WO2023241732A1

WO2023241732A1 - Control system and method for pressure of train pipe of locomotive

Info

Publication number: WO2023241732A1
Application number: PCT/CN2023/109825
Authority: WO
Inventors: 杨智; 毛金虎; 刘杰; 李开晔; 王书静; 邓宗群
Original assignee: 中车制动系统有限公司
Priority date: 2022-10-14
Filing date: 2023-07-28
Publication date: 2023-12-21
Also published as: CN115556798A; CN115556798B

Abstract

A control system and method for the pressure of a train pipe of a locomotive. The control system comprises a main air pipe; a relay valve, an input port of which is connected to the main air pipe; a train pipe, which is connected to an output port of the relay valve; an equalizing reservoir, which is connected to a control port of the relay valve; a first solenoid valve, which is connected to the main air pipe and the train pipe; a second solenoid valve, which is connected to the train pipe and the atmosphere; a first pressure switch, which is connected to the first solenoid valve; and a second pressure switch, which is connected to the second solenoid valve, wherein the first pressure switch can be closed when the pressure of the equalizing reservoir is greater than the pressure of the train pipe, such that the first solenoid valve is powered on to connect the main air pipe to the train pipe; and the second pressure switch can be closed when the pressure of the train pipe is greater than the pressure of the equalizing reservoir, such that the second solenoid valve is powered on to connect the train pipe to the atmosphere. The control system and method for the pressure of a train pipe of a locomotive can compensate for the pressure difference between an equalizing reservoir and a train pipe caused by the mechanical hysteresis of a relay valve, thereby improving the accuracy of control over the pressure of the train pipe.

Description

Locomotive train tube pressure control system and control method

This application claims priority to the Chinese patent application filed with the China Patent Office on October 14, 2022, with application number 202211258976.X and application title "Locomotive train tube pressure control system and control method", the entire content of which is incorporated by reference. in this application.

Technical field

The present application belongs to the technical field of train tube pressure control, and in particular relates to a locomotive train tube pressure control system and a control method.

Background technique

The locomotive controls the train pipe pressure through indirect action. A fixed-volume equalizing air cylinder and a relay valve are inserted between the automatic brake valve and the train pipe. The automatic brake valve controls the small-capacity equalizing air cylinder. , the relay valve controls the pressure of the train pipe according to the pressure of the balancing air cylinder. However, due to the influence of the relay valve's technological level, processing accuracy, friction resistance, ambient temperature and other factors, the relay valve always has mechanical hysteresis, that is, the balancing air cylinder control After the train pipe pressure is stabilized, there is a certain degree of pressure difference between the two. When the air charging is relieved, the train pipe pressure cannot reach the equilibrium air cylinder pressure; during decompression braking, the train pipe pressure is higher than the equilibrium air cylinder pressure. Therefore, the train pipe pressure is higher than the equilibrium air cylinder pressure. The effective pressure reduction amount cannot reach the set value. Especially during initial braking and decompression, insufficient effective decompression of the train tube may result in insufficient or no braking force of the towed vehicle. Due to the influence of relay valve hysteresis, the accuracy of train tube pressure control decreases, which reduces the controllability of the locomotive and the stability and safety of the train.

Contents of the invention

In view of the deficiencies in related technologies, this application provides a locomotive train tube pressure control system and a control method.

The first aspect of this application provides a locomotive train tube pressure control system, including:

Main air duct;

A relay valve, which includes an input port, an output port, a control port and an exhaust valve port, and the input port is connected to the main air duct;

A train pipe connected to the output port of the relay valve;

A balancing air cylinder, which is connected to the control port of the relay valve;

Also includes:

A first solenoid valve, which connects the main air duct and the train duct;

a second solenoid valve, which connects the train pipe and the atmosphere;

a first pressure switch connected to the first solenoid valve;

a second pressure switch connected to the second solenoid valve;

Wherein, the first pressure switch can be closed when the pressure of the equalizing air cylinder is greater than the pressure of the train duct, so that the first solenoid valve is energized, thereby connecting the main air duct and the train. Tube;

The second pressure switch can be closed when the pressure of the train pipe is greater than the pressure of the balancing air cylinder, so that the second solenoid valve is energized, thereby connecting the train pipe with the atmosphere.

In some embodiments of the first aspect of the present application, the first pressure switch is connected to the balancing air cylinder and the train pipe respectively, and the first pressure switch is electrically connected in series with the first solenoid valve. Connection; the second pressure switch is connected to the balancing air cylinder and the train pipe respectively, and the second pressure switch is electrically connected in series with the second solenoid valve.

In some embodiments of the first aspect of the present application, the first pressure switch includes a first input end connected to the balancing air cylinder and a second input end connected to the train pipe, and the first pressure switch It is configured to be closed when it is detected that the pressure of the first input end is greater than the pressure of the second input end, so that the first solenoid valve is energized; the second pressure switch includes a pressure switch connected to the balancing air cylinder. A third input end and a fourth input end connected to the train pipe, the second pressure switch is configured to close when detecting that the pressure of the third input end is less than the pressure of the fourth input end, so that the The second solenoid valve is energized.

In some embodiments of the first aspect of the application, the first solenoid valve is configured to connect the main air duct and the train duct when powered, and to disconnect it otherwise; the second solenoid valve is configured to In order to connect the train tube and the atmosphere when power is obtained, and disconnect it otherwise.

In some embodiments of the first aspect of the present application, the first solenoid valve and the second solenoid valve are interlocked, that is, when the first solenoid valve is opened, the second solenoid valve is closed, or, When the second solenoid valve is opened, the first solenoid valve is closed.

In some embodiments of the first aspect of the present application, the locomotive train tube pressure control system further includes an operating position contact switch, and the operating position electric shock switch includes a static contact, a normally closed point and a normally open point;

The first solenoid valve is connected in series with the first pressure switch, and the first solenoid valve or the first pressure switch is connected to the normally closed point of the operating position contact switch;

The second solenoid valve is connected in series with the second pressure switch, and the second solenoid valve or the second pressure switch is connected to the normally open point of the operating position contact switch.

