WO2020228842A1 - 停放制动控制模块及轨道车辆 - Google Patents

停放制动控制模块及轨道车辆 Download PDF

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Publication number
WO2020228842A1
WO2020228842A1 PCT/CN2020/097349 CN2020097349W WO2020228842A1 WO 2020228842 A1 WO2020228842 A1 WO 2020228842A1 CN 2020097349 W CN2020097349 W CN 2020097349W WO 2020228842 A1 WO2020228842 A1 WO 2020228842A1
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WIPO (PCT)
Prior art keywords
air
tuyere
path
air inlet
valve body
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PCT/CN2020/097349
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English (en)
French (fr)
Inventor
覃立伟
李培署
孟庆余
路金昌
王震
Original Assignee
中车青岛四方车辆研究所有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by 中车青岛四方车辆研究所有限公司 filed Critical 中车青岛四方车辆研究所有限公司
Priority to EP20805291.0A priority Critical patent/EP3943361A4/en
Publication of WO2020228842A1 publication Critical patent/WO2020228842A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle 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
    • B60T13/24—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 the fluid being gaseous
    • 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
    • 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
    • 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
    • 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
    • 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

Definitions

  • the application belongs to the technical field of rail vehicle braking, and in particular relates to a parking brake control module and a rail vehicle.
  • the parking brake force for rail vehicles is applied through compression springs, while the parking control module controls the presence or absence of compressed air in the parking cylinder to realize the relief and application of the parking brake.
  • Chinese patent CN202541577U discloses a parking brake control unit for urban rail vehicles, which includes a brake cylinder pressure control part and a parking brake cylinder pressure control part.
  • the parking brake cylinder pressure control part includes a main air duct MR and a parking brake cylinder PB ,
  • the main wind provides compressed air for the parking brake control valve and the parking brake cylinder PB through the cut-off plug door and air filter.
  • the parking brake control unit receives the signal from the control room to brake and relieve the parking brake cylinder PB.
  • the parking brake control valve When the parking brake signal is turned on, the parking brake control valve is exhausted and the pressure air in the parking brake cylinder PB is discharged , The parking brake cylinder PB produces a parking brake effect; when the parking brake signal is released, the parking brake control valve supplies air, and the compressed air is introduced into the parking brake cylinder PB to relieve the parking brake effect.
  • Chinese application CN105109474A discloses a locomotive parking brake interlocking control system, which includes an MCU and an interlocking pressure switch.
  • the interlocking pressure switch is used to detect the pressure of the brake pipe, send an open or close signal to the MCU, and the MCU receives The opening signal or closing signal transmitted by the pressure switch allows the parking brake or the parking brake relief to be implemented according to the received signal.
  • the air cylinder is connected with the parking brake pipeline to provide a stable air source for the parking brake device.
  • the parking control module includes a pressure reducing valve 10' and a two-position three-way parking valve 20'.
  • the compressed air of the main air pipe 1' passes through the pressure reducing valve 10' and then a two-position three-way parking valve 20' Control, the two-position three-way parking valve 20' can only control the presence or absence of compressed air in the parking cylinder 2'.
  • the two-position three-way parking valve 20' is in a conducting state, and the interior of the parking cylinder 2'is charged The compressed air realizes the relief of the parking brake.
  • the two-position three-way parking valve 20' acts to discharge the compressed air inside the parking cylinder 2', and the parking brake is applied through the compression spring.
  • the parking brake control principle of the above technology is: the parking brake force is applied by the parking cylinder, and the size of the parking brake force applied to the rail vehicle is determined by the compression spring in the parking cylinder 2', so that the parking brake force cannot be flexibly adjusted. Furthermore, it is impossible to apply appropriate parking braking force to the vehicle to ensure a sufficient parking safety factor and avoid the phenomenon of wheel scratches due to excessive parking force in unexpected situations.
  • This application provides a parking brake control module and a rail vehicle, and its technical solutions are as follows:
  • a parking brake control module, used in rail vehicles, the parking brake control module includes:
  • An air storage unit the air storage unit having an air storage chamber, and the air storage chamber is used to store the gas required for braking by the brake cylinder of the rail vehicle;
  • a first air outlet air path the first air outlet air path being arranged corresponding to the first air inlet air path;
  • a second air inlet air path the second air inlet air path being connected to the air inlet end;
  • a second air outlet air path where the second air outlet air path is arranged corresponding to the second air inlet air path;
  • the valve body is connected between the first air inlet air path and the first air outlet air path, and the valve body is connected between the second air inlet air path and the second air outlet air path ,
  • the valve body has:
  • the valve body In the first working state, in the first working state, the valve body conducts the air storage chamber and the first air outlet, while the valve body conducts the second air outlet and Atmosphere, realizing the application of parking brake force;
  • the valve body In the second working state, in the second working state, the valve body conducts the second air inlet air path and the second air outlet air path, while the valve body conducts the first air outlet air path With the atmosphere, the parking brake is relieved.
  • the wind storage unit includes:
  • the air storage cylinder the air storage chamber is located inside the air storage cylinder, the air storage cylinder is connected in series with the one-way valve, and in the air intake direction along the first air intake air path, the The one-way valve and the air storage cylinder are arranged in sequence.
  • the valve body has:
  • a pneumatic control part which is connected to the air inlet end;
  • the valve body switches the working state when the air pressure provided by the air inlet end to the pneumatic control part exceeds a preset range of the pneumatic control part.
  • the valve body has:
  • a first air outlet which is connected to the first air inlet air path
  • a second air outlet, the second air outlet is connected to the second air inlet air path
  • a third tuyere said third tuyere communicating with the atmosphere;
  • a fourth tuyere is arranged corresponding to the first tuyere and the third tuyere, and the fourth tuyere is connected to the first air outlet;
  • a fifth tuyere is arranged corresponding to the second tuyere and the third tuyere, and the fifth tuyere is connected to the second air outlet;
  • the first tuyere when the valve body is in the first working state, the first tuyere is in communication with the fourth tuyere, and the fifth tuyere is in communication with the third tuyere;
  • the second tuyere When the valve body is in the second working state, the second tuyere is in communication with the fifth tuyere, and the fourth tuyere is in communication with the third tuyere.
  • valve body is a two-position five-way valve
  • parking brake control module further includes:
  • the first pressure reducing valve is connected between the air inlet end and the first air inlet air path, the first pressure reducing valve is connected to the first air inlet air path and the The second air inlet air passages are all connected in series, wherein the wind output from the first pressure reducing valve flows all the way to the first air inlet air passage, and the other flows to the second air inlet air passage;
  • the second air inlet air path includes:
  • the throttle valve is connected between the second pressure reducing valve and the second tuyere.
  • valve body is a two-position five-way valve
  • parking brake control module further includes:
  • a first pressure reducing valve the first pressure reducing valve is arranged in the first air inlet air path, and the wind entering the first air inlet air path sequentially passes through the first pressure reducing valve and the one-way valve And the air storage tank;
  • the second air inlet air path includes:
  • the throttle valve is connected between the second pressure reducing valve and the second tuyere.
  • the application also provides a rail vehicle, the rail vehicle includes a parking brake control module, a brake cylinder, and a parking cylinder, and the parking brake control module includes:
  • An air storage unit the air storage unit has an air storage chamber, and the air storage chamber is used to store the gas required for braking by the brake cylinder;
  • a first air outlet, the first air outlet and the first air inlet are arranged correspondingly, and the first air outlet is connected to the brake cylinder;
  • a second air inlet air path the second air inlet air path being connected to the air inlet end;
  • a second air outlet air path, the second air outlet air path is arranged corresponding to the second air inlet air path, and the second air outlet air path is connected to the parking cylinder;
  • the valve body is connected between the first air inlet air path and the first air outlet air path, and the valve body is connected between the second air inlet air path and the second air outlet air path ,
  • the valve body has:
  • the valve body In the first working state, in the first working state, the valve body conducts the air storage chamber and the first air outlet, while the valve body conducts the second air outlet and Atmosphere, realizing the application of parking brake force;
  • the valve body In the second working state, in the second working state, the valve body conducts the second air inlet air path and the second air outlet air path, while the valve body conducts the first air outlet air path With the atmosphere, the parking brake is relieved.
