WO2019119491A1 - 一种列车制动缸压力控制系统及轨道列车 - Google Patents

一种列车制动缸压力控制系统及轨道列车 Download PDF

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Publication number
WO2019119491A1
WO2019119491A1 PCT/CN2017/119177 CN2017119177W WO2019119491A1 WO 2019119491 A1 WO2019119491 A1 WO 2019119491A1 CN 2017119177 W CN2017119177 W CN 2017119177W WO 2019119491 A1 WO2019119491 A1 WO 2019119491A1
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Prior art keywords
pressure
train
valve
brake
brake cylinder
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PCT/CN2017/119177
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English (en)
French (fr)
Inventor
乔峰
辛志强
马永靖
赵杨坤
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中车长春轨道客车股份有限公司
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=65246083&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=WO2019119491(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by 中车长春轨道客车股份有限公司 filed Critical 中车长春轨道客车股份有限公司
Priority to EP17935458.4A priority Critical patent/EP3636502B1/en
Publication of WO2019119491A1 publication Critical patent/WO2019119491A1/zh

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Classifications

    • 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
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
    • 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
    • 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
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • 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
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/36—Other control devices or valves characterised by definite functions
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/18—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution
    • B60T8/1893—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution especially adapted for railway vehicles
    • 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
    • B61H11/10—Aerodynamic brakes with control flaps, e.g. spoilers, attached to the vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H5/00—Applications or arrangements of brakes with substantially radial braking surfaces pressed together in axial direction, e.g. disc brakes

Definitions

  • the invention relates to the technical field of train brake control, in particular to a train brake cylinder pressure control system and a railway train.
  • the prior art relies on the train driver to manually adjust the braking force according to his own experience, and on the other hand, through a plurality of separate functional valves to form a very complicated system, so as to accurately enable the train to be in different states. Keep the same and safe deceleration for parking.
  • the former relies heavily on experienced drivers, and experience is an unstable factor. It cannot guarantee accuracy and has serious risks.
  • the latter has more functional valves and complicated structures. The actual operation is complicated and the actual use effect is poor. .
  • the object of the present invention is to provide a train brake cylinder pressure control system, which uses a distribution valve to realize phase braking and phase mitigation of a train, and uses the pressure outputted by the distribution valve as an influence relay valve synthesis.
  • a parameter that adjusts the effect, and the relay valve simultaneously adjusts the maximum of four different pressures to use the output brake cylinder pressure to achieve the same braking distance for the trains of different loads at the same speed through the same deceleration. Parking reduces the probability of excessive braking force in the unloaded state of the train, while ensuring the consistency of the train braking distance, facilitating signal system control, and providing passengers with a safer and more comfortable ride experience.
  • Another object of the present invention is to provide a rail train provided with the above-described train brake cylinder pressure control system.
  • the present invention provides a train brake cylinder pressure control system comprising:
  • a load pressure feedback device for generating a corresponding load pressure according to the weight of the vehicle
  • a distribution valve comprising two inputs and an output, a first input of the distribution valve being coupled to the train brake cylinder, and a second input of the distribution valve being coupled to the train brake tube for Adjusting the brake cylinder pressure and the brake pipe pressure and outputting the indirect brake pre-control pressure in stages;
  • a two-way valve comprising two input ends and an output end, the first input end of which is connected to the train brake air cylinder through a control line, and the second input end of which is connected to the output end of the distribution valve, the control line Providing a pressure control device for selecting a larger pressure between the through brake pre-control pressure obtained by the pressure control device and the indirect brake pre-control pressure;
  • a relay valve for adjusting a train brake pressure and outputting a brake cylinder pressure comprising four pressure input ends and a pressure output end, wherein the first pressure input end and the second pressure input end are respectively a basic control pressure input end and a high and low pressure control pressure input end, the first pressure input end and the second pressure input end are connected in parallel to the output end of the two-way valve, and the parallel connection of the second pressure input end is provided with a solenoid valve;
  • the three pressure input end is a brake air cylinder pressure input end, and the train brake air cylinder is connected;
  • the fourth pressure input end is a load pressure input end, and the load pressure adjusting device is connected;
  • a brake actuator is coupled to the output of the relay valve for braking the train wheel with the brake cylinder pressure.
  • the input end of the load pressure feedback device is connected to the train air spring, and the output end is connected to the fourth pressure input end of the relay valve, and the load pressure provided by the train air spring is passed through the A fourth pressure input is transmitted to the relay valve.
  • the load pressure feedback device is further provided with a pressure sensor for detecting a specific value of the load pressure.
  • the pressure control device includes a first electromagnetic valve, a second electromagnetic valve, and a pressure reducing valve that are sequentially disposed along the intake direction.
  • a first bypass for connecting to the outside is disposed between the first electromagnetic valve and the second electromagnetic valve, and the first bypass is provided with a third electromagnetic valve.
  • a second bypass is disposed between the second solenoid valve and the pressure reducing valve, and the second bypass is connected to the first volume air cylinder.
  • a third bypass is disposed between the distribution valve and the two-way valve, and the third bypass is connected to the second volume air cylinder.
  • the train brake cylinder pressure control system further comprises:
  • a one-way valve an input end of the one-way valve is connected to an output end of the relay valve, and an output end is connected to the third pressure input end.
