CN111845835A - Car coupler automatic control system and rail train - Google Patents
Car coupler automatic control system and rail train Download PDFInfo
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- CN111845835A CN111845835A CN202010831467.6A CN202010831467A CN111845835A CN 111845835 A CN111845835 A CN 111845835A CN 202010831467 A CN202010831467 A CN 202010831467A CN 111845835 A CN111845835 A CN 111845835A
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- 230000005540 biological transmission Effects 0.000 claims abstract description 8
- 230000008878 coupling Effects 0.000 description 17
- 238000010168 coupling process Methods 0.000 description 17
- 238000005859 coupling reaction Methods 0.000 description 17
- 230000003137 locomotive effect Effects 0.000 description 7
- 238000000034 method Methods 0.000 description 5
- 230000003111 delayed effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000002035 prolonged effect Effects 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000002457 bidirectional effect Effects 0.000 description 1
- 238000009423 ventilation Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/14—Safety devices
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Abstract
The invention provides a car coupler automatic control system, a main air pipe component comprises: a main air duct; the main air pipe connector is provided with a front end and a rear end, and the rear end is communicated with the main air pipe; the electric coupler control assembly includes: an electrical coupler; the electric coupler is in transmission connection with the first cylinder, and the first cylinder is provided with a first cavity and a second cavity; the first switching valve is communicated with the main air pipe, the first switching valve is communicated with the first cavity or the second cavity, and the first switching valve is provided with a first control end; the second switching valve is communicated with the main air pipe, the second switching valve is communicated with the first control end or the outside, the second switching valve is provided with a second control end, and the second control end is communicated with the front end. The automatic control system of the coupler provided by the invention enables the switching valve to be always in a controllable state, and the electric coupler is always in a withdrawing state when the switching valve is in a to-be-coupled state, so that the reliability of the automatic control system of the coupler is improved. The invention further provides a rail train.
Description
Technical Field
The invention belongs to the field of rail train couplers, and particularly relates to an automatic control system of a coupler and a rail train.
Background
The coupler is used for realizing coupling between a locomotive and a vehicle or between the vehicle and the vehicle of a rail train, transmitting traction force and impact force and keeping a certain distance between the locomotive and the vehicle or between the vehicle and the vehicle. The automatic control system of the car coupler is used for controlling the automatic coupling of the car coupler.
Referring to the attached drawing 1, the conventional automatic control system for the coupler comprises a main air pipe 1 ', a main air pipe connector 2 ', a switching valve 3 ', an electric coupler pushing cylinder 4 ', an unhooking air pipe 5 ', a throttle valve 6 ' and an unhooking cylinder 7 '. The main air pipe 1 ' is connected with the main air pipe connector 2 ', the air inlet of the switching valve 3 ' is communicated with the main air pipe 1 ', and the air outlet is respectively communicated with two ends of the electric hook pushing air cylinder 4 '. The switching valve 3 ' has two control ends, one of which is communicated with the front end of the main air duct connector 2 ' and the other is communicated with the unhooking air duct 5 '. When the main air pipe connector 2 'is in a connected state, no air exists at the front end, and one control end of the switching valve 3' is not triggered; the unhooking air pipe 5 'is windless, and the other control end of the switching valve 3' is not triggered; then the air in the main air pipe 1 'enters the front end of the electric hook pushing cylinder 4' through the air inlet end of the switching valve 3 ', and the pushing rod of the electric hook pushing cylinder 4' is controlled to be retracted, so that the electric hook is further kept in a retracted state.
However, in the existing automatic coupler control system, when the coupler is in the coupling waiting state, since both control ends of the switching valve 3 'are in the windless state, the valve core of the switching valve 3' is in the uncontrollable state. If the valve core of the switching valve 3 'is in an error state or the switching valve 3' is reversed due to vibration and the like, the electric coupler can be accidentally extended, and the reliability of the existing automatic control system of the coupler is reduced.
Disclosure of Invention
The invention provides an automatic control system of a coupler, aiming at the technical problem that the reliability is reduced because the spool of a switching valve is in an uncontrollable state to cause the accidental extension of an electric coupler when the existing automatic control system of the coupler is in a to-be-coupled state. The invention further provides a rail train.
In order to achieve the purpose, the invention adopts the following technical scheme:
a coupler automatic control system comprises:
a main duct assembly, the main duct assembly comprising:
a main air duct;
a main duct connector having a front end and a rear end, the rear end in communication with the main duct;
an electrical coupler control assembly, the electrical coupler control assembly comprising:
an electrical coupler;
a first cylinder, the first cylinder being in driving communication with the electrical coupler, the first cylinder having a first chamber and a second chamber, the first chamber controlling retraction of the electrical coupler and the second chamber controlling extension of the electrical coupler;
the main air pipe is communicated with the first chamber or the second chamber through the first switching valve, and the first switching valve is provided with a first control end;
and the main air pipe is communicated with the first control end or the outside through the second switching valve, the second switching valve is provided with a second control end, and the second control end is communicated with the front end.