  • the wind storage unit includes:
  • the air storage cylinder the air storage chamber is located inside the air storage cylinder, the air storage cylinder is connected in series with the one-way valve, and in the air intake direction along the first air intake air path, the The one-way valve and the air storage cylinder are arranged in sequence.
  • the valve body has:
  • a pneumatic control part which is connected to the air inlet end;
  • the valve body switches the working state when the air pressure provided by the air inlet end to the pneumatic control part exceeds a preset range of the pneumatic control part.
  • the valve body has:
  • a first air outlet which is connected to the first air inlet air path
  • a second air outlet, the second air outlet is connected to the second air inlet air path
  • a third tuyere said third tuyere communicating with the atmosphere;
  • a fourth tuyere is arranged corresponding to the first tuyere and the third tuyere, and the fourth tuyere is connected to the first air outlet;
  • a fifth tuyere is arranged corresponding to the second tuyere and the third tuyere, and the fifth tuyere is connected to the second air outlet;
  • the first tuyere when the valve body is in the first working state, the first tuyere is in communication with the fourth tuyere, and the fifth tuyere is in communication with the third tuyere;
  • the second tuyere When the valve body is in the second working state, the second tuyere is in communication with the fifth tuyere, and the fourth tuyere is in communication with the third tuyere.
  • the rail vehicle further includes:
  • a brake air duct the brake air duct is connected to the brake cylinder;
  • the first air outlet air path has:
  • a two-way valve having:
  • a sixth tuyere, the sixth tuyere is connected to the valve body
  • a seventh tuyere the seventh tuyere is connected to the brake duct;
  • An eighth tuyere, the eighth tuyere is connected to the brake cylinder;
  • the brake cylinder when the air pressure of the sixth tuyere is greater than the air pressure of the seventh tuyere, the brake cylinder is in communication with the valve body, and when the air pressure of the sixth tuyere is less than the air pressure of the seventh tuyere, The brake cylinder communicates with the brake air duct.
  • the parking brake control module described in one or more embodiments of the present application has two independent air paths and a valve body for regulating the conduction of the air paths.
  • One of the air paths has a first air inlet air path and a first outlet air path.
  • the air path is used to store the gas required for parking brakes to provide power for the parking brake of the brake cylinder.
  • the other air path has a second air inlet air path and a second air outlet air path to provide parking for the parking cylinder
  • the regulating valve body is in the first working state.
  • the parking brake control module uses compressed air to drive the brake cylinder to apply parking brakes, instead of the prior art that uses compression springs to drive the parking brakes, thereby applying to
  • the parking brake force of rail vehicles is determined by compressed air, so that the parking brake force can be flexibly adjusted by adjusting the pressure of the compressed air.
  • Figure 1 is a control schematic diagram of the previous parking control module
  • FIG. 2 is a control principle diagram of a parking control module in an embodiment of the application, in which the valve body is in the first state;
  • Fig. 3 is a control principle diagram of the parking control module in Fig. 2, in which the valve body is in a second state;
  • FIG. 4 is a control principle diagram of a parking control module in another embodiment of the application, in which the valve body is in the first state;
  • Figure 5 is a control principle diagram of the parking control module in Figure 4, in which the valve body is in a second state;
  • connection and “connected” should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral Ground connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication between two components.
  • connection should be understood in specific situations.
  • An embodiment of the present application proposes a parking brake control module for realizing the relief and application of parking brakes, and a rail vehicle applying the parking brake control module.
  • the parking brake control module is provided with two independent parking brakes.
  • the gas circuit and the valve body used to adjust the gas circuit conduction.
  • One of the gas circuits has the ability to store the gas required for parking braking to provide power for the parking brake of the brake cylinder, and the other gas circuit can Provide the gas needed for relief for the parking cylinder.
  • the regulating valve body is in the first working state.
  • the gas stored through one of the gas paths is passed to the brake cylinder, and the parking cylinder and Atmospheric communication; when the rail vehicle needs to be parked and relieved, the regulating valve body is in the second working state.
  • the parking cylinder is inflated through another gas path, and the brake cylinder is in communication with the atmosphere, while storing the gas required for braking.
  • the parking brake control module uses compressed air to drive the brake cylinder to apply the parking brake instead of the compressed spring to drive the parking brake, thereby applying to the parking brake of rail vehicles.
  • the size of the power is determined by the compressed air, so that the flexible adjustment of the parking brake force can be realized by adjusting the pressure of the compressed air, and the appropriate parking brake force can be obtained. Therefore, how to realize the adjustment of the parking brake force to be able to control the vehicle
  • the technical problem of applying proper parking braking force can not only ensure a sufficient parking safety factor, but also avoid the phenomenon of wheel scratches due to excessive parking force in unexpected situations.
  • an embodiment of the present application proposes a rail vehicle, which includes a parking brake control module 1, a brake cylinder 2, a parking cylinder 3, a main air duct 4, and a brake air duct 5.
  • the brake air duct 5 can be used as an air source for the driving brake of the rail vehicle, and the wind of the brake air duct 5 can also be provided by the main air duct 4.
  • the parking brake control module 1 is used in rail vehicles, and can realize the relief and application of the parking brake.
  • the parking brake control module 1 includes an air inlet end 100, a first air inlet air path 200, a first air outlet air path 300, a second air inlet air path 400, a second air outlet air path 500 and a valve body 600, in which:
  • the air intake end 100 is located at the initial position of the parking brake control module 1 for air intake, and the air intake end 100 is used to communicate or connect with an external air source to serve as the air input end of the parking brake control module 1, which is the first air intake.
  • the air passage 200 and/or the second air inlet passage 400 supply air. It can be understood that any air path control module has an air inlet end, and similarly, it also has an air outlet end. Specifically, as shown in Figure 2, the air inlet end 100 is in communication with the main air duct 4.
  • the wind of the main air duct 4 It is input to the parking brake control module 1 through the air inlet end 100 to supply air to the first air inlet air path 200 and/or the second air inlet air path 400.
  • the first air inlet air path 200 is connected to the air inlet end 100 (the first air inlet air path 200 and the air inlet end 100 can be integrally formed, or connected by welding, detachable connection, etc.) to achieve the first air inlet Ventilation between the road 200 and the air inlet end 100.
  • the first air inlet air path 200 has an air storage unit 210, and the air storage unit 210 has an air storage chamber 220, and the air storage chamber 220 is used to store the gas required for braking by the brake cylinder 2.
  • the air storage chamber 220 of the air storage unit 210 stores the air so as to store the air when the first air outlet air path 300 is in communication with the brake cylinder 2 It is stably provided to the brake cylinder 2 so that the brake cylinder 2 outputs a parking braking force to realize parking braking.
  • the air storage unit 210 includes a check valve 211 and an air storage cylinder 212.
  • the air storage chamber 200 is located inside the air storage cylinder 212.
  • the air storage cylinder 212 is connected in series with the check valve 211.
  • the one-way valve 211 and the air storage cylinder 212 are arranged in sequence, so that the wind entering the first air inlet air path 200 first passes through the one-way valve 211 and then enters the air storage.
  • the gas in the air storage chamber 220 is prevented from flowing back from the first air inlet air path 200.
  • the one-way valve 211 can keep the pressure in the air storage chamber 220 from decreasing.
  • the first air outlet air path 300 is arranged corresponding to the first air inlet air path 200, so that when the rail vehicle needs to apply the parking brake, the first air outlet air path 300 can receive the gas in the first air inlet air path 200 (for example, it is mainly stored The gas stored in the wind chamber 220), and can output the gas to the brake cylinder 2 to achieve parking braking, and when the rail vehicle needs to be parked and relieved, the gas in the brake cylinder 2 can be exhausted to achieve parking relief.
  • the “outflow” in the first air outlet air path 300 can be understood as exhaust air, that is, the first air outlet air path 300 can discharge the air in the first air inlet air path 200 to the brake.
  • the gas of the brake cylinder 2 can be discharged to the atmosphere.
  • the first air outlet air path 300 and the first air inlet air path 200 can be understood as one air path, which is called the first air path.
  • the first air path is divided by the valve body 600.
  • the air inlet air path 200 is used as the input part of the gas in the first air path
  • the first air outlet air path 300 is used as the output or discharge part of the gas in the first air path
  • the first air outlet air path 300 is connected to the brake cylinder 2 (first outlet
  • the air path 300 and the brake cylinder 2 may be detachably connected by a gas path interface or the like, or may be connected by a non-detachable connection such as welding).
