WO2021097970A1

WO2021097970A1 - Emergency brake control device, emergency brake system, and rail vehicle

Info

Publication number: WO2021097970A1
Application number: PCT/CN2019/125353
Authority: WO
Inventors: 焦东明; 秦佳颖; 高稳姣; 张英余; 张海鹏; 贾红艳; 吴桐; 王晓磊
Original assignee: 中车唐山机车车辆有限公司
Priority date: 2019-11-22
Filing date: 2019-12-13
Publication date: 2021-05-27
Also published as: CN112829733A; CN112829733B

Abstract

Provided are an emergency brake control device, an emergency brake system, and a rail vehicle, wherein the control device comprises: an emergency brake gas circuit assembly (1) and a safety loop (2); the emergency brake gas circuit assembly (1) comprises: a solenoid valve (11) and a pneumatic valve (12); wherein the solenoid valve (11) is used to be connected to a main air pipe (35) of the rail vehicle; the solenoid valve (11) is connected to the pneumatic valve (12), and the pneumatic valve (12) is used to be connected to an exhaust port (c) of the rail vehicle; the pneumatic valve (12) is also used to be connected to a train pipe (36); the safety loop (2) comprises: a driver's emergency brake switch (21) and at least one passenger's emergency brake switch (22) connected in series; the safety loop (2) is used to control the solenoid valve (11) to communicate the main air pipe (35) with the pneumatic valve (12) when it is disconnected, so that the compressed gas in the main air pipe (35) can enter the pneumatic valve (12) through the solenoid valve (11) to drive the pneumatic valve (12) to open, and the compressed gas in the train pipe (36) can be discharged through the pneumatic valve (12). The control device can realize the synchronous braking of the carriages and avoid the braking shock between the carriages.

Description

Emergency braking control device, emergency braking system and rail vehicle

Technical field

This application relates to rail vehicle technology, in particular to an emergency braking control device, emergency braking system and rail vehicle.

Background technique

The indirect-acting air brake is one of the braking methods of rail vehicles; it produces a braking effect when the pressure of the train tube of the rail vehicle decreases; and it relieves the braking when the pressure of the train tube increases.

In related technologies, a driver brake handle, a passenger brake handle, and an emergency brake device are provided in a rail vehicle; both the driver brake handle and the passenger brake handle are pneumatic valves, and the pneumatic valves are connected to the train pipe through pipelines. When emergency braking needs to be achieved through the passenger emergency brake handle, the train driver needs to notify the crew or passengers of each car to operate the passenger brake handle through the voice intercom system to quickly exhaust the compressed gas in the train pipe and trigger the emergency brake. The distribution valve in the actuator outputs emergency braking force. Among them, because the passenger brake valve can only be satisfied with the emergency braking of a single car; therefore, for a rail vehicle with multiple cars, the personnel on each car need to operate the passenger brake handle at the same time to realize the whole car Emergency braking.

However, since it is difficult to ensure that people on multiple cars can operate the passenger brake handles at the same time, this results in poor synchronization of braking operations, which can easily cause brake shocks between the cars.

Summary of the invention

In order to solve one of the above technical shortcomings, an emergency braking control device, an emergency braking system, and a rail vehicle are provided in the embodiments of the present application, which are used to overcome the difficulty in achieving synchronous braking of multiple carriages in the related art, which causes inter-cars There is a problem of braking shock.

An embodiment of the first aspect of the present application provides an emergency braking control device for rail vehicles, including: an emergency braking air circuit assembly and a safety loop;

The emergency brake air circuit assembly includes: a solenoid valve and a pneumatic valve; the solenoid valve is used to connect to the main air pipe of the rail vehicle; the solenoid valve is connected to the pneumatic valve, and the pneumatic valve is used to connect to the rail The exhaust port of the vehicle is connected; the pneumatic valve is also used to connect to the train pipe;

The safety loop includes: a driver emergency brake switch and at least one passenger emergency brake switch connected in series; the safety loop is used to control the solenoid valve to connect the main air pipe to the pneumatic valve when it is disconnected. Connected so that the compressed gas in the main wind pipe can enter the pneumatic valve through the solenoid valve to drive the pneumatic valve to open, so that the compressed gas in the train pipe can be discharged through the pneumatic valve.