In some embodiments of the first aspect of the application, one end of the static contact of the operating position contact switch is connected to the positive pole of the power supply; one end of the first solenoid valve is connected to the first pressure switch, and the other end is connected to the negative pole of the power supply. ; One end of the second solenoid valve is connected to the second pressure switch, and the other end is connected to the negative pole of the power supply.

In some embodiments of the first aspect of the present application, when the locomotive is in the running position, the static contact of the running position contact switch is connected to the normally closed point, and the first pressure switch is on the balancing air cylinder. When the pressure is greater than the pressure of the train pipe, it is closed, the first solenoid valve is energized, and the main air duct is connected to the train pipe;

When the locomotive is in the non-operating position, the static contact of the operating position contact switch is disconnected from the normally closed point, the first pressure switch and the first solenoid valve lose power, and the main air duct is connected to all The train tube is not conducting.

In some embodiments of the first aspect of the present application, when the locomotive is in the braking position, the static contact of the operating position contact switch is connected to the normally open point, and the second pressure switch is in the balancing air cylinder. When the pressure is less than the pressure of the train pipe, it is closed, the second solenoid valve is energized, and the train pipe is connected to the atmosphere.

In some embodiments of the first aspect of the present application, the locomotive train tube pressure control system further includes a relay, and the relay is connected in series with the first solenoid valve;

The relay disconnects the normally closed contact of the relay when emergency braking occurs on the locomotive, so that the first solenoid valve loses power, and the main air duct and the train duct are no longer connected.

In some embodiments of the first aspect of the application, the relay is closed during non-emergency braking of the locomotive.

The second aspect of this application provides a locomotive train tube pressure control method, based on the locomotive train tube pressure control system described in any one of the above, the method includes:

The train pipe pressurization step: equalize the air cylinder to charge and pressurize, the input port of the relay valve is connected to the output port, and the total air of the main air duct is charged to the train pipe through the air charging valve port until the required When the train pipe pressure is stable, close the air filling valve;

The train pipe pressure compensation step: the first pressure switch controls the first solenoid valve to be energized, and the total air of the main air pipe fills the train pipe through the first solenoid valve until the train pipe pressure is equal to the Balance the air cylinder pressure and control the first solenoid valve to lose power;

Train pipe decompression step: the exhaust air of the equalizing air cylinder is depressurized, and the output port of the relay valve is connected to The exhaust valve port is connected and opened, and the wind in the train pipe is discharged to the atmosphere through the exhaust valve port until the pressure of the train pipe is stable, and the exhaust valve port is closed;

The train pipe re-decompression step: the second pressure switch controls the second solenoid valve to be energized, and the air in the train pipe is discharged to the atmosphere through the second solenoid valve until the train pipe pressure is equal to the balanced air cylinder pressure. Control the second solenoid valve to lose power.

In some embodiments of the second aspect of the present application, the locomotive train tube pressure control method further includes:

Emergency voltage control step: when the locomotive is under emergency braking, disconnect the normally closed contact of the relay to de-energize the first solenoid valve, and the main air duct and the train duct are no longer connected. The total air from the main air duct stops filling the train duct through the first solenoid valve.

Solenoid valve interlock control step: when the locomotive is in the running position, the static contact of the running position contact switch is connected to the normally closed point; when the locomotive is in the braking position, the running position contact The static contact point of the switch is connected to the normally open point.

Compared with the existing technology, the advantages and positive effects of the present invention are:

(1) The locomotive train tube pressure control system provided by at least one embodiment of the present application can reduce the pressure difference between the equalizing air cylinder and the train tube caused by the mechanical hysteresis of the relay valve. During the process of locomotive relief, the first pressure switch between the equalizing air cylinder and the train pipe controls the electrical conduction of the first solenoid valve so that the main air pipe fills the train pipe with air, which can compensate for the mechanical delay of the relay valve in the running position. The resulting pressure difference between the equalizing air cylinder and the train pipe; during the braking process of the locomotive, the second solenoid valve is controlled by the second pressure switch between the equalizing air cylinder and the train pipe to conduct electrical conduction to exhaust the train pipe, further reducing the train load. pipe pressure, increase the effective pressure reduction of the train pipe, reduce the pressure difference between the train pipe and the equalizing air cylinder, thereby improving the accuracy of train pipe pressure control.

(2) The locomotive train tube pressure control method provided by at least one embodiment of the present application can reduce the pressure difference between the equalizing air cylinder and the train tube caused by the mechanical hysteresis of the relay valve. During the locomotive's relieving process, the pressure difference between the equalizing air cylinder and the train pipe caused by the mechanical lag of the relay valve can be compensated; during the locomotive braking process, the effective decompression amount of the train pipe can be increased, and the pressure difference between the train pipe and the equalizing air cylinder can be reduced. cylinder pressure difference, thereby improving the accuracy of train tube pressure control.

Description of the drawings

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

Figure 1 is a schematic diagram of the pipeline principle of one embodiment of the locomotive train pipe pressure control system of the present application;

Figure 2 is a schematic electrical principle diagram of an embodiment of the locomotive train tube pressure control system of the present application;

Figure 3 is a schematic diagram of the pipeline connection status during the pressurization process of the locomotive and train pipe pressure control system of this application;

Figure 4a is a schematic diagram of the pipeline connection status during the pressure compensation process of the locomotive train pipe pressure control system of this application;

Figure 4b is a schematic diagram of the electrical connection state during the pressure compensation process of the locomotive train tube pressure control system of this application;

Figure 5 is a schematic diagram of the pipeline connection status during the decompression process of the locomotive and train pipe pressure control system of this application;

Figure 6a is a schematic diagram of the pipeline connection status during the re-decompression process of the locomotive train pipe pressure control system of this application;

Figure 6b is a schematic diagram of the electrical connection state during the re-decompression process of the locomotive train tube pressure control system of this application;

Figure 7 is a schematic diagram of the electrical connection state of the locomotive train tube pressure control system of the present application under emergency braking;

