CN111071228B - Electric control pneumatic braking system of intelligent tramcar - Google Patents
Electric control pneumatic braking system of intelligent tramcar Download PDFInfo
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- CN111071228B CN111071228B CN201811221885.2A CN201811221885A CN111071228B CN 111071228 B CN111071228 B CN 111071228B CN 201811221885 A CN201811221885 A CN 201811221885A CN 111071228 B CN111071228 B CN 111071228B
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- 238000010586 diagram Methods 0.000 description 3
- 238000009434 installation Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 2
- 230000008054 signal transmission Effects 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
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Classifications
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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
- 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
- B60T13/74—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 electrical assistance or drive
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention discloses an electric control pneumatic braking system of an intelligent tramcar, which comprises a controller, an air source system and a multi-loop braking system, wherein the controller is connected with the air source system; the multi-loop braking system comprises a service braking loop, a parking braking loop and an emergency braking loop, and the air source system is respectively connected with the service braking loop, the parking braking loop and the emergency braking loop and is used for providing an air source; the controller is respectively connected with the air source system, the service brake loop, the parking brake loop and the emergency brake loop and used for controlling the connection and disconnection of the air source system and the service brake loop, the parking brake loop and the emergency brake loop. The electric control pneumatic braking system of the intelligent tram has the advantages of simple and compact structure, high safety performance and the like.
Description
Technical Field
The invention mainly relates to the technical field of intelligent tram, in particular to an electric control pneumatic braking system of an intelligent tram.
Background
The pneumatic brake system is the earliest dynamic brake system, which has unique advantages such as: 1. the braking pedal force is small and the stroke is small; 2. a large braking force can be generated; 3. the pipeline has simple structure and convenient connection and disconnection. Therefore, the pneumatic brake system is also widely applied to large-sized commercial vehicles.
The intelligent tramcar is a new type urban rail traffic vehicle with multi-axle and multi-rubber wheel bogie and flexible marshalling. The intelligent trolley bus can be organized into groups by three sections by 32 meters, and when a traditional pneumatic braking system is adopted, the installation of brake valves and the arrangement of pneumatic pipelines are relatively complex, so that the problems of long braking response time, unreasonable braking force distribution, excessive pneumatic pipelines at the hinged disc and the like can be caused. Compared with the traditional tram and subway vehicle, the intelligent tram runs on an unsealed urban road, and compared with the traditional bus, the intelligent tram has longer vehicle length, so that the development of the intelligent tram braking system for improving the running safety of the vehicle has very important significance.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: aiming at the technical problems existing in the prior art, the invention provides an electric control pneumatic braking system of an intelligent tram with high safety performance.
In order to solve the technical problems, the technical scheme provided by the invention is as follows:
an electric control pneumatic braking system of an intelligent tramcar comprises a controller, an air source system and a multi-loop braking system; the multi-loop braking system comprises a service braking loop, a parking braking loop and an emergency braking loop, and the air source system is respectively connected with the service braking loop, the parking braking loop and the emergency braking loop and is used for providing an air source; the controller is respectively connected with the air source system, the service brake loop, the parking brake loop and the emergency brake loop and used for controlling the connection and disconnection of the air source system and the service brake loop, the parking brake loop and the emergency brake loop.
As a further improvement of the above technical scheme:
The service braking loop adopts hybrid braking of electric control braking and air pressure braking, the electric control braking is preferential, and the electric control braking and the air pressure braking are smoothly switched.
The controller calculates braking force required to be applied by each shaft by combining the whole vehicle speed, the load of each shaft and the ABS action information parameters input by the vehicle-mounted network system to control the pressure of the brake air chamber of each shaft.
The air source system comprises an air compressor I, a condenser I, a pressure relief electromagnetic valve I, an electric control dryer I, a four-loop protection valve I, a one-way valve I, an air storage cylinder II, an air storage cylinder III, an air storage cylinder IV, an air storage cylinder V, a one-way valve II, a pneumatic quick-connection joint I, an air compressor II, a condenser II, a pressure relief electromagnetic valve II, an electric control dryer II, a four-loop protection valve II, a one-way valve III, an air storage cylinder VII, an air storage cylinder VIII, an air storage cylinder IX, an air storage cylinder X, an air storage cylinder XI, a one-way valve IV, a pneumatic quick-connection joint II, a four-loop protection valve III, a one-way valve V, an air storage cylinder VI and an air storage cylinder II; the air compressor I, the condenser I, the pressure relief electromagnetic valve I, the electric control dryer I, the four-circuit protection valve I are sequentially connected through an air pipeline, the air receiver I, the air receiver II, the air receiver IV and the air receiver V are respectively connected with the four-circuit protection valve I through the air pipeline, the air receiver III, the one-way valve I and the four-circuit protection valve I are sequentially connected through the air pipeline, the pneumatic quick connector I, the one-way valve II and the four-circuit protection valve I are sequentially connected through the air pipeline, the air compressor II, the condenser II, the pressure relief electromagnetic valve II, the electric control dryer II and the four-circuit protection valve II are sequentially connected through the air pipeline, the air receiver VII, the air receiver VIII, the air receiver X and the air receiver XI are respectively connected with the four-circuit protection valve II through the air pipeline, the air receiver IX, the one-way valve III and the four-circuit protection valve II are sequentially connected through the air pipeline, the pneumatic quick connector II, the one-way valve III and the four-circuit protection valve II are sequentially connected through the air pipeline, and the air receiver VI, the one-way valve V and the four-circuit protection valve III are sequentially connected through the air pipeline, and the air receiver III and the four-circuit protection valve III are sequentially connected through the air pipeline.
