WO2019096111A1

WO2019096111A1 - Locomotive and backup brake device thereof

Info

Publication number: WO2019096111A1
Application number: PCT/CN2018/115158
Authority: WO
Inventors: 黎丹; 方长征; 毛金虎; 曾萍; 邓李平; 黄金虎; 李振民; 易艳武
Original assignee: 中车株洲电力机车有限公司
Priority date: 2017-11-14
Filing date: 2018-11-13
Publication date: 2019-05-23
Also published as: CN107914730A; CN107914730B

Abstract

A backup brake device for a locomotive, comprising a backup brake relay valve (2) connected to a brake pipe, and a backup brake valve (1) connected to the backup brake relay valve (2) by means of a backup main pipe (4), a pressure relief air cylinder (7) being connected to the backup brake valve (1) in parallel, a control device being provided between the pressure relief air cylinder (7) and the backup main pipe (4) for controlling the connection and disconnection therebetween. After the backup brake valve (1) is opened, the backup brake device can connect the backup main pipe (4) with the pressure relief air cylinder (7), so that the backup main pipe (4) relieves pressure both to the atmosphere and to the pressure relief air cylinder (7), thereby reducing the time delay of brake and reducing risk of accidents.

Description

Locomotive and backup brake device thereof

Technical field

The invention relates to the technical field of rail vehicles, and in particular to a backup brake device for a locomotive. The invention also relates to a locomotive comprising the above described backup brake device.

Background technique

At present, in order to enable the rail vehicle to effectively brake in the event of a fault and prevent the occurrence of an accident, a locomotive is generally provided with a backup brake device, and the backup brake relieves the train tube to achieve locomotive braking. When the locomotive needs to start the backup brake, the operator must first place the backup brake valve handle in the braking position, and the braking effect will be generated after staying for a period of time. In the case of long train grouping, the lag of the backup brake is especially Obviously, the hysteresis of the braking effect will make the driver inconvenient to operate, and it is easy to cause an accident during the lag period.

Therefore, how to shorten the hysteresis of the braking effect and ensure the safety of the locomotive is a technical problem that a person skilled in the art urgently needs to solve.

Summary of the invention

It is an object of the present invention to provide a locomotive and its backup brake apparatus that can greatly reduce the lag time of backup brakes.

In order to solve the above technical problem, the present invention provides a locomotive backup brake device, comprising a backup brake relay valve connected to a train pipe and capable of reducing a train pipe pressure to realize a train backup brake, and the backup brake a relay valve connected to the backup main pipe to reduce a pre-control pressure of the backup brake relay valve to reduce the train brake pressure of the backup brake relay valve, the backup brake valve also being connected in parallel a pressure relief air cylinder for dividing a pressure of the backup main engine to reduce a pre-control pressure of the backup brake relay valve when the locomotive performs backup braking, and the pressure relief air cylinder is disposed between the backup air cylinder and the backup main cylinder There are controls for controlling the connection and disconnection of the two.

Preferably, the control device is a pneumatic 2/2-way reversing valve.

An equalizing air cylinder for stabilizing the pre-control pressure of the backup brake relay valve is disposed on the backup main pipe, and an air inlet of the pneumatic two-position three-way reversing valve is connected to the equalizing air cylinder, An air outlet of the pneumatic 2/2-way reversing valve is connected to the pressure relief air cylinder, and a control port of the pneumatic 2/2-way reversing valve is connected to the backup main pipe via the branch line at the equalization air cylinder and a pipe section between the backup brake valves; the pneumatic 2/2-way reversing valve includes a spring for realizing resetting of the pneumatic 2/2-way reversing valve;

When the pre-control pressure drops insufficient to press the spring, the pneumatic 2/2-way reversing valve is switched to a position where the equalization air cylinder and the pressure relief air cylinder are connected; when the pre-control pressure can suppress the In the case of a spring, the pneumatic 2/2-way directional control valve is switched to a position where the equalization air cylinder outlet is sealed and the pressure relief air cylinder is depressurized.