Figure 8 is a flow chart of the pressure increase control method in the locomotive train tube pressure control method of the present application;

Figure 9 is a flow chart of the pressure reduction control method in the locomotive train tube pressure control method of the present application;

Figure 10 is a schematic diagram of the emergency pressure control steps in the locomotive train tube pressure control method of the present application;

Figure 11 is a schematic diagram of the solenoid valve interlocking control steps in the locomotive train tube pressure control method of the present application;

In the picture:
1. Main air duct; 2. Relay valve; 21. Input port; 22. Output port; 23. Control port; 24.
Exhaust valve port; 3. Train pipe; 4. Balanced air cylinder; 5. First solenoid valve; 6. Second solenoid valve; 7. First pressure switch; 71. First input terminal; 72. Second input terminal ; 8. Second pressure switch; 81. Third input terminal, 82. Fourth input terminal; 9. Operating position contact switch; 91. Stationary contact; 92. Normally closed point; 93. Normally open point; 10. Relay; 101. Relay normally closed contact; 102. Relay coil; 11. Automatic control valve.

Detailed ways

The technical solutions in the embodiments will be clearly and completely described below with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of them. Examples of parts. Based on the embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of the present application.

Obviously, the drawings in the following description are only some examples or embodiments of the present application. For those of ordinary skill in the art, without exerting creative efforts, the present application can also be applied according to these drawings. Other similar scenarios. In addition, it will also be appreciated that, although such development efforts may be complex and lengthy, the technology disclosed in this application will be readily apparent to those of ordinary skill in the art relevant to the disclosure of this application. Some design, manufacturing or production changes based on the content are only conventional technical means and should not be understood as insufficient content disclosed in this application.

Reference in this application to "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearances of this phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by those of ordinary skill in the art that the embodiments described in this application may be combined with other embodiments without conflict.

It is understood that, although the figures may show a specific order of method steps, the order of the steps may differ from that depicted. Furthermore, two or more steps may be performed simultaneously or partially simultaneously. Such variations will depend on the software and hardware chosen as well as designer choices. All such variations are within the scope of this disclosure.

The terms “first”, “second”, “third” and “fourth” are used for descriptive purposes only and shall not be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Thus, features defined as "first", "second", "third", and "fourth" may explicitly or implicitly include one or more of these features.

In the description of this application, it should be noted that, unless otherwise clearly stated and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense. For example, it can be a fixed connection or a detachable connection. Connection, or integral connection; it can be directly connected, or indirectly connected through an intermediary, or it can be internal connection between two components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood on a case-by-case basis.

As shown in Figures 1 and 2, in an exemplary embodiment of the locomotive train tube pressure control system of the present application, the locomotive train tube pressure control system includes:

Main air duct 1;

Relay valve 2, which includes an input port 21, an output port 22, a control port 23 and an exhaust valve port 24, where the input port 21 is connected to the main air duct 1;

The train pipe 3 is connected to the output port 22 of the relay valve 2;

Balance air cylinder 4, which is connected to the control port 23 of the relay valve 2;

Also includes:

The first solenoid valve 5 connects the main air duct 1 and the train duct 3;

The second solenoid valve 6 connects the train pipe 3 and the atmosphere;

The first pressure switch 7 is connected to the first solenoid valve 5;

a second pressure switch 8, which is connected to the second solenoid valve 6;

Among them, the first pressure switch 7 can be closed when the pressure of the equalizing air cylinder 4 is greater than the pressure of the train pipe 3, so that the first solenoid valve 5 is energized, thereby conducting the main air duct. 1 with the train tube 3;

The second pressure switch 8 can be closed when the pressure of the train pipe 3 is greater than the pressure of the balancing air cylinder 4, so that the second solenoid valve 6 is energized, thereby connecting the train pipe 3 with the atmosphere. .

Based on what is shown in Figures 1 and 2, it can be understood that among the above-mentioned connection relationships, what is illustrated in Figure 1 is a pipeline connection, and what is illustrated in Figure 2 is an electrical connection.

In the above embodiment, as shown in Figure 1, the first pressure switch 7 is connected to the equalizing air cylinder 4 and the train pipe 3 respectively, and as shown in Figure 2, the first pressure switch 7 is connected in series with the first solenoid valve 5 Electrical connection. As shown in Figure 1, the second pressure switch 8 is connected to the equalizing air cylinder 4 and the train pipe 3 respectively, and as shown in Figure 2, the second pressure switch 8 is electrically connected in series with the second solenoid valve 6.

In the above embodiments, it can be understood that it is implicitly disclosed that: the first solenoid valve 7 is configured to conduct the main air duct 1 and the train pipe 3 when powered, and to disconnect otherwise; so The second solenoid valve 8 is configured to connect the train tube 3 to the atmosphere when powered, and to disconnect otherwise.

In the above illustrative embodiment, the locomotive train tube pressure control system can reduce the pressure difference between the equalizing air cylinder 4 and the train tube 3 caused by the mechanical hysteresis of the relay valve 2 . During the process of locomotive relief, when the air filling valve port of the relay valve 2 is closed (that is, the connection between the input port 21 and the output port 22 is disconnected), the first pressure switch 7 between the equalizing air cylinder 4 and the train pipe 3 passes. , controlling the first solenoid valve 5 to be electrically conductive so that the main air duct 1 fills the train pipe 3 with air, effectively compensating for the pressure difference between the equalizing air cylinder 4 and the train pipe 3 caused by the mechanical hysteresis of the relay valve 2 during the operating position; During the braking process of the locomotive, after the exhaust valve port (ie, the output port 22) of the relay valve 2 is closed, the second pressure between the air cylinder 4 and the train pipe 3 is balanced. The switch 8 controls the second solenoid valve 6 to be electrically conductive to exhaust the train pipe 3, further reducing the pressure of the train pipe 3, increasing the effective decompression amount of the train pipe 3, reducing the pressure difference between the train pipe 3 and the equalizing air cylinder 4, thereby improving the Train tube 3 pressure control accuracy.