In one of the possible implementations, the safety loop further includes a bypass emergency brake switch, the bypass emergency brake switch is arranged in parallel with the driver emergency brake switch and the passenger emergency brake switch; The road emergency brake switch is used to control the on-off of the safety loop when the driver's emergency brake switch or the passenger's emergency brake switch fails.

In one of the possible implementations, the safety loop further includes a system brake switch, the system brake switch is arranged in series with the driver emergency brake switch and the passenger emergency brake switch, and the system brake switch The movable switch is used for electrical connection with the control system of the rail vehicle, so that the system brake switch can disconnect the safety loop according to the brake command of the control system.

In one of the possible implementations, the safety loop further includes a safety loop relay; the safety loop relay is connected to the safety loop, and the safety loop relay is also electrically connected to the solenoid valve; wherein, When the safety loop is disconnected, the safety loop relay can control the solenoid valve to lose power, so that the compressed gas in the main air pipe can enter the pneumatic valve through the solenoid valve to drive the pneumatic valve. The valve opens.

In one of the possible implementation manners, the emergency brake air circuit assembly further includes a pressure detection element, the pressure detection element is provided between the pneumatic valve and the solenoid valve, and the pressure detection element is used to detect the The pneumatic valve controls the pressure at the port.

In one of the possible implementation manners, the pressure detection component includes a pressure switch, and the pressure switch is used to generate an emergency braking action signal when it is detected that the pressure at the inlet of the pneumatic valve reaches a preset value.

In one of the possible implementation manners, the control device further includes a cut-off plug door, and the cut-off plug door is arranged between the main air pipe and the solenoid valve.

In one of the possible implementation manners, the control device further includes: a start switch connected to the safety loop, and the start switch is used to control the connection between the safety loop and the rail vehicle power module Between on or off.

In one of the possible implementations, the passenger emergency brake switch is multiple, and the multiple passenger emergency brake switches are respectively arranged in the corresponding passenger car compartment; the driver emergency brake switch is arranged in the head The driver's cab of the car.

An embodiment of the second aspect of the present application provides an emergency braking system, including an emergency braking device and the control device according to any one of the foregoing.

An embodiment of the third aspect of the present application provides a rail vehicle, including: a vehicle body and the aforementioned emergency braking system, the emergency braking system being installed on the vehicle body.

The embodiment of the application provides an emergency braking control device, an emergency braking system, and a rail vehicle. The emergency braking gas circuit assembly and the safety loop are provided, and the driver emergency braking is connected in series in the safety loop. Switch and passenger emergency brake switch, so that when the train driver or any person in the passenger compartment operates the emergency brake switch, the safety loop can control the emergency brake gas circuit assembly to discharge the compressed gas in the train pipe to trigger the emergency The distribution valve of the brake device outputs emergency braking pressure, which not only facilitates emergency braking of rail vehicles, but also does not require simultaneous operation by people in multiple passenger cars, thereby helping to reduce or even avoid braking shocks between cars

Description of the drawings

The drawings described here are used to provide a further understanding of the application and constitute a part of the application. The exemplary embodiments and descriptions of the application are used to explain the application, and do not constitute an improper limitation of the application. In the attached picture:

Fig. 1 is a schematic structural diagram of a control device provided by an exemplary embodiment;

Fig. 2 is a structural diagram of a control device and an emergency braking device provided by an exemplary embodiment;

Fig. 3 is a schematic diagram of electrical connections in a control device provided by an exemplary embodiment;

Fig. 4 is a schematic diagram of electrical connections in a control device provided by an exemplary embodiment;

Fig. 5 is a partial structural diagram 1 of a control device provided by an exemplary embodiment;

Fig. 6 is a second partial structural diagram of a control device provided by an exemplary embodiment.

