WO2020233648A1 - 一种轨道列车制动系统 - Google Patents

一种轨道列车制动系统 Download PDF

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Publication number
WO2020233648A1
WO2020233648A1 PCT/CN2020/091451 CN2020091451W WO2020233648A1 WO 2020233648 A1 WO2020233648 A1 WO 2020233648A1 CN 2020091451 W CN2020091451 W CN 2020091451W WO 2020233648 A1 WO2020233648 A1 WO 2020233648A1
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WIPO (PCT)
Prior art keywords
control mechanism
path control
air path
brake
valve
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Ceased
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PCT/CN2020/091451
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English (en)
French (fr)
Inventor
辛志强
许文瑶
乔峰
呼功崛
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CRRC Changchun Railway Vehicles Co Ltd
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CRRC Changchun Railway Vehicles Co Ltd
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Publication of WO2020233648A1 publication Critical patent/WO2020233648A1/zh
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    • 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
    • B60T13/26—Compressed-air 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
    • 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
    • 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 trains, and particularly relates to a rail train braking system.
  • air brake systems that use compressed air as the power source.
  • air brake systems can be divided into service brake systems, emergency brake systems, and backup brake systems.
  • service brake systems And the emergency braking system has the best braking effect and can provide sufficient braking torque for rail trains.
  • the electro-pneumatic direct brake mode controlled by the electronic processing unit is the most commonly used brake control mode.
  • the electronic processing unit and related components of the service brake system fail and the service brake system cannot perform its normal braking function, it is necessary to combine the service brake system and the emergency brake system of the faulty car. Cut out, leaving only the backup brake system.
  • the braking efficiency of the failed car will be reduced, thereby extending the overall braking response time of the rail train and reducing the operational safety of the rail train.
  • This application provides a rail train brake system.
  • the service brake system and the emergency brake system can be independently controlled. When the service brake system fails, the emergency brake system can still work normally. When the rail train brakes, it can provide Sufficient braking torque ensures the braking efficiency of the corresponding carriages and the safety of the rail train.
  • the present application provides a rail train braking system, including: a first air path control mechanism and a second air path control mechanism, wherein,
  • the input end of the first air path control mechanism is connected to the brake air source, the output end of the first air path control mechanism is connected to the input end of the service brake valve, and the first air path control mechanism is used for To control the communication and disconnection between the service brake valve and the brake air source;
  • the input end of the second air path control mechanism is connected to the brake air source, the output end of the second air path control mechanism is connected to the first input end of the emergency brake valve, and the second air path
  • the circuit control mechanism is used to control the communication and disconnection between the emergency brake valve and the brake air source;
  • the output end of the service brake valve is connected to the second input end of the emergency brake valve, the output end of the emergency brake valve is connected to the first input end of the relay valve, and the relay valve The output terminal is connected with the brake cylinder.
  • the first air path control mechanism and the second air path control mechanism are both cut-off plugs.
  • the rail train braking system provided by the present application further includes: a third gas path control mechanism, wherein:
  • the input end of the third air path control mechanism is connected to the brake air source, and the output end of the third air path control mechanism is connected to the first input end of the relay valve via a distribution valve, so The third air path control mechanism is used to control the cut-in and cut-out of the standby brake system.
  • the rail train braking system provided by the present application further includes: a fourth gas path control mechanism, wherein:
  • the input end of the fourth air path control mechanism is connected to the brake air source, and the output end of the fourth air path control mechanism is connected to the second input end of the relay valve.
  • the rail train braking system provided by the present application further includes a fifth air path control mechanism, and the fifth air path control mechanism is used to control the cut-in and cut-out of the air brake system, wherein:
  • the input end of the fifth air path control mechanism is communicated with the output end of the relay valve, and the output end of the fifth air path control mechanism is communicated with the brake cylinder.
  • the common brake valve includes an intake valve and an exhaust valve, wherein:
  • the input end of the intake valve is communicated with the output end of the first air path control mechanism, and the output end of the intake valve is respectively connected to the input end of the exhaust valve and the first end of the emergency brake valve.
  • the two input terminals are connected.
  • the input end of the relay valve is further provided with a pressure pre-regulation mechanism.
