WO2023045103A1 - 空气后备制动转换系统及方法、轨道交通车辆 - Google Patents
空气后备制动转换系统及方法、轨道交通车辆 Download PDFInfo
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- WO2023045103A1 WO2023045103A1 PCT/CN2021/136933 CN2021136933W WO2023045103A1 WO 2023045103 A1 WO2023045103 A1 WO 2023045103A1 CN 2021136933 W CN2021136933 W CN 2021136933W WO 2023045103 A1 WO2023045103 A1 WO 2023045103A1
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- 238000000034 method Methods 0.000 title claims abstract description 13
- 230000007704 transition Effects 0.000 title abstract description 10
- 230000003137 locomotive effect Effects 0.000 claims abstract description 30
- 230000000903 blocking effect Effects 0.000 claims description 56
- 238000006243 chemical reaction Methods 0.000 claims description 47
- 230000001105 regulatory effect Effects 0.000 claims description 15
- 230000007935 neutral effect Effects 0.000 claims description 5
- 238000001514 detection method Methods 0.000 claims description 4
- 230000006837 decompression Effects 0.000 claims description 3
- 239000004020 conductor Substances 0.000 abstract 2
- 230000001276 controlling effect Effects 0.000 description 5
- 238000004891 communication Methods 0.000 description 4
- 238000012546 transfer Methods 0.000 description 4
- 230000009286 beneficial effect Effects 0.000 description 2
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- 238000004364 calculation method Methods 0.000 description 1
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- 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 invention relates to the fields of electric power, internal combustion and other locomotives, in particular to an air backup brake conversion system and method, and a rail transit vehicle.
- Air backup braking is an emergency operating system after electropneumatic braking failure, which can realize the control of train management.
- Most electric locomotives, diesel locomotives and battery locomotives in my country are equipped with this system, only when electropneumatic braking system fails or other When the equipment fails, the air backup brake is used for temporary driving.
- one of the traditional locomotive air backup braking systems uses the original relay valve in the electro-pneumatic braking system to realize the purpose of the backup brake valve controlling the relay valve through some air circuit conversion.
- the driver and passengers need to operate the switching plug of the brake cabinet in the mechanical room, the power switch of the brake in the electrical cabinet, and then operate the switching plug on the backup module in the driver's cab.
- air backup is generally an emergency operating system in the event of an electropneumatic brake system failure. Due to many conversion steps, different operating positions, and the drivers and passengers are generally in a highly concentrated and tense state, the traditional locomotive air backup The conversion operation method is prone to errors, which leads to conversion failure, increases operation time, and is not conducive to rapid and emergency handling of faults.
- the air backup brake may also be operated when the locomotive power supply control system fails.
- the power failure emergency mode when the traditional locomotive air backup brake performs mode conversion, it is necessary to introduce the power control front block solenoid valve or rear block solenoid valve Only when the power is supplied can the relay valve be put into operation. If the power control system of the locomotive fails at this time, the mode conversion of the air backup brake cannot be performed, which will affect the operation of the locomotive and destroy the principle of purely pneumatic operation of the air backup brake.
- the technical problem to be solved by the present invention is to provide an air backup brake switching system and method, rail transit vehicle, and simplify the switching structure and reduce the probability of switching failure in view of the deficiencies in the prior art.
- an air backup brake conversion system including a first blocking valve, a first blocking electromagnetic valve; the input port of the first blocking valve, the first blocking electromagnetic valve The input ports are all connected to the total wind source, the output port of the first blocking valve is connected to the first input port of the relay valve, the second input port of the relay valve is connected to the train pipe; the control port of the relay valve is connected to the balance wind cylinder; also includes:
- the first input port communicates with the output port of the first blocking solenoid valve
- the second input port communicates with the control port of the first blocking valve
- the control port of the first switching valve communicates with the output port of the conversion plug
- the first input port and the second input port are respectively connected with the air source and the equalizing air cylinder;
- the control port of the second switching valve is connected with the output port of the conversion plug;
- the input port is connected to the control port of the relay valve, and the output port is connected to the input port of the brake valve; the control port of the third switching valve is connected with the output port of the conversion plug;
- the output port of the brake valve communicates with the output port of the switching plug.
- the front shut-off valve When there is no pressure at the control port of the front shut-off valve, as long as there is pressure at the input port of the front shut-off valve, the front shut-off valve will automatically communicate the path between the front shut-off valve input port and the front shut-off valve output port, and the total air will flow into the relay valve through the front shut-off valve , if there is total wind pressure at the control port of the front shutoff valve, the front shutoff valve will close the passage between the input port and the output port.
- the switch valve of the present invention when the switch valve of the present invention is set to the air position, the switch valve will communicate with the total air flow into the first switch Valve, so that the pressure of the control port of the front shut-off valve is always in communication with the atmosphere, so the front shut-off valve can be controlled from the air circuit to be in the input state, and then the total air can enter the input port of the relay valve, so that the relay valve is in the active state.
- the invention can realize the input and removal of the balance air cylinder controlled by the backup brake valve, the input and removal of the pressure control channel of the electropneumatic brake equalization air cylinder, the input and removal of the front blocking electromagnetic valve and the front blocking valve, the rear blocking electromagnetic valve and the rear blocking valve.
- the input and removal of the blocking valve realizes the pure air conversion from the electro-pneumatic brake system to the air backup brake.
- the conversion structure is simple, which reduces the probability of conversion failure and improves the conversion efficiency. valve input.
- the system of the present invention also includes:
- the input port communicates with the second input port of the relay valve, and the output port communicates with the third input port of the fourth switching valve;
- the first input port communicates with the second input port of the relay valve, the second input port communicates with the control port of the second blocking valve, and the control port of the fourth switching valve is connected with the input port of the conversion plug;
- the second blocking valve, the two input ports are respectively connected to the second input port of the relay valve and the train pipe.
- the above structure can realize the removal of the backup brake valve control equalization air cylinder, the removal of the pressure control passage of the electropneumatic brake equalization air cylinder, the removal of the front blocking electromagnetic valve, and the removal of the rear blocking electromagnetic valve.