Description of reference signs:

1-Emergency brake air circuit components; 11-solenoid valve; 12-pneumatic valve; 13-cut off plug door; 14-pressure switch; 15-air circuit board;

2-safety loop; 21-driver emergency brake switch; 22-passenger emergency brake switch; 23-system brake switch; 24-bypass emergency brake switch; 25-start switch; 26-safety loop relay;

31-distribution valve; 32-working air cylinder; 33-brake air cylinder; 34-general air cylinder; 35-general air duct; 36-train pipe.

Detailed ways

In order to make the technical solutions and advantages of the embodiments of the present application clearer, the exemplary embodiments of the present application will be described in further detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, and Not all examples are exhaustive. It should be noted that the embodiments in this application and the features in the embodiments can be combined with each other if there is no conflict.

In order to overcome the problem in the related art that it is difficult to ensure that people on multiple cars can operate the passenger brake handles at the same time, the brake shock is likely to occur between the cars. This embodiment provides an emergency braking control device and emergency brake. Braking systems and rail vehicles, by setting up emergency braking air circuit components and safety loops, and setting up driver emergency braking switches and passenger emergency braking switches in series in the safety loop, the train driver or any passenger car When the personnel in the carriage operate the emergency brake switch, the safety loop can control the emergency brake gas circuit assembly to discharge the compressed gas in the train pipe to trigger the distribution valve of the emergency brake device to output the emergency brake pressure, which is not only convenient for realization Emergency braking of rail vehicles does not require simultaneous operation by people in multiple passenger carriages, thereby helping to reduce or even avoid braking shocks between the carriages.

Hereinafter, the implementation process of this embodiment will be described with examples in conjunction with the drawings.

Please refer to FIG. 1 and FIG. 2, the control device provided in this embodiment includes: an emergency brake air circuit assembly 1 and a safety loop 2. Among them, when the safety loop 2 is in the closed state, the train pipe 36 does not exhaust air, the emergency braking device of the rail vehicle does not work, and the rail vehicle operates normally; when the safety loop 2 is disconnected, the train pipe 36 exhausts air, and the rail vehicle The emergency braking device performs a braking operation to slow down or stop the rail vehicle.

The emergency brake air circuit assembly 1 includes: a solenoid valve 11 and a pneumatic valve 12; the solenoid valve 11 is used to connect to the main air pipe 35 of the rail vehicle through a pipeline; the solenoid valve 11 is connected to the pneumatic valve 12 through a pipeline; the pneumatic valve 12 It is used to connect to the exhaust port c of the rail vehicle through a pipeline, and the pneumatic valve 12 is also used to connect to the train pipe 36 through a pipeline, so that the pneumatic valve 12 can selectively connect the train pipe 36 to the exhaust port c, That is, the pneumatic valve 12 can control the communication or disconnection between the train pipe 36 and the exhaust port c.

Among them, the solenoid valve 11 can be used to provide pilot pressure for the pneumatic valve 12. The pressure at the point where the solenoid valve 11 enters the control port of the pneumatic valve 12 reaches a preset value, which can drive the switch element in the pneumatic valve 12 to open, thereby turning the train pipe 36 on. Connect with the exhaust port c. The solenoid valve 11 can be a two-position three normally open solenoid valve 11; the pneumatic valve 12 can be a normally closed valve.

The safety loop 2 is electrically connected to the solenoid valve 11 to be able to control the energization or de-energization of the solenoid valve 11, so that the solenoid valve 11 can control the opening and closing of the pneumatic valve 12, thereby controlling the opening and closing of the brake air circuit. The safety loop 2 includes a driver emergency brake switch 21 and at least one passenger emergency brake switch 22 connected in series. Exemplarily, the driver emergency brake switch 21, at least one passenger emergency brake switch 22, and the power supply module may be connected together to form a closed circuit; when any one of the emergency brake switches is turned off, the closed circuit is disconnected. For example, when the driver's emergency brake switch 21 is opened, the closed circuit is opened; when one of the passenger emergency brake switches 22 is opened, the closed circuit is opened. Wherein, the power supply module may be the power supply module of the rail vehicle.