The service brake loop comprises a plug valve I, a plug valve II, a plug valve III, a plug valve IV, a plug valve V, a plug valve VI, a plug valve VII, a plug valve VIII, an electric control brake master valve I, an electric control brake master valve II, a trailer valve I, a trailer valve II, a service relay valve I, a service relay valve II, a service relay valve III, a service relay valve IV, a double-pass one-way valve I, a double-pass one-way valve II, a double-pass one-way valve III, a double-pass one-way valve IV, a double-pass one-way valve V, a double-pass one-way valve VI, a shaft pressure module I, a shaft pressure module II, a shaft pressure module III, a shaft pressure module IV the system comprises a shaft pressure module V, a shaft pressure module VI, a left ABS electromagnetic valve I, a left ABS electromagnetic valve II, a left ABS electromagnetic valve III, a left ABS electromagnetic valve IV, a left ABS electromagnetic valve V, a left ABS electromagnetic valve VI, a right ABS electromagnetic valve I, a right ABS electromagnetic valve II, a right ABS electromagnetic valve III, a right ABS electromagnetic valve IV, a right ABS electromagnetic valve V, a right ABS electromagnetic valve VI, a left air chamber I, a left air chamber II, a left air chamber III, a left air chamber IV, a left air chamber V, a left air chamber VI, a right air chamber I, a right air chamber II, a right air chamber III, a right air chamber IV, a right air chamber V and a right air chamber VI; the air cylinder I is connected with the air inlet of the plug valve I, one way of the air outlet of the plug valve I is connected with the air inlet of the shaft pressure module I, the other way is connected with the air inlet of the lower cavity of the electric control brake master valve I, the air cylinder IV is connected with the air inlet of the plug valve III, the air outlet of the plug valve III is connected with the air inlet of the upper cavity of the electric control brake master valve I, the air outlet of the upper cavity of the electric control brake master valve I is connected with the control port of the trailer valve I, the air outlet of the lower cavity of the electric control brake master valve I is connected with the control port of the common relay valve I, the air outlet of the trailer valve I is connected with the control port of the common relay valve II, each air cylinder is respectively connected with the control port and the air inlet of the trailer valve I, one path of the outlet of the plug valve II is connected with the air inlet of a common relay valve I, the air outlet of the common relay valve I is respectively connected with the control ports of the shaft pressure module I, the shaft pressure module II and the shaft pressure module III, the air outlet of the common relay valve II is respectively connected with the control ports of the shaft pressure module IV, the shaft pressure module V and the shaft pressure module VI, one path of the air outlet of each shaft pressure module is respectively connected with a left ABS electromagnetic valve I, a left ABS electromagnetic valve II, a left ABS electromagnetic valve III, a left ABS electromagnetic valve IV, a left ABS electromagnetic valve V and a left ABS electromagnetic valve VI, and the other path of the air outlet of each shaft pressure module is respectively connected with a right ABS electromagnetic valve I, a right ABS electromagnetic valve II, a right ABS electromagnetic valve III, a right ABS electromagnetic valve IV, a right ABS electromagnetic valve V and a right ABS electromagnetic valve VI; the left ABS electromagnetic valve I, the left ABS electromagnetic valve II, the left ABS electromagnetic valve III, the left ABS electromagnetic valve IV, the left ABS electromagnetic valve V and the left ABS electromagnetic valve VI are respectively connected with the left air chamber I, the left air chamber II, the left air chamber III, the left air chamber IV, the left air chamber V and the left air chamber VI, and the right ABS electromagnetic valve I, the right ABS electromagnetic valve II, the right ABS electromagnetic valve III, the right ABS electromagnetic valve IV, the right ABS electromagnetic valve V and the right ABS electromagnetic valve VI are respectively connected with the right air chamber I, the right air chamber II, the right air chamber III, the right air chamber IV, the right air chamber V and the right air chamber VI.
The parking brake loop comprises a parking button I, a parking button II, a parking memory valve I, a parking memory valve II, a parking relay valve I and a parking relay valve II; the gas storage cylinder III is respectively connected with the gas inlets of the parking memory valve I and the parking relay valve I, the gas outlet of the parking memory valve I is connected with the control port of the parking relay valve I, the gas outlet of the parking relay valve I is connected with the left gas chamber II, the other gas outlet of the parking relay valve I is connected with the right gas chamber II, the gas storage cylinder VIII is respectively connected with the parking memory valve II and the gas inlet of the parking relay valve II, the gas outlet of the parking memory valve II is connected with the control port of the parking relay valve II, the gas outlet of the parking relay valve II is connected with the left gas chamber V, the other gas outlet of the parking relay valve II is connected with the right gas chamber V, the signal control line of the parking button I is respectively connected with the signal control lines of the parking memory valve I and the parking memory valve II, and the signal control line of the parking button II are respectively connected with the signal control lines of the parking memory valve I and the parking memory valve II.