Further, the first switching valve is a two-position five-way valve having:
a first control end, the first control end being in communication with the second switching valve, the first control end having a first state and a second state;
the first air inlet is communicated with the main air pipe;
the first air outlet is communicated with the first cavity;
a first exhaust port;
a second air outlet in communication with the second chamber;
a second air outlet;
when the first control end is in a first state, the first air inlet is communicated with the first air outlet, and the second air outlet is communicated with the second air outlet; when the first control end is in the second state, the first air inlet is communicated with the second air outlet, and the first air outlet is communicated with the first exhaust port.
Further, the second switching valve is a first two-position three-way valve having:
a second control end, said second control end being in communication with said front end, said second control end having a third state and a fourth state;
the second air inlet is communicated with the main air pipe;
the third air outlet is communicated with the first control end;
a third air outlet;
when the second control end is in a third state, the third air outlet is communicated with the second air inlet; and when the second control end is in a fourth state, the third air outlet is communicated with the third air outlet.
Further, still include the tuber pipe subassembly that unhooks, the tuber pipe subassembly that unhooks includes:
unhooking the air pipe;
the electrical coupler control assembly further comprises:
the OR valve is communicated with the first control end and communicated with the second switching valve and the unhooking air pipe.
Further, the OR valve is a shuttle valve having:
the third air inlet is communicated with the second switching valve;
the fourth air inlet is communicated with the unhooking air pipe;
and the fourth air outlet is communicated with the first control end.
Further, still include mechanical coupling control assembly, mechanical coupling control assembly includes:
a mechanical coupler;
and the second cylinder is communicated with the unhooking air pipe, and the mechanical coupler is in transmission connection with the second cylinder.
Further, the mechanical coupler control assembly further includes a delay assembly, the delay assembly including:
the air storage tank is communicated with the unhooking air pipe;
and the third switching valve is provided with a third control end, the air storage tank is communicated with the third control end, and the second air cylinder is communicated with the unhooking air pipe or the outside through the third switching valve.
Further, the third switching valve is a second two-position three-way valve having:
a third control end, the third control end being in communication with the air reservoir, the third control end having a fifth state and a sixth state;
the fifth air inlet is communicated with the unhooking air pipe;
the fifth air outlet is communicated with the second air cylinder;
a fifth air outlet;
when the third control end is in a fifth state, the fifth air outlet is communicated with the fifth air inlet; and when the third control end is in a sixth state, the fifth air outlet is communicated with the fifth air outlet.
Further, the delay assembly further comprises:
and the air storage tank is communicated with the unhooking air pipe through the one-way throttle valve.
Further, unhook tuber pipe subassembly still includes:
and the one-way valve is connected to the unhooking air pipe.
Further, the electrical coupler control assembly further comprises:
and the main air pipe is communicated with the first switching valve through the stop valve.
The invention further provides a rail train, which comprises the automatic control system for the coupler.
Compared with the prior art, the invention has the beneficial effects that:
1. the automatic control system for the coupler provided by the invention comprises a main air duct assembly and an electric coupler control assembly. The main air pipe assembly comprises a main air pipe and a main air pipe connector, the main air pipe connector is provided with a front end and a rear end, and the rear end is communicated with the main air pipe. When the main air pipe connector is in a connected state, the front end of the main air pipe connector is free from air, and the rear end of the main air pipe connector is provided with air. The electric coupler control assembly comprises an electric coupler, a first cylinder, a first switching valve and a second switching valve. The first cylinder is provided with a first cavity and a second cavity, the first cylinder is in transmission connection with the electric coupler, the first cavity controls the electric coupler to retract, and the second cavity controls the electric coupler to extend. The main air pipe is communicated with the first chamber or the second chamber through a first switching valve, and the first switching valve is provided with a first control end. The main air pipe is communicated with the first control end or the outside through a second switching valve, the second switching valve is provided with a second control end, and the second control end is communicated with the front end of the main air pipe connector.
When the automatic control system for the car coupler is in a state of waiting to be linked, the main air pipe connector is not linked, the front end of the main air pipe connector is windless, and the rear end of the main air pipe connector is windy. If the second control end of the second switching valve is windless, the second switching valve enables the main air pipe to be communicated with the first control end and acts on the first control end; when the first control end is acted by pressure, the first switching valve enables the main air pipe to be communicated with the first cavity of the first air cylinder, and air in the main air pipe is introduced into the first cavity, so that the electric coupler is controlled to be in a withdrawing state. According to the automatic control system for the car coupler, the first control end of the first switching valve is in the windy state when the car coupler is in the coupling state, so that the valve core of the first switching valve is always in the controllable state, and the electric car coupler is always in the withdrawing state when the car coupler is in the coupling state, so that the electric car coupler can be prevented from being accidentally extended out, and the reliability of the automatic control system for the car coupler is improved.