The brake cylinder pressure depends on the decompression amount of the train tube. During initial braking, if the effective decompression amount of the train tube is insufficient, the air pressure in the brake cylinder is not enough to overcome the elastic force of the relief spring behind the brake cylinder piston and the foundation. The friction resistance of various parts of the braking device, etc., lead to insufficient or no braking force of the towed vehicle. Therefore, improving the accuracy of the train tube pressure can make the control of the brake cylinder pressure more accurate, and the final braking force obtained will also be more accurate, improving the controllability of the locomotive and the stability of the train.

When the air filling of the train pipe 3 is relieved, the input port 21 and the output port 22 of the relay valve 2 are connected, and the main air duct 1 fills the train pipe 3 with air, as shown in Figure 3. Subsequently, the connection between the input port 21 and the output port 22 of the relay valve 2 is disconnected, but at this time, the pressure of the equalizing air cylinder 4 is still greater than the pressure of the train pipe 3, and the train pipe pressure control system compensates for the pressure of the train pipe 3. , during the pressure compensation process, the pipeline connection status of the train pipe pressure control system is shown in Figure 4a, and the electrical connection status is shown in Figure 4b. The first pressure switch 7 is closed, thereby energizing the first solenoid valve 5. The first solenoid valve 5 then conducts the main air duct 1 and the train pipe 3. The train pipe 3 The pressure continues to rise until the pressure of the train pipe 3 is equal to the pressure of the equalizing air cylinder 4. Then, the first pressure switch 7 is turned off, the first solenoid valve 5 is de-energized and disconnected, and the main air duct 1 stops flowing to the train pipe. 3. Fill with wind.

When the train pipe 3 depressurizes and brakes, the output port 22 of the relay valve 2 and the exhaust valve port 24 are connected, and the train pipe 3 exhausts air through the relay valve 2, as shown in Figure 5. Subsequently, the connection between the output 22 of the relay valve 2 and the exhaust valve port 24 is disconnected, but at this time, the pressure of the equalizing air cylinder 4 is still less than the pressure of the train pipe 3, and the train pipe pressure control system resets the train pipe 3. During the process of decompression and re-decompression, the pipeline connection status of the train tube pressure control system is shown in Figure 6a, and the electrical connection status is shown in Figure 6b. The second pressure switch 8 is closed, thereby energizing the second solenoid valve 6, which in turn connects the train tube 3 to the atmosphere, and the pressure of the train tube 3 continues to decrease until The pressure of the train pipe 3 is equal to the pressure of the equalizing air cylinder 4. Subsequently, the second pressure switch 8 is turned off, the second solenoid valve 6 is de-energized and disconnected, and the train pipe 3 stops exhausting air to the atmosphere.

The locomotive relay valve 2 controls the pressure of the train pipe 3 according to the pressure of the equalizing air cylinder 4. The input port 21 of the relay valve 2 is connected to the main air duct 1, the output port 22 is connected to the train pipe 3, and the control port 23 is connected to the equalizing air cylinder 4. The relay valve 2 can act according to the change of pressure in the equalizing air cylinder 4 to switch the valve position to realize the connection and disconnection of different channels. Regarding the functional principle of the relay valve 2 and the equalizing phoenix cylinder 4, it is an existing technology. No further details will be given in the application.

When the locomotive is in the running position, as shown in Figure 3, the air filling of the train pipe 3 is relieved, the balancing piston in the balancing air cylinder 4 rises, the pressure of the balancing air cylinder 4 is higher than the pressure of the train pipe 3, and the air filling valve port of the relay valve 2 Open (that is, the input port 21 and the output port 22 are connected), the total air in the main air duct 1 fills the train duct 3 through the relay valve 2, but due to the mechanical hysteresis of the relay valve 2, the balance air cylinder 4 controls After the pressure of train pipe 3 is stabilized, there is a difference between the pressure of equalizing air cylinder 4 and the pressure of train pipe 3, that is:

Balanced air cylinder pressure = train pipe pressure + first pressure difference.

A first solenoid valve 5 is provided between the main air duct 1 and the train duct 3, and the first solenoid valve 5 is connected to the first pressure switch 7. When the first pressure switch 7 is closed, see Figure 4a and Figure 4b, the first The solenoid valve 5 is powered, and then the first solenoid valve 5 conducts the main air duct 1 and the train pipe 3. The main air duct 1 fills the train pipe 3 with air through the first solenoid valve 5 until the pressure of the train pipe 3 is equal to the equalizing air cylinder 4 pressure, the first pressure switch 7 is turned off, and then the first solenoid valve 5 loses power, and the passage between the main air duct 1 and the train duct 3 is closed.

When the locomotive is in the braking position, as shown in Figure 5, the train pipe 3 decompresses and brakes, the balancing piston of the balancing cylinder 4 lowers, the pressure of the balancing cylinder 4 is lower than the pressure of the train pipe 3, the relay valve 2 exhaust valve The train pipe 3 exhausts air through the exhaust valve port of the relay valve 2. However, due to the mechanical hysteresis of the relay valve 2, the balancing air cylinder 4 controls the train pipe. After the pressure of 3 is stabilized, there is a difference between the pressure of the equalizing air cylinder 4 and the pressure of the train pipe 3, that is:

Train pipe pressure = equalization air cylinder pressure + second pressure difference.

A second solenoid valve 6 is provided between the train pipe 3 and the atmosphere, and the second solenoid valve 6 is connected to the second pressure switch 8. When the second pressure switch 8 is closed, see Figure 6a and Figure 6b. The second solenoid valve 6 is powered, and then the second solenoid valve 6 conducts the train pipe 3 and the atmosphere, and the train pipe 3 exhausts air to the atmosphere through the second solenoid valve 6 until the pressure of the train pipe 3 is equal to the pressure of the equalizing air cylinder 4, and the second pressure The switch 8 is turned off, and then the second solenoid valve 6 is de-energized, and the passage connecting the train tube 3 to the atmosphere is closed.