The emergency braking loop comprises an emergency button I, an emergency button II, a pressure limiting valve I, a pressure limiting valve II, a pressure limiting valve III, a pressure limiting valve IV, a pressure limiting valve V, a pressure limiting valve VI, an emergency electromagnetic valve I, an emergency electromagnetic valve II, an emergency electromagnetic valve III, an emergency electromagnetic valve IV, an emergency electromagnetic valve V and an emergency electromagnetic valve VI; the gas cylinder I is connected with the gas inlet of the plug valve I, the gas outlet of the plug valve I is connected with the gas inlet of the pressure limiting valve I, the gas cylinder II is connected with the gas inlet of the plug valve II, the gas outlet of the plug valve II is connected with the gas inlet of the pressure limiting valve II, the gas cylinder XII is connected with the gas inlet of the plug valve IV, the gas cylinder XII is connected with the gas inlet of the plug valve V, the gas outlet of the plug valve V is connected with the gas inlet of the pressure limiting valve IV, the gas cylinder VIII is connected with the gas inlet of the plug valve VII, the gas outlet of the plug valve VII is connected with the gas inlet of the pressure limiting valve V, the gas outlets of the pressure limiting valve I, the pressure limiting valve II, the pressure limiting valve III, the pressure limiting valve IV, the pressure limiting valve V and the gas outlets of the pressure limiting valve VI are respectively connected with the gas inlets of the emergency solenoid valve I, the emergency solenoid valve II, the emergency solenoid valve III, the emergency solenoid valve IV and the emergency solenoid valve V, one path of air outlets of the emergency electromagnetic valve I, the emergency electromagnetic valve II, the emergency electromagnetic valve III, the emergency electromagnetic valve IV, the emergency electromagnetic valve V and the emergency electromagnetic valve VI are respectively connected with the left ABS electromagnetic valve I, the left ABS electromagnetic valve II, the left ABS electromagnetic valve III, the left ABS electromagnetic valve V and the left ABS electromagnetic valve VI, and the other path of air outlets of the emergency electromagnetic valve II, the emergency electromagnetic valve III, the emergency electromagnetic valve IV, the emergency electromagnetic valve V and the air outlets of the emergency electromagnetic valve VI are respectively connected with the right ABS electromagnetic valve I, the right ABS electromagnetic valve II, the right ABS electromagnetic valve III, the right ABS electromagnetic valve IV, the right ABS electromagnetic valve V and the right ABS electromagnetic valve VI, and the left ABS electromagnetic valve I, the left ABS electromagnetic valve II, the left ABS electromagnetic valve III, the left ABS electromagnetic valve IV, the left ABS electromagnetic valve V and the left ABS electromagnetic valve VI are respectively connected with the left air chamber I, the left air chamber II, the left air chamber III, the left air chamber IV, the left air chamber V, the left air chamber VI, the right ABS electromagnetic valve I, the right ABS electromagnetic valve II and the right ABS electromagnetic valve II The right ABS solenoid valve III, the right ABS solenoid valve IV, the right ABS solenoid valve V and the right ABS solenoid valve VI are respectively connected with the right air chamber I, the right air chamber II, the right air chamber III, the right air chamber IV, the right air chamber V and the right air chamber VI.
The left air chamber II, the right air chamber II, the left air chamber V and the right air chamber V are spring air chambers.
Compared with the prior art, the invention has the advantages that:
the electric control pneumatic braking system of the intelligent tram has the functions of pneumatic braking and electric-pneumatic braking, and the electric-pneumatic braking function is prioritized, so that the response time can be effectively reduced; the valve type installation and the pipeline arrangement of the intelligent electric rail car electric control pneumatic braking system are compact, and the gas pipeline and the response time at the hinged disc can be effectively reduced; the intelligent tram electric control pneumatic braking system has the function of distributing braking force according to the shaft, so that the safety of vehicle running is improved; the intelligent tram electric control pneumatic braking system has a parking braking function, so that the safety of parking the vehicle is improved; the intelligent electric control pneumatic braking system of the tram has an emergency braking function, and improves the running safety of the vehicle.
According to the electric control pneumatic braking system of the intelligent tram, a common braking loop adopts the principle of mixed braking of electric control braking and pneumatic braking and electric control braking priority, and the electric control braking and pneumatic braking can be mutually converted smoothly. The brake signal transmission device of the electric control brake master valve comprises two electronic loops and two air pressure control loops; the two electronic circuits are independently arranged in the electric control brake master valve, and when one electronic circuit fails, the other electronic circuit still keeps running, and the two air pressure control circuits are the common brake circuits. When a driver presses a brake pedal, the stroke of the pedal is converted into a voltage signal through a sensor and output. Two independent switches are also arranged in the two electronic loops, and the switches can be used for self-checking of the electronic loop sensor and can also be combined with the output voltage signal of the sensor to control the validity of the output signal of the sensor.
Drawings
Fig. 1 is a schematic structural view of the present invention.
FIG. 2 is a schematic block diagram of the air circuit and control of the service brake circuit of the present invention.
FIG. 3 is a schematic block diagram of the air circuit and control of the parking brake circuit of the present invention.
Fig. 4 is a schematic block diagram of the air circuit and control of the emergency brake circuit according to the present invention.
The reference numerals in the figures denote: 1. an air cylinder I; 2. an air cylinder II; 3. a plug door III; 4. an air cylinder III; 5. a gas cylinder IV; 6. a one-way valve I; 7. a four-loop protection valve I; 8. pneumatic quick-connection joint I; 9. a one-way valve II; 10. an air cylinder V; 11. an electric control dryer I; 12. a pressure relief electromagnetic valve I; 13. parking a relay valve I; 14. a condenser I; 15. a parking memory valve I; 16. an air compressor I; 20. a right air chamber III; 21. an air cylinder VI; 22. a pressure limiting valve III; 23. a plug IV; 24. a one-way valve V; 25. a four-circuit protection valve III; 26. a gas cylinder XII; 27. a stopper V; 28. a pressure limiting valve IV; 29. a right air chamber IV; 30. a trailer valve II; 34. an air compressor II; 35. a parking memory valve II; 36. a condenser II; 37. parking a relay valve II; 38. a pressure relief electromagnetic valve II; 39. an electric control dryer II; 40. a gas cylinder XI; 41. a one-way valve IV; 42. pneumatic quick-connection joint II; 43. a four-loop protection valve II; 44. a one-way valve III; 45. an air cylinder X; 46. an air cylinder IX; 47. a plug door VI; 48. an air reservoir VIII; 49. an air cylinder VII; 50. a plug door VII; 51. a stopper VIII; 52. an electric control brake master valve II; 53. a common relay valve II; 55. a right air chamber V; 56. a pressure limiting valve V; 57. an emergency electromagnetic valve V; 59. a right air chamber VI; 60. a pressure limiting valve VI; 61. an emergency electromagnetic valve VI; 62. a right ABS electromagnetic valve VI; 65. a left ABS electromagnetic valve VI; 67. a left air chamber VI; 69. a shaft pressure module VI; 70. a two-way check valve VI; 71. a common relay valve IV; 72. a two-way check valve V; 73. a shaft pressure module V; 75. a right ABS solenoid v; 77. a left ABS solenoid v; 78. a left air chamber V; 82. a right ABS electromagnetic valve IV; 83. a left ABS electromagnetic valve IV; 84. a left air chamber IV; 85. an emergency electromagnetic valve IV; 87. a shaft pressure module IV; 88. a two-way check valve IV; 89. a two-way check valve III; 90. a shaft pressure module III; 91. an emergency electromagnetic valve III; 93. right ABS solenoid valve iii; 94. a left ABS solenoid valve III; 95. a left air chamber III; 96. a trailer valve I; 100. a left air chamber II; 101. a left ABS electromagnetic valve II; 103. right ABS solenoid ii 103; 105. a shaft pressure module II; 106. a two-way check valve II; 107. a common relay valve III; 108. a two-way check valve I; 109. a shaft pressure module I; 111. a left air chamber I; 113. a left ABS electromagnetic valve I; 116. a right ABS electromagnetic valve I; 117. an emergency electromagnetic valve I; 118. a pressure limiting valve I; 119. a right air chamber I; 121. an emergency electromagnetic valve II; 122. a pressure limiting valve II; 123. a right air chamber II; 125. a common relay valve I; 126. an electric control brake master valve I; 127. a plug door I; 128. and a plug door II.