  • the train brake cylinder pressure control system further comprises:
  • a speed sensor for detecting the traveling speed of the train in real time and transmitting a real-time speed signal
  • a brake cylinder pressure high and low pressure adjusting device is connected to the speed sensor and the electromagnetic valve, and is configured to receive the real-time speed signal and determine whether a speed threshold is exceeded, and if yes, control the solenoid valve to be in an on state If not exceeded, the solenoid valve is controlled to be in an off state.
  • the present application also provides a rail train comprising a vehicle body and a brake system, the brake system being provided with a train brake cylinder pressure control system as described above.
  • the technical solution provided by the invention realizes the stage braking and the phase mitigation of the train by using the distribution valve, and uses the pressure outputted by the distribution valve as a parameter affecting the comprehensive adjustment effect of the relay valve, and the relay valve simultaneously pairs up to four Different pressures are comprehensively adjusted to make the brakes of different loads at the same speed achieve the same braking distance through the same deceleration at the same speed, which reduces the excessive braking force of the train under no-load conditions. Probability, while ensuring the consistency of the train braking distance, is convenient for signal system control, providing passengers with a safer and more comfortable ride experience.
  • the invention also provides a rail train provided with the above-mentioned train brake cylinder pressure control system. Since the train brake cylinder pressure control system has the above technical effects, the rail train provided with the train brake cylinder pressure control system is also Should have the corresponding technical effect.
  • FIG. 1 is a schematic diagram of a gas path of a train brake cylinder pressure control system according to an embodiment of the present invention
  • FIG. 2 is a schematic diagram of a gas path of another train brake cylinder pressure control system according to an embodiment of the present invention.
  • the core of the invention is to provide a train brake cylinder pressure control system and a rail train, which utilizes a distribution valve to realize phase braking and phase mitigation of the train, and uses the pressure outputted by the distribution valve as a parameter affecting the comprehensive adjustment effect of the relay valve.
  • the relay valve simultaneously adjusts the maximum of four different pressures to use the output brake cylinder pressure to make the trains of different loads at the same speed achieve the same braking distance through the same deceleration, reducing the train. In the no-load state, the probability of excessive braking force appears, and the consistency of the braking distance of the train is ensured, which is convenient for signal system control, and provides a safer and more comfortable ride experience for passengers.
  • FIG. 1 is a schematic diagram of a gas path of a train brake cylinder pressure control system according to an embodiment of the present invention.
  • the train brake cylinder pressure control system specifically includes:
  • the load pressure feedback device 10 is configured to generate a corresponding load pressure according to the load of the vehicle.
  • the purpose of the load pressure feedback device 10 is to detect the current load condition of the entire train, thereby determining the current load state of the train, specifically whether it is an empty car, a heavy vehicle or other state, and generating a corresponding size according to the actual load condition of the train.
  • the load pressure is used to finally achieve a large load pressure for the heavy truck, and the empty vehicle will get a smaller load pressure, so that the relay valve 50 can achieve the corresponding adjustment effect according to the different load pressures.
  • the input end of the load pressure feedback device 10 is connected to the train air spring, and the output end is connected to the fourth pressure input end 54 of the relay valve 50 for transmitting the load pressure provided by the train air spring through the fourth pressure input end 54. To the relay valve 50.
  • a pressure sensor for detecting a specific value of the load pressure may be disposed around the load pressure feedback device 10, and is intended to detect whether the load pressure is abnormal during the transmission process, such as loss of partial load pressure caused by damage of the transmission pipeline. Etc., to help with the analysis of subsequent faults, to pinpoint faults.
  • the train brake cylinder 20 is for outputting brake cylinder pressure.
  • the distribution valve 30 comprises two inputs and an output, the first input 31 of the distribution valve 30 is connected to the train brake cylinder 20, and the second input 32 of the distribution valve 30 is connected to the train brake pipe for Adjust the brake cylinder pressure and brake pipe pressure and stage the output indirect brake pre-control pressure;
  • the train brake cylinder 20 can provide the required compressed air for the train brake as a train wind source, and uses the pressure of the supplied compressed air as the brake cylinder pressure.
  • the output brake cylinder pressure also needs to undergo a series of treatments when it is actually used for train braking.
  • the distribution valve 30 is used for comprehensively adjusting the brake cylinder pressure and the brake pipe pressure, and the staged output indirectly brakes the pre-control pressure, that is, when the operating condition of the distribution valve 30 is satisfied, the phase is bidirectional.
  • the second input end 42 of the valve 40 outputs an indirect brake pre-control pressure to match the operational characteristics of the two-way valve 40 for phase braking and phase mitigation purposes.
  • how to handle the brake cylinder pressure provided by the train brake cylinder 20 may have various modes depending on different vehicle models, working conditions, and functional weights, and may be flexibly selected according to actual conditions.
  • the through brake pre-control pressure obtained by the brake cylinder pressure after passing through the pressure control device 410 and the indirect brake pre-control pressure provided by the distribution valve 30 can assume the train in the emergency braking mode. Braking effect.
  • the two-way valve 40 includes two input ends and one output end.
  • the first input end 41 is connected to the train brake cylinder 20 through a control line
  • the second input end 42 is connected to the output end of the distribution valve 30, and the control line is arranged.
  • the present invention employs the two-way valve 40 as a selection device for selecting one of the through brake pre-control pressure and the indirect brake pre-control pressure in the emergency brake mode, the two-way valve 40 operating similar to the tug-of-war, such as As shown in FIG. 1, the pressure input by the first input 41 and the pressure input by the second input 42 are compared with each other, wherein the larger one "wins" and is transmitted as a final output pressure of the two-way valve 40 to the subsequent device. .