Preferably, the backup brake valve is further connected to the total air duct, and the total air duct is pressurized by the backup brake valve to the control port of the backup main pipe and the pneumatic 2/2-way reversing valve, A pressure regulating valve for controlling the charging speed is provided between the backup brake valve and the total air duct.

a pipeline between the pressure relief air cylinder and the backup main pipe is a branch line, and a pipe section between the branch line and the equalization air cylinder is disposed on the pipe section of the backup main pipe to limit the equalization A current limiting device for the charging speed of the air cylinder.

Preferably, the current limiting device is a shrinkage cavity.

Preferably, a pressure measuring device connected to the pressure relief cylinder for measuring the internal pressure thereof is further included.

Preferably, a prompting means for prompting when the control device communicates the backup main pipe and the pressure relief air cylinder is further included.

Preferably, a pressure regulating device connected to the pressure measuring device for adjusting the internal pressure of the pressure relief cylinder is further included.

The present invention also provides a locomotive characterized by comprising the locomotive backup brake device of any of the above.

The prior art relieves pressure to the atmosphere through the backup brake valve, reduces the pre-control pressure of the backup brake relay valve, and causes the backup brake relay valve to enter the pressure relief state, thereby reducing the train pipe pressure and realizing vehicle braking. However, the prior art requires that the backup brake valve stays in the relief valve position for a long time to reach the pre-control pressure required for the backup brake relay valve to be depressurized, which causes a long lag in the backup brake of the locomotive.

In the present invention, the backup main pipe is connected to the pressure relief air cylinder. When the locomotive performs the backup braking, the backup brake valve is released to the atmosphere, so that the preset control pressure of the backup brake relay valve is lowered; the control device will reserve the backup supervisor The pressure relief air cylinder is connected to enable the backup mains to release pressure to the pressure relief air cylinder, and also to reduce the pre-control pressure of the backup brake relay valve. The backup supervisor releases the pressure to the atmosphere and the pressure relief air cylinder at the same time, so that the pre-control pressure of the backup brake relay valve is quickly reduced to the pre-control pressure value required for braking, thereby realizing rapid braking of the locomotive. Therefore, the backup brake device provided by the invention can enable the locomotive to quickly realize the backup brake, shorten the lag time of the backup brake, and reduce the risk of accidents.

DRAWINGS

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the description of the prior art will be briefly described below. Obviously, the drawings in the following description are only It is an embodiment of the present invention, and those skilled in the art can obtain other drawings according to the provided drawings without any creative work.

Figure 1 is a schematic view of a specific embodiment of the present invention;

2 is a schematic diagram showing the connection relationship between the branch line and the backup main pipe;

Figure 3 (a) is a schematic view showing the connection state when the pneumatic 2/2-way reversing valve is in the I valve position;

Fig. 3(b) is a schematic view showing the connection state of the pneumatic 2/2-way reversing valve in the II position.

Detailed ways

The technical solutions in the embodiments of the present invention are clearly and completely described in the following with reference to the accompanying drawings in the embodiments of the present invention. It is obvious that the described embodiments are only a part of the embodiments of the present invention, but not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative efforts are within the scope of the present invention.

The present invention will be further described in detail below in conjunction with the drawings and specific embodiments.

Please refer to FIG. 1 , FIG. 2 , FIG. 3( a ) and FIG. 3( b ). FIG. 1 is a schematic diagram of a specific embodiment of the present invention; FIG. 2 is a schematic diagram of a connection relationship between a branch line and a backup main pipe; a) is the schematic diagram of the connection condition when the pneumatic 2/2-way reversing valve is in the I valve position; Fig. 3(b) is the connection diagram when the pneumatic 2/2-way reversing valve is in the II valve position.