Detailed Description
The invention is further described below with reference to the drawings and specific examples.
As shown in fig. 1 to 4, the electric control pneumatic brake system of the intelligent tram of the present embodiment includes a controller ECU, an air source system and a multi-circuit brake system; the multi-circuit braking system comprises a service braking circuit, a parking braking circuit and an emergency braking circuit, and the air source system is respectively connected with the service braking circuit, the parking braking circuit and the emergency braking circuit and is used for providing an air source; the controller is respectively connected with the air source system, the service brake loop, the parking brake loop and the emergency brake loop and used for controlling the connection and disconnection of the air source system and the service brake loop, the parking brake loop and the emergency brake loop.
In the embodiment, the air source system comprises an air compressor I16, a condenser I14, a pressure relief electromagnetic valve I12, an electric control dryer I11, a four-loop protection valve I7, a one-way valve I6, an air storage cylinder I1, an air storage cylinder II 2, an air storage cylinder III 4, an air storage cylinder IV 5, an air storage cylinder V10, a one-way valve II 9, a pneumatic quick-connection joint I8, an air compressor II 34, a condenser II 36, a pressure relief electromagnetic valve II 38, an electric control dryer II 39, a four-loop protection valve II 43, a one-way valve III 44, an air storage cylinder VII 49, an air storage cylinder VIII 48, an air storage cylinder IX 46, an air storage cylinder X45, an air storage cylinder XI 40, a one-way valve IV 41, a pneumatic quick-connection joint II 42, a four-loop protection valve III 25, an one-way valve V24, an air storage cylinder VI 21, an air storage cylinder XII 26, an air compressor I16, a condenser I14, a pressure relief electromagnetic valve I, an electric control dryer I11 and a four-loop protection valve I7 which are sequentially connected through an air pipe, the air cylinder I1, the air cylinder II 2, the air cylinder IV 5 and the air cylinder V10 are respectively connected with the four-circuit protection valve I7 through air pipelines, the air cylinder III 4, the one-way valve I6 and the four-circuit protection valve I7 are sequentially connected through air pipelines, the pneumatic quick-connection joint I8, the one-way valve II 9 and the four-circuit protection valve I7 are sequentially connected through air pipelines, the air compressor II 34, the condenser II 36, the pressure relief electromagnetic valve II 38, the electric control dryer II 39 and the four-circuit protection valve II 43 are sequentially connected through air pipelines, the air cylinder VII 49, the air cylinder VIII 48, the air cylinder X45 and the air cylinder XI 40 are respectively connected with the four-circuit protection valve II 43 through air pipelines, the air cylinder IX 46, the one-way valve III 44 and the four-circuit protection valve II 43 are sequentially connected through air pipelines, the pneumatic quick-connection joint II 42, the one-way valve III 44 and the four-circuit protection valve II 43 are sequentially connected through air pipelines, the air cylinder VI 21, the one-way valve V24 and the four-loop protection valve III 25 are sequentially connected through an air pipeline, and the air cylinder XII 26 and the four-loop protection valve III 25 are sequentially connected through an air pipeline.
In this embodiment, the service brake circuit includes a plug valve I127, a plug valve II 128, a plug valve III 3, a plug valve IV 23, a plug valve V27, a plug valve VI 47, a plug valve VII 50, a plug valve VIII 51, an electric control brake master valve I126, an electric control brake master valve II52, a trailer valve I96, a trailer valve II 30, a service relay valve I125, a service relay valve II 53, a service relay valve III 107, a service relay valve IV 71, a double-pass check valve I108, a double-pass check valve II 106, a double-pass check valve III 89, a double-pass check valve IV 88, a double-pass check valve V72, a double-pass check valve VI 70, a shaft pressure module I109, Axle pressure module II 105, axle pressure module III 90, axle pressure module IV 87, axle pressure module V73, axle pressure module VI 69, left ABS solenoid valve I113, left ABS solenoid valve II 101, left ABS solenoid valve III 94, left ABS solenoid valve IV 83, left ABS solenoid valve V77, left ABS solenoid valve VI 65, right ABS solenoid valve I116, right ABS solenoid valve II 103, right ABS solenoid valve III 93, right ABS solenoid valve IV 82, right ABS solenoid valve V75, right ABS solenoid valve VI 62, left air chamber I111, left air chamber II 100, left air chamber III 95, left air chamber IV 84, left air chamber V78, left air chamber VI 67, right air chamber I119, right air chamber II 123, right air chamber III 20, right air chamber IV 29, right air chamber V55, right air chamber VI 59. The air storage cylinder I1 is connected with the air inlet of the plug valve I127, one path of the air outlet of the plug valve I127 is connected with the air inlet of the shaft pressure module I109, the other path is connected with the air inlet of the lower cavity of the electric control brake master valve I126, the air storage cylinder IV 5 is connected with the air inlet of the plug valve III, the air outlet of the plug valve III is connected with the air inlet of the upper cavity of the electric control brake master valve I126, the air outlet of the upper cavity of the electric control brake master valve I126 is connected with the control port of the trailer valve I96, the air outlet of the lower cavity of the electric control brake master valve I126 is connected with the control port of the common relay valve I125, the air outlet of the trailer valve I96 is connected with the control port of the common relay valve II 53, The air cylinder 12 is respectively connected with a control port and an air inlet of the trailer valve I96, one path of an outlet of the plug valve II 128 is connected with an air inlet of a common relay valve I125, an air outlet of the common relay valve I125 is respectively connected with control ports of the axle pressure module I109, the axle pressure module II 105 and the axle pressure module III 90, an air outlet of the common relay valve II 53 is respectively connected with control ports of the axle pressure module IV 87, the axle pressure module V73 and the axle pressure module VI 69, and one path of an air outlet of each axle pressure module is respectively connected with a left ABS electromagnetic valve I113, a left ABS electromagnetic