  • the reason why the two-way valve 40 is used to select between the through brake pre-control pressure and the indirect brake pre-control pressure is that for the safety of the train, redundancy protection is required in each functional mechanism, and if only one way is used and an abnormality occurs It may cause unpredictable serious consequences, and two different pressure treatment methods may be used, which may result in two different pressures. If one of the treatments is abnormal, the two-way valve 40 can still be used to implement subsequent equipment. normal work.
  • the distribution valve 30 outputs the indirect brake pre-control pressure in a stepwise manner when the operating condition of the distribution valve 30 is satisfied, that is, when the indirect brake pre-control pressure is not output, the second is passed.
  • the brake pressure transmitted from the input end 42 to the two-way valve 40 is zero.
  • the two-way valve 40 directly outputs the through brake pre-control pressure transmitted through the first input end 41 to the subsequent device, thereby achieving two
  • the brake pre-control pressures of different sizes are continuously selected and rotated, and finally the technical defects existing in the prior art are solved.
  • the relay valve 50 is configured to adjust the train brake pressure and output the brake cylinder pressure, and includes four pressure input ends and a pressure output end, wherein the first pressure input end 51 and the second pressure input end 52 are respectively basic control pressures
  • the input end and the high and low pressure control pressure input end, the first pressure input end 51 and the second pressure input end 52 are connected in parallel to the output end of the two-way valve 40, and the parallel connection of the second pressure input end 52 is provided with a solenoid valve 521
  • the third pressure input end 53 is a brake cylinder pressure input end, connected to the train brake air cylinder 20;
  • the fourth pressure input end 54 is a load pressure input end, connected to the load pressure feedback device 10;
  • the relay valve 50 passes through four input ends, and at the same time, up to four different input pressures are used to adjust the train brake pressure by its own mechanical structure, so as to finally input the adjusted brake cylinder to the brake actuator of the train. pressure.
  • the first control pressure is input to the relay valve 50 through the basic control pressure input end
  • the second control pressure is input to the relay valve 50 through the high and low pressure control pressure input end.
  • the first pressure input end 51 of the base control pressure input end is in a long-pass state, and the gas line of the second pressure input end 52 which is a high-low pressure control pressure input end is provided with a solenoid valve 521 for Control whether or not to input the second control pressure to the relay valve 50.
  • the trains in high-speed driving state and low-speed driving state have significant changes in the adhesion between the wheels and the rails.
  • the adhesion between the rails of the trains at high speeds is significantly less than that of the trains at low speeds.
  • the adhesion between the high-speed trains is the same as that of the trains running at low speeds, and it is easy to cause dangerous situations such as wheel lock due to the small adhesion between the train wheels at high speeds. It is intended to utilize two control pressure input terminals, one of which is long-passed, and the other is selectively passed through the solenoid valve 521 according to its own power-off or power-off state, and the second control pressure is selectively passed through the high-low pressure control pressure input end.
  • the second pressure input end 52 is transmitted to the relay valve 50 for comprehensive adjustment of the brake pressure, so as to finally provide a small braking force to the train at high speed to avoid dangerous situations such as wheel lock and to low speed.
  • the trains on the road provide a large braking force, which can better protect the safety of passengers and achieve safe parking.
  • the electromagnetic valve 521 realizes the control of the output of the second control pressure according to the difference of the traveling speed of the train.
  • the following is an implementation manner, which utilizes the speed sensor and a electromagnetic wave capable of responding to the received real-time speed signal.
  • the speed sensor is used for detecting the running speed of the train in real time and transmitting a real-time speed signal
  • the brake cylinder pressure high and low pressure adjusting device is connected to the speed sensor and the electromagnetic valve 521 for receiving the real-time speed signal and determining whether the speed threshold is exceeded. If exceeded, the control solenoid valve 521 is in an on state; if not, Then, the control solenoid valve 521 is in an off state.
  • a speed determination threshold it can be easily divided into low speed and high speed, and more speed judgment thresholds can be set, so that the current situation is judged more accurately and the control precision is higher, which is not specifically limited herein. According to the actual situation, combined with other influencing factors, the most appropriate threshold quantity can be considered and selected.
  • a one-way valve may be provided for safety protection.
  • the input end of the one-way valve is connected to the output end of the relay valve 50, and the output end is connected to the third pressure input end 53.
  • the brake cylinder pressure output from the output end of the relay valve 40 should be smaller than the brake cylinder transmitted from the train brake cylinder 20 through the third pressure input terminal 53 to the relay valve 50.
  • Pressure in this case, the check valve is not in working state, and only when the brake cylinder pressure due to abnormal conditions is less than the brake cylinder pressure, it will be in working state to protect the relay valve 50 .
  • the one-way valve is activated to guide the partial output brake cylinder pressure to the first stage.
  • the brake actuator 60 is connected to the output end of the relay valve 50 for braking the train wheels with the brake cylinder pressure so that trains of different loads and the same traveling speed enter the stop state with the same braking distance.
  • FIG. 2 is a schematic diagram of a gas path of another train brake pressure regulation system according to an embodiment of the present invention.
  • this embodiment gives a specific representation of how the pressure control device is constructed.
  • the pressure control device 410 includes a first electromagnetic valve 411, a second electromagnetic valve 412, and a pressure reducing valve 413 which are sequentially disposed along the intake direction.
