CN110949350A - Control device for electro-pneumatic braking and braking control system - Google Patents
Control device for electro-pneumatic braking and braking control system Download PDFInfo
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- CN110949350A CN110949350A CN201911305607.XA CN201911305607A CN110949350A CN 110949350 A CN110949350 A CN 110949350A CN 201911305607 A CN201911305607 A CN 201911305607A CN 110949350 A CN110949350 A CN 110949350A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
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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
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention discloses a control device for electro-pneumatic braking and a braking control system, comprising an intermediate body and a control unit; the intermediate body comprises a mounting seat and a pre-control chamber, and the control unit is communicated with the pre-control chamber; the control unit switches on and off the electromagnetic valve, the pneumatic plunger valve A, the relay valve and the pre-control chamber; the space below the relay valve diaphragm plate is communicated with a train pipe; the F port of the pneumatic plunger valve A is communicated with the C port of the switch electromagnetic valve A; the switch electromagnetic valve is connected with a control module, and the control module is connected with a communication module. The invention has the beneficial effects that: according to the scheme, the switch electromagnetic valve is utilized to enable the train pipe of the rear vehicle in the train to follow the front vehicle as soon as possible by executing the electric control signal, so that the consistency of the braking force change of the train vehicle is improved, the impact force between the vehicles in the train is reduced, the damage of the train braking process to rolling stock and lines is reduced, and the controllability and the application safety of the train are improved.
Description
Technical Field
The invention relates to the technical field of train braking, in particular to a control device for electro-pneumatic braking and a braking control system.
Background
The conventional railway vehicles, especially freight vehicles, mainly use an air brake system, use a train pipe penetrating through the whole train to achieve the purposes of controlling the braking and relieving of each vehicle by controlling the pressure change of the train pipe, because the speed (wave speed) of the pressure change in the train pipe transmitted from front to back is limited and cannot exceed the sound speed, the time of receiving a driver control signal by vehicles at different positions in the train is inconsistent, the time of receiving the control signal by the vehicle at the rear part in the train and the time of responding the control are delayed, the longer the time delay of the train is more serious, the connection between the train vehicles is a hinge structure with gaps, and the asynchronous braking action between the vehicles can generate pulling or extruding impact force at the connection. The longer and heavier the train is, the faster the braking force of the train rises, the larger the impact force is, and the locomotive and the line can be damaged when the impact force exceeds a certain threshold value, even accidents such as hook breakage and derailment which endanger the driving safety are caused. The speed and the magnitude of the rising of the braking force of the train are in direct proportion to the descending speed and the decompression amount of the air pressure of the train pipe, the descending speed exceeds a certain threshold value, the train can automatically and quickly empty the pressure air of the train pipe, the braking force of the train is quickly maximized, and the train can generate emergency braking. Emergency braking can exacerbate the impact force between vehicles.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention provides a control device for electro-pneumatic braking and a braking control system, which enable the air pressure of a train pipe to quickly follow the change of a front vehicle on a rear vehicle in a train according to an electric signal, enable the braking force rising process of the rear vehicle in the train to be consistent with the front vehicle as much as possible, improve the action consistency of the train and reduce the internal impact force of the train.
The technical scheme adopted by the invention for solving the problems is as follows: a control device for electro-pneumatic braking comprises an intermediate body and a control unit mounted on the intermediate body;
the intermediate body comprises an installation seat and a pre-control chamber arranged in the installation seat, and the control unit is communicated with the pre-control chamber;
the control unit comprises a switch electromagnetic valve communicated with a train pipe through a port C, an A pneumatic plunger valve communicated with a port B of the A switch electromagnetic valve through a port D, a relay valve communicated with a port E of the A pneumatic plunger valve through the upper space of the diaphragm plate and a pre-control chamber arranged in the middle body and communicated with the upper space of the diaphragm plate; the space below the relay valve diaphragm plate is communicated with a train pipe; the F port of the pneumatic plunger valve A is communicated with the C port of the switch electromagnetic valve A; the pre-control chamber is communicated with an outlet capable of exhausting pressure air; a normally closed air exhaust valve port is arranged in the space below the relay valve diaphragm;
the switch electromagnetic valve is connected with a control module, and the control module is connected with a communication module.