- a pressure regulating valve is arranged on the gas path between the output port of the brake valve and the output port of the conversion plug.
- the pressure regulating valve is a pressure regulating valve, which controls the constant pressure of the equalizing air cylinder during air backup brake control.
- a pressure detection device is provided on the air circuit between the output port of the brake valve and the output port of the pressure regulating valve.
- the pressure detection device is used to verify the pressure of the pressure regulating valve.
- the switching plug, the third switching valve, the second switching valve, the first switching valve, and the microswitches of the fourth switching valve are connected in series, and the two ends of the series branch are respectively connected to the positive pole and the negative pole of the standby power supply.
- the series branch is electrically connected to the state display device.
- the status display device displays the switching status of the system according to the normally open circuit of each switching valve. When it is in the normal position, the normally open circuit of each switching valve is disconnected. The status display device shows that the system is not switched. When the air level is reached, the normally open circuit is closed due to the action of each switching valve , the status display device will receive the electrical signal output by the standby power supply after the closing of each normally open circuit, indicating that the system has successfully converted.
- the relay operates according to the normally open circuit of the switching plug door. When the air position is in place, when the switching plug door normally open circuit is closed, the relay is energized, the normally closed contact is disconnected, and the power supply of the brake is automatically disconnected; when it is in the normal position, when the switching plug door The normally open circuit is disconnected, the relay is de-energized, the normally closed contact is closed, the brake is powered normally, and the electro-pneumatic brake system is normally put into use.
- the present invention also provides a method for realizing backup brake control by using the above-mentioned air backup brake conversion system, the method comprising:
- the path of the air cylinder is connected to the air source of the electro-pneumatic brake equalization pressure control (that is, the air source from the electro-pneumatic brake equalization pressure control path) to the path of the equalization air cylinder, which is connected to the first blocking solenoid valve and the first blocking valve, and connected to the second blocking solenoid valve and the second blocking valve;
- the backup power When putting into the air backup braking system, the backup power also passes through the microswitch normally open contacts of the third switching valve, the second switching valve, the first switching valve and the fourth switching valve to output an electric signal indicating that the backup conversion is successful.
- the present invention also provides a rail transit vehicle, which adopts the above-mentioned air backup brake conversion system.
- the beneficial effect of the present invention is that the system of the present invention can simplify the multi-step operation of conventional locomotive air backup brake conversion into one-step operation, and realize the transition from the electropneumatic brake system to the air backup brake.
- Pure air circuit conversion including the input and removal air circuit conversion of the backup brake valve control equalization air cylinder, the air circuit conversion of the input and removal of the pressure control channel of the electro-pneumatic brake equalization air cylinder, the air circuit conversion of the input and removal function of the front blocking solenoid valve Circuit switching, air circuit switching of the input and cut-off function of the post-blocking solenoid valve; at the same time, the invention also realizes circuit switching, including cutting off the power supply of the brake by switching the normally open contact of the plug door, and switching the air circuit control of the backup brake.
- Fig. 1 is the partial structure diagram of gas circuit of the embodiment of the present invention.
- Fig. 2 is a schematic diagram of the circuit part of the embodiment of the present invention.
- the system of the embodiment of the present invention is mainly composed of a backup conversion plug 101, a backup pressure regulating valve 102 (ie, a pressure regulating valve), a pressure measuring point 103 (a pressure detection device), a backup brake valve 104 (ie, a brake valve) valve), backup equalizing pressure switch valve 105 (third switching valve), electropneumatic equalizing pressure switching valve 106 (second switching valve), equalizing air cylinder 107, front blocking solenoid valve 108 (first blocking solenoid valve), front blocking Switching valve 109 (first switching valve), rear shutoff solenoid valve 110 (second shutoff solenoid valve), rear shutoff switching valve 111 (fourth switching valve), front shutoff valve 112 (first shutoff valve), relay valve 113 , rear shutoff valve 114 (second shutoff valve) and the like.
- a backup pressure regulating valve 102 ie, a pressure regulating valve
- a pressure measuring point 103 a pressure detection device
- a backup brake valve 104 ie, a brake valve
- the pressure control of the electropneumatic braking equalization air cylinder is controlled by the electropneumatic braking of the braking system, and the relay valve 113 is a flow amplifying valve. , the balance air cylinder pressure drops, and the train pipe pressure drops through the relay valve.
- the backup conversion plug 101 is a two-position three-way live interlocking feedback component.
- the plug has two positions, the normal position and the air position. In the normal position, the total air is cut off, and at the same time, the passage between the backup brake valve and the pressure regulating valve is emptied.
- Air pressure and back-up balanced pressure switching valve 104, electro-pneumatic balanced pressure switching valve 105, front blocking switching valve 109, rear blocking switching valve 111 control port pressure, and output a high level signal.
- the backup pressure regulating valve 102 is a pressure regulating valve, which is used to control the constant pressure of the equalizing air cylinder during air backup braking control.
- the pressure measuring point 103 is a device for verifying the pressure of the pressure regulating valve.
- the backup brake valve 104 is an air backup brake valve with three positions of braking, neutral and release, which can control the pressure of the equalizing air cylinder during air backup braking of the locomotive.
- the handle of the backup brake valve When the handle of the backup brake valve is operated to the release position, the passage of the adjusted total air to the balance air cylinder is connected, so that the pressure of the balance air cylinder is charged to a constant pressure, and the air inlet, air outlet, and exhaust port are cut off at the neutral position
- the brake is in position, cut off the passage of the total air, and at the same time communicate the passage of the balance air cylinder and the exhaust port of the backup brake valve, so that the pressure of the balance air cylinder is exhausted through the exhaust port of the backup brake valve.
- the backup equalizing pressure switching valve 105 is a two-position three-way live interlocking switching valve. When in the normal position, it communicates the path between the A1 port (input port) and the A3 exhaust port, cuts off the pressure at the A2 port, and disconnects the micro switch SA; When it is in position, communicate the path between A1 port and A2 port (output port), cut off the path between A3 exhaust port and other ports, and close the micro switch SA.