  • the first air outlet air path 300 is connected between the valve body 600 and the brake cylinder 2.
  • the valve body 600 selects the first air inlet air path 200 to communicate with the first air outlet air path 300
  • the gas in the first air inlet air path 200 is delivered to the brake cylinder 2 through the first air outlet air path 300, in order to enable the brake cylinder 2 to also play a braking role during the driving of the rail vehicle, that is, to make the brake cylinder 2
  • the braking force can be output in both the parking braking state and the service braking state of the rail vehicle.
  • the method adopted in this embodiment is that the first air outlet air path 300 has a two-way valve 310, and the two-way valve 310 has a sixth air port 311 and a Seven tuyere 312 and eighth tuyere 313.
  • the sixth tuyere 311 is connected to the valve body 600 and is used to receive the gas output from the valve body 600.
  • the seventh tuyere 312 is connected to the brake air duct 5 and is used to receive the brake air duct.
  • the eighth air port 313 is connected to the brake cylinder, and is used to output the gas output from the valve body 600 or the brake air pipe 5 to the brake cylinder, where the air pressure at the sixth air port 311 is greater than the seventh air port 312
  • the brake cylinder 2 communicates with the valve body 600.
  • the brake cylinder 2 communicates with the brake air pipe 5.
  • the two-way valve 310 selects the wind from the valve body 600 and from the brake air duct 5.
  • the first air outlet air path 300 When the rail vehicle needs to be braked, the first air outlet air path 300 is not conducted, and the brake air duct 5 outputs gas At this time, for the two-way valve 310, the gas pressure on the side of the brake air duct 5 is greater than the gas pressure on the side of the first air outlet air path 300, and the brake air duct 5 and the brake cylinder 2 are connected to realize the brake cylinder 2 brake.
  • the first air outlet air path 300 is turned on and the brake air duct 5 has no wind.
  • the gas pressure on the side of the first air outlet air path 300 is greater than the brake
  • the gas pressure on the side of the moving air pipe 5 connects the first air outlet air path 300 and the brake cylinder 2 to realize the braking force output of the brake cylinder 2 when it is parked.
  • the rail vehicle of this embodiment also includes a BCU control module 6, which is connected to the brake duct 5 for controlling the braking wind.
  • the output of the pipe 5 gas and then according to the instruction received by the BCU control module, controls the output of the braking force of the brake cylinder 2.
  • the second air inlet air path 400 is connected to the air inlet end 100 (the second air inlet air path 400 and the air inlet end 100 may be integrally formed, welded, detachably connected, etc.) to realize the second air inlet air path
  • the second air inlet air path 400 is connected to the valve body 600, and is used for conveying the gas received from the air inlet end 100 to the valve body 600. According to the description of this application, those skilled in the art can directly and meaninglessly conclude that the second air inlet air path 400 and the first air inlet air path 200 are or belong to two independent air paths to pass through different air paths.
  • the conveying gas for example, the wind at the output end 100 can be divided into two paths, one path passing through the first air inlet air path 200 and the other path passing through the second air inlet air path 400.
  • the second air inlet air path 400 includes a second pressure reducing valve 410 and a throttle valve 420.
  • the second pressure reducing valve 410 is used to output the gas pressure required for parking relief, which is the parking cylinder.
  • the throttle valve 420 is connected between the second pressure reducing valve 410 and the valve body 600, that is, in the direction along the second air inlet air path 400, the second pressure reducing valve
  • the valve 410 and the throttle valve 420 are arranged in sequence, and the wind entering the second air inlet air path 400 passes through the second pressure reducing valve 410 and the throttle valve 420 in sequence.
  • the second air outlet air path 500 and the second air inlet air path 400 are arranged correspondingly, so that when the rail vehicle needs to be parked and relieved, the second air outlet air path 500 can receive the gas in the second air inlet air path 400 and can output the gas to
  • the parking cylinder 3 realizes parking relief, and when the rail vehicle needs parking brake, the gas in the parking cylinder 3 can be discharged to provide conditions for applying the parking brake.
  • the “outflow” of the second air outlet air path 500 can be understood as exhaust air, which can not only discharge the gas of the second air inlet air path 400 into the parking cylinder 3, but also enable the parking cylinder 3 is exhausted into the atmosphere.
  • the second air outlet air path 500 and the second air inlet air path 400 can be understood as one air path, which is called the second air path.
  • the air path valve body 600 is divided, wherein the second air inlet air path 400 is used as the input part of the gas in the second air path, the second air outlet air path 500 is used as the output or exhaust part of the gas in the second air path, and the second air outlet air path 500 It is connected to the parking cylinder 3 (the connection method of the second air outlet air path 500 and the parking cylinder 3 includes a detachable connection such as an air connection, and a non-detachable connection such as welding).
  • the second air outlet gas path 500 may be only one gas path pipe, which can play the role of gas transportation.
  • the valve body 600 is connected between the first air inlet air path 200 and the first air outlet 300, the valve body 600 is connected between the second air inlet air path 400 and the second air outlet 500, and the valve body 600 is used to select the air path That is, the valve body 600 has a first working state and a second working state. As shown in Figure 2, in the first working state, the valve body 600 conducts the air storage chamber 220 and the first air outlet air path 300, while the valve body 600 conducts the second air outlet air path 500 and the atmosphere to achieve parking braking force Application. As shown in Figure 3, in the second working state, the valve body 600 conducts the second air inlet air path 400 and the second air outlet 500, while the valve body conducts the first air outlet air path 300 and the atmosphere to achieve parking braking Of relief.
  • valve body 600 is preferably a two-position five-way valve.
  • the valve body 600 has a first tuyere 610, a second tuyere 620, a third tuyere 630, a fourth tuyere 640, and a fifth tuyere.
  • Air port 650 the first air port 610 is connected to the first air inlet air path 200 to be able to receive the wind of the first air inlet air path 200
  • the second air port 620 is connected to the second air inlet air path 400 to be able to receive the second air inlet air path 400
  • the third tuyere 630 communicates with the atmosphere
  • the fourth tuyere 640 is arranged corresponding to the first tuyere 610 and the third tuyere 630 to be able to communicate with the first tuyere 610 and the third tuyere 630
  • the fourth tuyere 640 is connected to the first outlet
  • the air path 300 is connected
  • the fifth air port 650 is corresponding to the second air port 620 and the third air port 630 to be able to communicate with the second air port 620 and the third air port 630
  • the fifth air port 650 is connected to the second air outlet path 500.
  • the first tuyere 610 communicates with the fourth tuyere 640, while the fifth tuyere 650 communicates with the third tuyere 630.
  • the first air inlet air path 200 communicates with the first air outlet 300, the gas of the first air inlet 200 enters the brake cylinder 2, and the parking cylinder 3 is communicated with the atmosphere through the second air outlet 500, thereby realizing parking braking.
  • the second tuyere 620 is in communication with the fifth tuyere 650, and the fourth tuyere 640 is in communication with the third tuyere 630.
  • the second air inlet air path 400 and The second air outlet air path 500 is connected, the gas of the second air inlet air path 400 enters the parking cylinder 3, and the brake cylinder 2 is in communication with the atmosphere through the first air outlet air path 300, thereby realizing parking relief.
  • the parking brake control module described in the embodiment of the present application is provided with two independent air paths and a valve body for adjusting the conduction of the air paths.
  • One of the air paths (the first air path) has a first air inlet air path. 200 and the first air outlet air path 300 are used to store the gas required for parking and braking to provide power for the parking brake of the brake cylinder 2.
  • the other air path (second air path) has a second air inlet air path 400 And the second air outlet air path 500 to provide the parking cylinder 3 with the gas needed for parking relief.
  • the embodiment described in the present application uses compressed air to drive the brake cylinder 2 to apply the parking brake, instead of the prior art in which the parking brake is driven by a compression spring, so the magnitude of the parking brake force applied to the rail vehicle is determined by It is determined by compressed air that the parking brake force can be flexibly adjusted by adjusting the pressure of the compressed air, and then a suitable parking brake force can be obtained. Therefore, how to realize the adjustment of the parking brake force to be able to apply appropriate parking to the vehicle The technical problem of braking force can not only ensure a sufficient parking safety factor, but also avoid the phenomenon of wheel scratches due to excessive parking force in unexpected situations.