2. The automatic control system of the coupler provided by the invention comprises an uncoupling air pipe assembly and a mechanical coupler control assembly. The unhook tuber pipe subassembly includes the unhook tuber pipe. The mechanical coupler control assembly includes a mechanical coupler, a second cylinder, and a delay assembly. The mechanical coupler is in transmission connection with a second cylinder, and the second cylinder is connected with an unhooking air pipe through a delay assembly. The delay assembly comprises a gas storage tank and a third switching valve, the gas storage tank is communicated with the unhooking air pipe, and the second cylinder is communicated with the unhooking air pipe or the outside through the third switching valve. The third switching valve is provided with a third control end, and the air storage tank is communicated with the third control end. When the mechanical coupler is unhooked, the unhooking air pipe is ventilated, air of the unhooking air pipe enters the air storage tank, air pressure in the air storage tank is gradually increased until the air pressure can act on the third control end, the third switching valve is enabled to change the direction, the unhooking air pipe is communicated with the second air cylinder, the air in the unhooking air pipe enters the second air cylinder, the mechanical coupler is controlled to be withdrawn, the withdrawing process of the mechanical coupler is prolonged, and the electrical coupler is withdrawn before the mechanical coupler. The mechanical coupler is delayed to be withdrawn, so that the height of the two couplers is consistent in the process of withdrawing the electrical coupler, and the electrical coupler is prevented from being blocked.
The existing automatic control system of the coupler realizes the function that the electric coupler is withdrawn before the mechanical coupler by arranging a throttle valve on a gas circuit. However, the throttle valve can generate a pressure drop, so that the pressure of gas entering the uncoupling cylinder (which is equivalent to the second cylinder in the invention) is reduced, and the uncoupling force applied to the mechanical coupler by the uncoupling cylinder is reduced, so that the mechanical coupler cannot be retracted. According to the automatic control system for the coupler, the delay assembly does not generate pressure drop, so that the pressure introduced into the second cylinder is ensured, the uncoupling force is large enough, the mechanical coupler can be retracted, and the reliability of the automatic control system for the coupler is further improved.
Drawings
FIG. 1 is a schematic diagram of an automatic control system for a coupler provided in the prior art;
fig. 2 is a schematic diagram of the automatic control system for a coupler provided in this embodiment.
The reference numerals are explained in detail:
1. a main duct assembly; 11. a main air duct; 12. a main duct connector; 121. a front end; 122. a back end;
2. an electrical coupler control assembly; 21. an electrical coupler; 22. a first cylinder; 221. a first chamber; 222. a second chamber; 23. a first switching valve; 231. a first control terminal; 24. a second switching valve; 241. a second control terminal; 25. or a valve; 26. a stop valve;
3. unhooking the air pipe assembly; 31. unhooking the air pipe; 32. unhooking the wind pipe connector; 33. an unhooking control valve; 34. a one-way valve;
4. a mechanical coupler control assembly; 41. a mechanical coupler; 42. a second cylinder; 43. a delay component; 431. a gas storage tank; 432. a third switching valve; 4321. a third control terminal; 433. a one-way throttle valve.
Detailed Description
The technical solutions in the embodiments of the present invention will be fully described in detail below with reference to the accompanying drawings. It is obvious that the described embodiments are only some specific embodiments, not all embodiments, of the general technical solution of the present invention. All other embodiments, which can be derived by a person skilled in the art from the general idea of the invention, fall within the scope of protection of the invention.
In the description of the present invention, it is to be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention.
The terms "first", "second", "third", "fourth", "fifth", "sixth", "seventh" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first", "second", "third", "fourth", "fifth", "sixth", "seventh" may explicitly or implicitly include one or more of the features.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
It should be noted that, in the present invention, the end of the main air duct connector connected to the main air duct is a rear end, and the end of the main air duct connector facing another main air duct connector to be connected is a front end. When the two car couplers are not connected with each other during coupling, the front end of the main wind pipe connector is in a windless state, and the rear end of the main wind pipe connector is in a windy state; when the main air pipe connectors are connected, the front end and the rear end of each main air pipe connector are in an air state.
The invention provides an automatic control system of a coupler, aiming at the technical problem that the reliability is reduced because the spool of a switching valve is in an uncontrollable state to cause the accidental extension of an electric coupler when the existing automatic control system of the coupler is in a to-be-coupled state. The invention further provides a rail train. The technical solution of the present invention will be specifically described with reference to specific examples.
This embodiment provides a coupling automatic control system, includes:
main tuber pipe subassembly 1, main tuber pipe subassembly 1 includes:
a main air duct 11;
a main duct connector 12, the main duct connector 12 having a front end 121 and a rear end 122, the rear end 122 being in communication with the main duct 11;
electric coupling control assembly 2, electric coupling control assembly 2 includes:
an electric coupler 21;
the first cylinder 22, the electric coupler 21 and the first cylinder 22 are in transmission connection, the first cylinder 22 is provided with a first chamber 221 and a second chamber 222, the first chamber 221 controls the electric coupler 21 to retract, and the second chamber 222 controls the electric coupler 21 to extend;
a first switching valve 23, the main duct 11 being in communication with the first chamber 221 or the second chamber 222 through the first switching valve 23, the first switching valve 23 having a first control end 231;
the second switching valve 24, the main duct 11 is connected to the first control end 231 or the outside through the second switching valve 24, the second switching valve 24 has a second control end 241, and the second control end 241 is connected to the front end 121.