- the electro-pneumatic equalizing pressure switching valve 106 is a two-position three-way switching valve with electric interlocking. When it is in the normal position, it communicates the passage between the A1 port and the A2 port, cuts off the passage between the A3 exhaust port and other ports, and the micro switch SA is disconnected; When the air level is in place, connect the passage between A1 port and A2 port, cut off the passage between A1 port and A3 exhaust port, and disconnect the micro switch SA.
- the equalizing air cylinder 107 is an air cylinder with a certain volume, and the volume can be set according to tests and experience. Firstly, the volume needs to match the size of the shrinkage cavity of the backup brake valve 104. At the same time, when calculating the relief state and the braking state according to the actual pipeline, the volume change of the balance air cylinder and the piping system (including the volume of the internal chamber of the valve) should be adjusted according to the gas state.
- the equation determines the influence value of the volume change on the pressure before and after. If the influence value is greater than the set value (the pressure change caused by the volume change is within the pressure accuracy range of the system control), it is necessary to increase the volume of the air cylinder to eliminate the effect of the volume change on the pressure.
- Influence if the influence value is less than the set value, the volume of the air cylinder can be appropriately reduced; when the influence value is within the range of the set value, there is no need to change the volume of the air cylinder.
- After calculating the volume it is necessary to actually verify whether the exhaust air and air filling under the volume meet the requirements according to the size of the shrinkage cavity, and finally determine the pressure value of the air cylinder. That is to ensure that the volume of the air cylinder is as small as possible, but it must be satisfied that the release state and braking state do not affect the pressure change, and the air cylinder filling and exhausting process does not affect the pressure.
- the volume of the balanced air cylinder (including the volume of all piping systems) is generally guaranteed to be between 2L and 4L.
- the volume change of the balance air cylinder is greater than 0.1L when switching between the two states (inflation and relief), and the initial pressure is 600kPa, the pressure change before and after the balance air cylinder (that is, the two states) will exceed 30kPa.
- the embodiment of the present invention calculates the change value of the front and rear volumes under the two states of the balanced air cylinder, and then calculates the influence of the front and rear pressures due to the volume change at a constant pressure of 600kPa (this pressure is a commonly used value) according to the gas state equation.
- the front blocking solenoid valve 108 is a two-position three-way solenoid valve, which is controlled by the electro-pneumatic brake control system. Under normal circumstances, the power gain and loss of the solenoid valve can control the total wind to be sent to the control port of the front blocking valve 112 through the front blocking switching valve 109. The valve controls the closing and opening of the air circuit according to whether there is pressure at the control port.
- the front blocking switching valve 109 is a two-position three-way live interlocking switching valve. When in the normal position, it communicates the passage between the A1 port and the A2 port, cuts off the passage between the A3 exhaust port and other ports, and the micro switch SA is disconnected; the air position At this time, communicate the path between A1 port and A2 port, cut off the path between A1 port and A3 exhaust port, and turn off the micro switch SA.
- the valve is mainly used to isolate the control of the front shut-off solenoid valve to the front shut-off valve, so as to realize the autonomous control of the front shut-off valve 112 .
- the rear block solenoid valve 110 is a two-position three-way solenoid valve, which is controlled by the electro-pneumatic brake control system. Under normal conditions, the power gain and loss of the solenoid valve can control the total air flow at the outlet of the relay valve through the rear block switching valve 111 to the control port of the rear block valve 114. , the rear shut-off valve controls the closing and opening of the air circuit according to whether there is pressure at the control port, and communicates or cuts off the passage between the relay valve and the train pipe.
- the rear blocking switching valve 111 is a two-position three-way live interlocking switching valve. When it is in the normal position, it communicates with the passage between the A1 port and the A3 exhaust port, cuts off the pressure at the A2 port, and disconnects the micro switch SA; when it is in the air position, it communicates with the A1 port. The passage between the exhaust port and the A2 port is cut off, and the passage between the A3 exhaust port and other ports is cut off, and the micro switch SA is closed.
- the valve is mainly used for isolating the control of the rear shut-off solenoid valve to the rear shut-off valve, so as to realize the autonomous control of the rear shut-off valve 114 .
- the front blocking valve 112 is a two-position two-way switching valve. When there is no pressure at the control port, as long as there is pressure at the inlet, the front blocking valve will open the passage between the air inlet and the air outlet. When there is pressure at the control port C1, the front blocking valve will The valve closes the passage between the air inlet and the air outlet.
- the rear shut-off valve 114 is a two-position two-way switching valve. When there is no pressure at the control port, the rear shut-off valve closes the passage between the air inlet and the air outlet. When the control port C1 communicates with the air inlet, the air inlet has pressure. Finally, the rear shut-off valve communicates the passage between the air inlet and the air outlet.
- the status display device 115 displays the switching status of the system according to the normally open circuits of each switching valve. Closed, the status display device will receive the electrical signal output by the backup power supply after each normally open circuit is closed, indicating that the system conversion is successful.
- the power cut-off relay operates according to the normally open circuit of the switching plug door.
- the relay When the air position is in place, when the switching plug door normally open circuit is closed, the relay is energized, the normally closed contact is disconnected, and the brake power supply is automatically disconnected; when it is in the normal position, when switching The normally open circuit of the plug door is disconnected, the relay is de-energized, the normally closed contact is closed, the brake is powered normally, and the electropneumatic brake system is normally put into use.
- the system connects the backup balance pressure switching valve 105 micro switch, the electro-pneumatic balance pressure switching valve 106 micro switch, the front blocking switching valve micro switch, and the rear blocking switching valve micro switch normally open points in series with the backup brake status light connection, when all the components are in place, the status indicator light is on, indicating that the backup brake transfer is successful; when the status indicator light is off, it indicates that the backup brake is removed; at the same time, the normally closed contact is connected to the locomotive central control unit for judging The actual state of each switching valve is used for fault judgment.