The backup brake device of the locomotive includes a backup brake relay valve 2. The backup brake relay valve 2 is connected to the train pipe and has a function of decompressing, holding and relieving the train pipe. The locomotive brakes when the train pipe is released. The backup brake relay valve 2 is controlled by a pre-control pressure. When the pre-control pressure is reduced to a certain value, the backup brake relay valve 2 enters a pressure relief state, and the train tube is controlled to release pressure, thereby causing the locomotive to generate braking.

See Figure 1 of the specification. The backup brake relay valve 2 is connected to the backup brake valve 1 through the backup main pipe 4. After the backup brake valve 1 is opened to the braking position, it is exhausted to the atmosphere, and the preset pressure of the backup brake relay valve 2 is lowered. In the present invention, a pressure relief cylinder 7 is connected to the backup main pipe 4. The backup main pipe 4 and the pressure relief air cylinder 7 are controlled by a control device. After the control device communicates the pressure relief cylinder 7 with the backup main pipe 4, the backup main pipe 4 can release the pressure to the pressure relief cylinder 7. If the backup supervisor 4 simultaneously releases pressure to the atmosphere and the pressure relief cylinder 7, the pre-control pressure can be quickly reduced to the pressure value required for the pressure relief state of the backup brake relay valve 2, thereby achieving rapid braking of the train.

Specifically, as shown in FIG. 2, the backup main cylinder 4 is usually provided with a balancing air cylinder 5. The equalization air cylinder divides the backup main pipe 4 into a first pipe section 41 and a second pipe section 42. The first pipe section 41 is connected to the backup brake relay valve 2 and the equalization air cylinder 5. The equalizing air cylinder 5 has a large volume, and can play a certain buffering effect on the change of the pre-control pressure, thereby preventing the backup brake relay valve 2 from malfunctioning. In the present embodiment, a pneumatic two-position three-way reversing valve 6 is used as a control device. The pneumatic 2/2-way reversing valve 6 includes a valve body, a valve stem and a return spring. The valve body is provided with a control port, an air inlet and an air outlet. The gas entering the valve body from the control port acts on the valve stem, and the direction of the force is opposite to the elastic force applied by the return spring to the valve stem. When the gas pressure is greater than the elastic force, the valve stem is switched to the I valve position under the action of the air pressure to isolate the air inlet from the air outlet. When the gas pressure is less than the elastic force, the spring pushes the pneumatic 2/2-way reversing valve 6 to reset, so that the air inlet and the air outlet are connected. The control port of the pneumatic 3/2-way reversing valve 6 is connected to the second pipe section 42 via a branch line 642. The control pressure of the pneumatic 2/2-way reversing valve 6 is equal to the pre-control pressure in the backup main pipe 4. The intake port of the pneumatic two-position three-way selector valve 6 is connected to the equalization air cylinder 5. The air outlet of the pneumatic 2/2-way reversing valve 6 is connected to the pressure relief cylinder 7. When the locomotive is in normal working condition, the control pressure is greater than the spring force. At this time, the spring is in a compressed state, and the pneumatic 2/2-way reversing valve 6 is in the I valve position. As shown in Fig. 3(a) of the specification, the equalizing air cylinder 5 stops. The pressure relief, pressure relief cylinder 7 is connected to the atmosphere. When the backup brake valve 1 is opened to the braking position, the backup main pipe 4 is released to the atmosphere, the pre-control pressure is lowered, and the control pressure of the pneumatic 2/2-way reversing valve 6 is also lowered, when the control pressure is less than the spring action. At the time of force, the spring releases the elastic potential energy, and under the action of the spring, the pneumatic 2/2-way reversing valve 6 is switched to the II valve position, as shown in FIG. 3(b) of the specification, the equalizing air cylinder 5 and the pressure relief wind The cylinder 7 is connected to cause the backup main pipe 4 to simultaneously release pressure to the atmosphere and the backup air cylinder 7. In the present embodiment, the intake port of the pneumatic 2/2-way reversing valve 6 is connected to the equalizing cylinder 5, which is a preferred embodiment. The intake port may also be connected to the first pipe section 41 or the second pipe section 4. If the balance cylinder 4 is not provided on the backup main pipe 4, the inlet of the pneumatic 2/2-way reversing valve can also be directly connected to the backup main pipe 4. The control device can adopt other types of control valves in addition to the pneumatic two-position three-way reversing valve provided in this embodiment. For example, an electromagnetic two-position three-way reversing valve. The electromagnetic 2/2-way reversing valve is connected to the backup brake valve through a circuit. The circuit is powered by an independent battery pack. When the backup brake valve 1 is switched to the braking position, the circuit of the electromagnetic two-position three-way reversing valve is turned on, and the electromagnetic two-position three-way reversing valve operates to equalize the wind. The cylinder 5 is in communication with the pressure relief cylinder 4.

