之类的关系术语仅仅用来将一个实体与另外几个实体区分开来，而不一定要求或者暗示这些实体之间存在任何这种实际的关系或者顺序。
以上对本发明所提供的轨道车辆及其紧急制动设备进行了详细介绍。本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以对本发明进行若干改进和修饰，这些改进和修饰也落入本发明权利要求的保护范围内。

Claims (9)

  1. 一种轨道车辆的紧急制动设备，其特征在于，包括与列车管相连、用以减小列车管压力以实现紧急制动的执行装置，与所述执行装置相连、用以当列车管压力下降时控制所述执行装置进行列车管泄压的被动控制部，以及与所述执行装置相连、用以接收操作或安全环路信号以控制所述执行装置进行列车管泄压的主动控制部。
  2. 根据权利要求1所述的紧急制动设备，其特征在于，所述执行装置具体为气压驱动转换阀(4)；
    所述气压驱动转换阀(4)包括阀体和预控阀，所述预控阀内设有能够控制所述阀体气流量的活塞，所述活塞的无杆腔和有杆腔分别通过上部管路(42)和下部管路(41)与列车管相连；
    所述上部管路(42)和所述下部管路(41)分别设有当列车管中压力下降时在所述无杆腔和所述有杆腔之间产生压差以推动所述活塞并实现列车管泄压的第一限流装置和第二限流装置；
    所述主动控制部为电磁阀(7)，所述电磁阀(7)通过主动管路(43)与所述无杆腔相连，当车辆进行主动紧急制动时，所述电磁阀(7)开启使所述无杆腔泄压。
  3. 根据权利要求2所述的紧急制动设备，其特征在于，所述第一限流装置和所述第二限流装置分别为第一缩孔(2)和第二缩孔(3)，且所述第一缩孔(2)的直径大于所述第二缩孔(3)的直径。
  4. 根据权利要求2所述的紧急制动设备，其特征在于，所述主动管路(43)与所述上部管路(42)相连。
  5. 根据权利要求4所述的紧急制动设备，其特征在于，所述第一缩孔(2)和所述第二缩孔(3)后端分别设有用以维持所述预控阀压力稳定的第一储压装置(1)和第二储压装置(8)。
  6. 根据权利要求2至5任一项所述的紧急制动设备，其特征在于，所述主动管路(43)上设有检测列车管压力以对列车制动状态进行反馈的反馈装置。
  7. 根据权利要求2至5任一项所述的紧急制动设备，其特征在于，所述电磁阀(7)具体为得电导通或失电导通的电磁阀，所述主动管路(43)上设有当电磁阀故障或车辆无火回送时用以隔离所述电磁阀(7)以使列车管能够实现正常缓解作用的塞门(5)。
  8. 根据权利要求6所述的紧急制动设备，其特征在于，所述反馈装置为压力开关(6)。
  9. 一种轨道车辆，其特征在于，包括权利要求1至8任一项所述的紧急制动设备。
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