valve II 101, a left ABS electromagnetic valve III 94, the other path is respectively connected with a right ABS electromagnetic valve I116, a right ABS electromagnetic valve II 103, a right ABS electromagnetic valve III 93, a right ABS electromagnetic valve IV 82, a right ABS electromagnetic valve V75, a right ABS electromagnetic valve VI 62, a left ABS electromagnetic valve I113, a left ABS electromagnetic valve II 101, a left ABS electromagnetic valve III 94, a left ABS electromagnetic valve IV 83, a left ABS electromagnetic valve V77 and a left ABS electromagnetic valve VI 65, and the other path is respectively connected with a left air chamber I111, a left air chamber II 100, a left air chamber III 95, a right air chamber III and a left air chamber III, the left air chamber IV 84, the left air chamber V78, the left air chamber VI 67, the right ABS electromagnetic valve I116, the right ABS electromagnetic valve II 103, the right ABS electromagnetic valve III 93, the right ABS electromagnetic valve IV 82, the right ABS electromagnetic valve V75 and the right ABS electromagnetic valve VI 62 are respectively connected with the right air chamber I119, the right air chamber II 123, the right air chamber III 20, the right air chamber IV 29, the right air chamber V55 and the right air chamber VI 59.
In this embodiment, the parking brake circuit includes a parking button I, a parking button II, an air cylinder III 4, an air cylinder VIII 48, a parking memory valve I15, a parking memory valve II 35, a parking relay valve I13, and a parking relay valve II 37. The air cylinder III 4 is respectively connected with the air inlets of the parking memory valve I15 and the parking relay valve I13, the air outlet of the parking memory valve I15 is connected with the control port of the parking relay valve I13, the air outlet of the parking relay valve I13 is connected with the left air chamber II 100, the other air outlet of the parking relay valve I13 is connected with the right air chamber II 123, the air cylinder VIII 48 is respectively connected with the air inlets of the parking memory valve II 35 and the parking relay valve II 37, the air outlet of the parking memory valve II 35 is connected with the control port of the parking relay valve II 37, the air outlet of the parking relay valve II 37 is connected with the left air chamber V78, the other air outlet of the parking relay valve II 37 is connected with the right air chamber V55, the signal control line of the parking button I is respectively connected with the signal control lines of the parking memory valve I15 and the parking memory valve II 35, and the signal control line of the parking button II is respectively connected with the signal control lines of the parking memory valve I15 and the parking memory valve II 35.
In this embodiment, the emergency braking circuit includes an emergency button i, an emergency button ii, a pressure limiting valve i 118, a pressure limiting valve ii 122, a pressure limiting valve iii 22, a pressure limiting valve iv 28, a pressure limiting valve v 56, a pressure limiting valve vi 60, an emergency solenoid valve i 117, an emergency solenoid valve ii 121, an emergency solenoid valve iii 91, an emergency solenoid valve iv 85, an emergency solenoid valve v 57, and an emergency solenoid valve vi 61. The air cylinder I1 is connected with the air inlet of the plug valve I127, the air outlet of the plug valve I127 is connected with the air inlet of the pressure limiting valve I118, the air cylinder II 2 is connected with the air inlet of the plug valve II 128, the air outlet of the plug valve II 128 is connected with the air inlet of the pressure limiting valve II 122, the air cylinder I26 is connected with the air inlet of the plug valve IV 23, the air outlet of the plug valve IV 23 is connected with the air inlet of the pressure limiting valve III 22, the air cylinder I26 is connected with the air inlet of the plug valve V27, the air outlet of the plug valve V27 is connected with the air inlet of the pressure limiting valve IV 28, the air cylinder VIII 48 is connected with the air inlet of the plug valve VII 50, the air outlet of the plug valve VII 50 is connected with the air inlet of the pressure limiting valve V56, the air cylinder VII 49 is connected with the air inlet of the plug valve VIII 51, the air outlet of the plug valve VIII 51 is connected with the air inlet of the pressure limiting valve VI 60, the air outlets of the pressure limiting valve I118, the pressure limiting valve II 122, the pressure limiting valve III 22, the pressure limiting valve IV 28, the pressure limiting valve V56 and the pressure limiting valve VI 60 are respectively connected with the air inlets of the emergency electromagnetic valve I117, the emergency electromagnetic valve II 121, the emergency electromagnetic valve III 91, the emergency electromagnetic valve IV 85, the emergency electromagnetic valve V57 and the emergency electromagnetic valve VI 61, one air outlet of the emergency electromagnetic valve I117, the emergency electromagnetic valve II 121, the emergency electromagnetic valve III 91, the emergency electromagnetic valve IV 85, the emergency electromagnetic valve V57 and the air outlet of the emergency electromagnetic valve VI 61 are respectively connected with the left ABS electromagnetic valve I113, the left ABS electromagnetic valve II 101, the left ABS electromagnetic valve III 94, the left ABS electromagnetic valve IV 83, the left ABS electromagnetic valve V77 and the left ABS electromagnetic valve VI 65, and the other air outlet is respectively connected with the right ABS electromagnetic valve I116, the right ABS electromagnetic valve II 103, the right ABS electromagnetic valve III 93, the right ABS electromagnetic valve IV 82, the right ABS electromagnetic valve V75, the right ABS electromagnetic valve VI 62, the left ABS electromagnetic valve I113, the left ABS electromagnetic valve II 101, the left ABS electromagnetic valve III, the left ABS electromagnetic valve 83 The left ABS solenoid valve V77 and the left ABS solenoid valve VI 65 are respectively connected with the left air chamber I111, the left air chamber II 100, the left air chamber III 95, the left air chamber IV 84, the left air chamber V78 and the left air chamber VI 67, the right ABS solenoid valve I116, the right ABS solenoid valve II 103, the right ABS solenoid valve III 93, the right ABS solenoid valve IV 82, the right ABS solenoid valve V75 and the right ABS solenoid valve VI 62 are respectively connected with the right air chamber I119, the right air chamber II 123, the right air chamber III 20, the right air chamber IV 29, the right air chamber V55 and the right air chamber VI 59.