The pressure relief cylinder 7 communicates with the balance cylinder 5 when performing backup braking. The volume of the pressure relief cylinder 7 is adapted to the volume of the balance cylinder 5. It is necessary to satisfy the pre-control pressure that the pre-control pressure can reach the pressure relief of the backup brake relay valve 2 when the balance air cylinder 5 and the pressure relief air cylinder 7 reach the pressure balance.

The braking process of the backup brake device of the embodiment is: the operator switches the backup brake valve 1 to the braking position, and the backup brake valve 1 opens to release pressure to the atmosphere, so that the preset brake pressure of the backup brake relay valve 2 Lowering, at the same time, the control pressure of the pneumatic 2/2-way reversing valve 6 is also reduced, and the pneumatic 2/2-way reversing valve 6 is switched to the II valve position under the action of the spring elastic force, and the equalizing air cylinder 5 and the pressure relief are The air cylinder 7 is connected to allow the equalizing air cylinder 5 to be released from the pressure releasing cylinder 7, thereby rapidly reducing the pre-control pressure. When the pre-control pressure reaches the pre-control pressure value required for the pressure relief of the backup brake relay valve 2, the backup brake relay valve 2 enters the pressure relief state, so that the pressure in the train tube is lowered and the vehicle generates braking.

The present invention provides a pressure relief air cylinder 7 in the backup brake device, so that the backup main pipe 4 can simultaneously release pressure to the atmosphere and the pressure relief air cylinder 7, thereby enabling the backup brake relay valve 2 to quickly enter the pressure relief state and complete the locomotive system. Dynamically, the lag time of the backup brake is greatly shortened.

After the locomotive brakes, it needs to be relieved. The meaning of the mitigation is to pressurize the train pipe to release the brake state. In this embodiment, the backup brake valve 1 is connected to the total air duct. When the backup brake valve 1 is switched to the relief position, the total air duct is pressurized to the backup main pipe 4 through the backup brake valve 1, the total air duct and the backup brake. A pressure regulating valve 3 is provided between the valves 1, and the pressure regulating valve 3 can adjust the charging speed. The structure of the backup brake valve 1 can be referred to the prior art.

In order to complete the mitigation process more quickly, the present embodiment provides a current limiting device on the second pipe section 42. The flow restricting device is located between the branch line 642 and the equalizing cylinder 5. The current limiting device is specifically a shrinkage hole 8. When the backup brake valve 1 is adjusted to the relief position, after the pressure regulating valve 3 is opened, the airflow enters the backup main pipe 4 from the total air duct, through the pressure regulating valve 3 and the backup brake valve 1, and is provided in front of the equalizing air cylinder 5 The restricted flow hole 8 and more air flow will flow to the control port of the pneumatic 2/2-way reversing valve 6, and the control pressure of the pneumatic 2/2-way reversing valve 6 rises rapidly. When the control pressure reaches the pressure value at which the spring can be pressed, the spring is compressed, and the pneumatic 2/2-way reversing valve 6 is switched from the II valve position to the I valve position. After the valve position is switched, the equalization air cylinder 5 is disconnected from the pressure relief air cylinder 7, the pressure relief air cylinder 7 is in communication with the atmosphere, and is released to the atmosphere; at this time, the balance air cylinder 5 is only in communication with the backup main pipe 4, the total wind The pipe airflow flows into the backup main pipe 4, so that the pre-control pressure rises rapidly, and the pre-control pressure value that causes the backup brake relay valve 2 to enter the mitigation state is reached. Referring to FIG. 1 of the specification, the backup main pipe 4 is connected with a backup brake relay valve 2, a balance air cylinder 5, a shrinkage hole 8, a branch line, and a backup brake valve 1 from bottom to top. Of course, the current limiting device in this embodiment may also adopt other forms such as a current limiting orifice plate. It should be noted that when the pneumatic two-position three-way switching valve 6 is switched to the I valve position, the pressure relief cylinder 7 can be released from pressure to the atmosphere, and can be released to other equipment or devices, which is not limited herein.