  • the first electromagnetic valve 411 and the second electromagnetic valve 412 are provided with a connection between the first and second electromagnetic valves 412.
  • a bypass a first bypass is provided with a third solenoid valve 414;
  • a second bypass is provided between the second solenoid valve 412 and the pressure reducing valve 413, and a second bypass is connected to the first volume air cylinder 415;
  • a third bypass is provided between the 30 and the two-way valve 40, and the third bypass is connected to the second volumetric cylinder 33.
  • the arrangement shown in Fig. 2 is intended to control the brake cylinder pressure transmitted from the train brake cylinder 20, wherein the third solenoid valve 414 and the first volume air cylinder 415 and the first of them respectively
  • Both the bypass and the second bypass are optional and are intended to provide cushioning of the brake cylinder pressure for the needs of the actual situation.
  • each solenoid valve, pressure reducing valve, and volume air cylinder can also adopt other devices or devices of the same function or similar, and can be operated according to different train models and actual working conditions. The adjustment of the function is different, and is not specifically limited here.
  • the E/P located between the second solenoid valve 412 and the pressure reducing valve 413 in FIG. 2, the P/E located on the line of the second input terminal 42 of the two-way valve 40, and the line at the input end of the load pressure feedback device 10 are provided.
  • the E/P is a sensor that measures and feeds back the true pressure value at the set.
  • the output of the relay valve 50 (EDU) and the third pressure input are the one-way valves mentioned above.
  • some valves and sensors may be disposed on the first input end 31 and the second input end 32 of the distribution valve 30 (KE) for abnormal removal and detection of the train.
  • the load pressure feedback device 10 is integrated on the relay valve (EDU) 50.
  • other functional components may be integrated or split into separate devices as needed.
  • the train brake cylinder pressure control system realizes the stage braking and phase mitigation of the train by using the distribution valve, and uses the pressure outputted by the distribution valve as a parameter affecting the comprehensive adjustment effect of the relay valve.
  • the relay valve simultaneously adjusts the maximum of four different pressures to use the output brake cylinder pressure to make the trains of different loads at the same speed achieve the same braking distance through the same deceleration, reducing the train. In the no-load state, the probability of excessive braking force appears, and the consistency of the braking distance of the train is ensured, which is convenient for signal system control, and provides a safer and more comfortable ride experience for passengers.