The driver's emergency brake switch 21 is arranged in the driver's cabin of the lead vehicle. For example, the driver's emergency brake switch 21 can be arranged on or near an operating desk that is convenient for the train driver to operate. The driver's emergency brake switch 21 may be a button or a handle. The passenger emergency brake switch 22 may include multiple passenger emergency brake switches 22, and the multiple passenger emergency brake switches 22 are arranged in series. A plurality of passenger emergency brake switches 22 can be respectively arranged in different passenger car compartments; for example, each passenger car compartment can be respectively provided with a passenger emergency brake switch 22; for another example, a passenger emergency brake switch is provided for every passenger car compartment. twenty two. The passenger emergency brake switch 22 may be installed in a power distribution cabinet in the passenger car compartment. The passenger emergency brake switch 22 may be a button or a handle.

When emergency braking is needed, the safety loop 2 can be disconnected by operating the driver's emergency brake switch 21 or any passenger emergency brake switch 22. When the safety loop 2 is disconnected, the solenoid valve 11 can be controlled to lose power and lose power. The electric solenoid valve 11 can connect the main air pipe 35 with the pneumatic valve 12, so that the compressed gas in the main air pipe 35 can enter the pneumatic valve 12 through the solenoid valve 11 and drive the pneumatic valve 12 to open, so that the air in the train pipe 36 The compressed gas can be discharged through the pneumatic valve 12 and the exhaust port c, and then the distribution valve 31 in the emergency brake device is triggered to output the brake pressure.

For example, when emergency braking is required, the train driver can disconnect the safety loop 2 by operating the driver's emergency braking switch 21, so that the safety loop 2 can control the solenoid valve 11 to connect the main air pipe 35 with the pneumatic valve 12, so that The compressed gas in the main air pipe 35 can enter the pneumatic valve 12 through the solenoid valve 11 and drive the pneumatic valve 12 to open, that is, the brake air circuit is opened, so that the compressed gas in the train pipe 36 can pass through the pneumatic valve 12 and exhaust air. The port c is discharged, which in turn triggers the distribution valve 31 in the emergency brake device to output the brake pressure.

When the driver's emergency brake switch 21 cannot be operated in time, such as when the driver's emergency brake switch 21 fails, the train driver can notify the passenger car cabin crew through the voice intercom system, and the passenger car cabin crew can operate the passenger emergency brake switch 22. Disconnect the safety loop 2 so that the safety loop 2 can control the solenoid valve 11 to connect the main air pipe 35 with the pneumatic valve 12, so that the compressed gas in the main air pipe 35 can enter the pneumatic valve 12 through the solenoid valve 11 and drive it The pneumatic valve 12 is opened, that is, the brake air circuit is opened, so that the compressed gas in the train pipe 36 can be discharged through the pneumatic valve 12 and the exhaust port c, and then the distribution valve 31 in the emergency brake device is triggered to output the brake pressure . In this way, it is ensured that the rail vehicle can be braked and stopped in time to make the performance of the emergency braking system more reliable.

Of course, when the driver's emergency brake switch 21 cannot be operated in time, the passenger can also operate the passenger emergency brake switch 22; the specific implementation process can be similar to the foregoing, and will not be repeated here.

In addition, in this embodiment, the diameter of the pneumatic valve 12 can be set to be relatively large, so that the compressed gas of the train pipe 36 can be quickly discharged through the pneumatic valve 12, so that the diameter of the solenoid valve 11 can be relatively small, so that the control system Has a good response speed.

In the control device provided by this embodiment, the emergency brake air circuit assembly 1 and the safety loop 2 are provided, and the driver emergency brake switch 21 and the passenger emergency brake switch 22 are connected in series in the safety loop 2, so that When the train driver or any person in the passenger compartment operates the emergency brake switch, the safety loop 2 can control the emergency brake gas circuit assembly 1 to discharge the compressed gas in the train pipe 36 to trigger the distribution valve of the emergency brake device The 31 output emergency brake pressure not only facilitates emergency braking of rail vehicles, but also helps ensure the reliability of braking performance, and does not require simultaneous operation by people in multiple passenger cars, thereby helping to reduce or even avoid braking between cars Shock.