- the system realizes the switching of the air path through the backup switching plug 101, realizes the switching of various paths from the gas path, and ensures the normal operation of the air backup braking system.
- the conversion of the system adopts pure air circuit control, and the status display lamp adopts a backup circuit, so that the air backup brake system cannot be operated due to the failure of the locomotive control circuit. .
- the embodiment of the present invention retains the control passages (108, 112, 113, 110, 114) of the original locomotive electro-pneumatic braking system to control the train pipe.
- the air backup conversion plug 101 is operated to the air position , Cut off the passage from the locomotive total air to the 105, 106, 109, 111 switching valves, cut off the passage from the backup brake valve to the equalizing air cylinder, communicate the passage of the electro-pneumatic brake equalizing pressure control air source to the equalizing air cylinder, and block before communicating
- the control of the solenoid valve to the front shut-off valve after communication, shuts off the control of the solenoid valve to the rear shut-off valve, cuts off the path between the handle position of the backup brake valve 104 and the balance air cylinder 107, and realizes the balanced pressure control of the electro-pneumatic brake.
- the cylinder 107 is controlled, and then the relay valve 113 is controlled to achieve the purpose of controlling the train pipe pressure during electropneumatic braking.
- the air backup brake equalizing pressure controls the passage from the air source to the equalizing air cylinder, cuts off the control of the front blocking solenoid valve on the front blocking valve, cuts off the control of the rear blocking solenoid valve on the rear blocking valve, and realizes the manipulation of the backup brake valve 104 handle to the brake.
- the purpose of controlling the decompression, pressure keeping and boosting of the equalizing air cylinder 107 is controlled, and then the relay valve 113 is controlled to achieve the purpose of controlling the train pipe pressure.
- standby power also passes through 105, 106, 109, 111 microswitch normally open contacts, and outputs an electrical signal that a backup is converted successfully, prompting the driver that the air backup is converted successfully.
- the air backup brake system can be switched on and off by switching the backup switch valve. State feedback to realize the function of air backup brake control train pipe pressure.
- the air backup brake system When the air backup brake system needs to be used, operate the air backup switching plug 101 to the air position, the total air will pass through the air backup switching plug 101-A1 port to A2 port, and then go through the backup pressure regulating valve 102 to the air backup brake valve 104 -A1 port; at the same time, the total air reaches the backup equalization switching valve 105-C1 port, at this time the switching valve acts, communicates with A1 and A2 ports, cuts off the communication path between A1 and A3, the switching valve micro switch acts, and the normally open point closes; When the wind reaches port 106-C1 of the electro-pneumatic balance switching valve, the switching valve acts at this time, communicates with port A1 and port A3, cuts off the passage between ports A1 and A2, the micro switch of the switching valve moves, and the normally open point closes; before reaching the switching valve, the switching valve is blocked 109-C1 port, at this time the switching valve acts, communicates the passage of A2 and A3 exhaust ports, cuts off the passage of
- Plug door 101 micro switch outputs a low-level signal to the locomotive control system, and feeds back the signal for the backup switching plug door action position. After all the switching valve micro switches 105, 106, 109, and 111 are closed, the backup power supply and status display light will be communicated. The backup status light is on, and the backup power supply also outputs a high-level signal to the locomotive control system to feed back a signal that the backup transfer is successful.
- the electro-pneumatic brake equalization pressure control passage cannot control the pressure of the equalization air cylinder 107 through the electro-pneumatic equalization pressure switching valve 106, and the front block solenoid valve 108 of the electro-pneumatic brake system cannot control the front block valve 112, which is controlled according to the The total air pressure of the relay valve communicates with A1 and A2 ports to realize the air supply of the relay valve; the electro-pneumatic braking system rear block solenoid valve 110 cannot control the rear block valve 114, and the rear block valve 114 communicates with the port A1 and A2 according to the outlet pressure of the relay valve , to realize the communication path between the outlet of the relay valve and the train pipe.
- the air backup brake valve 104 controls the pressure of the equalizing air cylinder 107 through the backup equalizing pressure switching valve 105 .
- the A1 port of the backup brake valve communicates with the A2 port, and the total air reaches the balance air cylinder 107 through 101 and 105 through the A1 port and A2 port of the backup brake valve, so as to realize the charging of the balance air cylinder.
- the function of the wind when the backup brake valve 104 reaches the pressure holding position, the backup brake valve cuts off all passages, and the A1 and A2 ports maintain pressure to realize the pressure maintaining function of the balanced air cylinder; when the backup brake valve 104 reaches the braking position, The A2 port of the backup brake valve communicates with the A3 exhaust port, and the pressure of the balance air cylinder 107 is discharged to the atmosphere through the A2 port and A1 port of the 105 to the A2 port and A3 port of the backup brake valve to realize the air exhaust function of the balance air cylinder.
- the relay valve 113 generates the train pipe pressure according to the pressure of the balanced air cylinder, that is, the pressure of the balanced air cylinder rises, the pressure of the train pipe rises, the pressure of the balanced air cylinder decreases, and the pressure of the train pipe drops through the relay valve, finally realizing the function of controlling the train pipe of the locomotive. Meet the requirements of the air backup braking system.