  • the present invention also provides a rail train comprising a vehicle body and a brake system, the brake system being provided with a train brake cylinder pressure control system as described in the above embodiments.

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

Abstract

一种列车制动缸压力控制系统，包括：根据列车载重情况生成相应载重压力的载重压力反馈装置（10）；提供制动风缸压力的列车制动风缸（20）；对列车制动管压力、制动风缸压力进行调整输出间接制动预控压力的分配阀（30）；在两个预控压力中选择其中较大的进行输出的双向阀（40）；将多个输入的压力进行调整并输出最终的制动缸压力的中继阀（50）。通过分配阀（30）实现列车的阶段制动和阶段缓解，并将其输入量作为影响中继阀（50）综合调整效果的一个参数，以利用最终制动缸压力使同一速度下不同载重的列车通过相同的减速度实现相同制动距离的停车，降低了空车状态下出现制动力过大的概率。还包括一种设置有上述列车制动缸压力控制系统的轨道列车。

Description

一种列车制动缸压力控制系统及轨道列车
本申请要求于2017年12月20日提交中国专利局、申请号为201711386196.2、发明名称为“一种列车制动缸压力控制系统及轨道列车”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
本发明涉及列车制动控制技术领域，特别涉及一种列车制动缸压力控制系统及轨道列车。
背景技术
随着我国在动车、高铁领域的不断发展，乘坐的人次和开设的车次也越来越多，因为人们都在追求着更加便利、更加快捷以及更加舒适和安全的出行方式，因此，如何在保证高铁、动车安全性能的基础上，尽可能的提高便利、舒适性是本领域技术人员不断研究的方向。
大多数的高铁、动车通常根据是否载客以及载客情况分为空车和重车，一辆标准动车组上搭载的乘客可能高达数百上千，若不管列车所处载重情况而对列车施加统一的制动力，会出现重车时制动距离较长，而空车时制动距离非常短的现象，同时，还会面临空车时的列车的减速度远大于重车时的减速度。同时，现有技术下发给制动执行机构的制动力大小通常都是固定的，在理想状态下，合适且固定的制动力当然能使列车安全的进入停止状态，而若列车本身处于高速运动状态，直接施加固定且过大的制动力又会使得车轮在受到过大制动力的情况下持续抱死，容易发生危险。
现有技术一方面依赖于列车驾驶人员根据自身经验手动对制动力大小进行调整，另一方面通过许多单独的功能阀来组成一个十分复杂的系统，以此来精确的使列车能够在不同状态下保持相同且安全的减速度实现停车。但前者严重依赖于有经验的驾驶人员，而经验是一个不稳定因素，不能保证准确率，存在严重的风险；后者则由于功能阀较多，结构臃肿，实际操作复杂，实际使用效果较差。
所以，如何克服现有列车制动缸压力调节方式存在的上述缺陷，是本领 域技术人员亟待解决的问题。
发明内容
本发明的目的是提供一种列车制动缸压力控制系统，该列车制动缸压力控制系统利用分配阀实现列车的阶段制动和阶段缓解，并将分配阀输出的压力作为影响中继阀综合调整效果的一个参数，而中继阀则同时对最多四个不同的压力进行综合调整，以利用输出的制动缸压力使同一速度下不同载重的列车通过相同的减速度实现相同制动距离的停车，降低了列车在空载状态下出现制动力过大的概率，同时保证了列车制动距离的一致性，便于信号系统控制，为乘客提供了更安全和舒适的乘车体验。
本发明另一目的在于提供一种设置有上述列车制动缸压力控制系统的轨道列车。
为实现上述目的，本发明提供一种列车制动缸压力控制系统，包括：
载重压力反馈装置，用于根据列车载重情况生成相应的载重压力；
列车制动风缸，用于输出制动风缸压力；
分配阀，包括两个输入端和一个输出端，所述分配阀的第一输入端与所述列车制动风缸相连，所述分配阀的第二输入端与列车制动管相连，用于调整所述制动风缸压力和制动管压力并阶段性的输出间接制动预控压力；
双向阀，包括两个输入端和一个输出端，其第一输入端通过控制管路连接所述列车制动风缸，其第二输入端连接所述分配阀的输出端，所述控制管路上设置有压力控制装置，用于在经过所述压力控制装置得到的直通制动预控压力和所述间接制动预控压力间选择较大的压力进行输出；
中继阀，用于调整列车制动压力，输出制动缸压力，包括四个压力输入端和一个压力输出端，其第一压力输入端和第二压力输入端分别为基础控制压力输入端和高低压控制压力输入端，所述第一压力输入端和第二压力输入端以并联的方式连接所述双向阀的输出端，所述第二压力输入端的并联管路上设有电磁阀；其第三压力输入端为制动风缸压力输入端，连接所述列车制动风缸；其第四压力输入端为载重压力输入端，连接所述载重压力调整装置；
制动执行机构，与所述中继阀的输出端相连，用于利用所述制动缸压力对 列车车轮进行制动。
可选的，所述载重压力反馈装置的输入端与列车空气弹簧相连、输出端与所述中继阀的第四压力输入端相连，用于将所述列车空气弹簧提供的载重压力通过所述第四压力输入端传输至所述中继阀。
可选的，所述载重压力反馈装置还设置有用于检测所述载重压力具体数值的压力传感器。
可选的，所述压力控制装置包括沿进气方向依次设置的第一电磁阀、第二电磁阀和减压阀。
可选的，所述第一电磁阀与所述第二电磁阀之间设有用于连通外界的第一旁路，所述第一旁路设有第三电磁阀。
可选的，所述第二电磁阀与所述减压阀之间设有第二旁路，所述第二旁路连通至第一容积风缸。
可选的，所述分配阀与所述双向阀的之间设有第三旁路，所述第三旁路连通至第二容积风缸。