The intermediate body also comprises a mounting seat, a local reduction chamber and an emergency chamber which are arranged in the mounting seat and are respectively communicated with the train pipe, wherein a main valve communicated with the local reduction chamber and an emergency valve communicated with the emergency chamber are arranged on the mounting seat;
further, in order to realize the present invention more preferably, the master valve is communicated with a brake cylinder, and the emergency valve is communicated with an emergency brake cylinder.
Furthermore, in order to better realize the invention, the lower side space of the relay valve diaphragm plate is communicated with a G port of a B pneumatic plunger valve, an H port of the B pneumatic plunger valve is communicated with a train pipe, and an I port of the B pneumatic plunger valve is communicated with an F port of the A pneumatic plunger valve.
Further, in order to better realize the invention, the outlet is a brake electromagnetic valve communicated with an air path between the relay valve and the pre-control chamber, and the brake electromagnetic valve is electrically connected with the control module.
Further, in order to better implement the invention, a sensor is communicated with the air passage between the relay valve and the pre-control chamber, and the sensor is electrically connected with the control module.
Furthermore, in order to better realize the invention, the local reduction chamber is communicated with a damping air cylinder.
Furthermore, in order to better realize the invention, the control unit further comprises a release solenoid valve and a C pneumatic plunger valve, wherein a J port of the C pneumatic plunger valve is communicated with the train pipe, a K port of the C pneumatic plunger valve is communicated with an O port of the release solenoid valve, an L port of the C pneumatic plunger valve is communicated with an M port of the release solenoid valve, and an N port of the release solenoid valve is communicated with the slowing air cylinder.
Furthermore, in order to better realize the invention, a sensor connected with the control module is communicated with a gas path of the C pneumatic plunger valve communicated with the train pipe.
Furthermore, in order to better realize the invention, the local reduction chamber is communicated with an auxiliary reservoir, and the auxiliary reservoir is communicated with a sensor connected with the control module.
A control system for electro-pneumatic braking comprises train pipes arranged on a plurality of sections of vehicles and a plurality of control devices for electro-pneumatic braking, wherein the control devices are arranged on the vehicles in a one-to-one correspondence manner.
The beneficial effect that this scheme obtained is:
(1) according to the scheme, the switch electromagnetic valve is utilized to enable the train pipe of the rear vehicle in the train to follow the front vehicle as soon as possible by executing the electric control signal, so that the consistency of the braking force change of the train vehicle is improved, the impact force between the vehicles in the train is reduced, the damage of the train braking process to rolling stock and lines is reduced, and the controllability and the application safety of the train are improved.
(2) The brake control device related to the scheme does not need to be installed on each vehicle, the performance of the original air brake system of the train cannot be influenced even if the brake control device fails, the train is easy to transform, and the safety and reliability of train application are not reduced.
Drawings
FIG. 1 is a front view of a brake control device;
FIG. 2 is a cross-sectional view of the brake control device;
fig. 3 is a schematic structural diagram of the control unit.
Wherein: 1-mounting seat, 2-local reduction chamber, 21-main valve, 3-emergency chamber, 31-emergency valve, 4-pre-control chamber and 5-relief valve.
Detailed Description
The present invention will be described in further detail with reference to examples and drawings, but the present invention is not limited to these examples.
Example 1:
as shown in fig. 1, 2, and 3, in the present embodiment, a control device for electric pneumatic braking includes an intermediate body and a control unit mounted on the intermediate body;
the intermediate body comprises an installation seat 1 and a pre-control chamber 4 arranged in the installation seat 1, and the control unit is communicated with the pre-control chamber 4;
the control unit comprises a switch electromagnetic valve communicated with a train pipe through a port C, an A pneumatic plunger valve communicated with a port B of the A switch electromagnetic valve through a port D, a relay valve communicated with a port E of the A pneumatic plunger valve through the upper space of the diaphragm plate and a pre-control chamber arranged in the middle body and communicated with the upper space of the diaphragm plate; the space below the relay valve diaphragm plate is communicated with a train pipe; the F port of the pneumatic plunger valve A is communicated with the C port of the switch electromagnetic valve A; the pre-control chamber is communicated with an outlet capable of exhausting pressure air; a normally closed air exhaust valve port is arranged in the space below the relay valve diaphragm;
the switch electromagnetic valve is connected with a control module, and the control module is connected with a communication module.