  • the rail train brake system provided by the present application includes a first air path control mechanism arranged between the service brake valve and the brake air source, and a second air path control mechanism arranged between the emergency brake valve and the brake air source Air circuit control mechanism, the first air circuit control mechanism can control the communication state of the service brake valve and the brake air source, and then control the cut-in and cut-out of the service brake system, the second air circuit control mechanism can control the emergency brake valve The connection state with the brake air source, and then controls the cut-in and cut-out of the emergency braking system.
  • the rail train brake system provided by the present application is in the electronic service of the service brake system.
  • the service brake system can be cut off separately through the first air circuit control mechanism.
  • the emergency brake system is still in working condition.
  • sufficient braking torque is provided to ensure The braking efficiency of the corresponding carriage and the safety of the rail train operation.
  • Figure 1 is a structural block diagram of a rail train braking system in the prior art
  • Fig. 2 is a structural block diagram of a rail train braking system provided by an embodiment of the present application.
  • Figure 1 is a structural block diagram of a rail train braking system in the prior art.
  • the brake air source passes through the same air circuit control mechanism K2. It is connected with the service brake valve used to control the service brake system and the emergency brake valve used to control the emergency brake system, that is, the service brake system and the emergency brake system are controlled by the same air circuit control mechanism.
  • the emergency brake system and the service brake system are controlled by the same air circuit control mechanism, it is impossible to separate the service brake system.
  • the dynamic system is cut out, only the service brake system and the emergency brake system can be cut out together.
  • the only brake system that can be used in the corresponding car will be the backup braking system that can work normally. Because the backup braking system has simple functions and provides limited braking torque, the braking efficiency of the failed car will be reduced and extended.
  • the overall braking response time of the rail train reduces the operational safety of the rail train.
  • an embodiment of the present application provides a rail train brake system.
  • the rail train brake system provided by the embodiment of the present application includes: a first air circuit control mechanism 10 and a second air circuit control Institution 20, of which,
  • the input end of the first air path control mechanism 10 is connected to the brake air source, the output end of the first air path control mechanism 10 is connected to the input end of the service brake valve 30, and the first air path control mechanism 10 is used to control
  • the service brake valve 30 is connected and disconnected from the brake air source, thereby realizing the cut-in/cut-out control of the service brake system.
  • the service brake system can obtain brake gas
  • the service brake system cannot obtain the brake air source, that is, the service brake system is closed.
  • the input end of the second air path control mechanism 20 is connected to the brake air source, the output end of the second air path control mechanism 20 is connected to the first input end of the emergency brake valve 40, and the second air path control mechanism is used for Control the communication and disconnection between the emergency brake valve 40 and the brake air source, thereby realizing the cut-in/cut-out control of the emergency brake system.
  • the second air circuit control mechanism 20 When the second air circuit control mechanism 20 is turned on, the emergency brake system can obtain braking The air source exerts a normal braking function.
  • the second air path control mechanism 20 is closed, the emergency brake system cannot obtain the brake air source, that is, the emergency brake system is turned off.
  • the output end of the service brake valve 30 is connected to the second input end of the emergency brake valve 40, and the output end of the emergency brake valve 40 is connected to the first input end of the relay valve 50. Further, the output end of the relay valve 50 is connected to the brake cylinder 60, and after the brake cylinder 60 obtains the brake pressure, the corresponding brake mechanism can be controlled to perform the braking function.
  • the common brake valve 30 specifically includes an intake valve 301 and an exhaust valve 302, wherein the input end of the intake valve 301 is connected to the output end of the first air path control mechanism 10, and the output of the intake valve 301 The terminals are respectively connected with the input terminal of the exhaust valve 302 and the second input terminal of the emergency brake valve 40.
  • the rail train brake system provided by the embodiment of the present application cancels the passage from the air circuit control mechanism K2 to the emergency brake valve 40 in the prior art, and controls the service brake system through the first air circuit control mechanism 10, and passes through the second air circuit
  • the control mechanism 20 controls the emergency braking system.
  • both the first air path control mechanism 10 and the second air path control mechanism 20 are opened, and both the service brake valve and the emergency brake valve can work normally.
  • the electronic processing unit and its related components malfunction in the service brake system, only the first air path control mechanism 10 is closed, and the second air path control mechanism 20 remains open.