  • the parking brake control module described in the embodiments of this application also has the following technical effects: (1) Since the parking brake force is applied by the compressed air-driven brake cylinder 2, the compression spring in the parking cylinder can be omitted, At the same time, the structure of the parking cylinder can be simplified, which will greatly reduce the weight and volume of the entire braking device, that is, the mass of the rail vehicle below the secondary spring can be reduced, and the installation space of the bogie frame can be saved; (2) due to parking braking force The brake cylinder 2 is driven by compressed air to prevent fatigue attenuation of the parking braking force, and the parking force can be kept consistent throughout the life cycle.
  • valve body 600 For the control of switching the working state of the valve body 600, it may be electric signal control (for example, the valve body 600 is a solenoid valve), air pressure control (for example, the valve body 600 is a pneumatic valve), or manual control, or may be electric signal control, The integration of air pressure control and manual control, so as to choose different control methods according to the needs.
  • the valve body 600 can be controlled by air pressure, and the action of the valve body 600 can be controlled by the main air pipe 4. When the pressure of the main air pipe 4 drops to a set value, the valve body 600 will be activated.
  • the parking brake control module has fault-oriented safety features, which improves the safety of the system, and at the same time improves the response efficiency of the rail vehicle parking brake and parking mitigation operations.
  • the valve body 600 also has a pneumatic control part 660, which is connected to the air inlet end 100.
  • the air pressure of the pneumatic control part 660 which is also the air pressure provided by the air duct 4 to the pneumatic control part 660
  • the preset range of the pneumatic control part 660 for example, lower than the preset value
  • the air pressure in the main air duct 4 is in a stable state, and the air pressure provided by the main air duct 4 to the pneumatic control unit 660 is within the preset range of the pneumatic control unit 660.
  • the control part 660 does not work, and the switching of the working state of the valve body 600 can be manually controlled (as shown in FIG. 1 or FIG. 2, the valve body 600 is equipped with mushroom-shaped parts for manual control) and/or electric control (such as As shown in Figure 1 or Figure 2, the valve body 600 is equipped with a solenoid valve for electrical control) and other conventional control methods in the art.
  • the air pressure in the main air duct 4 is relatively high.
  • the air pressure provided by the main air duct 4 to the pneumatic control unit 660 is not within the preset range of the pneumatic control unit.
  • the pneumatic control unit 660 operates, so that the valve body 600 is switched from the second working state to the first working state .
  • emergency braking that is, to achieve emergency response in an emergency state (such as unstable air pressure in the main duct).
  • the valve body 600 usually switches the working state when the pressure of the main air pipe 4 is lower than the preset range.
  • the pneumatic control part 660 is connected to the second air inlet air path 400 through a pilot valve (a technique known to those skilled in the art), and the connection point is located between the throttle valve 420 and the second air port 620.
  • the parking brake control module 1 further includes a first pressure reducing valve 700, which is connected between the air inlet end 100 and the first air inlet air path 200
  • a first pressure reducing valve 700 which is connected between the air inlet end 100 and the first air inlet air path 200
  • the first pressure reducing valve 700 and the first The air inlet air path 200 and the second air inlet air path 400 are connected in series, wherein the wind output from the first pressure reducing valve 700 flows all the way to the first air inlet air path 200 and the other flows into the second air inlet air path 400.