The automatic coupler control system provided by the embodiment comprises a main air duct assembly 1 and an electric coupler control assembly 2. The primary air duct assembly 1 comprises a primary air duct 11 and a primary air duct connector 12, the primary air duct connector 12 having a front end 121 and a rear end 122, the rear end 122 being in communication with the primary air duct 11. When the main duct connector 12 is in the connected state, the front end 121 is windless and the rear end 122 is windy. The electrical coupler control assembly 2 includes an electrical coupler 21, a first cylinder 22, a first switching valve 23 and a second switching valve 24. The first cylinder 22 has a first chamber 221 and a second chamber 222, the first cylinder 22 is in driving connection with the electric coupler 21, the first chamber 221 controls the electric coupler 21 to retract, and the second chamber 222 controls the electric coupler 21 to extend. The main ductwork 11 communicates with the first chamber 221 or the second chamber 222 through a first switch valve 23, the first switch valve 23 having a first control end 231. The main duct 11 communicates with the first control end 231 or the outside through a second switching valve 24, the second switching valve 24 has a second control end 241, and the second control end 241 communicates with the front end 121 of the main duct connector 12.
In the automatic coupler control system provided in this embodiment, when the coupler is in the state of waiting for coupling, the main air duct connector 12 is not coupled, the front end 121 is windless, and the rear end 122 is windy. If the second control end 241 of the second switching valve 24 is dry, the second switching valve 24 connects the main duct 11 with the first control end 231 and acts on the first control end 231; when the first control end 231 is under pressure, the first switching valve 23 connects the main air duct 11 with the first chamber 221 of the first air cylinder 22, and the air in the main air duct 11 is introduced into the first chamber 221, so as to control the electric coupler 21 to be in the retracted state. According to the automatic control system for the coupler, when the automatic control system is in a coupling state, the first control end 231 of the first switching valve 23 is in a windy state, so that the valve core of the first switching valve 23 is always in a controllable state, and when the automatic control system is in the coupling state, the electric coupler 21 is always in a withdrawing state, so that the electric coupler 21 can be prevented from being accidentally extended out, and the reliability of the automatic control system for the coupler is improved.
Specifically, referring to fig. 2, the automatic coupler control system provided in the present embodiment includes a main air duct assembly 1, an electrical coupler control assembly 2, an uncoupling air duct assembly 3, and a mechanical coupler control assembly 4. The electric coupler control assembly 2 is connected with the main air pipe assembly 1 and the unhooking air pipe assembly 3, and the mechanical coupler control assembly 4 is connected with the unhooking air pipe assembly 3.
The main air pipe assembly 1 provides main air for the rail train and can realize the connection and hanging of the main air pipe. In particular, the primary air duct assembly 1 comprises a primary air duct 11 and a primary air duct connector 12, the primary air duct connector 12 having a front end 121 and a rear end 122, the rear end 122 being in communication with the primary air duct 11. When the main air duct connector 12 is in the connected state, the front end 121 is windless, and the rear end 122 is windy; in the coupled state, the main wind pipe connector 12 is abutted against the main wind pipe connector 12 of another locomotive or vehicle, and both the front end 121 and the rear end 122 of the main wind pipe connector 12 have wind.
The electrical coupler control assembly 2 is used to control the extension or retraction of the electrical coupler. Specifically, referring to fig. 2, the electrical coupler control assembly 2 includes an electrical coupler 21, a first cylinder 22, a first switching valve 23, a second switching valve 24, or valve 25, and a shutoff valve 26. The electric coupler 21 is in transmission connection with the first cylinder 22, the main air duct 11 is connected with the first cylinder 22 through a first switching valve 23, and the first switching valve 23 controls the first cylinder 22 to act. The main duct 11 is connected to the first switching valve 23 via a second switching valve 24, and the second switching valve 24 controls the air passage communication state of the first switching valve 23. The second switching valve 24 and the unhooking air duct assembly 3 are connected to the first switching valve 23 via an or valve 25. The main air duct 11 communicates with the first switching valve 23 via a shut-off valve 26.
More specifically, the first cylinder 22 controls the extension and retraction of the electrical coupler 21. The first cylinder 22 is a bidirectional cylinder, and the first cylinder 22 has a first chamber 221 and a second chamber 222. When the air is ventilated into the first chamber 221, the pressure in the first chamber 221 is increased, and the electric coupler 21 is controlled to be retracted; when the air is introduced into the second chamber 222, the pressure in the second chamber 222 increases to control the extension of the electric coupler 21.
The main air duct 11 communicates with the first chamber 221 or the second chamber 222 of the first air cylinder 22 through the first switching valve 23. The first switching valve 23 switches the air path communication between the main air duct 11 and the first chamber 221 or the second chamber 222 to control the operation of the first air cylinder 22, thereby realizing the retraction or extension of the electric coupler 21. The first switching valve 23 has a first control end 231, and the first control end 231 is communicated with the second switching valve 24, specifically, the first control end 231 is communicated with the second switching valve 24 through the or valve 25.