可选的，该列车制动缸压力控制系统还包括：
单向阀，所述单向阀的输入端连接所述中继阀的输出端、输出端连接所述第三压力输入端。
可选的，该列车制动缸压力控制系统还包括：
速度传感器，用于实时检测列车的行驶速度并发送实时速度信号；
制动缸压力高低压调整装置，与所述速度传感器和所述电磁阀均相连，用于接收所述实时速度信号并判断是否超过速度阈值，若超过，则控制所述电磁阀处于导通状态；若未超过，则控制所述电磁阀处于截止状态。
为实现上述目的，本申请还提了一种轨道列车，包括车体、制动系统，所述制动系统设置有如上述内容所描述的列车制动缸压力控制系统。
本发明所提供的技术方案，利用分配阀实现列车的阶段制动和阶段缓解，并将分配阀输出的压力作为影响中继阀综合调整效果的一个参数，而中继阀则同时对最多四个不同的压力进行综合调整，以利用输出的制动缸压力使同一速度下不同载重的列车通过相同的减速度实现相同制动距离的停车，降低了列车在空载状态下出现制动力过大的概率，同时保证了列车制动距离的一致性，便 于信号系统控制，为乘客提供了更安全和舒适的乘车体验。
本发明同时还提供了一种设置有上述列车制动缸压力控制系统的轨道列车，由于列车制动缸压力控制系统具有上述技术效果，则设有该列车制动缸压力控制系统的轨道列车也应具有相应的技术效果。
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为本发明实施例所提供的一种列车制动缸压力控制系统的气路原理图；
图2为本发明实施例所提供的另一种列车制动缸压力控制系统的气路原理图。
图中：
10.载重压力反馈装置 20.列车制动风缸 30、分配阀 40.双向阀 50.中继阀 60.制动执行机构 31.第一输入端(分配阀) 32.第二输入端(分配阀) 33.第二容积风缸 41.第一输入端(双向阀) 42.第二输入端(双向阀) 51.第一压力输入端 52.第二压力输入端 53.第三压力输入端 54、第四压力输入端 521.电磁阀 410.压力控制装置 411.第一电磁阀 412.第二电磁阀 413.减压阀 414.第三电磁阀 415.第一容积风缸
具体实施方式
本发明的核心是提供一种列车制动缸压力控制系统及轨道列车，利用分配阀实现列车的阶段制动和阶段缓解，并将分配阀输出的压力作为影响中继阀综合调整效果的一个参数，而中继阀则同时对最多四个不同的压力进行综合调整，以利用输出的制动缸压力使同一速度下不同载重的列车通过相同的减速度实现相同制动距离的停车，降低了列车在空载状态下出现制动力过大的概率，同时保证了列车制动距离的一致性，便于信号系统控制，为乘客提供了更安全 和舒适的乘车体验。
为使本发明实施例的目的、技术方案和优点更加清楚，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它实施例，都属于本发明保护的范围。
请参见图1，图1为本发明实施例所提供的一种列车制动缸压力控制系统的气路原理图。
该列车制动缸压力控制系统具体包括：
载重压力反馈装置10，用于根据列车载重情况生成相应的载重压力。
设置该载重压力反馈装置10的目的为，检测当前整个列车的载重情况，以此来判定该列车当前载重状态，具体为空车、重车还是其它状态，并根据列车实际的载重情况生成相应大小的载重压力，以最终实现重车得到一个较大的载重压力，空车则会得到一个较小的载重压力，以使中继阀50能够根据不同大小的载重压力实现相对应的调整效果。
其中，载重压力反馈装置10的输入端与列车空气弹簧相连、输出端与中继阀50的第四压力输入端54相连，用于将列车空气弹簧提供的载重压力通过第四压力输入端54传输至中继阀50。
进一步的，还可以在载重压力反馈装置10的周围设置用于检测载重压力具体数值的压力传感器，旨在检测该载重压力在传输过程中是否出现异常，例如传输管路破损导致的损失部分载重压力等，以帮助进行后续的故障的分析，精准定位故障。
列车制动风缸20，用于输出制动风缸压力。
分配阀30，包括两个输入端和一个输出端，分配阀30的第一输入端31与列车制动风缸20相连，分配阀30的第二输入端32与列车制动管相连，用于调整制动风缸压力和制动管压力并阶段性的输出间接制动预控压力；
该列车制动风缸20可作为列车风源为列车制动提供所需的压缩空气，并将提供的压缩空气具有的压力作为制动风缸压力使用。输出的制动风缸压力在 真正用于列车制动时，还需要经过一系列处理。该分配阀30用于对制动风缸压力和制动管压力进行综合调整，阶段性的输出间接制动预控压力，即在满足该分配阀30的工作条件时，会阶段性的向双向阀40的第二输入端42输出间接制动预控压力，以搭配该双向阀40的工作特性实现阶段制动、阶段缓解的目的。具体如何对列车制动风缸20提供的制动风缸压力进行处理，根据不同车型、工况所需、功能侧重的不同会存在多种方式，可以根据实际情况下进行灵活选择。在如何进行列车制动方面，制动风缸压力在经过压力控制装置410后得到的直通制动预控压力和分配阀30提供的间接制动预控压力均可在紧急制动模式下承担列车制动作用。
双向阀40，包括两个输入端和一个输出端，其第一输入端41通过控制管路连接列车制动风缸20，其第二输入端42连接分配阀30的输出端，控制管路上设置有压力控制装置410，用于在经过压力控制装置410得到的直通制动预控压力和间接制动预控压力间选择较大的压力进行输出。
本发明采用双向阀40作为在紧急制动模式下选择直通制动预控压力和间接制动预控压力中其中一个具有较大压力的选择装置，该双向阀40的工作原理类似于拔河，如图1所示，第一输入端41输入的压力和第二输入端42输入的压力进行互相比较，其中较大的那个“胜出”，并作为该双向阀40的最终输出压力传输向后续的装置。之所以利用双向阀40在直通制动预控压力和间接制动预控压力间进行选择，是出于列车安全考虑，在各个功能机构都需要存在冗余保护，若仅采用一路且出现异常则可能会造成不可预知的严重后果，而采用了两种不同的压力处理方式，可能得到是两个大小不同的压力，若其中一种处理方式出现异常，利用该双向阀40依然可实现后续设备的正常工作。
结合该双向阀40，由于在满足该分配阀30的工作条件时，分配阀30会阶段性的输出间接制动预控压力，也就是说在不输出间接制动预控压力时，通过第二输入端42传输至双向阀40的制动压力为零，此时该双向阀40会直接将通过第一输入端41传输来的直通制动预控压力向后续设备输出，以此可以实现在两个大小不同的制动预控压力中不断进行选择、轮换，最终解决现有技术存在的技术缺陷。