In some embodiments of the present application, both the first pressure switch 7 and the second pressure switch 8 may be differential pressure switches, and both the first pressure switch 7 and the second pressure switch 8 have two There are two input ends, and both input ends are connected to the balancing air cylinder 4 and the train pipe 3 respectively.

The first pressure switch 7 and the second pressure switch 8 respectively detect the pressure of the two input terminals. After comparison, the on-off state is changed according to the pressure difference between the two input terminals to achieve the purpose of controlling the solenoid valve to be energized or de-energized.

Specifically, the first pressure switch 7 includes a first input end 71 connected to the balancing air cylinder 4 and a second input end 72 connected to the train pipe 3. The first pressure switch 7 is configured to detect when the first input end 71 When the pressure of the first input end 71 is greater than the pressure of the second input end 72, it is closed to energize the first solenoid valve 5, thereby connecting the main air pipe 1 and the train pipe 3; when the pressure of the first input end 71 is less than the pressure of the second input end 72 During pressure, the first pressure switch 7 remains in the off state. According to Figure 1, the connection mentioned here is a pipeline connection.

Specifically, the second pressure switch 8 includes a third input end 81 connected to the balancing air cylinder 4 and a fourth input end 82 connected to the train pipe 3. The second pressure switch 8 is configured to detect the third input end 81 when the third input end 81 is connected to the train pipe 3. When the pressure of the third input port 81 is greater than the pressure of the fourth input port 82, it is closed to energize the second solenoid valve 6, thereby connecting the train pipe 3 to the atmosphere; when the pressure of the third input port 81 is greater than the pressure of the fourth input port 82, the The two pressure switches 8 remain in the off state. According to Figure 1, the connection mentioned here is a pipeline connection.

The first pressure switch 7 and the second pressure switch 8 in this application adopt high-precision, high-stability pressure sensors and transmission circuits, and then use dedicated CPU modular signal processing technology to realize the detection and control of medium pressure signals. output. The pressure sensor in the pressure switch detects the pressure at the two input terminals of the pressure switch. After comparison, according to the pressure difference between the two input terminals, the switch element is pushed to change the on-off state of the switch element to achieve the purpose of controlling the solenoid valve to be energized or de-energized. .

In some embodiments of the present application, the first solenoid valve 5 is a two-position, two-way solenoid valve, which is connected to the main air duct 1 and the train pipe 3 respectively. When the first solenoid valve 5 is powered on, , the main air duct 1 is connected to the train duct 3, and vice versa is disconnected.

In some embodiments of the present application, the second solenoid valve 6 is a two-position, two-way solenoid valve, which connects the train pipe 3 to the atmosphere respectively. When the second solenoid valve 6 is powered, the train pipe 3 is connected to the atmosphere, and vice versa.

In some embodiments of the present application, the first solenoid valve 5 and the second solenoid valve 6 are interlocked. The first solenoid valve 5 and the second solenoid valve 6 are interlocked to ensure that only one solenoid valve operates at the same time, that is, when the first solenoid valve 5 is opened, the second solenoid valve 6 is closed, Alternatively, when the second solenoid valve 6 is opened, the first solenoid valve 5 is closed.

In some embodiments of the present application, the locomotive train tube pressure control system also includes an automatic brake valve 11, and the automatic brake valve 11 is configured as:

When the locomotive is in the running position, the equalizing air cylinder 4 is controlled to charge air and pressurize; when the locomotive is in the braking position, the equalizing air cylinder 4 is controlled to exhaust air and reduce pressure. Specifically, the balancing air cylinder 4 is connected to a balancing air cylinder pipe, and the automatic control valve 11 indirectly controls the air filling or exhausting of the balancing air cylinder 4 by controlling the balancing air cylinder pipe.

In some embodiments of the present application, as shown in Figure 2, the locomotive train tube pressure control system also includes an operating position contact switch 9. The operating position electric shock switch 9 includes a static contact 91, a normally closed point 92 and a normally open point. Point 93;

The first solenoid valve 5 is connected in series with the first pressure switch 7, and the first solenoid valve 5 or the first pressure switch 7 is connected to the normally closed point 92 of the operating position contact switch 9;

The second solenoid valve 6 and the second pressure switch 8 are connected in series, and the second solenoid valve 5 or the second pressure switch 8 is connected to the normally open point 93 of the operating position contact switch 9 .

When the locomotive is in the running position, as shown in Figure 4b, the static contact 91 of the contact switch 9 in the running position is connected to the normally closed point 92, the air filling of the train pipe 3 is relieved, and the pressure of the equalizing air cylinder 4 is higher than the pressure of the train pipe 3. The first pressure switch 7 is closed, the first solenoid valve 5 is energized, the main air duct 1 and the train pipe 3 are connected, and the main air pipe 1 fills the train pipe 3 with air through the first solenoid valve 5 . When the locomotive is in the braking position, as shown in Figure 6b, the static contact 91 of the operating position contact switch 9 is connected to the normally open point 93, the pressure of the equalizing air cylinder 4 is lower than the pressure of the train pipe 3, and the second pressure switch 8 is closed , the second solenoid valve 6 is energized, and the train pipe 3 exhausts air to the atmosphere through the second solenoid valve 6, reducing the pressure of the train pipe 3.

As shown in Figure 2, in some embodiments of the present application, one end of the static contact 91 of the operating position contact switch 9 is connected to the positive pole of the power supply, one end of the first solenoid valve 5 is connected to the first pressure switch 7, and the other end is connected to the negative pole of the power supply. ; One end of the second solenoid valve 6 is connected to the second pressure switch 8, and the other end is connected to the negative pole of the power supply. The energizing circuit of the first solenoid valve 5 and the energizing circuit of the second solenoid valve 6 are connected in parallel, and the operating position contact switch 9 associates the operating status of the locomotive with the working status of the first solenoid valve 5 and the second solenoid valve 6 Get up, and under different operating conditions of the locomotive, select to conduct the energizing circuit of the first solenoid valve 5 or conduct the energizing circuit of the second solenoid valve 6 to realize the first solenoid valve 5 and the second solenoid valve. Valve 6 interlock.