In one of the possible implementations, the safety loop 2 also includes a safety loop relay 26; the safety loop relay 26 is connected to the safety loop 2, and the safety loop relay 26 is also electrically connected to the solenoid valve 11; 2 When disconnected, the safety loop relay 26 can control the solenoid valve 11 to lose power, so that the compressed gas in the main air pipe 35 can enter the pneumatic valve 12 through the solenoid valve 11 to drive the pneumatic valve 12 to open.

Exemplarily, the safety loop relay 26 includes a control part and a controlled part. The control part may include a coil, and the controlled part may include a contact group; after the coil is energized, the contacts in the contact group can be controlled to close; after the coil is de-energized The contacts in the contact group can be controlled to open.

The control part of the safety loop relay 26 can be arranged in series with the parallel branch. In this way, the start switch 25, the parallel branch, the control part of the safety loop relay 26, and the power module together form a closed loop. The contact group of the safety ring relay 26 can be connected in series with the solenoid valve 11. When the contact group is disconnected, the solenoid valve 11 is de-energized.

In this way, when a switch in the parallel branch is disconnected, the closed circuit is disconnected, the safety loop relay 26 is disconnected, and the control part of the safety loop relay 26 loses power, that is, the coil loses power. When the contact group is disconnected, the electromagnetic The valve 11 is de-energized, so that the emergency brake gas circuit is controlled to open, so that the compressed gas in the train pipe 36 can be discharged through the pneumatic valve 12 and the exhaust port c, and then the distribution valve 31 in the emergency brake device is triggered to output the brake pressure.

In one of the possible implementations, please refer to Figure 3. The safety loop 2 also includes a system brake switch 23, which is arranged in series with the driver emergency brake switch 21 and the passenger emergency brake switch 22, and The system brake switch 23 is used to electrically connect with the control system of the rail vehicle, so that the system brake switch 23 can disconnect the safety loop 2 according to the brake command of the control system.

Exemplarily, the system brake switch 23 can be electrically connected to the control system of the rail vehicle through a connecting line; when the control system of the rail vehicle determines that the rail vehicle is abnormally in need of emergency braking, it can generate a brake command and send it to the system brake switch 23 , The system brake switch 23 can be turned off according to the brake command, so that the safety loop 2 is disconnected. After the safety loop 2 is disconnected, the solenoid valve 11 is de-energized to open the emergency brake gas circuit, that is, the total wind The pipe 35 is in communication with the pneumatic valve 12, so that the compressed gas in the main air pipe 35 can enter the pneumatic valve 12 through the solenoid valve 11 and drive the pneumatic valve 12 to open, so that the compressed gas in the train pipe 36 can pass through the pneumatic valve 12 and exhaust air. The port c is discharged, which in turn triggers the distribution valve 31 in the emergency brake device to output the brake pressure.

In this example, both manual emergency braking can be realized, and automatic braking can also be realized through the control system of the rail vehicle, which improves the reliability of emergency braking, thereby helping to improve the safety and reliability of the rail vehicle.

Please refer to FIGS. 3 and 4; the left part of FIG. 4 is used to illustrate the electrical connection diagram of the control device installed in the driver's cab of the leader, and the right part is used to illustrate the electrical connection diagram of the control device installed in the passenger compartment. Optionally, the safety loop 2 also includes a bypass emergency brake switch 24. The bypass emergency brake switch 24 is provided in parallel with the driver emergency brake switch 21 and the passenger emergency brake switch 22; the bypass emergency brake switch 24 is used for When the driver's emergency brake switch 21 or the passenger's emergency brake switch 22 fails, the on-off of the safety loop 2 is controlled. The bypass emergency brake switch 24 can be installed in the driver's cab of the lead vehicle to facilitate the operation of the train driver. In specific implementation, the shape or position or color of the bypass emergency brake switch 24 and the driver emergency brake switch 21 may be different, so that the train driver can accurately distinguish the bypass emergency brake switch 24 from the driver emergency brake switch 21. It is easy to operate accurately.