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Abstract
本发明公开了一种空气后备制动转换系统及方法、轨道交通车辆，将目前传统机车空气后备制动转换多步操作简化成一步操作，实现电空制动系统到空气后备制动系统的纯气路转换，从纯气路上切除空气后备制动系统，同时增加了后备转换是否成功的反馈信号，空气后备制动转换塞门状态显示，为司乘人员提供转换成功的反馈信号，有利于司乘人员判断转换是否成功并简化操作，提高了转换效率。
Description
本发明涉及电力、内燃等机车领域，特别是一种空气后备制动转换系统及方法、轨道交通车辆。
空气后备制动是电空制动故障后的一种应急操作系统，能实现列车管的控制，我国大部分电力机车、内燃及蓄电池机车配备了该系统，仅在电空制动系统故障或者其它设备故障时采用空气后备制动进行临时行车。目前传统机车空气后备制动系统有一种是利用电空制动系统中原有中继阀，通过一些气路转换实现后备制动阀控制中继阀的目的，空气后备制动系统投入前需进行多个气路和电路切换的操作，如第一步需司乘人员操作机械间制动柜转换塞门，电气柜制动机电源开关，再操作司机室中后备模块上的转换塞门。由于传统机车的空气后备转换步骤较多，且操作部件分散在几个不同位置，距离较长，增加了司乘人员操作漏项及操作失败的可能性，导致操作人员的劳动强度大，对司乘人员操作准确性要求较高。总结而言，空气后备一般是在电空制动系统故障情况下的应急操作系统，由于转换步骤较多，操作位置不同，且司乘人员一般处于高度集中及紧张的状态，传统的机车空气后备转换操作方法容易出错，导致转换失败，增加操作时间，不利于故障快速应急处理。
空气后备制动还有可能在机车电源控制系统故障的情况下进行操作，在失电紧急模式下，传统机车空气后备制动进行模式转换时，需引入电源控制前遮断电磁阀或后遮断电磁阀得电，才能确保中继阀投入，若此时机车电源控制系统故障，则无法进行空气后备制动模式转换，给机车运行带来影响，破坏了空气后备制动纯气动操作的原则。
发明内容
本发明所要解决的技术问题是，针对现有技术不足，提供一种空气后备制动转换系统及方法、轨道交通车辆，简化转换结构，降低转换失败的概率。
为解决上述技术问题，本发明所采用的技术方案是：一种空气后备制动转换系统，包括第一遮断阀、第一遮断电磁阀；所述第一遮断阀输入口、第一遮断电磁阀输入口均接总风风源，所述第一遮断阀输出口接中继阀第一输入口，所述中继阀第二输入口接列车管；所述中继阀的控制口接均衡风缸；还包括：
第一切换阀，第一输入口与所述第一遮断电磁阀输出口连通，第二输入口与第一遮断阀的控制口连通，第一切换阀控制口与转换塞门输出口连通；
第二切换阀，第一输入口、第二输入口分别与风源、均衡风缸连通；第二切换阀控制口与所述转换塞门输出口连通；
第三切换阀，输入口接所述中继阀控制口，输出口接制动阀输入口；第三切换阀控制口与所述转换塞门输出口连通；
所述制动阀输出口与所述转换塞门输出口连通。
借由上述结构，只需操作或控制转换塞门，即可实现第一切换阀、第二切换阀、第三切换阀所在气路的投入与切除，例如制动阀控制均衡风缸的投入与切除、前遮断电磁阀(第一遮断电磁阀)与前遮断阀(第一遮断阀)控制口通路的投入与切除、后遮断电磁阀(第二遮断电磁阀)与后遮断阀(第二遮断阀)控制口通路的投入与切除。当前遮断阀控制口无压力时，只要前遮断阀输入口有压力，则前遮断阀会自动沟通前遮断阀输入口与前遮断阀输出口的通路，总风通过前遮断阀通入中继阀，若前遮断阀控制口有总风压力，则前遮断阀会关闭输入口与输出口的通路，因此本发明的转换塞门置空气位时，转换塞门会沟通总风通入第一切换阀，使得前遮断阀控制口压力一直与大气沟通，因此可以从气路上控制前遮断阀处于投入状态，继而总风可以进入中继阀输入口，使中继阀处于投入状态。本发明可以实现后备制动阀控制均衡风缸的投入与切除、电空制动均衡风缸压力控制通路投入与切除、前遮断电磁阀及前遮断阀的投入与切除、后遮断电磁阀及后遮断阀的投入与切除，实现了电空制动系统到空气后备制动的纯气路转换，转换结构简单，降低了转换失败的概率，提高了转换效率，同时无需引入电源即可确保中继阀投入。
本发明的系统还包括：
第二遮断电磁阀，输入口与所述中继阀第二输入口连通，输出口与第四切换阀第三输入口连通；
第四切换阀，第一输入口与所述中继阀第二输入口连通，第二输入口与第二遮断阀控制口连通，第四切换阀控制口接所述转换塞门输入口；
第二遮断阀，两个输入口分别接中继阀第二输入口和列车管。
上述结构可以实现后备制动阀控制均衡风缸的切除、电空制动均衡风缸压力控制通路切除、前遮断电磁阀切除、后遮断电磁阀切除。
所述制动阀输出口与所述转换塞门输出口之间的气路上设有调压阀。调压阀为压力调整阀，空气后备制动控制时，控制均衡风缸的定压。
所述制动阀输出口与所述调压阀输出口之间的气路上设有压力检测装置。压力检 测装置用于校验调压阀的压力。
所述转换塞门、第三切换阀、第二切换阀、第一切换阀、第四切换阀的微动开关串联，该串联支路两端分别接备用电源正极和负极。
所述串联支路与状态显示装置电连接。状态显示装置根据各切换阀常开电路显示系统转换状态，正常位时，各切换阀常开电路断开，状态显示装置显示系统未转换，空气位时，由于各切换阀动作，常开电路闭合，状态显示装置将受到备用电源经各常开电路闭合后输出的电信号，显示系统转换成功。
继电器线圈一端接入所述转换塞门的微动开关与所述第三切换阀微动开关之间；继电器线圈另一端接所述状态显示装置输出端；所述继电器的触点两端分别接机车控制电源和制动机电源。继电器根据转换塞门常开电路动作，空气位时，当转换塞门常开电路闭合，继电器得电，常闭触点断开，自动断开制动机电源；正常位时，当转换塞门常开电路断开，继电器失电，常闭触点闭合，制动机正常供电，电空制动系统正常投入运用。