Preferably, the first switching valve 23 is a two-position five-way valve. The two-position five-way valve has a first control end 231, a first air inlet, a first air outlet, a second air outlet and a second air outlet. The first control terminal 231 has a first state and a second state. The second switching valve 24 communicates with the first control end 231, and controls the first state and the second state of the first control end 231. The first air inlet is communicated with the main air pipe 11. Further, the first air inlet is communicated with the main air duct 11 through the stop valve 26, and the on-off of the first air inlet and the main air duct 11 can be controlled by manually controlling the stop valve 26. The first outlet is in communication with the first chamber 221, and the second outlet is in communication with the second chamber 222.
Referring to fig. 2, when the second switching valve 24 vents the first control end 231, the first control end 231 of the first switching valve 23 is in the first state. At the moment, the first air outlet is communicated with the first air inlet, and the second air outlet is communicated with the second air outlet. The air in the main air duct 11 enters the first chamber 221 through the first air inlet and the first air outlet, the air in the second chamber 222 enters the outside through the second air outlet and the second air outlet, and the air in the first chamber 221 pushes the electric coupler 21 to be retracted. When the ventilation of the second switching valve 24 to the first control end 231 is cut off, the first control end 231 of the first switching valve 23 is in the second state. At the moment, the second air outlet is communicated with the first air inlet, and the first air outlet is communicated with the first exhaust port. The air in the main air duct 11 enters the second chamber 222 through the first air inlet and the second air outlet, the air in the first chamber 221 is discharged to the outside through the first air outlet and the first exhaust port, and the air in the second chamber 222 pushes the electric coupler 21 to extend out.
The second switching valve 24 is used to control the air passage communication state of the first switching valve 23. The main duct 11 is connected to the first control end 231 or the outside through a second switching valve 24, the second switching valve 24 has a second control end 241, and the second control end 241 is connected to the front end 121. When the front end 121 is in the coupling state, the second control end 241 is not actuated, and the first control end 231 is communicated with the main duct 11, so that the first control end 231 is in the first state. When the front end 121 is in a wind state during connection, the second control end 241 is actuated, the second switching valve 24 switches the air passage, and the first control end 231 is communicated with the outside, so that the first control end 231 is in the second state.
Preferably, the second switching valve 24 is a first two-position three-way valve. The first two-position three-way valve is provided with a second control end 241, a second air inlet, a third air outlet and a third air outlet. The second control terminal 241 is in communication with the front end 121, and the second control terminal 241 has a third state and a fourth state. The second air inlet is communicated with the main air pipe 11. The third air outlet is communicated with the first control end 231, specifically, the third air outlet is communicated with the first control end 231 through an or valve 25.
When the front end 121 is in the wind-free state, the second control end 241 does not operate, and the second control end 241 is in the third state. The third air outlet is communicated with the second air inlet, and the air of the main air duct 11 acts on the first control end 231 through the second air inlet and the third air outlet, so that the first control end 231 is in the first state. When the front end 121 is in a wind state during the connection, the second control terminal 241 operates, and the second control terminal 241 is in the fourth state. The third air outlet is communicated with the third air outlet, and no wind acts on the first control end 231, so that the first control end 231 is in the second state.
In order to simultaneously realize the uncoupling function of the electric coupler and maintain the state of waiting coupling, the automatic control system of the coupler provided by the embodiment further comprises an or valve 25 in the electric coupler control assembly 2. Referring to fig. 2, the or valve 25 communicates with the first control port 231 to control the state of the first control port 231. Specifically, one end of the valve 25 is communicated with the third air outlet of the second switching valve 24, or the other end of the valve 25 is communicated with the unhooking air duct assembly 3. When the main air duct 11 is in the connected state, the second control end 241 of the second switching valve 24 is in the third state, the third air outlet is communicated with the second air inlet, and air in the main air duct 11 enters one end of the or valve 25 through the second air inlet and the third air outlet; at this time, if there is no wind in the uncoupling wind pipe assembly 3 or there is no wind at the other end of the valve 25, the first control end 231 is in the first state, and the retracted state of the electric coupler 21 is maintained. When the air conditioner is connected, the second control end 241 of the second switching valve 24 is in the fourth state, the third air outlet is communicated with the third air outlet, and then no air exists at one end of the valve 25; at this time, if there is no wind in the uncoupling wind pipe assembly 3 or there is no wind at the other end of the valve 25, the first control end 231 is in the second state, so that the electric coupler 21 is extended to couple. When unhooking, wind is blown into the unhooking wind pipe assembly 3, and then wind is blown to the other end of the valve 25; the front end 121 is windless, the second switching valve 24 is in the third state, the third air outlet is communicated with the second air inlet, the air in the main air duct 11 enters one end of the or valve 25 through the second air inlet and the third air outlet, or one end of the or valve 25 is windy, and the first control end 231 is in the first state, so that the electric coupler 21 is retracted, and the uncoupling function is realized.