中继阀50，用于调整列车制动压力，输出制动缸压力，包括四个压力输 入端和一个压力输出端，其第一压力输入端51和第二压力输入端52分别为基础控制压力输入端和高低压控制压力输入端，第一压力输入端51和第二压力输入端52以并联的方式连接双向阀40的输出端，第二压力输入端52的并联管路上设有电磁阀521；其第三压力输入端53为制动风缸压力输入端，连接列车制动风缸20；其第四压力输入端54为载重压力输入端，连接载重压力反馈装置10；
该中继阀50通过四个输入端，同时将最多四个不同的输入压力利用本身的机械结构对列车制动压力进行调整，以最终向列车的制动执行机构输入调整后得到的制动缸压力。其中，通过基础控制压力输入端向中继阀50输入第一控制压力、通过高低压控制压力输入端向中继阀50输入第二控制压力，之所以存在两个不同的控制压力输入端，旨在根据列车实际行驶速度的不同，判断是否向中继阀50输入第二控制压力，以实现根据列车行驶速度的不同对中继阀50最终得到的制动缸压力进行调整。由图1所示，为基础控制压力输入端的第一压力输入端51处于长通状态，而在为高低压控制压力输入端的第二压力输入端52的气体管路上则设置有电磁阀521用来控制是否向中继阀50输入第二控制压力。
处于高速行驶状态和低速行驶状态下的列车由于行驶速度的不同，车轮与轨道间存在的黏着力会发生显著的变化，高速行驶时列车轮轨间的黏着力会明显小于低速行驶时列车轮轨间的黏着力，若对高速行驶的列车施加与对低速行驶的列车相同大小的制动力，容易因高速行驶时列车轮轨间较小的黏着力导致出现车轮抱死等危险状况，因此本发明旨在利用两个控制压力输入端，且其中一个长通、另一个则通过电磁阀521根据自身处于的得电或失电状态，选择性的将第二控制压力通过为高低压控制压力输入端的第二压力输入端52传输至中继阀50进行制动压力的综合调整，以最终实现向高速行驶时的列车提供一个较小的制动力，以避免出现车轮抱死等危险状况，而向低速行驶时的列车提供一个较大的制动力，能够更好的保障乘客的生命安全和实现安全停车。
具体的，该电磁阀521如何根据列车行驶速度的不同实现对第二控制压力输出与否的控制，以下为一种实现方式，利用了速度传感器和一个能够根据接收到的实时速度信号对该电磁阀521进行控制的制动缸压力高低压调整装置
该速度传感器，用于实时检测列车的行驶速度并发送实时速度信号；
该制动缸压力高低压调整装置，与速度传感器与电磁阀521均相连，用于接收实时速度信号并判断是否超过速度阈值，若超过，则控制电磁阀521处于导通状态；若未超过，则控制电磁阀521处于截止状态。
一个具体的例子：当检测到列车当前行驶速度超过255km/h时，控制该电磁阀521处于失电状态，电磁阀521导通，以向中继阀50输入第二控制压力；当检测到列车当前行驶速度未超过255km/h时，控制该电磁阀521处于得电状态，电磁阀521截止，不向中继阀50输入第二控制压力。
在设置一个速度判断阈值的情况下，可以简单的区分为低速和高速，还可以设置更多的速度判断阈值，使得对当前情况判断更加准确，控制精度更高，此处并不做具体限定，可以根据实际情况结合其它影响因素综合考虑和选择最合适的阈值数量。
进一步的，还可以设置单向阀进行安全保护，该单向阀的输入端连接中继阀50的输出端、输出端连接第三压力输入端53。如图1所示，通常情况下，从中继阀40的输出端输出的制动缸压力应小于从列车制动风缸20通过第三压力输入端53传输至中继阀50的制动风缸压力，在此种情况下，该单向阀并不处于工作状态，只有在由于异常情况导致的制动风缸压力小于该制动缸压力时，才会处于工作状态，以保护中继阀50。实际情况下，只会出现当通过第三压力输入端53传输至中继阀50的制动风缸压力为零时，该单向阀激活处于工作状态，将部分输出的制动缸压力导向第三压力输入端53。
制动执行机构60，与中继阀50的输出端相连，用于利用制动缸压力对列车车轮进行制动，以使不同负载、相同行驶速度的列车以相同的制动距离进入停止状态。
请参见图2，图2为本发明实施例所提供的另一种列车制动压力调节系统的气路原理图。
本实施例在上一实施例的基础上，对该压力控制装置具体如何构成给出了一种具体的表现形式。
该压力控制装置410包括沿进气方向依次设置的第一电磁阀411、第二电 磁阀412和减压阀413；第一电磁阀411与第二电磁阀412之间设有用于连通外界的第一旁路，第一旁路设有第三电磁阀414；第二电磁阀412与减压阀413之间设有第二旁路，第二旁路连通至第一容积风缸415；分配阀30与双向阀40的之间设有第三旁路，第三旁路连通至第二容积风缸33。
如图2所示的设置方式旨在对从列车制动风缸20传输来的制动风缸压力进行控制，其中的第三电磁阀414和第一容积风缸415以及它们分别所在的第一旁路和第二旁路均为选设，意图为对考虑到实际情境下的需要对制动风缸压力提供缓冲。同时，也不仅仅存在如图2所示的缓解方式，各电磁阀、减压阀、容积风缸也可以采用其它相同功能或相似的设备或装置，可以根据列车车型的不同、实际运行工况、功能侧重的不同进行调整，此处并不做具体限定。
另外，图2中位于第二电磁阀412和减压阀413中间的E/P、位于双向阀40的第二输入端42管路上的P/E、位于载重压力反馈装置10的输入端的管路上的E/P均为传感器，用于测量并反馈设置处的真实压力值。图2中第三压力输入端53正下方、连接中继阀50(EDU)的输出端与第三压力输入端的即为上面提及的单向阀。更进一步的，还可以在分配阀30(KE)的第一输入端31、第二输入端32上设置一些阀门和传感器，用于列车的异常排除和检测。同时，在图2中，将载重压力反馈装置10集成在了中继阀(EDU)50上，当然，也可以根据实际情况所需集成其它功能元器件或拆分成为单独的设备。
基于上述技术方案，本发明实施例提供的列车制动缸压力控制系统，利用分配阀实现列车的阶段制动和阶段缓解，并将分配阀输出的压力作为影响中继阀综合调整效果的一个参数，而中继阀则同时对最多四个不同的压力进行综合调整，以利用输出的制动缸压力使同一速度下不同载重的列车通过相同的减速度实现相同制动距离的停车，降低了列车在空载状态下出现制动力过大的概率，同时保证了列车制动距离的一致性，便于信号系统控制，为乘客提供了更安全和舒适的乘车体验。