In this embodiment, a current limiting device is disposed between the branch line 642 and the equalizing cylinder 5. When the backup brake system is pressurized, the current limiting device can limit the flow of gas to the equalization air cylinder 5, so that the pressure of the control port of the pneumatic 2/2-way reversing valve 6 can be rapidly increased, and the pneumatic 2/2-way reversing valve 6 Switching from the II valve position to the I valve position, the pressure relief air cylinder 7 is isolated from the equalization air cylinder 5, reducing the charging volume and accelerating the charging speed.

When the pneumatic 2/2-way reversing valve is in the I valve position, the pressure relief cylinder 7 is open to the atmosphere, and the pressure in the pressure relief cylinder 7 is equal to the atmospheric pressure, because the pressure in the pressure relief cylinder 7 affects the equilibrium wind. The pressure value of the pressure balance between the cylinder 5 and the pressure relief cylinder 7 is affected by the temperature and humidity. To ensure the stability of the operation of the pressure relief cylinder 7, a pressure measuring device is arranged on the pressure relief cylinder 7. In order to detect the pressure of the pressure relief cylinder 7, the pressure measuring device can refer to the air pressure measuring device of the prior art.

In this embodiment, a pressure regulating device can be further disposed on the pressure relief cylinder 7. The pressure regulating device is connected to the pressure measuring device. When the pressure of the pressure relief cylinder 7 is too high or the pressure of the balance cylinder 5 and the pressure relief cylinder 7 is balanced, the pre-control pressure is still higher than the pre-control pressure required for the pressure relief state of the backup brake relay valve 2, the pressure regulating device The pressure in the pressure relief cylinder 7 is activated. The pressure regulating device can be a pressure reducing valve or a pressure regulating fan driven by a backup power source. For details, refer to the pressure regulating device in the prior art.

In the present embodiment, a pressure measuring device and a pressure regulating device are disposed on the pressure relief cylinder 7, and the pressure of the pressure relief cylinder 7 can be adjusted when the pressure in the pressure relief cylinder 7 exceeds an expected value, thereby reducing the pressure relief wind. The pressure in the cylinder 7 ensures the stability of the operation of the pressure relief cylinder 7.

In the prior art, the backup brake valve 1 needs to be opened to the braking position by manual operation. If the locomotive completes the braking, the backup brake valve 1 is not switched to the pressure maintaining position, which may cause unnecessary pressure loss. In the present embodiment, a reminder device is provided in the vicinity of the backup brake valve 1, and the reminder device is a pressure switch connected to the pressure relief cylinder 7. When the pressure relief cylinder 7 reaches the preset pressure value, the pressure switch is opened, and after the operator sees that the pressure switch is turned on, the backup brake valve 1 can be closed to reduce the loss of the pre-control pressure. The reminder device is not limited to the pressure switch, but can also adopt other various forms, for example, the indicator light is used as the reminding device, the indicator light is powered by the battery, and the circuit of the indicator light is connected with the pneumatic two-position three-way reversing valve 6, when the pneumatic two position When the three-way reversing valve is switched to the II valve position, the circuit is turned on, and the indicator light located in the circuit lights up to remind the operator to close the backup brake valve 1.