  • the service brake valve 30 is cut off and the service brake function of the faulty car is cut off, but it does not affect the working state of the emergency brake system.
  • the emergency brake valve 40 remains It can be operated and the emergency braking function is retained.
  • the first air path control mechanism 10 and the second air path control mechanism 20 can be closed at the same time, and the The service brake system and emergency brake system are cut out.
  • the rail train brake system provided by this application, after the electronic processing unit of the service brake system and its related components fail, the service brake system can be cut off separately through the first air circuit control mechanism, and emergency braking The system is still in working condition.
  • the rail train needs to be braked, it provides sufficient braking torque to ensure the braking efficiency of the corresponding carriage and the safety of the rail train.
  • the rail train braking system provided by the embodiment of the present application further includes a third gas path control mechanism 70.
  • the input end of the third air path control mechanism 70 is connected to the brake air source
  • the output end of the third air path control mechanism 70 is connected to the first input end of the relay valve 50 through the distribution valve 110
  • the third The air path control mechanism 70 is used to control the cut-in and cut-out of the standby brake system.
  • the third air path control mechanism 70 is opened, the distribution valve 110 is connected to the brake air source, and the standby brake system functions normally.
  • the circuit control mechanism 70 is closed, the distribution valve 110 is disconnected from the brake air source, and the backup brake system is closed.
  • the rail train braking system provided by the embodiment of the present application further includes a fourth air path control mechanism 80, wherein the input end of the fourth air path control mechanism 80 is connected to the brake air source, and the fourth air path The output end of the control mechanism 80 is connected to the second input end of the relay valve 50.
  • the rail train braking system provided in the embodiment of the present application further includes a fifth air path control mechanism 90.
  • the fifth air path control mechanism 90 is used to control the cut-in and cut-out of the air brake system.