本发明还提供了一种利用上述空气后备制动转换系统实现后备制动控制的方法，该方法包括：
当切除空气后备制动系统时，操作转换塞门至正常位，切断机车总风至第三切换阀、第二切换阀、第一切换阀、第四切换阀的通路，切断制动阀至均衡风缸的通路，连通电空制动均衡压力控制风源(即来自电空制动均衡压力控制通路的风源)至均衡风缸的通路，连通第一遮断电磁阀与第一遮断阀，连通第二遮断电磁阀与第二遮断阀；
当投入空气后备制动系统时，操作转换塞门至空气位，连通机车总风至第三切换阀、第二切换阀、第一切换阀、第四切换阀的通路，连通制动阀至均衡风缸的通路，切断电空制动均衡压力控制风源至均衡风缸的通路，切断第一遮断电磁阀与第一遮断阀，切断第二遮断电磁阀与第二遮断阀，操纵制动阀手柄至制动、中立、缓解位时，控制均衡风缸的减压、保压和升压。
当投入空气后备制动系统时，备用电源还经过第三切换阀、第二切换阀、第一切换阀、第四切换阀的微动开关常开触点，输出后备转换成功的电信号。
作为一个发明构思，本发明还提供了一种轨道交通车辆，其采用上述空气后备制动转换系统。
与现有技术相比，本发明所具有的有益效果为：本发明的系统可将目前传统机车空气后备制动转换多步操作简化成一步操作，实现电空制动系统到空气后备制动的纯气路 转换，包括后备制动阀控制均衡风缸的投入与切除气路转换、电空制动均衡风缸压力控制通路投入与切除的气路转换、前遮断电磁阀投入与切除功能的气路转换、后遮断电磁阀投入与切除功能的气路转换；同时，本发明还实现了电路切换，包括通过转换塞门常开触点切断制动机电源、后备制动转换气路控制的各切换阀常开触点串联后的反馈信号，从纯气路上切除空气后备制动系统，同时增加了后备转换是否成功的反馈信号，便于显示空气后备制动转换塞门状态，为司乘人员提供转换成功的反馈信号，有利于司乘人员判断转换是否成功并简化操作，提高了转换效率。
图1为本发明实施例气路部分结构图；
图2为本发明实施例电路部分原理图。
如图1所示，本发明实施例系统主要由后备转换塞门101、后备调压阀102(即调压阀)、压力测点103(压力检测装置)、后备制动阀104(即制动阀)、后备均衡压力切换阀105(第三切换阀)、电空均衡压力切换阀106(第二切换阀)、均衡风缸107、前遮断电磁阀108(第一遮断电磁阀)、前遮断切换阀109(第一切换阀)、后遮断电磁阀110(第二遮断电磁阀)、后遮断切换阀111(第四切换阀)、前遮断阀112(第一遮断阀)、中继阀113、后遮断阀114(第二遮断阀)等组成。其中电空制动均衡风缸压力控制由制动系统电空制动控制，中继阀113为流量放大阀，根据均衡风缸压力产生列车管压力，即均衡风缸压力上升，列车管压力上升，均衡风缸压力下降，列车管压力通过中继阀下降。
后备转换塞门101为两位三通带电联锁反馈部件，塞门有正常位、空气位两个位置，正常位时切断总风，同时排空后备制动阀与调压阀之间通路的气压及后备均衡压力切换阀104、电空均衡压力切换阀105、前遮断切换阀109、后遮断切换阀111的控制口压力，且输出一个高电平信号。空气位时沟通总风至调压阀、后备制动阀的通路，沟通总风至后备均衡压力切换阀104、电空均衡压力切换阀105、前遮断切换阀109、后遮断切换阀111的控制口间的通路。
后备调压阀102为压力调整阀，用于在空气后备制动控制时，控制均衡风缸的定压。
压力测点103为用于校验调压阀压力的装置。
后备制动阀104为空气后备制动阀，具有制动、中立、缓解三个位置，满足机车空气后备制动时对均衡风缸压力的控制。操作后备制动阀手柄至缓解位时，沟通经调压后 的总风至均衡风缸的通路，使均衡风缸压力充至定压，中立位时切断进气口、出气口、排气口的通路；制动位时切断总风的通路，同时沟通均衡风缸与后备制动阀排气口的通路，使得均衡风缸的压力经后备制动阀排气口排风。
后备均衡压力切换阀105为两位三通带电联锁的切换阀，正常位时，沟通A1口(输入口)与A3排气口的通路，切断A2口压力,微动开关SA断开；空气位时，沟通A1口与A2口(输出口)的通路，切断A3排气口与其它口的通路，微动开关SA闭合。
电空均衡压力切换阀106为两位三通带电联锁的切换阀，正常位时，沟通A1口与A2口的通路，切断A3排气口与其它口的通路，微动开关SA断开；空气位时，沟通A1口与A2口的通路，切断A1口与A3排气口的通路,微动开关SA断开。
均衡风缸107为一定容积的风缸，该容积可以根据试验以及经验来设置。首先，该容积与后备制动阀104缩孔大小需匹配，同时根据实际管路计算缓解状态和制动状态时，均衡风缸及管系(包括阀内部腔室容积)容积变化，根据气体状态方程确定前后容积变化对压力的影响值，若影响值大于设定值(容积变化产生的压力变化在系统控制的压力精度范围内即可)，则需增大风缸容积，消除容积变化对压力的影响；若影响值小于设定值，则可适当减小风缸容积，当影响值在设定值范围内，则无需更改风缸容积。计算容积后，还需根据缩孔大小实际验证该容积下排风及充风是否符合要求，最后确定风缸压力值。即保证风缸容积尽量小，但需满足缓解状态和制动状态不影响压力变化，风缸充风和排风过程不影响压力。
根据经验，一般会保证均衡风缸容积(包括所有管系容积)在2L～4L之间。小于2L时，若均衡风缸两个状态(充风和缓解)切换时容积变化大于0.1L，在初始压力为600kPa的情况下，均衡风缸前后(即两个状态)压力变化将超过30kPa。