  • the first pressure reducing valve 700 may also be arranged in the first air inlet air path 200, that is, the wind entering the first air inlet air path 200 is sequential Pass through the first pressure reducing valve 700, the one-way valve 211 and the air storage cylinder 212.
  • the parking brake control module the pressure of the first air inlet air path 200 and the second air inlet air path 400 can be completely independently controlled, and setting the air pressure of any one of them alone will not affect the other Air pressure, that is, different parking brake pressures and parking relief pressures can be set, and the parking brake control module is more adaptable.
  • the wind of the main air pipe 4 sequentially enters the air storage chamber 220 of the air storage cylinder 212 through the air inlet end 100, the first pressure reducing valve 700 and the one-way valve 211, and is obtained inside the air storage chamber 220 store;
  • the valve body 600 When the rail vehicle needs to apply the parking brake, the valve body 600 is in the first working state (the state in FIG. 2). At this time, the compressed air stored in the air storage chamber 220 of the air storage cylinder 212 sequentially passes through the first tuyere 610 4. The fourth air outlet 640 and the first air outlet air path 300 lead into the brake cylinder 2, while the second air outlet 630 is closed, and the air inside the parking cylinder 3 passes through the second air outlet air path 500, the fifth air outlet 650 and the first air outlet in sequence. The three air outlets 630 are discharged to the atmosphere, thereby realizing the application of parking brake;
  • the valve body 600 When the rail vehicle needs to relieve the parking brake, the valve body 600 is in the second working state (the state in FIG. 3). At this time, the wind of the main air pipe 4 passes through the air inlet end 100 and the first pressure reducing valve 700 in sequence. , The second pressure reducing valve 410, the throttle valve 420, the second air port 620, the fifth air port 650 and the second air outlet 500 pass into the parking cylinder 3. At the same time, the first air port 610 is closed and the brake cylinder 2 is inside The air in the air is discharged to the atmosphere through the first air outlet 300, the fourth air port 640, and the third air port 630 in sequence, thereby realizing the relief of the parking brake.

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

Abstract

一种停放制动控制模块（1），包括进风端部（100）、第一进风气路（200）、第一出风气路（300）、第二进风气路（400）、第二出风气路（500）及阀体（600），第一进风气路（200）具有储风单元（210），第一出风气路（300）与制动缸（2）连接，第二进风气路（400）与进风端部（100）相连，第二出风气路（500）与停放缸（3）连接；阀体（600）在第一工作状态下，导通储风腔室（220）与第一出风气路（300），同时导通第二出风气路（500）与大气，实现停放制动力的施加，阀体（600）在第二工作状态下，导通第二进风气路（400）与第二出风气路（500），同时导通第一出风气路（300）与大气，实现停放制动的缓解。及包括所述停放制动控制模块的一种轨道车辆。

Description

停放制动控制模块及轨道车辆
本申请要求在2019年07月05日提交中国专利局、申请号为CN201910602162.5、申请名称为“停放制动控制模块及轨道车辆”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
本申请属于轨道车辆制动技术领域，尤其涉及一种停放制动控制模块及轨道车辆。
背景技术
目前，轨道车辆用停放制动力是通过压缩弹簧施加，同时停放控制模块通过控制停放缸内压缩空气的有无，来实现停放制动的缓解和施加。
中国专利CN202541577U公开了一种城轨车辆停放制动控制单元，包括制动缸压力控制部分和停放制动缸压力控制部分，停放制动缸压力控制部分包括主风管MR、停放制动缸PB，主风通过截断塞门、空气过滤器为停放制动控制阀和停放制动缸PB提供压力空气。停放制动控制单元接收来自控制室的信号进行停放制动缸PB的制动与缓解，当接通停放制动信号时，停放制动控制阀排气，将停放制动缸PB内压力空气排出，停放制动缸PB产生停放制动作用；当停放制动信号解除时，停放制动控制阀供气，将压力空气引入停放制动缸PB，缓解停放制动作用。
中国申请CN105109474A公开了一种机车停放制动联锁控制系统，包括MCU和联锁压力开关，联锁压力开关用于检测制动管压力的大小，向MCU传送断开信号或者闭合信号，MCU接收压力开关传送的断开信号或者闭合信号，根据接收的信号允许停放制动或者停放制动缓解的实施。其中，风缸与停放制动管路连通，为停放制动装置提供稳定的风源。
如图1所示，停放控制模块包括减压阀10’及两位三通停放阀20’，总风管1’的压缩空气经过减压阀10’后由一个两位三通停放阀20’控制，该两位三通停放阀20’只能控制停放缸2’内的压缩空气有无，正常情况下两位三通停放阀20’处于导通状态，向停放缸2’的内部充入压缩空气，实现停放制动的缓解，当接到停放制动指令时，两位三通停放阀20’动作，排出停放缸2’内部的压缩空气， 通过压缩弹簧实现停放制动的施加。
上述技术的停放制动控制原理为：由停放缸施加停放制动力，施加于轨道车辆停放制动力的大小，由停放缸2’内的压缩弹簧决定，从而使得停放制动力无法得到灵活的调整，进而无法对车辆施加合适的停放制动力，以保证足够的停放安全系数，并且避免在意外情况下由于停放力过大而擦伤车轮的现象发生。
发明内容
本申请提供一种停放制动控制模块及轨道车辆，其技术方案如下：
一种停放制动控制模块，用于轨道车辆中，所述停放制动控制模块包括：
进风端部；
第一进风气路，所述第一进风气路与所述进风端部相连，所述第一进风气路具有：
储风单元，所述储风单元具有储风腔室，所述储风腔室用于储存轨道车辆制动缸制动所需的气体；
第一出风气路，所述第一出风气路与所述第一进风气路对应设置；
第二进风气路，所述第二进风气路与所述进风端部相连；
第二出风气路，所述第二出风气路与所述第二进风气路对应设置；
阀体，所述阀体连接于所述第一进风气路与所述第一出风气路之间，所述阀体连接于所述第二进风气路与所述第二出风气路之间，所述阀体具有：
第一工作状态，在所述第一工作状态下，所述阀体导通所述储风腔室与所述第一出风气路，同时所述阀体导通所述第二出风气路与大气，实现停放制动力的施加；
第二工作状态，在所述第二工作状态下，所述阀体导通所述第二进风气路与所述第二出风气路，同时所述阀体导通所述第一出风气路与大气，实现停放制动的缓解。
作为优选，所述储风单元包括：
单向阀；及
储风缸，所述储风腔室位于所述储风缸的内部，所述储风缸与所述单向阀串联，在沿着所述第一进风气路的进风方向上，所述单向阀及所述储风缸顺次排列。
作为优选，所述阀体具有：
气动控制部，所述气动控制部与所述进风端部相连；
其中，当所述进风端部提供至所述气动控制部的气体压力超出所述气动控制部的预设范围时，所述阀体切换工作状态。