  • the input end of the fifth air path control mechanism 90 is connected to the output end of the relay valve 50, and the fifth air path control mechanism The output end of 90 is connected to the brake cylinder 60.
  • the fifth air path control mechanism 90 is arranged upstream of the brake cylinder 60.
  • the fifth air path control mechanism 90 can be closed to realize the control.
  • the cylinder 60 communicates with the brake air source, so as to realize the overall cut-out of the control brake system.
  • the input end of the relay valve 50 is further provided with a pressure pre-regulation mechanism 100, and the pressure pre-regulation mechanism 100 and the relay valve 50 cooperate with each other to achieve brake pressure Control and regulation.
  • the first air path control mechanism 10, the second air path control mechanism 20, the third air path control mechanism 70, the fourth air path control mechanism 80, and the All the five gas path control mechanisms 90 can be cut off plugs.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Braking Systems And Boosters (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)

Abstract

一种轨道列车制动系统，包括设置于常用制动阀（30）和制动气源之间的第一气路控制机构（10），设置于紧急制动阀（40）与制动气源之间的第二气路控制机构（20），在常用制动系统的电子处理单元及其相关部件故障后，可以通过第一气路控制机构（10）单独将常用制动系统切除，紧急制动系统仍处于工作状态，在轨道列车需要制动时，确保相应车厢的制动效率，以及轨道列车运行的安全性。

Description

一种轨道列车制动系统
本申请要求于2019年05月22日提交中国专利局、申请号为201920744154.X、申请名称为“一种轨道列车制动系统”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
本申请属于轨道列车技术领域，尤其涉及一种轨道列车制动系统。
背景技术
轨道列车大都采用以压缩空气作为动力源的空气制动系统，按照具体功能的不同，空气制动系统可以划分为常用制动系统、紧急制动系统和备用制动系统，其中，常用制动系统和紧急制动系统制动效果最好，可以为轨道列车提供充足的制动力矩。
对于常用制动系统而言，电子处理单元控制的电空直通制动方式为最为常用的制动控制方式。在现有技术中，当常用制动系统的电子处理单元及其相关部件故障，常用制动系统无法发挥正常的制动功能时，需要将故障车厢的常用制动系统和紧急制动系统一并切出，仅保留备用制动系统。
由于备用制动系统功能简单，提供的制动力矩有限，故障车厢的制动效率将降低，进而延长轨道列车整体的制动响应时间，降低轨道列车的运行安全性。
申请内容
本申请提供一种轨道列车制动系统，常用制动系统和紧急制动系统可以独立控制，当常用制动系统故障时，紧急制动系统仍然可以正常工作，在轨道列车制动时，可以提供充足制动力矩，确保相应车厢的制动效率，以及轨道列车运行的安全性。
为实现上述目的，本申请提供的技术方案如下：
本申请提供一种轨道列车制动系统，包括：第一气路控制机构和第二气路控制机构，其中，
所述第一气路控制机构的输入端与制动气源相连通，所述第一气路控制机 构的输出端与常用制动阀的输入端相连通，所述第一气路控制机构用于控制所述常用制动阀与所述制动气源的连通与断开；
所述第二气路控制机构的输入端与所述制动气源相连通，所述第二气路控制机构的输出端与紧急制动阀的第一输入端相连通，所述第二气路控制机构用于控制所述紧急制动阀与所述制动气源的连通与断开；
所述常用制动阀的输出端与所述紧急制动阀的第二输入端相连通，所述紧急制动阀的输出端与中继阀的第一输入端相连通，所述中继阀的输出端与制动缸相连通。
可选的，所述第一气路控制机构和所述第二气路控制机构均为截断塞门。
可选的，本申请提供的轨道列车制动系统，还包括：第三气路控制机构，其中，
所述第三气路控制机构的输入端与所述制动气源相连通，所述第三气路控制机构的输出端经分配阀与所述中继阀的第一输入端相连通，所述第三气路控制机构用于控制备用制动系统的切入与切出。