Preferably, the valve 25 is a shuttle valve having a third air inlet, a fourth air inlet and a fourth air outlet. The third air inlet is communicated with the third air outlet of the second switching valve 24, the fourth air inlet is communicated with the unhooking air pipe assembly 3, and the fourth air outlet is communicated with the first control end 231.
The uncoupling air pipe assembly 3 provides uncoupling air for the automatic coupler control system provided by the embodiment. Referring to fig. 2, the unhooking air duct assembly 3 includes an unhooking air duct 31, an unhooking air duct connector 32, an unhooking control valve 33, and a check valve 34. The unhooking air duct 31 is communicated with the main air duct 11 through an unhooking control valve 33 (not shown in the drawings), and the on-off of the main air duct 11 and the unhooking air duct 31 is controlled by controlling the unhooking control valve 33. The unhooking air pipe connector 32 is connected with the unhooking air pipe 31, in particular, the unhooking air pipe connector 32 is connected with the front end 121 of the unhooking air pipe 31, and when the unhooking air pipe connector 32 is connected with the air pipe connector 32 of another locomotive or vehicle, the unhooking air pipe connector 32 is butted with the air pipe connector 32 of the other locomotive or vehicle. The unhooking air pipe 31 is also provided with a one-way valve 34 to avoid air backflow in the unhooking air pipe 31. Especially when the mechanical coupler is a single-hook uncoupling coupler, the check valve 34 can prevent the wind in the other uncoupling air pipe 31 from entering the delay assembly 43 through the uncoupling air pipe connector 32 and further entering the second air cylinder 42, so that the mechanical coupler 41 and the other mechanical coupler connected with the mechanical coupler are simultaneously uncoupled, and the uncoupling cannot be realized.
The mechanical coupler control assembly 4 is used to control the extension and retraction of the mechanical coupler. Referring to fig. 2, the mechanical coupler control assembly 4 includes a mechanical coupler 41 and a second cylinder 42. The mechanical coupler 41 is in transmission connection with a second cylinder 42, and the second cylinder 42 is communicated with the unhooking air pipe 31. When the hook is unhooked, the wind in the unhooking air pipe 31 enters the second air cylinder 42 to control the mechanical coupler 41 to retract.
When the locomotive and the vehicle or the vehicle and the vehicle of the rail train are coupled, the locomotive and the vehicle or the vehicle and the vehicle can cause the problem of inconsistent coupler height due to air springs and other reasons. When uncoupling, the electric coupler and the mechanical coupler are uncoupled at the same time, and if the mechanical coupler is uncoupled first, the electric coupler is blocked easily. The existing automatic control system of the coupler realizes the function that the electric coupler is withdrawn before the mechanical coupler by arranging a throttle valve on a gas circuit. However, the throttle valve can generate a pressure drop, so that the pressure of the gas entering the uncoupling cylinder (corresponding to the second cylinder 42 in the embodiment) is reduced, and the uncoupling force applied to the mechanical coupler by the uncoupling cylinder is reduced, so that the mechanical coupler cannot be retracted.
In order to further solve the above problem, in the automatic coupler control system according to the present embodiment, the mechanical coupler control assembly 4 further includes a delay assembly 43. Specifically, referring to fig. 2, a delay assembly 43 is disposed on the air inlet line of the second cylinder 42, so as to directly delay the operation of the second cylinder 42, further delaying the retraction of the mechanical coupler, and preventing the electrical coupler from being stuck during the retraction. More specifically, the delay assembly 43 includes an air tank 431, a third switching valve 432, and a check throttle 433. The air storage tank 431 is communicated with the unhooking air pipe 31, and specifically, the air storage tank 431 is communicated with the unhooking air pipe 31 through a one-way throttle valve 433. The one-way throttle valve 433 can adjust the flow rate of the air entering the air storage tank 431 from the unhooking air pipe 31, so as to adjust the time of the air storage tank 431 reaching the preset pressure, and further adjust the delay time of the retraction of the mechanical coupler 41. Meanwhile, the air in the air storage tank 431 can enter the unhooking air pipe 31 through the one-way throttle valve 433 and be discharged.
The third switching valve 432 has a third control end 4321, the air tank 431 is communicated with the third control end 4321, and the second air cylinder 42 is communicated with the unhooking air pipe 31 or the outside through the third switching valve 432. When the uncoupling operation is performed, the uncoupling air pipe 31 is ventilated, air of the uncoupling air pipe 31 enters the air storage tank 431, air pressure in the air storage tank 431 is gradually increased until a preset pressure value is reached, and the air can act on the third control end 4321, so that the third switching valve 432 is reversed, the uncoupling air pipe 31 is communicated with the second air cylinder 42, the air in the uncoupling air pipe 31 enters the second air cylinder 42, the mechanical coupler 41 is controlled to be retracted, the retraction process of the mechanical coupler 41 is prolonged, and the electrical coupler 21 is retracted before the mechanical coupler 41. The mechanical coupler 41 is delayed to be withdrawn, so that the heights of the two couplers are consistent in the process of withdrawing the electric coupler 21, and the electric coupler 21 is prevented from being blocked. According to the automatic control system for the coupler provided by the embodiment, the delay assembly 43 does not generate pressure drop, so that the pressure introduced into the second cylinder 42 is ensured, the uncoupling force is large enough, the mechanical coupler 41 can be retracted, and the reliability of the automatic control system for the coupler provided by the embodiment is further improved.