本发明实施例计算均衡风缸两个状态下前后容积的变化值，再根据气体状态方程计算在定压600kPa(该压力是常用值)时前后压力因容积变化带来的影响，假如因系统阀件结构原因，前后容积状态增大量△V超过0.1L，那么：P1*V
1＝P2*(V1+△V)，P1为前一个状态下V1容积下的压力；P2为变化后的V2容积下的压力；V1为前一个状态下均衡风缸的容积；V2为变化后变化的容积值；T1、T2分别为前后状态的温度。若V1取2L，P1取600kPa，会得出压力变小29kPa左右，若系统的控制精度取±7kPa，那么这个压力变化量太大，影响系统控制精度，因此有两种方法调整均衡风缸容积，一是需要增大均衡风缸容积，使得均衡风缸前后压力变化控制在7kPa范围内；二是尽可能从设计上减少制动后的容积变化量，使其在前后状态下容积变化量小于0.02L(这样变化 值大约在7kPa，针对2L容积)。气体在对定容积充风和排风时还会产生一定的温度变化，容积越小，变化越明显，反过来温度变化又会造成压力变化，因此在实际工程中一般通过在计算的基础上再适当增大容积(一般在原基础上增大10％-30％)，并通过模拟试验来确定充排风过程对容积压力的影响，保证容积压力变化在期望的控制精度值内。
前遮断电磁阀108为两位三通电磁阀，受电空制动控制系统控制，正常时，电磁阀得失电可以控制总风经前遮断切换阀109送至前遮断阀112控制口，前遮断阀根据控制口有无压力控制气路的关闭和打开。
前遮断切换阀109为两位三通带电联锁的切换阀，正常位时，沟通A1口与A2口的通路，切断A3排气口与其它口的通路，微动开关SA断开；空气位时，沟通A1口与A2口的通路，切断A1口与A3排气口的通路,微动开关SA断开。该阀主要用于隔离前遮断电磁阀对前遮断阀的控制，实现前遮断阀112自主控制。
后遮断电磁阀110为两位三通电磁阀，受电空制动控制系统控制，正常时，电磁阀得失电可以控制中继阀出口总风经后遮断切换阀111至后遮断阀114控制口，后遮断阀根据控制口有无压力控制气路的关闭和打开，沟通或切断中继阀与列车管之间的通路。
后遮断切换阀111为两位三通带电联锁的切换阀，正常位时，沟通A1口与A3排气口的通路，切断A2口压力,微动开关SA断开；空气位时，沟通A1口与A2口的通路，切断A3排气口与其它口的通路，微动开关SA闭合。该阀主要用于隔离后遮断电磁阀对后遮断阀的控制，实现后遮断阀114自主控制。
前遮断阀112为两位两通切换阀，当控制口无压力时，只要进口有压力，前遮断阀会打开进气口和出气口之间的通路，当控制口C1有压力时，前遮断阀关闭进气口和出气口之间的通路。
后遮断阀114为两位两通切换阀，当控制口无压力时，后遮断阀关闭进气口和出气口之间的通路，当控制口C1与进气口相通时，进气口有压力后，后遮断阀会沟通进气口与出气口之间的通路。
状态显示装置115根据各切换阀常开电路显示系统转换状态，正常位时，各切换阀常开电路断开，状态显示装置显示系统未转换，空气位时，由于各切换阀动作，常开电路闭合，状态显示装置将收到备用电源经各常开电路闭合后输出的电信号，显示系统转换成功。
电源切断继电器根据转换塞门常开电路动作，空气位时，当转换塞门常开电路闭合，继电器得电，常闭触点断开，自动断开制动机电源；正常位时，当转换塞门常开电路断开，继电器失电，常闭触点闭合，制动机正常供电，电空制动系统正常投入运用。
该系统将后备均衡压力切换阀105微动开关、电空均衡压力切换阀106微动开关、前遮断切换阀微动开关、后遮断切换阀微动开关常开点串联后与后备制动状态灯连接，当各部件均转换到位时，状态指示灯亮，表示后备制动转换成功，当状态指示灯灭，表示后备制动切除；同时还将常闭触点接入机车中央控制单元，用于判断各切换阀实际状态，用于故障判断。
该系统实现了通过后备转换塞门101的气路转换，从气路上实现各条通路的切换，保证空气后备制动系统正常运用。
考虑到空气后备制动为机车特殊工况下的应急处理操作，该系统的转换采用纯气路控制，且状态显示灯采用备用电路，这样设计防止机车控制电路故障而无法操作空气后备制动系统。
本发明实施例保留了原机车电空制动系统控制列车管的控制通路(108、112、113、110、114)，当切除空气后备制动系统时，操作空气后备转换塞门101至空气位，切断机车总风至105、106、109、111切换阀的通路，切断后备制动阀至均衡风缸的通路，沟通电空制动均衡压力控制风源至均衡风缸的通路，沟通前遮断电磁阀对前遮断阀的控制，沟通后遮断电磁阀对后遮断阀的控制，切断后备制动阀104手柄位与均衡风缸107的通路，实现电空制动均衡压力控制风源对均衡风缸107的控制，进而控制中继阀113，达到电空制动时控制列车管压力的目的。
当投入空气后备制动系统时，操作空气后备转换塞门101至正常位，沟通机车总风至105、106、109、111切换阀的通路，沟通后备制动阀至均衡风缸的通路，切断电空制动均衡压力控制风源至均衡风缸的通路，切断前遮断电磁阀对前遮断阀的控制，切断后遮断电磁阀对后遮断阀的控制，实现操纵后备制动阀104手柄至制动、中立、缓解时，控制均衡风缸107的减压、保压和升压的目的，进而控制中继阀113，达到控制列车管压力的目的。同时备用电源还经过105、106、109、111微动开关常开触点，输出一个后备转换成功的电信号，提示司机空气后备转换成功。
当机车电空制动系统故障或其它情况需要启用后备制动系统时，可通过转换后备转换塞门实现空气后备制动系统的投入与切除，同时具有后备制动转换塞门及相关切换阀的状态反馈，实现空气后备制动控制列车管压力的功能。