可选的，本申请提供的轨道列车制动系统，还包括：第四气路控制机构，其中，
所述第四气路控制机构的输入端与所述制动气源相连通，所述第四气路控制机构的输出端与所述中继阀的第二输入端相连通。
可选的，本申请提供的轨道列车制动系统，还包括第五气路控制机构，所述第五气路控制机构用于控制空气制动系统的切入与切出，其中，
所述第五气路控制机构的输入端与所述中继阀的输出端相连通，所述第五气路控制机构的输出端与所述制动缸相连通。
可选的，本申请提供的轨道列车制动系统，所述常用制动阀包括进气阀和排气阀，其中，
所述进气阀的输入端与所述第一气路控制机构的输出端相连通，所述进气阀的输出端分别与所述排气阀的输入端和所述紧急制动阀的第二输入端相连通。
可选的，本申请提供的轨道列车制动系统，所述中继阀的输入端还设置有压力预调节机构。
本申请提供的轨道列车制动系统，包括设置于常用制动阀与制动气源之间 的第一气路控制机构，以及，设置于紧急制动阀与制动气源之间的第二气路控制机构，第一气路控制机构能够控制常用制动阀与制动气源的连通状态，进而控制常用制动系统的切入与切出，第二气路控制机构能够控制紧急制动阀与制动气源的连通状态，进而控制紧急制动系统的切入与切出。与现有技术中常用制动系统与紧急制动系统通过同一气路控制机构与制动气源相连通的控制方式相比，本申请提供的轨道列车制动系统，在常用制动系统的电子处理单元及其相关部件故障后，可以通过第一气路控制机构单独将常用制动系统切除，紧急制动系统仍处于工作状态，在轨道列车需要制动时，提供充足的制动力矩，确保相应车厢的制动效率，以及轨道列车运行的安全性。
附图说明
为了更清楚地说明本申请实施例或现有技术内的技术方案，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，下面描述内的附图仅仅是本申请的一些实施例，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，还可以根据这些附图获得其他的附图。
图1是现有技术中一种轨道列车制动系统的结构框图；
图2是本申请实施例提供的一种轨道列车制动系统的结构框图。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
参见图1，图1是现有技术中一种轨道列车制动系统的结构框图，发明人研究发现，现有技术中的轨道列车制动系统，制动气源通过同一气路控制机构K2分别与用于控制常用制动系统的常用制动阀，以及，用于控制紧急制动系统的紧急制动阀相连，即常用制动系统和紧急制动系统采用同一气路控制机构控制。
当常用制动系统的电子处理单元及其相关部件故障，需要将常用制动系统切出时，由于紧急制动系统和常用制动系统采用同一气路控制机构控制，因此， 无法单独将常用制动系统切出，只能一并将常用制动系统和紧急制动系统切出。此种情况下，对应车厢能够使用的制动系统将仅剩备用制动系统可以正常工作，由于备用制动系统功能简单，提供的制动力矩有限，故障车厢的制动效率将降低，进而延长轨道列车整体的制动响应时间，降低轨道列车的运行安全性。
或者，在常用制动系统的电子处理单元及其相关部件故障时，直接将对应车厢的空气制动系统全部切出，使该车厢完全丧失制动能力，显然，这种处理方式，将导致轨道车辆整体制动性能的降低。
为解决上述技术问题，本申请实施例提供一种轨道列车制动系统，参见图2，本申请实施例提供的轨道列车制动系统，包括：第一气路控制机构10和第二气路控制机构20，其中，
第一气路控制机构10的输入端与制动气源相连通，第一气路控制机构10的输出端与常用制动阀30的输入端相连通，第一气路控制机构10用于控制常用制动阀30与制动气源的连通与断开，进而实现对常用制动系统的切入/切出控制，当第一气路控制机构10开启时，常用制动系统可以获得制动气源，发挥正常的制动功能，当第一气路控制机构10关闭时，常用制动系统无法获得制动气源，即实现将常用制动系统关闭。
第二气路控制机构20的输入端与制动气源相连通，第二气路控制机构20的输出端与紧急制动阀40的第一输入端相连通，第二气路控制机构用于控制紧急制动阀40与制动气源的连通与断开，进而实现对紧急制动系统的切入/切出控制，当第二气路控制机构20开启时，紧急制动系统可以获得制动气源，发挥正常的制动功能，当第二气路控制机构20关闭时，紧急制动系统无法获得制动气源，即实现将紧急制动系统关闭。
常用制动阀30的输出端与紧急制动阀40的第二输入端相连通，紧急制动阀40的输出端与中继阀50的第一输入端相连通。进一步的，中继阀50的输出端与制动缸60相连通，在制动缸60获得制动压力后，即可控制相应的制动机构动作，实现制动功能。
可选的，常用制动阀30具体包括进气阀301和排气阀302，其中，进气阀301的输入端与第一气路控制机构10的输出端相连通，进气阀301的输出端分别与排气阀302的输入端和紧急制动阀40的第二输入端相连通。
本申请实施例提供的轨道列车制动系统，取消现有技术中气路控制机构K2至紧急制动阀40的通路，通过第一气路控制机构10控制常用制动系统，通过第二气路控制机构20控制紧急制动系统。
正常无故障情况下，第一气路控制机构10和第二气路控制机构20均打开，常用制动阀和紧急制动阀均能够正常工作。当常用制动系统中出现电子处理单元及其相关部件故障时，仅关闭第一气路控制机构10，第二气路控制机构20保持打开状态。此时，常用制动阀30就被切断，故障车厢的常用制动功能被切除，但并不影响紧急制动系统的工作状态，当驾驶员触发紧急制动功能时，紧急制动阀40依然能够动作，紧急制动功能得以保留。
当出现直通制动功能故障时，比如，电子处理单元及其相关部件及紧急制动阀40均出现故障时，可以同时关闭第一气路控制机构10和第二气路控制机构20，同时将常用制动系统和紧急制动系统切出。