When the safety loop 2 has a system brake switch 23, the driver emergency brake switch 21, the passenger emergency brake switch 22, and the system brake switch 23 are connected in series to form a series branch. When the safety loop 2 is not provided with the system brake switch 23, the driver emergency brake switch 21 and the passenger emergency brake switch 22 are connected in series to form a series branch. The bypass emergency brake switch 24 can be connected in parallel with the series branch.

When the switches in the series branch are in the normal state, the bypass emergency brake switch 24 is in the normally open state. At this time, the bypass emergency brake switch 24 does not participate in the brake control, that is, the bypass emergency brake switch 24 Not working. When a switch in the series branch fails, the bypass emergency brake switch 24 can be closed, so that the safety loop 2 can work normally, which is beneficial to ensure the reliability of the braking performance; at this time, each of the series branches None of the switches participate in the formulation control, that is, each switch in the series branch does not work.

In this example, by setting the bypass emergency brake switch 24, when the driver emergency brake switch 21 or the passenger emergency brake switch 22 fails, it can also ensure that the function of the safety loop 2 can be realized, thereby ensuring the emergency brake. Reliability of motion, thereby helping to improve the safety and reliability of rail vehicles.

Optionally, referring to Figures 3 and 4, the control device further includes: a start switch 25, which is connected to the safety loop 2, and the start switch 25 is used to control the conduction between the safety loop 2 and the rail vehicle power module On or off.

Exemplarily, the series branch and the bypass emergency brake switch 24 are arranged in parallel to form a parallel branch, and the start switch 25 is arranged in series with the parallel branch. For example, the start switch 25, the parallel branch and the power module are connected in series to form a closed circuit. . The start switch 25 is used to control the on-off between the parallel branch and the power module. When the start switch 25 is closed, the parallel branch is connected to the power module, and the power module can supply power to the safety loop 2. When the start switch 25 is opened, the parallel branch is disconnected from the power module, and the power module stops as a safety loop Line 2 power supply.

In this example, by setting the start switch 25, the start switch 25 can be used to control the opening and closing of the control device, which is conducive to energy saving. For example, before the rail vehicle is turned on and running, the control device can be turned off by the start switch 25; when the rail vehicle is about to run, the control device can be turned on by the start switch 25.

In one of the possible implementation manners, the emergency brake air circuit assembly 1 further includes a pressure detecting member, which is arranged between the pneumatic valve 12 and the solenoid valve 11, and the pressure detecting member is used to detect the control port of the pneumatic valve 12 pressure.

In some examples, as shown in FIG. 1, the pressure detection component may include a pressure switch 14, which may be connected to the pipeline between the solenoid valve 11 and the pneumatic valve 12, for detecting the pressure at the control port of the pneumatic valve 12 pressure. The control port of the pneumatic valve 12 is connected to the solenoid valve 11 through a pipeline. When the pressure at the control port of the pneumatic valve 12 reaches a preset value, the pressure switch 14 can generate an emergency braking action signal; when the pressure switch 14 generates an emergency braking action signal, it can indicate that the emergency brake has been applied.

In specific implementation, when there is an input pressure at the control port of the pneumatic valve 12, the input pressure can act on the sensing element in the pneumatic valve 12. The sensing element will deform or move when the input pressure reaches a certain value, such as 200KPa. ; As the input pressure continues to rise, for example, when the input pressure rises to 300KPa, the sensing element will have a certain amount of deformation or displacement, and make the switch element in the pneumatic valve 12 open, so that the compressed gas can be from the pneumatic valve Passed in 12. Among them, when the pressure at the control port of the pneumatic valve 12 reaches 300KPa, the pressure switch 14 generates an emergency braking action signal, which can be an electrical signal; when the pressure at the control port of the pneumatic valve 12 is lower than 200KPa , Pneumatic valve 12 has no signal output.

Among them, the emergency braking action signal generated by the pressure switch 14 can be transmitted to the control system of the rail vehicle, and the control system will notify the train driver that the emergency braking has been applied through visual or sound prompts; or, the control system will act according to the emergency braking. The action signal controls the state of other parts of the rail vehicle.