基于上述实施例，本发明还提供了一种轨道列车，包括车体、制动系统，制动系统设置有如上述实施例所描述的列车制动缸压力控制系统。
说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。对于实施例公开的装置而言，由于其与实施例公开的方法相对应，所以描述的比较简单，相关之处参见方法部分说明即可。
专业人员还可以进一步意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、计算机软件或者二者的结合来实现，为了清楚地说明硬件和软件的可互换性，在上述说明中已经按照功能一般性地描述了各示例的组成及步骤。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本发明的范围。
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。
还需要说明的是，在本说明书中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其它变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其它要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括要素的过程、方法、物品或者设备中还存在另外的相同要素。

Claims (10)

  1. 一种列车制动缸压力控制系统，其特征在于，包括：
    载重压力反馈装置(10)，用于根据列车载重情况生成相应的载重压力；
    列车制动风缸(20)，用于输出制动风缸压力；
    分配阀(30)，包括两个输入端和一个输出端，所述分配阀(30)的第一输入端(31)与所述列车制动风缸(20)相连，所述分配阀(30)的第二输入端(32)与列车制动管相连，用于调整所述制动风缸压力和制动管压力并阶段性的输出间接制动预控压力；
    双向阀(40)，包括两个输入端和一个输出端，其第一输入端(41)通过控制管路连接所述列车制动风缸(20)，其第二输入端(42)连接所述分配阀(30)的输出端，所述控制管路上设置有压力控制装置(410)，用于在经过所述压力控制装置(410)得到的直通制动预控压力和所述间接制动预控压力间选择较大的压力进行输出；
    中继阀(50)，用于调整列车制动压力，输出制动缸压力，包括四个压力输入端和一个压力输出端，其第一压力输入端(51)和第二压力输入端(52)分别为基础控制压力输入端和高低压控制压力输入端，所述第一压力输入端(51)和第二压力输入端(52)以并联的方式连接所述双向阀(40)的输出端，所述第二压力输入端(52)的并联管路上设有电磁阀(521)；其第三压力输入端(53)为制动风缸压力输入端，连接所述列车制动风缸(20)；其第四压力输入端(54)为载重压力输入端，连接所述载重压力调整装置(10)；
    制动执行机构(60)，与所述中继阀(50)的输出端相连，用于利用所述制动缸压力对列车车轮进行制动。
  2. 根据权利要求1所述的列车制动缸压力控制系统，其特征在于，所述载重压力反馈装置(10)的输入端与列车空气弹簧相连、输出端与所述中继阀(50)的第四压力输入端(54)相连，用于将所述列车空气弹簧提供的载重压力通过所述第四压力输入端(54)传输至所述中继阀(50)。
  3. 根据权利要求2所述的列车制动缸压力控制系统，其特征在于，所述载重压力反馈装置(10)还设置有用于检测所述载重压力具体数值的压力传感器。
  4. 根据权利要求1所述的列车制动缸压力控制系统，其特征在于，所述压力控制装置(410)包括沿进气方向依次设置的第一电磁阀(411)、第二电磁阀(412)和减压阀(413)。
  5. 根据权利要求4所述的列车制动缸压力控制系统，其特征在于，所述第一电磁阀(411)与所述第二电磁阀(412)之间设有用于连通外界的第一旁路，所述第一旁路设有第三电磁阀(414)。
  6. 根据权利要求5所述的列车制动缸压力控制系统，其特征在于，所述第二电磁阀(412)与所述减压阀(413)之间设有第二旁路，所述第二旁路连通至第一容积风缸(415)。
  7. 根据权利要求6所述的列车制动缸压力控制系统，其特征在于，所述分配阀(30)与所述双向阀(40)的之间设有第三旁路，所述第三旁路连通至第二容积风缸(33)。
  8. 根据权利要求7所述的列车制动缸压力控制系统，其特征在于，还包括：
    单向阀，所述单向阀的输入端连接所述中继阀(50)的输出端、输出端连接所述第三压力输入端(53)。
  9. 根据权利要求8所述的列车制动缸压力控制系统，其特征在于，还包括：
    速度传感器，用于实时检测列车的行驶速度并发送实时速度信号；
    制动缸压力高低压调整装置，与所述速度传感器和所述电磁阀(521)均相连，用于接收所述实时速度信号并判断是否超过速度阈值，若超过，则控制所述电磁阀(521)处于导通状态；若未超过，则控制所述电磁阀(521)处于截止状态。
  10. 一种轨道列车，包括车体、制动系统，其特征在于，所述制动系统设置有如权利要求1至9任一项所述的列车制动缸压力控制系统。
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CN113200073B (zh) * 2021-06-04 2022-06-14 中车株洲电力机车有限公司 列车管过充控制装置及方法、制动系统、轨道交通车辆
CN113291276A (zh) * 2021-06-29 2021-08-24 青岛思锐科技有限公司 一种城轨车辆制动缸压力控制方法与系统
CN113335244A (zh) * 2021-07-01 2021-09-03 青岛思锐科技有限公司 轨道车辆空重车阀调整装置、方法和制动控制装置
CN113335244B (zh) * 2021-07-01 2022-05-03 中车制动系统有限公司 轨道车辆空重车阀调整装置、方法和制动控制装置
CN114291130A (zh) * 2022-01-06 2022-04-08 中车株洲电力机车有限公司 一种制动缸压力安全导向控制装置及方法

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