作为优选，所述阀体具有：
第一风口，所述第一风口与所述第一进风气路相连；
第二风口，所述第二风口与所述第二进风气路相连，
第三风口，所述第三风口与大气连通；
第四风口，所述第四风口与所述第一风口及所述第三风口对应设置，所述第四风口与所述第一出风气路相连；
第五风口，所述第五风口与所述第二风口及所述第三风口对应设置，所述第五风口与所述第二出风气路相连；
其中，当所述阀体在所述第一工作状态下，所述第一风口与所述第四风口相通，同时所述第五风口与所述第三风口相通；
当所述阀体在所述第二工作状态下，所述第二风口与所述第五风口相通，同时所述第四风口与所述第三风口相通。
作为优选，所述阀体为二位五通阀，所述停放制动控制模块还包括：
第一减压阀，所述第一减压阀连接于所述进风端部与所述第一进风气路之间，所述第一减压阀与所述第一进风气路及所述第二进风气路均串联，其中，从所述第一减压阀输出的风，一路流向所述第一进风气路中，另一路流向所述第二进风气路中；
所述第二进风气路包括：
第二减压阀；及
节流阀，所述节流阀连接于所述第二减压阀与所述第二风口之间。
作为优选，所述阀体为二位五通阀，所述停放制动控制模块还包括：
第一减压阀，所述第一减压阀设置在所述第一进风气路中，进入所述第一进风气路的风顺次经过所述第一减压阀、所述单向阀及所述储风缸；
所述第二进风气路包括：
第二减压阀；及
节流阀，所述节流阀连接于所述第二减压阀与所述第二风口之间。
本申请还提供一种轨道车辆，所述轨道车辆包括停放制动控制模块、制动缸及停放缸，所述停放制动控制模块包括：
进风端部；
第一进风气路，所述第一进风气路与所述进风端部相连，所述第一进风气路具有：
储风单元，所述储风单元具有储风腔室，所述储风腔室用于储存所述制动缸制动所需的气体；
第一出风气路，所述第一出风气路与所述第一进风气路对应设置，所述第一出风气路与所述制动缸连接；
第二进风气路，所述第二进风气路与所述进风端部相连；
第二出风气路，所述第二出风气路与所述第二进风气路对应设置，所述第二出风气路与所述停放缸连接；
阀体，所述阀体连接于所述第一进风气路与所述第一出风气路之间，所述阀体连接于所述第二进风气路与所述第二出风气路之间，所述阀体具有：
第一工作状态，在所述第一工作状态下，所述阀体导通所述储风腔室与所述第一出风气路，同时所述阀体导通所述第二出风气路与大气，实现停放制动力的施加；
第二工作状态，在所述第二工作状态下，所述阀体导通所述第二进风气路与所述第二出风气路，同时所述阀体导通所述第一出风气路与大气，实现停放制动的缓解。
作为优选，所述储风单元包括：
单向阀；及
储风缸，所述储风腔室位于所述储风缸的内部，所述储风缸与所述单向阀串联，在沿着所述第一进风气路的进风方向上，所述单向阀及所述储风缸顺次排列。
作为优选，所述阀体具有：
气动控制部，所述气动控制部与所述进风端部相连；
其中，当所述进风端部提供至所述气动控制部的气体压力超出所述气动控制部的预设范围时，所述阀体切换工作状态。
作为优选，所述阀体具有：
第一风口，所述第一风口与所述第一进风气路相连；
第二风口，所述第二风口与所述第二进风气路相连，
第三风口，所述第三风口与大气连通；
第四风口，所述第四风口与所述第一风口及所述第三风口对应设置，所述第四风口与所述第一出风气路相连；
第五风口，所述第五风口与所述第二风口及所述第三风口对应设置，所述第五风口与所述第二出风气路相连；
其中，当所述阀体在所述第一工作状态下，所述第一风口与所述第四风口相通，同时所述第五风口与所述第三风口相通；
当所述阀体在所述第二工作状态下，所述第二风口与所述第五风口相通，同时所述第四风口与所述第三风口相通。
作为优选，所述轨道车辆还包括：
制动风管，所述制动风管与所述制动缸连接；
所述第一出风气路具有：
双向阀，所述双向阀具有：
第六风口，所述第六风口与所述阀体相连；
第七风口，所述第七风口与所述制动风管相连；
第八风口，所述第八风口与所述制动缸相连；
其中，当所述第六风口的气压大于所述第七风口的气压时，所述制动缸与所述阀体相通，当所述第六风口的气压小于所述第七风口的气压时，所述制动缸与所述制动风管相通。
本申请中提供的一个或多个技术方案，具有如下技术效果或优点：
本申请一个或多个实施例所描述的停放制动控制模块具有两条独立的气路，以及用于调节气路导通的阀体，其中一条气路具有第一进风气路及第一出风气路，以用于储备停放制动所需的气体，为制动缸的停放制动提供动力，另一条气路具有第二进风气路及第二出风气路，以能够为停放缸提供停放缓解所需的气体，当轨道车辆需要施加停放制动时，调节阀体处于第一工作状态，此时储风腔室储存的气体通向制动缸，同时停放缸与大气相通；当轨道车辆需要停放缓解时，调节阀体处于第二工作状态，此时向停放缸充气，制动缸与大气相通，同时储风腔室储存制动所需气体。因此，本申请所一个或多个实施例提供的停放制动控制模块以压缩空气驱动制动缸施加停放制动的方式，取代了先前技术由压缩弹簧驱动停放制动的方式，由此施加于轨道车辆停放制动力的大小由压缩空气决定，从而能够通过调节压缩空气的压力来对停放制动力进行灵活调整。
附图说明
图1为先前的停放控制模块的控制原理图；
图2为本申请一种实施例中停放控制模块的控制原理图，其中阀体处于第一状态；
图3为图2中的停放控制模块的控制原理图，其中阀体处于第二状态；
图4为本申请另一种实施例中停放控制模块的控制原理图，其中阀体处于第一状态；
图5为图4中的停放控制模块的控制原理图，其中阀体处于第二状态；
图中编号：：1’、总风管；2’、停放缸；10’、减压阀；20’、两位三通停放阀；1、停放制动控制模块；100进风端部；200、第一进风气路；210、储风单元；211、单向阀；212、储风缸；220、储风腔室；300、第一出风气路；310、双向阀；311、第六风口；312、第七风口；313、第八风口；400、第二进风气路；410、第二减压阀；420、节流阀；500、第二出风气路；600、阀体；610、第一风口；620、第二风口；630、第三风口；640、第四风口；650、第五风口；660、气动控制部；700、第一减压阀；2、制动缸；3、停放缸；4、总风管；5、制动风管；6、BCU控制模块。
具体实施方式
以下结合具体实施方式对本申请的技术方案进行详实的阐述，然而应当理解，在没有进一步叙述的情况下，一个实施方式中的元件、结构和特征也可以有益地结合到其他实施方式中。
在本申请的描述中，需要理解的是，术语“第一”、“第二”等仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”等的特征可以明示或者隐含地包括一个或者更多个该特征。
在本申请的描述中，需要理解的是，术语“上”、“下”、“底”、“内”等指示的方位或位置关系为基于附图2所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或 一体地连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本发明中的具体含义。
所述的实施方式仅仅是对本申请的优选实施方式进行描述，并非对本申请的范围进行限定，在不脱离本申请设计精神的前提下，本领域普通技术人员对本申请的技术方案作出的各种变形和改进，均应落入本申请权利要求书确定的保护范围内。
本申请提供的技术方案总体思路如下：
本申请一种实施方式提出了一种用于实现停放制动的缓解和施加的停放制动控制模块，以及应用该停放制动控制模块的轨道车辆，该停放制动控制模块设置有两条独立的气路，以及用于调节气路导通的阀体，其中，一条气路具备储存停放制动所需气体的能力，以能够为制动缸的停放制动提供动力，另一条气路能够为停放缸提供缓解所需的气体，当轨道车辆需要施加停放制动时，调节阀体处于第一工作状态，此时将通过其中一条气路储存的气体通向制动缸，同时停放缸与大气相通；当轨道车辆需要停放缓解时，调节阀体处于第二工作状态，此时通过另一条气路向停放缸充气，制动缸与大气相通，同时储存制动所需气体。
基于上述，本申请实施方式提供的停放制动控制模块以由压缩空气驱动制动缸施加停放制动的方式，取代了由压缩弹簧驱动停放制动的方式，由此施加于轨道车辆的停放制动力的大小由压缩空气决定，从而能够实现通过调节压缩空气的压力来对停放制动力的灵活调整，能够获得合适的停放制动力，因此解决了如何实现对停放制动力的调节，以能够对车辆施加合适的停放制动力的技术问题，进而既能够保证足够的停放安全系数，又能够避免在意外情况下由于停放力过大而擦伤车轮的现象发生。
为了更好的理解上述技术方案，下面将结合说明书附图以及具体的实施例对上述技术方案进行详细的说明。值得理解的是，这些实施例仅仅是本申请的优选的一些实施例，并不能理解为对本申请的保护范围进行限制。
参见图2-5，本申请一种实施例提出了一种轨道车辆，该轨道车辆包括停放制动控制模块1、制动缸2、停放缸3、总风管4及制动风管5。制动风管5可作为轨道车辆的行车制动的风源，制动风管5的风也可由总风管4提供。该停放制动控制模块1用于轨道车辆中，可实现停放制动的缓解和施加。该停放制 动控制模块1包括进风端部100、第一进风气路200、第一出风气路300、第二进风气路400、第二出风气路500及阀体600，其中：
进风端部100位于停放制动控制模块1进风的初始位置，进风端部100用于与外部风源连通或连接，以作为停放制动控制模块1风的输入端，为第一进风气路200和/或第二进风气路400供风。可以做这样的理解，任何气路控制模块均具有一进风端部，同理也还具有一出风端部。具体而言，如图2所示，进风端部100与总风管4相通，在当总风管4有风状态下(此时可以对应轨道车辆的行驶状态)，总风管4的风通过进风端部100输入至停放制动控制模块1，为第一进风气路200和/或第二进风气路400供风。