The driver sends an electric signal to the communication module in the control unit at the first vehicle, and the control module processes the electric signal and controls the on-off of the switch electromagnetic valve according to the electric signal.
When the switch electromagnetic valve is power-off, the port A, the port B, the port D and the port E are communicated, the pre-control chamber is communicated with the train pipe, the pressure of the pre-control chamber is the same as that of the train pipe, and the pre-control chamber does not play a role in pre-control.
When the switch electromagnetic valve is electrified, the port A and the port B are disconnected, the port A and the port C are communicated, pressure gas in a train pipe enters the pneumatic plunger valve A from the port F to push a plunger in the pneumatic plunger valve A, the port D and the port E are disconnected, the pre-control chamber is of an independent volume, and the pre-control function is achieved on the exhaust of the relay valve. The outlet is opened to discharge the pressure gas in the pre-control chamber, so that the air pressure in the pre-control chamber changes, and the relay valve performs real-time regulation and control according to the pressures on the upper side and the lower side of the diaphragm.
The pressure change in the pre-control chamber acts on the control of the pressure intensity of the train pipe through the relay valve, the space below the diaphragm plate of the relay valve is communicated with the train pipe, so that the pressure of the space below the diaphragm plate of the relay valve is the same as that of the train pipe, when the pressure gas in the pre-control chamber is discharged, the pressure of the space above the diaphragm plate of the relay valve is smaller than that of the space below the diaphragm plate, the diaphragm plate moves upwards and drives the air exhaust valve port to be opened, and the pressure gas in the train pipe is discharged to realize the subsequent braking function.
The pre-control room controls the air exhaust of the train pipe through the relay valve, the air exhaust flow of the relay valve is automatically adjusted, the reduction speed of the pressure of the train pipe is ensured not to exceed the pre-control room, namely not to exceed the front vehicle, the train does not generate emergency braking, and the train is in a good controllable state.
This scheme can realize utilizing switch solenoid to control the braking process of train, compare in traditional pressure variation through control train pipe and control and have corresponding fast, the unanimous advantage of time that control signal was received to each section vehicle, thereby can make each section vehicle realize the function of synchronous braking, be favorable to improving the efficiency of braking, avoid the asynchronous and produce the impact force of drawing or crowded in the junction of braking action between the vehicle, thereby strengthen braking process's security performance, avoid appearing the broken hook, the accident that endangers driving safety such as derailment.
In this embodiment, the control module and the communication module can be implemented by using the common control module and communication module in the prior art, and the specific structure and the working principle thereof are not taken as the improvement point of this scheme, and the specific structure and the working principle of the control module and the communication module are not repeated here.
The vehicle pipeline does not need to be modified in the old vehicle transformation by using the scheme, and the use cost can be reduced.
The intermediate body further comprises a mounting seat 1, and a local reduction chamber 2 and an emergency chamber 3 which are arranged in the mounting seat 1 and are respectively communicated with a train pipe, wherein a main valve 21 communicated with the local reduction chamber 2 and an emergency valve 31 communicated with the emergency chamber 3 are arranged on the mounting seat 1;
the main valve 21 is connected to a brake cylinder, and the emergency valve 31 is connected to an emergency brake cylinder.
The reduction chamber 2 communicates with a relief valve 5. The control system for the electro-pneumatic brake comprises train pipes arranged on a plurality of vehicles and a plurality of control devices for the electro-pneumatic brake, wherein the control devices are correspondingly arranged on the vehicles one by one, and communication modules on each vehicle can be mutually communicated and connected.
Example 2:
in addition to the above embodiments, in this embodiment, the lower space of the relay valve diaphragm is communicated with the G port of the B pneumatic ram valve, the H port of the B pneumatic ram valve is communicated with the train pipe, and the I port of the B pneumatic ram valve is communicated with the F port of the a pneumatic ram valve.
When the switch electromagnetic valve is power-off, the pneumatic plunger valve B is used for cutting off the space below the train pipe and the diaphragm plate, so that the condition that the train pipe exhausts air due to the fact that an exhaust valve port is not sealed tightly is avoided.