In other examples, the pressure detecting element may include a pressure sensor, and the pressure sensor may be used to electrically connect with the control system of the rail vehicle to send its detection signal to the control system.

Optionally, referring to FIG. 1, the control device further includes a cut-off plug door 13, which is arranged between the main air pipe 35 and the solenoid valve 11, and is used to control the communication between the main air pipe 35 and the solenoid valve 11. Off. When maintenance or debugging is required, the shutoff plug 13 can be used to control the on-off between the main air pipe 35 and the solenoid valve 11. For example, when debugging or overhauling the solenoid valve 11 or the pressure switch 14, the connection between the main air duct 35 and the solenoid valve 11 can be disconnected by cutting off the plug door 13. Among them, the shut-off plug 13 may be a shut-off valve.

In this embodiment, referring to Figures 5 and 6, the solenoid valve 11, the pneumatic valve 12, the shutoff valve 13, and the pressure switch 14 can be integratedly arranged on the gas circuit board 15, which is convenient for the management and management of the components in the control device. Overhaul. Wherein, the gas path plate 15 is provided with a through hole through which the pipeline can pass.

With the control device provided in this embodiment, when it is necessary to manually apply emergency braking to the rail vehicle, at least one of the driver's emergency brake switch 21 and the passenger's emergency brake switch 22 can be disconnected, so that the safety loop 2 is disconnected. Open; After the safety loop 2 is disconnected, the safety switch relay can control the solenoid valve 11 to lose power. After the solenoid valve 11 loses power, the compressed gas in the main air pipe 35 enters the control port of the pneumatic valve 12 through the solenoid valve 11 to drive The pneumatic valve 12 is opened, so that the brake gas circuit is opened, so that the compressed gas in the train pipe 36 can be discharged through the pneumatic valve 12, and then the distribution valve 31 in the emergency brake device is triggered to output the brake pressure to achieve emergency braking. Apply.

In addition, when the rail vehicle fails, the control system of the rail vehicle can automatically apply emergency braking through the system brake switch 23. Moreover, when one of the on-board emergency brake switch and the passenger emergency brake switch 22 fails, the emergency brake switch 24 can be bypassed to ensure that the function of the safety loop 2 can be realized.

It is understandable that the control device provided in this embodiment not only facilitates emergency braking of rail vehicles, but also helps ensure the reliability of braking performance, and does not require simultaneous operation by people in multiple passenger carriages, thereby helping to reduce or even Avoid braking shocks between cars, thereby helping to improve the safety and reliability of rail vehicles.

This embodiment also provides an emergency braking system, including an emergency braking device and the control device as described in any one of the foregoing. Wherein, the structure, function and implementation process of the control device can be the same or similar to the foregoing embodiment, and this embodiment will not be repeated here.

The emergency braking device can adopt conventional settings in this field. For example, as shown in FIG. 2, the emergency braking device may include a distribution valve 31, a working air cylinder 32, a brake air cylinder 33 and a master air cylinder 34. Among them, the distribution valve 31 can be arranged in each compartment of the rail vehicle; the distribution valve 31 is used to generate different levels of braking force to achieve braking and relief of the entire vehicle.

The working air cylinder 32 is used to provide control pressure for the pressure balance of the distribution valve 31; the brake air cylinder 33 is used to provide compressed air for the output braking pressure of the distribution valve 31; the main air cylinder 34 is used to store compressed air for the emergency braking system , The main air cylinder 34 can be connected to the main air pipe 35.

It is understandable that, regarding the emergency braking system, the parts that are not described in this embodiment may adopt conventional settings in this field, and this embodiment does not specifically limit it.

This embodiment also provides a rail vehicle, including: a car body and the emergency braking system as in the foregoing embodiments, and the emergency braking system is installed on the car body. Among them, the structure, function and implementation process of the emergency braking system may be the same as those in the foregoing embodiment, and this embodiment will not be repeated here. At least part of the components in the emergency braking system, such as system brake switches or pressure detection components, can be electrically connected to the control system of the rail vehicle, and the control system is also arranged in the car body.