In the embodiment, the brake loop is connected with a multi-loop air pipeline through a two-way check valve; the left air chamber II 100, the right air chamber II 123, the left air chamber V78 and the right air chamber V55 are all spring air chambers; the electric control brake master valve, the bridge pressure module, the ABS electromagnetic valve, the parking button, the parking memory valve, the emergency button, the emergency electromagnetic valve and the ASR electromagnetic valve are all connected with a signal control line of the controller ECU.
As shown in fig. 2, a hybrid brake of electric control braking and air pressure braking is adopted in the service braking loop, the principle of electric control braking priority is adopted, and the electric control braking and the air pressure braking can be mutually converted smoothly. The brake signal transmission device of the electric control brake master valve comprises two electronic loops and two air pressure control loops; the two electronic circuits are independently arranged in the electric control brake master valve, and when one electronic circuit fails, the other electronic circuit still keeps running, and the two air pressure control circuits are the common brake circuits. When a driver presses a brake pedal, the stroke of the pedal is converted into a voltage signal through a sensor and output. Two independent switches are also arranged in the two electronic loops, and the switches can be used for self-checking of the electronic loop sensor and can also be combined with the output voltage signal of the sensor to control the validity of the output signal of the sensor.
When the electric control loop is normal, an electric signal of the electric control main valve is sent to a brake controller ECU, the brake controller ECU calculates braking force required to be applied by each shaft according to parameters such as the speed of the whole vehicle, the load of each shaft, ABS action information and the like input from a vehicle-mounted network system, and the pressure of a brake air chamber (each air chamber) of each shaft is controlled by controlling the opening and closing of an electromagnetic valve in each axle pressure module. The control method preliminarily realizes reasonable distribution of braking force of the whole vehicle and avoids mutual impact of the front vehicle and the rear vehicle. Wherein the bridge pressure module may apply the brakes by electronic or pneumatic control. When the electric control circuit is normal, the pressure of the output port is preferentially determined by the electric control circuit, and when the electric control circuit is invalid, the pressure of the output port is determined by the pneumatic control circuit.
When the electric control loop fails, the output pressure of each bridge pressure module is controlled by the pneumatic control loop. The control process is as follows, the driver presses the brake pedal, and the electric control main valve outputs three paths of air with corresponding pressure according to pedal travel (one path is divided into two paths). One path is connected to the control port of the five-port relay valve, and the five-port relay valve is used for controlling the braking pressure of the front three shafts. The other two paths are connected to the trailer valve, and two paths of air pressure are output to the other five-port relay valve after being changed by the trailer valve, wherein one path is control pressure, and the other path is an air source. The five-port relay valve is used for controlling the braking pressure of the rear three shafts. The pressure air from the outlet of the five-port relay valve enters the control port of the bridge pressure module, so that the air pressure output to the brake air chamber by the bridge pressure module is controlled, and the purpose of controlling braking force is achieved. However, the braking force of each shaft is the same, and cannot be adjusted accordingly according to the shaft weight.
As shown in fig. 3, the intelligent tram is provided with parking spring brake chambers (the spring chambers in fig. 3) on 2 and 5 axes, so that the vehicle can be safely parked without a driver on a flat road or on an up-down slope. The park brake function consists essentially of a park brake/release button (park button in FIG. 3), a park memory valve, a park relay valve, and a park brake air chamber. During normal running, compressed air is filled in the braking air chamber with parking, the spring is compressed, and braking is relieved. When the vehicle speed is zero, when the driver presses the parking brake button (parking button) to send a parking brake instruction, the parking memory valve acts, air at the control port of the parking relay valve is discharged, the parking relay valve acts, compressed air with the parking brake air chamber is discharged to the atmosphere through the parking relay valve, and the spring stretches out to apply braking. When the vehicle is released, a driver presses a release button, the parking memory valve acts, the control port of the parking relay valve is filled with compressed air, the parking relay valve acts, the compressed air in the air source enters the parking brake air chamber through the parking relay valve, and the parking brake is released through the compression spring.
As shown in fig. 4, the emergency braking is actively triggered by the driver after balancing the road condition and the emergency. The operation interface is in an emergency button input mode, and electricity is applied. The road-pressing mode should reach the corresponding maximum deceleration and cannot be released before stopping. Emergency braking is highest priority and is not affected by any equipment once put into service. The emergency braking function mainly comprises an emergency button, an emergency electromagnetic valve, a pressure limiting valve and other parts. When the driver presses the emergency button, the emergency electromagnetic valve is electrically connected, compressed air is limited to a set pressure through the pressure limiting valve, and then enters a brake air chamber (air chamber) through the ABS valve, so that emergency braking is applied.
In the embodiment, the intelligent trolley bus electric control pneumatic braking system has the functions of pneumatic braking and electric-pneumatic braking, and the electric-pneumatic braking function is prioritized, so that the response time can be effectively reduced; the valve type installation and the pipeline arrangement of the intelligent electric rail car electric control pneumatic braking system are compact, and the gas pipeline and the response time at the hinged disc can be effectively reduced; the intelligent tram electric control pneumatic braking system has the function of distributing braking force according to the shaft, so that the safety of vehicle running is improved; the intelligent tram electric control pneumatic braking system has a parking braking function, so that the safety of parking the vehicle is improved; the intelligent electric control pneumatic braking system of the tram has an emergency braking function, and improves the running safety of the vehicle.