When the locomotive is in the running position, the normally closed point 92 of the running position contact switch 9 is closed, and the running position contact switch 9 selects to conduct the power circuit of the first solenoid valve 5, because the pressure of the equalizing air cylinder 4 is higher than the pressure of the train pipe 3 , the first pressure switch 7 is closed, so the power circuit of the first solenoid valve 5 is turned on, and the first solenoid valve 5 operates.

When the locomotive is in the braking position, the normally open point 93 of the operating position contact switch 9 is closed, and the operating position contact switch 9 selects to conduct the power circuit of the second solenoid valve 6. Since the pressure of the equalizing air cylinder 4 is lower than the train pipe pressure 3 force, the second pressure switch 8 is closed, so the power circuit of the second solenoid valve 6 is conducted, and the second solenoid valve 6 operates.

Of course, the connection positions of the first pressure switch 7 and the first solenoid valve 5 can be interchanged. As long as the first pressure switch 7 and the first solenoid valve 5 are connected in series, the first pressure switch 7 can be controlled by closing and opening. The first solenoid valve 5 is powered on and off. Of course, the connection positions of the second pressure switch 8 and the second solenoid valve 6 can also be interchanged. As long as the second pressure switch 8 and the second solenoid valve 6 are connected in series, the second pressure switch 8 can be closed and opened by Control the energization and de-energization of the second solenoid valve 6.

In some embodiments of the present application, when the locomotive is in the running position, the static contact of the running position contact switch 9 is connected to the normally closed point, and the first pressure switch 7 is powered. When the first pressure switch 7 When it is detected that the pressure of the balancing air cylinder 4 is greater than the pressure of the train pipe 3, the first pressure switch 7 is closed, the first solenoid valve 5 is powered, and the main air pipe 1 is connected to the train pipe 3.

In some embodiments of the present application, when the locomotive is in the non-operating position, the static contact 91 of the operating position contact switch 9 is disconnected from the normally closed point 92, and the first pressure switch 7 and the first The solenoid valve 5 is de-energized, and the main air duct 1 and the train duct 3 are not connected. When the locomotive is in the non-operating position (other positions except the "operating position"), the static contact 91 of the contact switch 9 in the operating position is disconnected from the normally closed point 92, cutting off the energizing circuit of the first solenoid valve 5, and the first solenoid valve Valve 5 continues to remain closed, and the main air duct 1 cannot fill the train pipe 3 with air. At this time, the vehicle will not cause self-relief due to the leakage of the train pipe 3 causing air supply, maintaining the train's non-air supply mode, and improving the locomotive's safety.

In some embodiments of the present application, when the locomotive is in the braking position, the static contact 91 of the operating position contact switch 9 is connected to the normally open point 93, and the second pressure switch 8 is energized. When the pressure switch 8 detects that the pressure of the equalizing air cylinder 4 is less than the pressure of the train pipe 3, the second pressure switch 8 is closed, the second solenoid valve 6 is energized, and the train pipe 3 is connected to the atmosphere.

It should be noted that the operating position contact switch 9 is an automatic brake controller operating position contact switch, that is, the brake control handle, and the connection and disconnection between its contacts are performed by the driver in the cab. realized.

In some embodiments of the present application, as shown in Figure 2, the locomotive train tube pressure control system also includes a relay 10, and the relay 10 is connected in series with the first solenoid valve 5;

The relay 10 includes a relay normally closed contact 101 and a relay coil 102. The relay normally closed contact 101 is connected in series with the first solenoid valve 5. By controlling the relay coil 102 to be energized or de-energized, the relay normally closed contact 101 can be closed or disconnected. open control;

The relay 10 disconnects the normally closed contact 101 of the relay when emergency braking of the locomotive occurs, so that the first solenoid valve 5 is de-energized, and the main air duct 1 and the train duct 3 are no longer connected.

As shown in Figure 7, when the locomotive undergoes emergency braking, the BCU (brake control unit), CCU (communication control unit) or other emergency components send an emergency high-level signal to the relay (specifically to the relay coil 102). The normally closed contact 101 of the relay is opened to cut off the power path of the first solenoid valve 5 . The normally closed contact of the relay 10 is disconnected, cutting off the power path of the first solenoid valve 5. The first solenoid valve 5 continues to remain closed. The main air duct 1 cannot charge air to the train pipe 3, and the locomotive cannot relieve the air charging, thus The safety and reliability of emergency braking are ensured.

In some embodiments of the present application, the normally closed contact 101 of the relay remains closed during non-emergency braking of the locomotive. In the non-emergency braking state of the locomotive, the relay 10 is turned on, which does not affect the power path of the first solenoid valve 5 which is turned on and off as the first pressure switch 7 is turned on and off.

Another illustrative embodiment of the present application discloses a locomotive train tube pressure control method, as shown in Figures 8 and 9. Based on the locomotive train tube pressure control system described above, it includes:

S1 train pipe pressurization steps: As shown in Figure 3, the equalizing air cylinder 4 is charged with air and pressurized, the air charging valve port of the relay valve 2 is opened (that is, the input port 21 and the output port 22 are connected), the main air duct 1 The total air fills the train pipe 3 through the air filling valve port until the pressure of the train pipe 3 becomes stable, and then closes the air charging valve port;

S2 train pipe pressure compensation step: As shown in Figure 4a and Figure 4b, the first pressure switch 7 controls the first solenoid valve 5 to be energized, and the total air of the main air duct 1 passes through the first solenoid valve 5 to the The train pipe 3 is filled with air until the pressure of the train pipe 3 is equal to the pressure of the equalizing air cylinder 4, and the first solenoid valve 5 is controlled to lose power;

S3 train pipe decompression step: As shown in Figure 5, the exhaust air of the equalizing air cylinder 4 is depressurized, and the exhaust valve port of the relay valve 2 is opened (that is, the output port 22 is connected to the exhaust valve port 24) , the wind in the train pipe 3 is discharged to the atmosphere through the exhaust valve port 24, until the pressure of the train pipe 3 is stable, and the exhaust valve port 24 is closed;

S4 train pipe re-decompression step: As shown in Figure 6a and Figure 6b, the second pressure switch 8 controls the second solenoid valve 6 to be energized, and the air in the train pipe 3 is discharged to the atmosphere through the second solenoid valve 6. Until the pressure of the train pipe 3 is equal to the pressure of the balancing air cylinder 4, the second solenoid valve 6 is controlled to lose power.