当需采用空气后备制动系统时，操作空气后备转换塞门101至空气位，总风经空气后备转换塞门101-A1口至A2口，经后备调压阀102到达空气后备制动阀104-A1口；同时总风到达后备均衡切换阀105-C1口，此时切换阀动作，沟通A1与A2口，切断A1与A3连通的通路，切换阀微动开关动作，常开点闭合；总风到达电空均衡切换阀106-C1口，此时切换阀动作，沟通A1口与A3口，切断A1与A2口的通路，切换阀微动开关动作，常开点闭合；到达前遮断切换阀109-C1口，此时切换阀动作，沟通A2与A3排气口的通路，切断A1口与A2口的通路，切换阀微动开关动作，常开点闭合；到达后遮断切换阀111-C1口，此时切换阀动作，沟通A1与A2口的通路，切断A3口与A2口的通路，切换阀微动开关动作，常开点闭合。塞门101微动开关输出一个低电平信号给机车控制系统，反馈后备转换塞门动作位置的信号，105、106、109、111切换阀微动开关全部闭合后将沟通备用电源与状态显示灯的通路，后备状态灯亮，同时备用电源还输出一个高电平信号给机车控制系统，反馈后备转换成功的信号。此时电空制动均衡压力控制通路不能经电空均衡压力切换阀106控制均衡风缸107的压力，电空制动系统前遮断电磁阀108不能控制前遮断阀112，前遮断阀112根据中继阀总风压力沟通A1与A2口，实现中继阀供风；电空制动系统后遮断电磁阀110不能控制后遮断阀114，后遮断阀114根据中继阀出口压力沟通A1与A2口，实现中继阀出口与列车管的连通通路。最后，实现空气后备制动阀104经后备均衡压力切换阀105控制均衡风缸107的压力。
当后备制动阀104至缓解位，后备制动阀A1口与A2口沟通，总风经101、105经后备制动阀的A1口、A2口到达均衡风缸107，实现给均衡风缸充风的功能；当后备制动阀104至保压位，后备制动阀切断所有通路，A1、A2口保压，实现均衡风缸保压功能；当后备制动阀104至制动位时，后备制动阀A2口与A3排气口沟通，均衡风缸107压力经105的A2口、A1口至后备制动阀A2口、A3口排向大气，实现均衡风缸排风功能。
中继阀113根据均衡风缸压力产生列车管压力，即均衡风缸压力上升，列车管压力上升，均衡风缸压力下降，列车管压力通过中继阀下降，最终实现控制机车列车管的功能，达到空气后备制动系统的要求。
Claims (10)
- 一种空气后备制动转换系统，包括第一遮断阀、第一遮断电磁阀；所述第一遮断阀输入口、第一遮断电磁阀输入口均接总风风源，所述第一遮断阀输出口接中继阀第一输入口，所述中继阀第二输入口接列车管；所述中继阀的控制口接均衡风缸；其特征在于，还包括：第一切换阀，第一输入口与所述第一遮断电磁阀输出口连通，第二输入口与第一遮断阀的控制口连通，第一切换阀控制口与转换塞门输出口连通；第二切换阀，第一输入口、第二输入口分别与风源、均衡风缸连通；第二切换阀控制口与所述转换塞门输出口连通；第三切换阀，输入口接所述中继阀控制口，输出口接制动阀输入口；第三切换阀控制口与所述转换塞门输出口连通；所述制动阀输出口与所述转换塞门输出口连通；优选地，所述均衡风缸的容积为2L～4L。
- 根据权利要求1所述的空气后备制动转换系统，其特征在于，还包括：第二遮断电磁阀，输入口与所述中继阀第二输入口连通，输出口与第四切换阀第三输入口连通；第四切换阀，第一输入口与所述中继阀第二输入口连通，第二输入口与第二遮断阀控制口连通，第四切换阀控制口接所述转换塞门输出口；第二遮断阀，两个输入口分别接中继阀第二输入口和列车管。
- 根据权利要求1所述的空气后备制动转换系统，其特征在于，所述制动阀输出口与所述转换塞门输出口之间的气路上设有调压阀。
- 根据权利要求3所述的空气后备制动转换系统，其特征在于，所述制动阀输出口与所述调压阀输出口之间的气路上设有压力检测装置。
- 根据权利要求1～4之一所述的空气后备制动转换系统，其特征在于，所述转换塞门、第三切换阀、第二切换阀、第一切换阀、第四切换阀的微动开关串联，该串联支路两端分别接备用电源正极和负极。
- 根据权利要求5所述的空气后备制动转换系统，其特征在于，所述串联支路与状态显示装置电连接。
- 根据权利要求6所述的空气后备制动转换系统，其特征在于，继电器线圈一端接入所述转换塞门的微动开关与所述第三切换阀微动开关之间；继电 器线圈另一端接所述状态显示装置输出端；所述继电器的触点两端分别接机车控制电源和制动机电源。
- 一种利用权利要求1～7之一所述空气后备制动转换系统实现后备制动控制的方法，其特征在于，该方法包括：当切除空气后备制动系统时，操作转换塞门至正常位，通过转换塞门输出口A2与排气口A3的气路沟通，排出第一切换阀、第二切换阀、第三切换阀、第四切换阀控制口的压力，切断机车总风至第三切换阀、第二切换阀、第一切换阀、第四切换阀的通路，以及切断制动阀至均衡风缸的通路，连通控制风源至均衡风缸的通路，连通第一遮断电磁阀与第一遮断阀，连通第二遮断电磁阀与第二遮断阀；当投入空气后备制动系统时，操作转换塞门至空气位，连通机车总风至第三切换阀、第二切换阀、第一切换阀、第四切换阀控制口的通路，连通制动阀至均衡风缸的通路，切断控制风源至均衡风缸的通路，切断第一遮断电磁阀与第一遮断阀，切断第二遮断电磁阀与第二遮断阀，操纵制动阀手柄至制动、中立、缓解位时，控制均衡风缸的减压、保压和升压。
- 根据权利要求8所述的方法，其特征在于，当投入空气后备制动系统时，备用电源还经过第三切换阀、第二切换阀、第一切换阀、第四切换阀的微动开关常开触点，输出后备转换成功的电信号。
- 一种轨道交通车辆，其特征在于，其采用权利要求1～7之一所述的空气后备制动转换系统。
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