When the switch electromagnetic valve is electrified, the port A is communicated with the port C, and the pressure air of the train pipe enters the pneumatic plunger valve B through the port C and the port I to push the plunger in the pneumatic plunger valve B to move, so that the port H is communicated with the port G, namely the space on the lower side of the diaphragm plate is communicated with the train pipe.
Example 3:
on the basis of the above embodiment, in this embodiment, the outlet is a brake solenoid valve that is communicated with the air passage between the relay valve and the pre-control chamber. The electromagnetic valve is used as a discharge outlet of air with pressure in the pre-control chamber, and the remote electric control function can be realized, so that the response speed of control is improved, and the braking efficiency is improved. In this embodiment, the air passage between the relay valve and the pre-control chamber is communicated with a sensor. The sensor is favorable for monitoring the pressure change in the pre-control chamber in real time, so that the pressure change condition in the pre-control chamber can be mastered in real time, and the control precision is improved.
Example 4:
in addition to the above embodiments, in the present embodiment, the local decreasing chamber 2 is communicated with a damping air cylinder.
On the basis of the above embodiment, in this embodiment, the control unit further includes a release solenoid valve and a C pneumatic plunger valve that are electrically connected with the control module respectively, the J port of the C pneumatic plunger valve is communicated with the train pipe, the K port of the C pneumatic plunger valve is communicated with the O port of the release solenoid valve, the L port of the C pneumatic plunger valve is communicated with the M port of the release solenoid valve, and the N port of the release solenoid valve is communicated with the damping air cylinder.
Example 5:
on the basis of the above embodiment, in this embodiment, a sensor connected with the control module is communicated with a gas path of the train pipe communicated with the C pneumatic plunger valve. The sensor is used for detecting the air pressure change on the air change path conveniently so as to carry out corresponding operation.
The local reduction chamber 2 is communicated with an auxiliary reservoir which is communicated with a sensor connected with the control module.
In this embodiment, other undescribed contents are the same as those in the above embodiment, and thus are not described again.
The foregoing is only a preferred embodiment of the present invention, and the present invention is not limited thereto in any way, and any simple modification, equivalent replacement and improvement made to the above embodiment within the spirit and principle of the present invention still fall within the protection scope of the present invention.
Claims (10)
1. A control device for electro-pneumatic braking, characterized in that: comprises an intermediate body and a control unit arranged on the intermediate body;
the intermediate body comprises an installation seat (1) and a pre-control chamber (4) arranged in the installation seat (1), and the control unit is communicated with the pre-control chamber (4);
the control unit comprises a switch electromagnetic valve communicated with a train pipe through a port C, an A pneumatic plunger valve communicated with a port B of the A switch electromagnetic valve through a port D, a relay valve communicated with a port E of the A pneumatic plunger valve through the upper space of the diaphragm plate and a pre-control chamber arranged in the middle body and communicated with the upper space of the diaphragm plate; the space below the relay valve diaphragm plate is communicated with a train pipe; the F port of the pneumatic plunger valve A is communicated with the C port of the switch electromagnetic valve A; the pre-control chamber is communicated with an outlet capable of exhausting pressure air; a normally closed air exhaust valve port is arranged in the space below the relay valve diaphragm;
the switch electromagnetic valve is connected with a control module, and the control module is connected with a communication module.
2. The control device for the electro-pneumatic brake according to claim 1, characterized in that: the intermediate body further comprises a mounting seat (1), and a local reduction chamber (2) and an emergency chamber (3) which are arranged in the mounting seat (1) and are respectively communicated with a train pipe, wherein a main valve (21) communicated with the local reduction chamber (2) and an emergency valve (31) communicated with the emergency chamber (3) are arranged on the mounting seat (1);
the main valve (21) is communicated with a brake cylinder, and the emergency valve (31) is communicated with an emergency brake cylinder.
3. The control device for the electro-pneumatic brake according to claim 1, characterized in that: the lower side space of the relay valve diaphragm plate is communicated with a G port of a pneumatic plunger valve B, an H port of the pneumatic plunger valve B is communicated with a train pipe, and an I port of the pneumatic plunger valve B is communicated with an F port of the pneumatic plunger valve A.