综上所述，本申请提供的轨道列车制动系统，在常用制动系统的电子处理单元及其相关部件故障后，可以通过第一气路控制机构单独将常用制动系统切除，紧急制动系统仍处于工作状态，在轨道列车需要制动时，提供充足的制动力矩，确保相应车厢的制动效率，以及轨道列车运行的安全性。
可选的，本申请实施例提供的轨道列车制动系统，还包括第三气路控制机构70。具体的，第三气路控制机构70的输入端与制动气源相连通，第三气路控制机构70的输出端经分配阀110与中继阀50的第一输入端相连通，第三气路控制机构70用于控制备用制动系统的切入与切出，当第三气路控制机构70开启时，分配阀110与制动气源连通，备用制动系统功能正常，当第三气路控制机构70关闭时，分配阀110与制动气源断开，备用制动系统关闭。
可选的，本申请实施例提供的轨道列车制动系统，还包括第四气路控制机构80，其中，第四气路控制机构80的输入端与制动气源相连通，第四气路控制机构80的输出端与中继阀50的第二输入端相连通。
可选的，本申请实施例提供的轨道列车制动系统，还包括第五气路控制机构90。第五气路控制机构90用于控制空气制动系统的切入与切出，具体的，第五气路控制机构90的输入端与中继阀50的输出端相连通，第五气路控制机构90的输出端与制动缸60相连通，由图2所示的结构示意图可知，第五气路控制机构90设置于制动缸60的上游，关闭第五气路控制机构90即可实现制 动缸60与制动气源的连通，从而实现控制制动系统的整体切出。
可选的，本申请实施例提供的轨道列车制动系统，中继阀50的输入端还设置有压力预调节机构100，通过压力预调节机构100和中继阀50相互配合，实现制动压力的控制与调节。
可选的，本申请实施例提供的轨道列车制动系统中，第一气路控制机构10、第二气路控制机构20、第三气路控制机构70、第四气路控制机构80和第五气路控制机构90均可以为截断塞门。
需要说明的是，本说明书中的各个实施例均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的部分互相参见即可。
还需要说明的是，在本文中，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”或者其任何其他变体意在涵盖非排他性的包含，而且还包括没有明确列出的其他要素，或者是还包括为这种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，并不排除在包括所述要素的物品或者设备中还存在另外的相同要素。
对所公开的实施例的上述说明，使本领域技术人员能够实现或使用本申请。对这些实施例的多种修改对本领域技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本申请的精神或范围的情况下，在其它实施例中实现。因此，本申请将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。
以上所述仅是本申请的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本申请原理的前提下，还可以做出若干改进和润饰，这些改进和润饰也应视为本申请的保护范围。

Claims (7)

  1. 一种轨道列车制动系统，其特征在于，包括：第一气路控制机构和第二气路控制机构，其中，
    所述第一气路控制机构的输入端与制动气源相连通，所述第一气路控制机构的输出端与常用制动阀的输入端相连通，所述第一气路控制机构用于控制所述常用制动阀与所述制动气源的连通与断开；
    所述第二气路控制机构的输入端与所述制动气源相连通，所述第二气路控制机构的输出端与紧急制动阀的第一输入端相连通，所述第二气路控制机构用于控制所述紧急制动阀与所述制动气源的连通与断开；
    所述常用制动阀的输出端与所述紧急制动阀的第二输入端相连通，所述紧急制动阀的输出端与中继阀的第一输入端相连通，所述中继阀的输出端与制动缸相连通。
  2. 根据权利要求1所述的轨道列车制动系统，其特征在于，所述第一气路控制机构和所述第二气路控制机构均为截断塞门。
  3. 根据权利要求1所述的轨道列车制动系统，其特征在于，还包括：第三气路控制机构，其中，
    所述第三气路控制机构的输入端与所述制动气源相连通，所述第三气路控制机构的输出端经分配阀与所述中继阀的第一输入端相连通，所述第三气路控制机构用于控制备用制动系统的切入与切出。
  4. 根据权利要求1所述的轨道列车制动系统，其特征在于，还包括：第四气路控制机构，其中，
    所述第四气路控制机构的输入端与所述制动气源相连通，所述第四气路控制机构的输出端与所述中继阀的第二输入端相连通。
  5. 根据权利要求1-4任一项所述的轨道列车制动系统，其特征在于，还包括第五气路控制机构，所述第五气路控制机构用于控制空气制动系统的切入与切出，其中，
    所述第五气路控制机构的输入端与所述中继阀的输出端相连通，所述第五气路控制机构的输出端与所述制动缸相连通。
  6. 根据权利要求1-4任一项所述的轨道列车制动系统，其特征在于，所述常用制动阀包括进气阀和排气阀，其中，
    所述进气阀的输入端与所述第一气路控制机构的输出端相连通，所述进气阀的输出端分别与所述排气阀的输入端和所述紧急制动阀的第二输入端相连通。
  7. 根据权利要求1-4任一项所述的轨道列车制动系统，其特征在于，所述中继阀的输入端还设置有压力预调节机构。
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