The above is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above examples, and all technical solutions belonging to the concept of the present invention belong to the protection scope of the present invention. It should be noted that modifications and adaptations to the invention without departing from the principles thereof are intended to be within the scope of the invention as set forth in the following claims.
Claims (5)
1. An electric control pneumatic braking system of an intelligent tramcar is characterized by comprising a controller, an air source system and a multi-loop braking system; the multi-loop braking system comprises a service braking loop, a parking braking loop and an emergency braking loop, and the air source system is respectively connected with the service braking loop, the parking braking loop and the emergency braking loop and is used for providing an air source; the controller is respectively connected with the air source system, the service brake loop, the parking brake loop and the emergency brake loop and used for controlling the connection and disconnection of the air source system and the service brake loop, the parking brake loop and the emergency brake loop;
the service braking loop adopts hybrid braking of electric control braking and air pressure braking, the electric control braking is preferential, and the electric control braking and the air pressure braking are smoothly switched;
The controller calculates braking force required to be applied by each shaft by combining the whole vehicle speed, the load of each shaft and the ABS action information parameters input by the vehicle-mounted network system to control the pressure of each shaft braking air chamber;
The air source system comprises an air compressor I, a condenser I, a pressure relief electromagnetic valve I, an electric control dryer I, a four-loop protection valve I, a one-way valve I, an air storage cylinder II, an air storage cylinder III, an air storage cylinder IV, an air storage cylinder V, a one-way valve II, a pneumatic quick-connection joint I, an air compressor II, a condenser II, a pressure relief electromagnetic valve II, an electric control dryer II, a four-loop protection valve II, a one-way valve III, an air storage cylinder VII, an air storage cylinder VIII, an air storage cylinder IX, an air storage cylinder X, an air storage cylinder XI, a one-way valve IV, a pneumatic quick-connection joint II, a four-loop protection valve III, a one-way valve V, an air storage cylinder VI and an air storage cylinder II; the air compressor I, the condenser I, the pressure relief electromagnetic valve I, the electric control dryer I, the four-circuit protection valve I are sequentially connected through an air pipeline, the air receiver I, the air receiver II, the air receiver IV and the air receiver V are respectively connected with the four-circuit protection valve I through the air pipeline, the air receiver III, the one-way valve I and the four-circuit protection valve I are sequentially connected through the air pipeline, the pneumatic quick connector I, the one-way valve II and the four-circuit protection valve I are sequentially connected through the air pipeline, the air compressor II, the condenser II, the pressure relief electromagnetic valve II, the electric control dryer II and the four-circuit protection valve II are sequentially connected through the air pipeline, the air receiver VII, the air receiver VIII, the air receiver X and the air receiver XI are respectively connected with the four-circuit protection valve II through the air pipeline, the air receiver IX, the one-way valve III and the four-circuit protection valve II are sequentially connected through the air pipeline, the pneumatic quick connector II, the one-way valve III and the four-circuit protection valve II are sequentially connected through the air pipeline, and the air receiver VI, the one-way valve V and the four-circuit protection valve III are sequentially connected through the air pipeline, and the air receiver III and the four-circuit protection valve III are sequentially connected through the air pipeline.
2. The electric control pneumatic braking system of the intelligent tram according to claim 1, wherein the common braking circuit comprises a plug door I, a plug door II, a plug door III, a plug door IV, a plug door V, a plug door VI, a plug door VII, a plug door VIII, an electric control brake master valve I, an electric control brake master valve II, a trailer valve I, a trailer valve II, a common relay valve I, a common relay valve II, a common relay valve III, a common relay valve IV, a double-way check valve I, a double-way check valve II, a double-way check valve III, a double-way check valve IV, a double-way check valve V, a double-way check valve VI, a shaft pressure module I, a shaft pressure module II, a shaft pressure module IV, a shaft pressure module V, a shaft pressure module VI, a left ABS solenoid valve I, a left ABS solenoid valve II, a left ABS solenoid valve III, a left ABS solenoid valve V, a left ABS solenoid valve VI, a right ABS solenoid valve II, a right ABS solenoid valve III, a right ABS solenoid valve V, a left and right ABS solenoid valve V, a left and a right air chamber VI, a left and right air chamber I, a right air chamber IV, a right air chamber V, a left air chamber IV and a right air chamber V, a right air chamber I and a right air chamber V, a chamber II, a right air chamber V, an air chamber I and a V, a and a chamber V, a valve V; the air cylinder I is connected with the air inlet of the plug valve I, one way of the air outlet of the plug valve I is connected with the air inlet of the shaft pressure module I, the other way is connected with the air inlet of the lower cavity of the electric control brake master valve I, the air cylinder IV is connected with the air inlet of the plug valve III, the air outlet of the plug valve III is connected with the air inlet of the upper cavity of the electric control brake master valve I, the air outlet of the upper cavity of the electric control brake master valve I is connected with the control port of the trailer valve I, the air outlet of the lower cavity of the electric control brake master valve I is connected with the control port of the common relay valve I, the air outlet of the trailer valve I is connected with the control port of the common relay valve II, each air cylinder is respectively connected with the control port and the air inlet of the trailer valve I, one path of the outlet of the plug valve II is connected with the air inlet of a common relay valve I, the air outlet of the common relay valve I is respectively connected with the control ports of the shaft pressure module I, the shaft pressure module II and the shaft pressure module III, the air outlet of the common relay valve II is respectively connected with the control ports of the shaft pressure module IV, the shaft pressure module V and the shaft pressure module VI, one path of the air outlet of each shaft pressure module is respectively connected with a left ABS electromagnetic valve I, a left ABS electromagnetic valve II, a left ABS electromagnetic valve III, a left ABS electromagnetic valve IV, a left ABS electromagnetic valve V and a left ABS electromagnetic valve VI, and the other path of the air outlet of each shaft pressure module is respectively connected with a right ABS electromagnetic valve I, a right ABS electromagnetic valve II, a right ABS electromagnetic valve III, a right ABS electromagnetic valve IV, a right ABS electromagnetic valve V and a right ABS electromagnetic valve VI; the left ABS electromagnetic valve I, the left ABS electromagnetic valve II, the left ABS electromagnetic valve III, the left ABS electromagnetic valve IV, the left ABS electromagnetic valve V and the left ABS electromagnetic valve VI are respectively connected with the left air chamber I, the left air chamber II, the left air chamber III, the left air chamber IV, the left air chamber V and the left air chamber VI, and the right ABS electromagnetic valve I, the right ABS electromagnetic valve II, the right ABS electromagnetic valve III, the right ABS electromagnetic valve IV, the right ABS electromagnetic valve V and the right ABS electromagnetic valve VI are respectively connected with the right air chamber I, the right air chamber II, the right air chamber III, the right air chamber IV, the right air chamber V and the right air chamber VI.