4. The control device for the electro-pneumatic brake according to claim 1, characterized in that: the outlet is a brake solenoid valve communicated with an air passage between the relay valve and the pre-control chamber, and the brake solenoid valve is electrically connected with the control module.
5. The control device for the electro-pneumatic brake according to claim 1, characterized in that: and a gas path between the relay valve and the pre-control chamber is communicated with a sensor, and the sensor is electrically connected with the control module.
6. The control device for the electro-pneumatic brake according to claim 1, characterized in that: the local reduction chamber (2) is communicated with a damping air cylinder.
7. The control device for the electro-pneumatic brake according to claim 6, characterized in that: the control unit further comprises a release solenoid valve and a C pneumatic plunger valve, a J port of the C pneumatic plunger valve is communicated with the train pipe, a K port of the C pneumatic plunger valve is communicated with an O port of the release solenoid valve, an L port of the C pneumatic plunger valve is communicated with an M port of the release solenoid valve, and an N port of the release solenoid valve is communicated with a damping air cylinder.
8. The control device for the electro-pneumatic brake according to claim 7, characterized in that: and a sensor connected with the control module is communicated with a gas path of the train pipe communicated with the C pneumatic plunger valve.
9. The control device for the electro-pneumatic brake according to claim 1, characterized in that: the local reduction chamber (2) is communicated with an auxiliary reservoir which is communicated with a sensor connected with the control module.
10. A control system for electro-pneumatic braking is characterized in that: comprising a train pipe arranged on a plurality of sections of vehicles and a plurality of control devices for electro-pneumatic braking as claimed in claims 1-9 arranged one-to-one on the vehicles.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911305607.XA CN110949350A (en) | 2019-12-18 | 2019-12-18 | Control device for electro-pneumatic braking and braking control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911305607.XA CN110949350A (en) | 2019-12-18 | 2019-12-18 | Control device for electro-pneumatic braking and braking control system |
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| Publication Number | Publication Date |
|---|---|
| CN110949350A true CN110949350A (en) | 2020-04-03 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911305607.XA Pending CN110949350A (en) | 2019-12-18 | 2019-12-18 | Control device for electro-pneumatic braking and braking control system |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112596505A (en) * | 2020-12-23 | 2021-04-02 | 神华铁路装备有限责任公司 | Wireless air test system and railway wagon |
| CN112612263A (en) * | 2020-12-23 | 2021-04-06 | 神华铁路装备有限责任公司 | Test bed for wireless air brake control device |
| CN112781897A (en) * | 2020-12-23 | 2021-05-11 | 神华铁路装备有限责任公司 | Installation tool and train test system |
| CN114454858A (en) * | 2022-02-21 | 2022-05-10 | 眉山中车制动科技股份有限公司 | Train relieving control system and control method |
| EP4186757A4 (en) * | 2020-07-28 | 2023-09-27 | Meishan CRRC Brake Science&Technologyco., Ltd | Railway wagon brake control system and control method |
-
2019
- 2019-12-18 CN CN201911305607.XA patent/CN110949350A/en active Pending
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP4186757A4 (en) * | 2020-07-28 | 2023-09-27 | Meishan CRRC Brake Science&Technologyco., Ltd | Railway wagon brake control system and control method |
| CN112596505A (en) * | 2020-12-23 | 2021-04-02 | 神华铁路装备有限责任公司 | Wireless air test system and railway wagon |
| CN112612263A (en) * | 2020-12-23 | 2021-04-06 | 神华铁路装备有限责任公司 | Test bed for wireless air brake control device |
| CN112781897A (en) * | 2020-12-23 | 2021-05-11 | 神华铁路装备有限责任公司 | Installation tool and train test system |
| CN112612263B (en) * | 2020-12-23 | 2022-02-22 | 神华铁路装备有限责任公司 | Test bed for wireless air brake control device |
| CN112596505B (en) * | 2020-12-23 | 2022-11-25 | 神华铁路装备有限责任公司 | Wireless air test system and railway wagon |
| CN114454858A (en) * | 2022-02-21 | 2022-05-10 | 眉山中车制动科技股份有限公司 | Train relieving control system and control method |
| CN114454858B (en) * | 2022-02-21 | 2023-03-14 | 眉山中车制动科技股份有限公司 | Train relieving control system and control method |
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