Preferably, the third switching valve 432 is a second two-position three-way valve. The second two-position three-way valve has a third control end 4321, a fifth air inlet, a fifth air outlet and a fifth air outlet. The third control port 4321 is in communication with the reservoir 431, and the third control port 4321 has a fifth state and a sixth state. The fifth air inlet is communicated with the unhooking air pipe 31, and the fifth air outlet is communicated with the second air cylinder 42. When the mechanical coupler 41 is unhooked, wind is blown from the unhooking air pipe 31, the wind in the unhooking air pipe 31 further acts on the third control end 4321 after passing through the air storage tank 431, the third control end 4321 is in a fifth state, the fifth air outlet is communicated with the fifth air inlet, the wind in the unhooking air pipe 31 enters the second air cylinder 42 through the fifth air inlet and the fifth air outlet, and the mechanical coupler 41 is controlled to be retracted; after the uncoupling is completed, no air exists in the uncoupling air pipe 31, the air in the air storage tank 431 is discharged through the uncoupling air pipe 31 through the one-way throttle valve 433, the third control end 4321 is in the sixth state, the fifth air outlet is communicated with the fifth air outlet, the air in the second air cylinder 42 is discharged through the fifth air outlet, and the mechanical coupler 41 is restored to the state to be connected and hung.
The embodiment also provides a rail train, which comprises the automatic control system for the coupler provided by the embodiment.
In order to facilitate understanding of the technical solution of the present invention, the working process of the coupler control system provided in this embodiment is further described below.
When the main duct connector 12 is in the connected state, if the front end 121 of the main duct connector 12 is dry, the second control end 241 of the second switching valve 24 is not actuated, the second control end 241 is in the third state, and the air in the main duct 11 enters the third air inlet of the valve 25 through the third air outlet via the second air inlet of the second switching valve 24; at this time, there is no wind in the unhooking air pipe 31 or the fourth air inlet of the valve 25. The wind of the third wind inlet acts on the first control end 231 of the first switching valve 23 through the fourth wind outlet. The first control end 231 is in the first state, the air in the main air duct 11 enters the first chamber 221 of the first air cylinder 22 through the first air inlet via the first air outlet, the pressure in the first chamber 221 is increased, and the air in the second chamber 222 is exhausted through the second air outlet and the second air outlet, so that the electric coupler 21 is kept in the retracted state.
When the two main air pipe connectors 12 are connected, the main air pipe connector 12 is communicated with the other main air pipe connector 12, and the front end 121 is provided with air, so that the second control end 241 of the second switching valve 24 has pressure, the second control end 241 is in a fourth state, the third air outlet is communicated with the outside through a third air outlet, or the third air inlet of the valve 25 is provided with no air; at this time, there is no wind in the unhooking air pipe 31 or the fourth air inlet of the valve 25. And then the fourth air outlet of the valve 25 is empty, the first control end 231 of the first switching valve 23 is in the second state, the air in the main air duct 11 enters the second chamber 222 of the first air cylinder 22 through the first air inlet and the second air outlet, the pressure in the second chamber 222 is increased, and the air in the first chamber 221 is exhausted through the first air outlet and the first air outlet, so that the electric coupler 21 is extended out to perform coupling operation.
When unhooking, the unhooking control valve 33 is controlled to ventilate the unhooking air pipe 31. The wind in the unhooking air pipe 31 acts on the fourth air inlet of the or valve 25, and acts on the first control end 231 of the first switching valve 23 through the fourth air outlet, the first control end 231 is in the first state, the wind in the main air pipe 11 enters the first chamber 221 of the first air cylinder 22 through the first air inlet and the first air outlet, the pressure in the first chamber 221 is increased, and the wind in the second chamber 222 is exhausted through the second air outlet and the second air outlet, so that the electric coupler 21 is retracted. At this time, the air in the unhooking air pipe 31 enters the air storage tank 431 through the one-way throttle valve 433, the pressure in the air storage tank 431 is gradually increased until reaching a predetermined pressure value, the air acts on the third control end 4321 of the third switching valve 432, the third control end 4321 is in a fifth state, the air in the unhooking air pipe 31 enters the second air cylinder 42 through the fifth air inlet of the third switching valve 432 and the fifth air outlet, so that the second air cylinder 42 is controlled to delay the unhooking, the mechanical coupler 41 is further controlled to delay the unhooking relative to the electrical coupler 21, and the delay time can be adjusted through the one-way throttle valve 433. After the unhooking is completed, the air in the unhooking air pipe 31 is discharged. The air in the air storage tank 431 is exhausted through the unhooking air pipe 31 through the one-way throttle valve 433, the third control end 4321 of the third switching valve 432 is in a sixth state, the fifth air outlet is communicated with the fifth air outlet, the air in the second air cylinder 42 is exhausted through the fifth air outlet, and the mechanical coupler 41 is restored to a state to be coupled.