第一进风气路200与进风端部100相连(第一进风气路200与进风端部100可一体化成型，也可通过焊接、可拆卸连接等方式连接)，以实现第一进风气路200与进风端部100间的通风。第一进风气路200具有储风单元210，储风单元210具有储风腔室220，储风腔室220用于储存制动缸2制动所需的气体。当进风端部100的气体输送至第一进风气路200时，储风单元210的储风腔室220储存气体，以在第一出风气路300与制动缸2连通时将储存的气体稳定地提供给制动缸2，使得制动缸2输出停放制动力，实现停放制动。具体而言，如图2所示，储风单元210包括单向阀211及储风缸212，储风腔室200位于储风缸212的内部，储风缸212与单向阀211串联，在沿着第一进风气路200的进风方向上，单向阀211及储风缸212顺次排列，以使得进入第一进风气路200的风先通过单向阀211，再进入到储风缸212内的储风腔室220中，同时，避免储风腔室220中的气体从第一进风气路200回流。例如，在总风管4压力降低时，单向阀211可保持储风腔室220中的压力不降低。
第一出风气路300与第一进风气路200对应设置，以在当轨道车辆需要施加停放制动时，第一出风气路300能够接收第一进风气路200中的气体(例如主要为储风腔室220中存储的气体)，并且能够将气体输出至制动缸2，实现停放制动，以及在当轨道车辆需要停放缓解时，能够将制动缸2的气体排出，实现停放缓解。本领域技术人员可以理解的是，第一出风气路300中的“出风”可以理解为排风，即，第一出风气路300既能够将第一进风气路200的气体排出至制动缸2中，又能够将制动缸2的气体排出至大气。本领域技术人员还可以理解的是，第一出风气路300与第一进风气路200可以理解为一条气路，称之为第一气路，第一气路由阀体600分割，其中第一进风气路200作为第一气路中 气体的输入部分，第一出风气路300作为第一气路中气体的输出或排出部分，第一出风气路300与制动缸2连接(第一出风气路300与制动缸2可采用气路接口等可拆卸连接，也可以采用焊接等不可拆卸连接的方式连接)。
具体而言，如图2所示，第一出风气路300连接于阀体600与制动缸2之间，当阀体600选择第一进风气路200与第一出风气路300连通时，第一进风气路200的气体通过第一出风气路300输送至制动缸2中，为了使得制动缸2在轨道车辆行车过程中还能够发挥制动的作用，即，为了使得制动缸2在轨道车辆停放制动状态和行车制动状态下，均能够输出制动力，本实施例采取的方式是，第一出风气路300具有双向阀310，双向阀310具有第六风口311、第七风口312及第八风口313，第六风口311与阀体600相连，用于接收从阀体600输出的气体，第七风口312与制动风管5相连，用于接收从制动风管5输出的气体，第八风口313与制动缸相连，用于将阀体600或制动风管5输出的气体输出给制动缸，其中，当第六风口311的气压大于第七风口312的气压时，制动缸2与阀体600相通，当第六风口311的气压小于第七风口312的气压时，制动缸2与制动风管5相通。换句话说，双向阀310对来自阀体600以及来自制动风管5的风进行选择，当轨道车辆需要行车制动时，第一出风气路300不导通，制动风管5输出气体，此时，对于双向阀310，制动风管5侧的气体压力大于第一出风气路300侧的气体压力，则导通制动风管5与制动缸2，实现制动缸2制动力的输出，当轨道车辆需要停放制动时，第一出风气路300导通，制动风管5无风，此时，对于双向阀310，第一出风气路300侧的气体压力大于制动风管5侧的气体压力，则导通第一出风气路300与制动缸2，实现制动缸2停放制动力输出。
此外，为了对行车制动力进行更好的控制，继续如图2所示，本实施例轨道车辆还包括BCU控制模块6，BCU控制模块6与制动风管5连接，用于控制制动风管5气体的输出，进而根据BCU控制模块接收到的指令，控制制动缸2制动力的输出。
第二进风气路400与进风端部100相连(第二进风气路400与进风端部100可采用一体化成型，以及焊接、可拆卸连接等方式连接)，以实现第二进风气路400与进风端部100间的通风，第二进风气路400与阀体600相连，用于将从进风端部100接收到的气体输送至阀体600。本领域技术人员根据本申请的记载，能够直接且毫无意义地得出，第二进风气路400与第一进风气路200是或 属于两条独立的气路，以分别通过不同的气路传送气体，例如，输出端部100的风能够分两路，一路经过第一进风气路200，另一路经过第二进风气路400。具体而言，如图2所示，第二进风气路400包括第二减压阀410及节流阀420，第二减压阀410用于输出停放缓解所需的气体压力，即为停放缸3的停放缓解提供所需的气体压力，节流阀420连接于第二减压阀410与阀体600之间，即在沿着第二进风气路400的进风方向上，第二减压阀410及节流阀420顺次排列，进入第二进风气路400的风，顺次经过第二减压阀410及节流阀420。
第二出风气路500与第二进风气路400对应设置，以在当轨道车辆需要停放缓解时，第二出风气路500能够接收第二进风气路400中的气体，并且能够将气体输出至停放缸3，实现停放缓解，以及在当轨道车辆需要停放制动时，能够将停放缸3的气体排出，为停放制动的施加提供条件。本领域技术人员可以理解的是，第二出风气路500的“出风”可以理解为排风，其既能够将第二进风气路400的气体排出至停放缸3中，又能够将停放缸3的气体排出至大气，本领域技术人员还可以理解的是，第二出风气路500与第二进风气路400可以理解为一条气路，该气路称之为第二气路，第二气路由阀体600分割，其中第二进风气路400作为第二气路中气体的输入部分，第二出风气路500作为第二气路中气体的输出或排出部分，第二出风气路500与停放缸3连接(第二出风气路500与停放缸3的连接方式包括采用气路接口等可拆卸连接，以及焊接等不可拆卸连接的方式)。具体到如图2中，第二出风气路500可以仅为一条气路管道，能起到输送气体的作用即可。
阀体600连接于第一进风气路200与第一出风气路300之间，阀体600连接于第二进风气路400与第二出风气路500之间，阀体600用于选择气路的走向，即阀体600具有第一工作状态及第二工作状态。如图2所示，在第一工作状态下，阀体600导通储风腔室220与第一出风气路300，同时阀体600导通第二出风气路500与大气，实现停放制动力的施加。如图3所示，在第二工作状态下，阀体600导通第二进风气路400与第二出风气路500，同时阀体导通第一出风气路300与大气，实现停放制动的缓解。本领域技术人员据此能够获知的是，可以在普通技术知识及现有技术中选择所需类型的阀体，以满足上述需求。具体而言，如图2和图3所示，阀体600优选为二位五通阀，阀体600具有第一风口610、第二风口620、第三风口630、第四风口640及第五风口650，第一风口610与第一进风气路200相连，以能够接收第一进风气路200 的风，第二风口620与第二进风气路400相连，以能够接收第二进风气路400的风，第三风口630与大气连通，第四风口640与第一风口610及第三风口630对应设置，以能够与第一风口610及第三风口630相通，第四风口640与第一出风气路300相连，第五风口650与第二风口620及第三风口630对应设置，以能够与第二风口620及第三风口630相通，第五风口650与第二出风气路500相连。其中，如图2所示，当阀体600在第一工作状态下，第一风口610与第四风口640相通，同时第五风口650与第三风口630相通，此时，第一进风气路200与第一出风气路300相通，第一进风气路200的气体进入至制动缸2中，同时停放缸3通过第二出风气路500与大气相通，以此实现停放制动。如图3所示，当阀体600在第二工作状态下，第二风口620与第五风口650相通，同时第四风口640与第三风口630相通，此时，第二进风气路400与第二出风气路500相通，第二进风气路400的气体进入至停放缸3中，同时制动缸2通过第一出风气路300与大气相通，以此实现停放缓解。
基于上述，本申请所描述的实施例具有如下的技术效果或优点：
本申请实施例所描述的停放制动控制模块，通过设置两条独立的气路，以及用于调节气路导通的阀体，其中一条气路(第一气路)具有第一进风气路200及第一出风气路300，以用于储备停放制动所需的气体，为制动缸2的停放制动提供动力，另一条气路(第二气路)具有第二进风气路400及第二出风气路500，以能够为停放缸3提供停放缓解所需的气体，当轨道车辆需要施加停放制动时，调节阀体600处于第一工作状态，此时储风腔室220储存的气体通向制动缸2，同时停放缸3与大气相通；当轨道车辆需要停放缓解时，调节阀体600处于第二工作状态，此时向停放缸3充气，制动缸2与大气相通，同时储风腔室220储存制动所需气体。因此，本申请所描述的实施例以压缩空气驱动制动缸2施加停放制动的方式，取代了先前技术由压缩弹簧驱动停放制动的方式，由此施加于轨道车辆停放制动力的大小由压缩空气决定，从而能够通过调节压缩空气的压力来对停放制动力进行灵活调整，进而能够获得合适的停放制动力，因此解决了如何实现对停放制动力的调节，以能够对车辆施加合适的停放制动力的技术问题，进而既能够保证足够的停放安全系数，又能够避免在意外情况下由于停放力过大而擦伤车轮的现象发生。
除此之外，在本申请实施例描述的停放制动控制模块还具有以下技术效果：(1)由于停放制动力由压缩空气驱动制动缸2施加，能够省去停放缸中的压缩 弹簧，同时停放缸的结构能够简化，进而将会大大减轻整个制动装置的重量和体积，即能够减轻轨道车辆二系弹簧以下的质量，节省了转向架构架的安装空间；(2)由于停放制动力由压缩空气驱动制动缸2施加，停放制动力不会出现疲劳衰减，并且能够在整个寿命周期内保持停放力大小一致。