The locomotive train pipe pressure control method provided by this application can reduce the pressure difference between the equalizing air cylinder and the train pipe caused by the mechanical hysteresis of the relay valve. In the process of locomotive relief, the pressure difference between the equalization air cylinder and the train pipe caused by the mechanical lag of the relay valve can be effectively compensated; in the process of locomotive braking, the effective decompression amount of the train pipe can be increased and the train pipe can be reduced. The pressure difference with the equalizing air cylinder improves the accuracy of train tube pressure control.

It is worth noting that the sequence of the steps of train tube pressurization, train tube pressure compensation, train tube depressurization, and train tube re-decompression can be adjusted according to the status of the locomotive, and not all the above steps S1-S4 are the same in every control process. occur. For example, if the locomotive switches from the running state to the braking state, the S1 train tube decompression step and the S2 train tube re-decompression step are performed in sequence to control the train tube pressure. When the locomotive switches from the braking state to the running state, the train tube pressure is controlled in sequence. Carry out the S3 train pipe pressurization step and the S4 train pipe pressure compensation step to control the train pipe pressure. The train tube pressurization step, the train tube pressure replenishing step, the train tube depressurization step, and the train tube re-decompression step cover the two conversion processes of the locomotive from braking state to running state and from running state to braking state. Train tube pressure control.

That is to say, the locomotive train tube pressure control method provided by the above embodiments of the present application specifically includes a locomotive train tube pressure control method and a locomotive train tube pressure reduction control method, wherein, as shown in Figure 8, the locomotive train tube pressure control method The method includes the step of pressurizing the S1 train pipe and the step of compensating the pressure of the S2 train pipe. As shown in Figure 9, the decompression control method of the locomotive train pipe includes the step of depressurizing the S3 train pipe and the step of re-depressurizing the S4 train pipe.

In some embodiments of the present application, as shown in Figure 10, the locomotive train tube pressure control method further includes:

S5 emergency voltage control step: As shown in Figure 7, the relay 10 disconnects the normally closed contact 101 of the relay to de-energize the first solenoid valve 5, and the main air duct 1 and the train duct 3 are no longer connected. , the total air from the main air duct 1 stops filling the train duct 3 through the first solenoid valve 5 .

S5 emergency voltage control step: As shown in Figure 7, when the locomotive undergoes emergency braking, the coil of the relay 10 is energized, causing the normally closed contact 101 of the relay to open, so that the first solenoid valve 5 loses power. The main air duct 1 and the train duct 3 are no longer connected, and the total air from the main air duct 1 stops filling the train duct 3 through the first solenoid valve 5 .

The emergency pressure control step can control the train tube pressure when emergency braking occurs on the locomotive. Specifically, the emergency braking signal causes the relay 10 to operate, and the normally closed contact 101 of the relay 10 is disconnected, cutting off the output of the first solenoid valve 5. Electrical path, the first solenoid valve 5 continues to remain closed, and the total air in the main air duct 1 cannot charge the train pipe 3, thus ensuring the safety and reliability of emergency braking.

The locomotive switches from the braking state to the running state. During this process, the pressure of the equalizing air cylinder 4 is greater than the pressure of the train pipe 3. The first pressure switch 5 causes the power circuit of the first solenoid valve 5 to conduct. At this time, the relay When the relay 10 receives the emergency braking signal, the normally closed contact 101 of the relay is disconnected, and the energizing circuit of the first solenoid valve 5 changes from the conductive state to the disconnected state, and the main air duct 1 and the train pipe 3 are no longer conductive. , the total air in the main air duct 1 stops filling the train pipe 3 through the first solenoid valve 5, cutting off the air supply path of the train pipe to prevent unexpected relief of the locomotive. The locomotive is converted from the running state to the braking state. During this process, the pressure of the equalizing air cylinder 4 is less than the pressure of the train pipe 3. The first pressure switch 7 disconnects the power circuit of the first solenoid valve 5, and the relay 10 then disconnects the relay. Normally closed contact 101, the energizing circuit of the first solenoid valve 5 remains open, and if the emergency braking signal still exists, even if the first pressure switch 7 is closed, the energizing circuit of the first solenoid valve 5 remains open. Disconnected state. In some embodiments of the present application, as shown in Figure 11, the locomotive train tube pressure control method further includes:

S6 solenoid valve interlock control steps: when the locomotive is in the running position, the static contact 91 of the running position contact switch 9 is connected to the normally closed point 92; when the locomotive is in the braking position, the static contact 91 of the running position contact switch 9 Contact 91 is connected to normally open point 93.

The operating position contact switch 9 associates the operating state of the locomotive with the operating states of the first solenoid valve 5 and the second solenoid valve 6, and selectively conducts the power circuit of the first solenoid valve 5 under different operating states of the locomotive. Or the electrical circuit of the second solenoid valve 6 can be turned on to realize the interlocking of the first solenoid valve 5 and the second solenoid valve 6 . Finally, it should be noted that each embodiment in this specification is described in a progressive manner. Each embodiment focuses on its differences from other embodiments. The same and similar parts between various embodiments can be referred to each other.

The above embodiments are only used to illustrate the technical solution of the present application but not to limit it; although the present application has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the specific implementation modes of the present application can still be modified. Modification or equivalent replacement of some technical features; without departing from the spirit of the technical solution of this application, they should all be included in the scope of the technical solution claimed by this application.