Claims (12)
1. A coupler automatic control system is characterized by comprising:
a main duct assembly, the main duct assembly comprising:
a main air duct;
a main duct connector having a front end and a rear end, the rear end in communication with the main duct;
an electrical coupler control assembly, the electrical coupler control assembly comprising:
an electrical coupler;
a first cylinder, the first cylinder being in driving communication with the electrical coupler, the first cylinder having a first chamber and a second chamber, the first chamber controlling retraction of the electrical coupler and the second chamber controlling extension of the electrical coupler;
the main air pipe is communicated with the first chamber or the second chamber through the first switching valve, and the first switching valve is provided with a first control end;
and the main air pipe is communicated with the first control end or the outside through the second switching valve, the second switching valve is provided with a second control end, and the second control end is communicated with the front end.
2. The automatic coupler control system of claim 1, wherein the first switching valve is a two-position, five-way valve having:
a first control end, the first control end being in communication with the second switching valve, the first control end having a first state and a second state;
the first air inlet is communicated with the main air pipe;
the first air outlet is communicated with the first cavity;
a first exhaust port;
a second air outlet in communication with the second chamber;
a second air outlet;
when the first control end is in a first state, the first air inlet is communicated with the first air outlet, and the second air outlet is communicated with the second air outlet; when the first control end is in the second state, the first air inlet is communicated with the second air outlet, and the first air outlet is communicated with the first exhaust port.
3. The automatic coupler control system of claim 1, wherein the second switching valve is a first two-position, three-way valve having:
a second control end, said second control end being in communication with said front end, said second control end having a third state and a fourth state;
the second air inlet is communicated with the main air pipe;
the third air outlet is communicated with the first control end;
a third air outlet;
when the second control end is in a third state, the third air outlet is communicated with the second air inlet; and when the second control end is in a fourth state, the third air outlet is communicated with the third air outlet.
4. The automatic coupler control system of claim 1, further comprising an un-hooking air duct assembly, the un-hooking air duct assembly comprising:
unhooking the air pipe;
the electrical coupler control assembly further comprises:
the OR valve is communicated with the first control end and communicated with the second switching valve and the unhooking air pipe.
5. The automatic coupler control system of claim 4, wherein the OR valve is a shuttle valve having:
the third air inlet is communicated with the second switching valve;
the fourth air inlet is communicated with the unhooking air pipe;
and the fourth air outlet is communicated with the first control end.
6. The automatic coupler control system of claim 4, further comprising a mechanical coupler control assembly, the mechanical coupler control assembly comprising:
a mechanical coupler;
and the second cylinder is communicated with the unhooking air pipe, and the mechanical coupler is in transmission connection with the second cylinder.
7. The automatic coupler control system of claim 6, wherein the mechanical coupler control assembly further comprises a delay assembly, the delay assembly comprising:
the air storage tank is communicated with the unhooking air pipe;
and the third switching valve is provided with a third control end, the air storage tank is communicated with the third control end, and the second air cylinder is communicated with the unhooking air pipe or the outside through the third switching valve.
8. The automatic coupler control system of claim 7, wherein the third switching valve is a second two-position three-way valve having:
a third control end, the third control end being in communication with the air reservoir, the third control end having a fifth state and a sixth state;
the fifth air inlet is communicated with the unhooking air pipe;
the fifth air outlet is communicated with the second air cylinder;
a fifth air outlet;
when the third control end is in a fifth state, the fifth air outlet is communicated with the fifth air inlet; and when the third control end is in a sixth state, the fifth air outlet is communicated with the fifth air outlet.
9. The automatic coupler control system of claim 7, wherein the delay assembly further comprises:
and the air storage tank is communicated with the unhooking air pipe through the one-way throttle valve.
10. The automatic coupler control system of claim 4, wherein the un-hooking air duct assembly further comprises:
and the one-way valve is connected to the unhooking air pipe.
11. The automatic coupler control system of claim 1, wherein the electrical coupler control assembly further comprises:
and the main air pipe is communicated with the first switching valve through the stop valve.
12. A rail train, characterized by comprising the automatic control system of the coupler as claimed in any one of claims 1 to 11.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010831467.6A CN111845835B (en) | 2020-08-18 | 2020-08-18 | Car coupler automatic control system and rail train |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010831467.6A CN111845835B (en) | 2020-08-18 | 2020-08-18 | Car coupler automatic control system and rail train |
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| CN111845835B CN111845835B (en) | 2024-05-31 |
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| CN112874568A (en) * | 2021-02-04 | 2021-06-01 | 中车青岛四方车辆研究所有限公司 | Automatic control system for car coupler |
| CN114275001A (en) * | 2020-12-18 | 2022-04-05 | 冯思远 | Automatic stepless adjusting device for coupler position of railway locomotive car coupler |
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