对于阀体600切换工作状态的控制，其可以为电信号控制(例如阀体600为电磁阀)、气压控制(例如阀体600为气控阀)、或者手动控制，或者可以为电信号控制、气压控制及手动控制三者的集成，从而根据需要，以择一的方式选择不同的控制方式。继续参见图2和图3，阀体600可由气压控制，阀体600的动作可由总风管4控制，当总风管4的压力降低到设定值时，会使阀体600动作，以此，停放制动控制模块具备故障导向安全特性，提高了系统安全性，同时提高了轨道车辆停放制动及停放缓解作业的响应效率。具体而言，在图2和图3中，阀体600还具有气动控制部660，气动控制部660与进风端部100相连，在轨道车辆行进的过程中，当进风端部100提供至气动控制部660的空气压力(也是总风管4提供至气动控制部660的空气压力)超出气动控制部660的预设范围(如低于预设值)时，阀体600切换工作状态。具体的，在当轨道车辆正常行驶时，总风管4内的空气压力处于稳定状态，总风管4提供至气动控制部660的空气压力处于气动控制部660的预设范围内，此时气动控制部660不起作用，阀体600工作状态的切换可由手动控制(如图1或图2所示，阀体600上均设有用于手动控制的蘑菇头状部件)和/或电控制(如图1或图2所示，阀体600上均设有用于电控制的电磁阀)等本领域常规控制方式控制，而在当轨道车辆发生紧急状况时，总风管4内的空气压力发生较大的变化，总风管4提供至气动控制部660的空气压力不在气动控制部的预设范围内，此时气动控制部660动作，使得阀体600由第二工作状态切换至第一工作状态，实现紧急制动，即实现紧急状态下(如总风管中空气压力不稳定)的应急响应。通常总风管4的空气压力值低于预设范围时，可能会使制动力不足，因此，阀体600通常在总风管4压力低于预设范围时切换工作状态，但是不排除根据其他需要设置，使阀体600在总风管4压力高于预设范围时切换工作状态的可能。可选的，气动控制部660通过一先导阀(本领域技术人员已知技术)与第二进风气路400连接，其连接点位于节流阀420与第二风口620之间。
为了能够给储风腔室提供所需压力的气体，停放制动控制模块1还包括第一减压阀700，第一减压阀700连接于进风端部100与第一进风气路200之间， 以为第一进风气路200(具体为储风腔室220)提供所需压力的气体，进而为制动缸2施加停放制动提供所需的气压，第一减压阀700与第一进风气路200及第二进风气路400均串联，其中，从第一减压阀700输出的风，一路流向第一进风气路200中，另一路流向第二进风气路400中。当然，如图4和图5所示，在另一些实施例中，还可以将第一减压阀700设置在第一进风气路200中，即，进入第一进风气路200的风顺次经过第一减压阀700、单向阀211及储风缸212。如图4和图5所示，该停放制动控制模块，其第一进风气路200和第二进风气路400的压力可完全独立控制，单独设置其中任何一路空气压力都不会影响另一路空气压力，即可以设置不同的停放制动压力和停放缓解压力，停放制动控制模块的适应性更广。
为了更清楚的说明本申请，下面以图2和图3所示的实施例为例就本申请中实现停放制动及停放缓解的操作进行具体的说明：
总风管4的风顺次通过进风端部100、第一减压阀700及单向阀211进入到储风缸212的储风腔室220内部，并在储风腔室220的内部得到储存；
当轨道车辆需要施加停放制动时，阀体600处于第一工作状态(图2中的状态)，此时，储风缸212储风腔室220内部储存的压缩空气顺次经过第一风口610、第四风口640及第一出风气路300通入制动缸2中，同时第二风口630封闭，并且停放缸3内部的空气顺次经过第二出风气路500、第五风口650及第三风口630排出至大气，从而实现停放制动的施加；
当轨道车辆需要缓解停放制动时，阀体600处于第二工作状态(图3中的状态)，此时，总风管4的风顺次经过进风端部100、第一减压阀700、第二减压阀410、节流阀420、第二风口620、第五风口650及第二出风气路500通入停放缸3中，同时，第一风口610封闭，并且制动缸2内部的空气顺次经过第一出风气路300、第四风口640及第三风口630排出至大气，从而实现停放制动的缓解。

Claims (11)

  1. 一种停放制动控制模块，用于轨道车辆中，其特征在于，所述停放制动控制模块包括：
    进风端部；
    第一进风气路，所述第一进风气路与所述进风端部相连，所述第一进风气路具有：
    储风单元，所述储风单元具有储风腔室，所述储风腔室用于储存轨道车辆制动缸制动所需的气体；
    第一出风气路，所述第一出风气路与所述第一进风气路对应设置；
    第二进风气路，所述第二进风气路与所述进风端部相连；
    第二出风气路，所述第二出风气路与所述第二进风气路对应设置；
    阀体，所述阀体连接于所述第一进风气路与所述第一出风气路之间，所述阀体连接于所述第二进风气路与所述第二出风气路之间，所述阀体具有：
    第一工作状态，在所述第一工作状态下，所述阀体导通所述储风腔室与所述第一出风气路，同时所述阀体导通所述第二出风气路与大气，实现停放制动力的施加；
    第二工作状态，在所述第二工作状态下，所述阀体导通所述第二进风气路与所述第二出风气路，同时所述阀体导通所述第一出风气路与大气，实现停放制动的缓解。
  2. 根据权利要求1所述的停放制动控制模块，其特征在于，所述储风单元包括：
    单向阀；及
    储风缸，所述储风腔室位于所述储风缸的内部，所述储风缸与所述单向阀串联，在沿着所述第一进风气路的进风方向上，所述单向阀及所述储风缸顺次排列。
  3. 根据权利要求1所述的停放制动控制模块，其特征在于，所述阀体具有：
    气动控制部，所述气动控制部与所述进风端部相连；
    其中，当所述进风端部提供至所述气动控制部的气体压力超出所述气动控制部的预设范围时，所述阀体切换工作状态。
  4. 根据权利要求1-3中任一项所述的停放制动控制模块，其特征在于，所述阀体具有：
    第一风口，所述第一风口与所述第一进风气路相连；
    第二风口，所述第二风口与所述第二进风气路相连，
    第三风口，所述第三风口与大气连通；
    第四风口，所述第四风口与所述第一风口及所述第三风口对应设置，所述第四风口与所述第一出风气路相连；
    第五风口，所述第五风口与所述第二风口及所述第三风口对应设置，所述第五风口与所述第二出风气路相连；
    其中，当所述阀体在所述第一工作状态下，所述第一风口与所述第四风口相通，同时所述第五风口与所述第三风口相通；
    当所述阀体在所述第二工作状态下，所述第二风口与所述第五风口相通，同时所述第四风口与所述第三风口相通。
  5. 根据权利要求4所述的停放制动控制模块，其特征在于，所述阀体为二位五通阀，所述停放制动控制模块还包括：
    第一减压阀，所述第一减压阀连接于所述进风端部与所述第一进风气路之间，所述第一减压阀与所述第一进风气路及所述第二进风气路均串联，其中，从所述第一减压阀输出的风，一路流向所述第一进风气路中，另一路流向所述第二进风气路中；
    所述第二进风气路包括：
    第二减压阀；及
    节流阀，所述节流阀连接于所述第二减压阀与所述第二风口之间。
  6. 根据权利要求4所述的停放制动控制模块，其特征在于，所述阀体为二位五通阀，所述停放制动控制模块还包括：
    第一减压阀，所述第一减压阀设置在所述第一进风气路中，进入所述第一进风气路的风顺次经过所述第一减压阀、所述单向阀及所述储风缸；
    所述第二进风气路包括：
    第二减压阀；及
    节流阀，所述节流阀连接于所述第二减压阀与所述第二风口之间。
  7. 一种轨道车辆，其特征在于，所述轨道车辆包括停放制动控制模块、制动缸及停放缸，所述停放制动控制模块包括：
    进风端部；
    第一进风气路，所述第一进风气路与所述进风端部相连，所述第一进风气 路具有：
    储风单元，所述储风单元具有储风腔室，所述储风腔室用于储存所述制动缸制动所需的气体；
    第一出风气路，所述第一出风气路与所述第一进风气路对应设置，所述第一出风气路与所述制动缸连接；
    第二进风气路，所述第二进风气路与所述进风端部相连；
    第二出风气路，所述第二出风气路与所述第二进风气路对应设置，所述第二出风气路与所述停放缸连接；
    阀体，所述阀体连接于所述第一进风气路与所述第一出风气路之间，所述阀体连接于所述第二进风气路与所述第二出风气路之间，所述阀体具有：
    第一工作状态，在所述第一工作状态下，所述阀体导通所述储风腔室与所述第一出风气路，同时所述阀体导通所述第二出风气路与大气，实现停放制动力的施加；
    第二工作状态，在所述第二工作状态下，所述阀体导通所述第二进风气路与所述第二出风气路，同时所述阀体导通所述第一出风气路与大气，实现停放制动的缓解。
  8. 根据权利要求7所述的轨道车辆，其特征在于，所述储风单元包括：
    单向阀；及
    储风缸，所述储风腔室位于所述储风缸的内部，所述储风缸与所述单向阀串联，在沿着所述第一进风气路的进风方向上，所述单向阀及所述储风缸顺次排列。
  9. 根据权利要求7所述的轨道车辆，其特征在于，所述阀体具有：
    气动控制部，所述气动控制部与所述进风端部相连；
    其中，当所述进风端部提供至所述气动控制部的气体压力超出所述气动控制部的预设范围时，所述阀体切换工作状态。
  10. 根据权利要求7所述的轨道车辆，其特征在于，所述阀体具有：
    第一风口，所述第一风口与所述第一进风气路相连；
    第二风口，所述第二风口与所述第二进风气路相连，
    第三风口，所述第三风口与大气连通；
    第四风口，所述第四风口与所述第一风口及所述第三风口对应设置，所述第四风口与所述第一出风气路相连；
    第五风口，所述第五风口与所述第二风口及所述第三风口对应设置，所述第五风口与所述第二出风气路相连；
    其中，当所述阀体在所述第一工作状态下，所述第一风口与所述第四风口相通，同时所述第五风口与所述第三风口相通；
    当所述阀体在所述第二工作状态下，所述第二风口与所述第五风口相通，同时所述第四风口与所述第三风口相通。
  11. 根据权利要求7-10中任一项所述的轨道车辆，其特征在于，所述轨道车辆还包括：
    制动风管，所述制动风管与所述制动缸连接；
    所述第一出风气路具有：
    双向阀，所述双向阀具有：
    第六风口，所述第六风口与所述阀体相连；
    第七风口，所述第七风口与所述制动风管相连；
    第八风口，所述第八风口与所述制动缸相连；
    其中，当所述第六风口的气压大于所述第七风口的气压时，所述制动缸与所述阀体相通，当所述第六风口的气压小于所述第七风口的气压时，所述制动缸与所述制动风管相通。
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