In addition, with regard to the position of each component in the emergency braking system on the vehicle body, the position of each component in the emergency braking device can be conventionally set in the field, and the components in the emergency braking control device The location of the device may be determined according to actual conditions, and this embodiment does not specifically limit it here.

In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and other terms should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection , Or integrated; it can be mechanically connected, or electrically connected, or can communicate with each other; it can be directly connected, or indirectly connected through an intermediate medium, it can be the internal communication of two components or the interaction between two components. For those of ordinary skill in the art, the specific meanings of the above-mentioned terms in this application can be understood according to specific circumstances.

Although some optional embodiments of the present application have been described, those skilled in the art can make additional changes and modifications to these embodiments once they learn the basic creative concept. Therefore, the appended claims are intended to be interpreted as including some optional embodiments and all changes and modifications falling within the scope of the present application.

Obviously, those skilled in the art can make various changes and modifications to the application without departing from the spirit and scope of the application. In this way, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalent technologies, this application is also intended to include these modifications and variations.

Claims

An emergency braking control device for rail vehicles, characterized in that it includes an emergency braking air circuit assembly and a safety loop;

The emergency brake air circuit assembly includes: a solenoid valve and a pneumatic valve; the solenoid valve is used to connect to the main air pipe of the rail vehicle; the solenoid valve is connected to the pneumatic valve, and the pneumatic valve is used to connect to the rail The exhaust port of the vehicle is connected; the pneumatic valve is also used to connect to the train pipe;

The safety loop includes: a driver emergency brake switch and at least one passenger emergency brake switch connected in series; the safety loop is used to control the solenoid valve to connect the main air pipe to the pneumatic valve when it is disconnected. Connected so that the compressed gas in the main wind pipe can enter the pneumatic valve through the solenoid valve to drive the pneumatic valve to open, so that the compressed gas in the train pipe can be discharged through the pneumatic valve.
The control device according to claim 1, wherein the safety loop further comprises a bypass emergency brake switch, the bypass emergency brake switch is arranged in parallel with the driver emergency brake switch and the passenger emergency brake switch The bypass emergency brake switch is used to control the on-off of the safety loop when the driver's emergency brake switch or the passenger's emergency brake switch fails.
The control device according to claim 1, wherein the safety loop further comprises a system brake switch, the system brake switch is arranged in series with the driver emergency brake switch and the passenger emergency brake switch, and The system brake switch is used to electrically connect with the control system of the rail vehicle, so that the system brake switch can disconnect the safety loop according to the brake command of the control system.
The control device according to claim 1, wherein the safety loop further comprises a safety loop relay; the safety loop relay is connected to the safety loop, and the safety loop relay is also electrically connected to the solenoid valve. connection;

Wherein, when the safety loop is disconnected, the safety loop relay can control the solenoid valve to lose power, so that the compressed gas in the main air pipe can enter the pneumatic valve through the solenoid valve to drive the solenoid valve. The pneumatic valve opens.
The control device according to claim 1, wherein the emergency brake air circuit assembly further comprises a pressure detecting member, the pressure detecting member is arranged between the pneumatic valve and the solenoid valve, the pressure detecting member It is used to detect the pressure at the control port of the pneumatic valve.
The control device according to claim 5, wherein the pressure detecting element comprises a pressure switch, and the pressure switch is used to generate an emergency braking action when detecting that the pressure at the inlet of the pneumatic valve reaches a preset value signal.
The control device according to claim 1, further comprising a cut-off plug door, and the cut-off plug door is arranged between the main air duct and the solenoid valve.
The control device according to claim 1, further comprising: a start switch, the start switch is connected to the safety loop, the start switch is used to control the safety loop and the rail vehicle power module Between on or off.
The control device according to any one of claims 1-8, wherein the passenger emergency brake switches are multiple, and the multiple passenger emergency brake switches are respectively arranged in a corresponding passenger car compartment; the driver The emergency brake switch is arranged in the driver's cab of the leader vehicle.
An emergency braking system, characterized by comprising an emergency braking device and the control device according to any one of claims 1-9.
A rail vehicle, characterized by comprising: a car body and the emergency braking system according to claim 10, the emergency braking system being installed to the car body.