3. The electric control pneumatic brake system of an intelligent tram according to claim 2, wherein the parking brake circuit comprises a parking button i, a parking button ii, a parking memory valve i, a parking memory valve ii, a parking relay valve i, and a parking relay valve ii; the gas storage cylinder III is respectively connected with the gas inlets of the parking memory valve I and the parking relay valve I, the gas outlet of the parking memory valve I is connected with the control port of the parking relay valve I, the gas outlet of the parking relay valve I is connected with the left gas chamber II, the other gas outlet of the parking relay valve I is connected with the right gas chamber II, the gas storage cylinder VIII is respectively connected with the parking memory valve II and the gas inlet of the parking relay valve II, the gas outlet of the parking memory valve II is connected with the control port of the parking relay valve II, the gas outlet of the parking relay valve II is connected with the left gas chamber V, the other gas outlet of the parking relay valve II is connected with the right gas chamber V, the signal control line of the parking button I is respectively connected with the signal control lines of the parking memory valve I and the parking memory valve II, and the signal control line of the parking button II are respectively connected with the signal control lines of the parking memory valve I and the parking memory valve II.
4. The electric control pneumatic brake system of intelligent electric railcar according to claim 3, wherein the emergency brake circuit comprises an emergency button i, an emergency button ii, a pressure limiting valve i, a pressure limiting valve ii, a pressure limiting valve iii, a pressure limiting valve iv, a pressure limiting valve v, a pressure limiting valve vi, an emergency solenoid valve i, an emergency solenoid valve ii, an emergency solenoid valve iii, an emergency solenoid valve iv, an emergency solenoid valve v, an emergency solenoid valve vi; the gas cylinder I is connected with the gas inlet of the plug valve I, the gas outlet of the plug valve I is connected with the gas inlet of the pressure limiting valve I, the gas cylinder II is connected with the gas inlet of the plug valve II, the gas outlet of the plug valve II is connected with the gas inlet of the pressure limiting valve II, the gas cylinder XII is connected with the gas inlet of the plug valve IV, the gas cylinder XII is connected with the gas inlet of the plug valve V, the gas outlet of the plug valve V is connected with the gas inlet of the pressure limiting valve IV, the gas cylinder VIII is connected with the gas inlet of the plug valve VII, the gas outlet of the plug valve VII is connected with the gas inlet of the pressure limiting valve V, the gas outlets of the pressure limiting valve I, the pressure limiting valve II, the pressure limiting valve III, the pressure limiting valve IV, the pressure limiting valve V and the gas outlets of the pressure limiting valve VI are respectively connected with the gas inlets of the emergency solenoid valve I, the emergency solenoid valve II, the emergency solenoid valve III, the emergency solenoid valve IV and the emergency solenoid valve V, one path of air outlets of the emergency electromagnetic valve I, the emergency electromagnetic valve II, the emergency electromagnetic valve III, the emergency electromagnetic valve IV, the emergency electromagnetic valve V and the emergency electromagnetic valve VI are respectively connected with the left ABS electromagnetic valve I, the left ABS electromagnetic valve II, the left ABS electromagnetic valve III, the left ABS electromagnetic valve V and the left ABS electromagnetic valve VI, and the other path of air outlets of the emergency electromagnetic valve II, the emergency electromagnetic valve III, the emergency electromagnetic valve IV, the emergency electromagnetic valve V and the air outlets of the emergency electromagnetic valve VI are respectively connected with the right ABS electromagnetic valve I, the right ABS electromagnetic valve II, the right ABS electromagnetic valve III, the right ABS electromagnetic valve IV, the right ABS electromagnetic valve V and the right ABS electromagnetic valve VI, and the left ABS electromagnetic valve I, the left ABS electromagnetic valve II, the left ABS electromagnetic valve III, the left ABS electromagnetic valve IV, the left ABS electromagnetic valve V and the left ABS electromagnetic valve VI are respectively connected with the left air chamber I, the left air chamber II, the left air chamber III, the left air chamber IV, the left air chamber V, the left air chamber VI, the right ABS electromagnetic valve I, the right ABS electromagnetic valve II and the right ABS electromagnetic valve II The right ABS solenoid valve III, the right ABS solenoid valve IV, the right ABS solenoid valve V and the right ABS solenoid valve VI are respectively connected with the right air chamber I, the right air chamber II, the right air chamber III, the right air chamber IV, the right air chamber V and the right air chamber VI.
5. The electric control pneumatic brake system of intelligent tram according to claim 4, wherein the left air chamber ii, the right air chamber ii, the left air chamber v and the right air chamber v are spring air chambers.
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| CN102963347B (en) * | 2012-11-15 | 2014-08-27 | 南车株洲电力机车有限公司 | Air brake system for automatic program management (APM) vehicle |
| CN108327696B (en) * | 2017-01-18 | 2020-12-11 | 湖南中车智行科技有限公司 | Gas-electricity hybrid control braking system of rubber-tyred train |
| CN107310544B (en) * | 2017-05-31 | 2023-06-20 | 瑞立集团瑞安汽车零部件有限公司 | Condenser control device and control method thereof |
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