Claims

A locomotive train tube pressure control system, which is characterized by including:

Main air duct;

A relay valve, which includes an input port, an output port, a control port and an exhaust valve port, and the input port is connected to the main air duct;

A train pipe connected to the output port of the relay valve;

A balancing air cylinder is connected to the control port of the relay valve;

Also includes:

A first solenoid valve, which connects the main air duct and the train duct;

a second solenoid valve, which connects the train pipe and the atmosphere;

a first pressure switch connected to the first solenoid valve;

a second pressure switch connected to the second solenoid valve;

Wherein, the first pressure switch can be closed when the pressure of the equalizing air cylinder is greater than the pressure of the train duct, so that the first solenoid valve is energized, thereby connecting the main air duct and the train. Tube;

The second pressure switch can be closed when the pressure of the train pipe is greater than the pressure of the balancing air cylinder, so that the second solenoid valve is energized, thereby connecting the train pipe with the atmosphere.
The locomotive train pipe pressure control system according to claim 1, wherein the first pressure switch is connected to the balancing air cylinder and the train pipe pipeline respectively, and the first pressure switch is connected to the train pipe pipeline. The first solenoid valve is electrically connected in series; the second pressure switch is connected to the balancing air cylinder and the train pipe respectively, and the second pressure switch is electrically connected to the second solenoid valve in series.
The locomotive train pipe pressure control system according to claim 2, wherein the first pressure switch includes a first input end connected to the balancing air cylinder and a second input end connected to the train pipe, The first pressure switch is configured to close when detecting that the pressure at the first input end is greater than the pressure at the second input end to energize the first solenoid valve; the second pressure switch includes a The third input end connected to the balancing air cylinder and the fourth input end connected to the train pipe, the second pressure switch is configured to detect that the pressure of the third input end is less than the pressure of the fourth input end. closed to energize the second solenoid valve.
The locomotive train pipe pressure control system according to claim 1, wherein the first solenoid valve is configured to conduct the main air duct and the train pipe when powered, and disconnect it otherwise; the The second solenoid valve is configured to connect the train tube and the atmosphere when powered, and disconnected otherwise.
The locomotive train tube pressure control system according to claim 1, characterized in that:

The first solenoid valve and the second solenoid valve are interlocked, that is, when the first solenoid valve is opened, the second solenoid valve is closed, or, when the second solenoid valve is opened, the The first solenoid valve is closed.
The locomotive train tube pressure control system according to claim 1 or 5, characterized in that it also includes an operating position contact switch, and the operating position electric shock switch includes a static contact, a normally closed point and a normally open point;

The first solenoid valve is connected in series with the first pressure switch, and the first solenoid valve or the first pressure switch is connected to the normally closed point of the operating position contact switch;

The second solenoid valve is connected in series with the second pressure switch, and the second solenoid valve or the second pressure switch is connected to the normally open point of the operating position contact switch.
The locomotive train tube pressure control system according to claim 6, wherein one end of the static contact of the indexing contact switch is connected to the positive pole of the power supply; one end of the first solenoid valve is connected to the first pressure switch, The other end is connected to the negative pole of the power supply; one end of the second solenoid valve is connected to the second pressure switch, and the other end is connected to the negative pole of the power supply.
The locomotive train tube pressure control system according to claim 6, characterized in that:

When the locomotive is in the running position, the static contact of the running position contact switch is connected to the normally closed point, and the first pressure switch is closed when the pressure of the equalizing air cylinder is greater than the pressure of the train pipe, so The first solenoid valve is energized, and the main air duct is connected to the train duct;

When the locomotive is in the non-operating position, the static contact of the operating position contact switch is disconnected from the normally closed point, the first pressure switch and the first solenoid valve lose power, and the main air duct is connected to all The train tube is not conducting.
The locomotive train tube pressure control system according to claim 8, characterized in that when the locomotive is in the braking position, the static contact of the operating position contact switch is connected to the normally open point, and the second pressure switch When the pressure of the equalizing air cylinder is less than the pressure of the train pipe, it is closed, the second solenoid valve is energized, and the train pipe is connected to the atmosphere.
The locomotive train tube pressure control system according to claim 3, characterized in that:

It also includes a relay connected in series with the first solenoid valve;

The relay disconnects the normally closed contact of the relay when emergency braking occurs on the locomotive, so that the first solenoid valve loses power, and the main air duct and the train duct are no longer connected.
The locomotive train tube pressure control system according to claim 10, characterized in that:

The relay is closed during non-emergency braking of the locomotive.
A locomotive train tube pressure control method, based on the locomotive train tube pressure control system according to any one of claims 1 to 11, characterized in that the method includes:

The train pipe pressurization step: equalize the air cylinder to charge and pressurize, the input port of the relay valve is connected to the output port, and the total air of the main air duct is charged to the train pipe through the air charging valve port until the required When the train pipe pressure is stable, close the air filling valve;

The train pipe pressure compensation step: the first pressure switch controls the first solenoid valve to be energized, and the total air of the main air pipe fills the train pipe through the first solenoid valve until the train pipe pressure is equal to the Balance the air cylinder pressure and control the first solenoid valve to lose power;

Train pipe decompression step: the equalizing air cylinder exhausts and depressurizes, the output port of the relay valve is connected to the exhaust valve port, and the wind in the train pipe is discharged through the exhaust valve port. Atmosphere until the train pipe pressure stabilizes, close the exhaust valve;

The train pipe re-decompression step: the second pressure switch controls the second solenoid valve to be energized, and the air in the train pipe is discharged to the atmosphere through the second solenoid valve until the train pipe pressure is equal to the balanced air cylinder pressure. Control the second solenoid valve to lose power.
The locomotive train tube pressure control method according to claim 12, further comprising:

Emergency voltage control step: when the locomotive is under emergency braking, disconnect the normally closed contact of the relay to de-energize the first solenoid valve, and the main air duct and the train duct are no longer connected. The total air from the main air duct stops filling the train duct through the first solenoid valve.
The locomotive train tube pressure control method according to claim 12, further comprising:

Solenoid valve interlock control step: when the locomotive is in the running position, the static contact of the running position contact switch is connected to the normally closed point; when the locomotive is in the braking position, the running position contact The static contact point of the switch is connected to the normally open point.