This embodiment adds a reminder device to the backup brake device. When the locomotive completes the braking, the reminder device can alert the operator to close the backup brake valve 1, thereby avoiding unnecessary pre-control pressure loss.

The locomotive provided by the present invention includes the backup brake device described in the above specific embodiments; other parts of the locomotive can refer to the prior art and will not be developed herein.

It should be noted that in this specification, relational terms such as first and second are used merely to distinguish one entity from another, and do not necessarily require or imply any such The actual relationship or order.

The locomotive and its backup brake device provided by the present invention are described in detail above. The principles and embodiments of the present invention have been described herein with reference to specific examples, and the description of the above embodiments is only to assist in understanding the method of the present invention and its core idea. It should be noted that those skilled in the art can make various modifications and changes to the present invention without departing from the spirit and scope of the invention.

Claims

A locomotive backup brake device includes a backup brake relay valve (2) connected to a train pipe, and a backup brake valve connected to the backup brake relay valve (2) through a backup main pipe (4) (1) The utility model is characterized in that: the backup brake valve (1) is further connected with a pressure relief air cylinder (7), and the pressure relief air cylinder (7) and the backup main pipe (4) are provided for controlling two Control device for connecting and disconnecting.
The locomotive backup brake apparatus according to claim 1, wherein said control device is a pneumatic two-position three-way reversing valve (6).
The locomotive backup brake device according to claim 2, characterized in that the backup main pipe (4) is provided with a balance air cylinder (5), and the intake of the pneumatic two-position three-way reversing valve (6) The port is connected to the equalization air cylinder (5), and an air outlet of the pneumatic 2/2-way reversing valve (6) is connected to the pressure relief air cylinder (7), the pneumatic 2/2-way reversing valve The control port of (6) is connected to the pipe section of the backup main pipe (4) between the equalization air cylinder (5) and the backup brake valve (1) through a branch line (642); a three-way reversing valve (6) includes a spring for realizing resetting of the pneumatic 2/2-way reversing valve (6);

When the pre-control pressure drops insufficient to press the spring, the pneumatic 2/2-way reversing valve (6) is switched to connect the equalization air cylinder (5) and the pressure relief air cylinder (7) a position; when the pre-control pressure can press the spring, the pneumatic 2/2-way reversing valve (6) is switched to seal the outlet of the equalization cylinder (5), the pressure relief cylinder (7) The location of the pressure relief.
The locomotive backup brake device according to claim 3, wherein the backup brake valve (1) is further connected to the total air duct, and the total air duct passes through the backup brake valve (1) to the backup The main pipe (4) and the control port of the pneumatic 2/2-way reversing valve (6) are pressurized, and a pressure regulating valve for controlling the charging speed is arranged between the backup brake valve (1) and the total air duct (3).
The locomotive backup brake device according to claim 1, wherein the pipeline between the pressure relief cylinder (7) and the backup main pipe (4) is a branch line (642), The backup main pipe (4) is provided with a current limiting device for restricting the charging speed of the equalizing air cylinder (5) on a pipe section between the branch line (642) and the equalizing air cylinder (5).
The locomotive backup brake device according to claim 5, characterized in that the current limiting device is a shrinkage hole (8).
A locomotive backup brake apparatus according to any one of claims 1 to 6, further comprising pressure measuring means connected to said pressure relief air cylinder (7) for measuring the internal pressure thereof.
A locomotive backup brake apparatus according to any one of claims 1 to 6, further comprising means for communicating, by said control means, said backup main pipe (4) and said pressure relief air cylinder (7) A reminder device for prompting.
A locomotive backup brake apparatus according to claim 7, further comprising pressure regulating means coupled to said pressure measuring means for regulating the internal pressure of said pressure relief cylinder (7).
A locomotive characterized by comprising the locomotive backup brake device according to any one of claims 1 to 9.