CN113002502A - Locomotive braking system electro-pneumatic control unit with standardized module - Google Patents
Locomotive braking system electro-pneumatic control unit with standardized module Download PDFInfo
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- CN113002502A CN113002502A CN202110332260.9A CN202110332260A CN113002502A CN 113002502 A CN113002502 A CN 113002502A CN 202110332260 A CN202110332260 A CN 202110332260A CN 113002502 A CN113002502 A CN 113002502A
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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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
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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
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
- B61H11/10—Aerodynamic brakes with control flaps, e.g. spoilers, attached to the vehicles
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The application discloses locomotive braking system electricity empty control unit who possesses standardized module includes: the device comprises a train pipe control module, a brake cylinder control module, a standby control module, an air brake valve module, an auxiliary function module, an electrical interface module, a filter and an integrated gas circuit board. The train pipe control module, the brake cylinder control module and the standby control module are three core intelligent standardized modules of an electro-pneumatic control unit, the hardware composition and the internal gas circuit principle of the three modules are completely consistent, and the train pipe control module, the brake cylinder control module and the standby control module are composed of completely identical pneumatic valve parts and electronic control boards. The electric pneumatic control unit structure is convenient for later-stage maintenance; when the locomotive is in fireless loopback setting, the function of 'one key fireless' is realized, the operation is saved, and the efficiency is improved; the design of removing the rear air cylinder avoids the problems that the air cylinder is difficult to replace and the like; prevent each pressure measurement point from causing damage in application and transportation.
Description
Technical Field
The invention relates to the technical field of locomotive brake control. More specifically, the present invention relates to an electro-pneumatic control unit for a locomotive braking system with a standardized module.
Background
The locomotive brake control system is one of the most important constituent systems of a locomotive and is related to the trip safety of the locomotive, vehicles, passengers and the like. The electro-pneumatic control unit is a core component of a locomotive brake control system and can execute instructions of a brake controller, a brake display screen or other relevant systems of the locomotive to meet the requirements of brake functions. The most mainstream locomotive brake systems in the world at present mainly comprise a German Kenoel CCB II brake system, a Faveley Eurotrol brake system and a domestic CAB-A, CAB-B type brake system, electric-pneumatic control units of the locomotive brake systems mainly comprise a train pipe control module, a balance control module, an independent brake control module, a brake cylinder control module, an air brake valve module and the like, and the electric-pneumatic control units of the brake systems still have the following defects from the aspects of reliability, availability, maintainability and the like:
1. hardware components of all modules of the electric-pneumatic control unit are completely inconsistent, core intelligent modules such as a train pipe control module, a brake cylinder control module and a standby control module cannot be exchanged, and the defects exist in the aspects of maintainability and the like, so that the later-stage overhaul and maintenance of a locomotive operating unit are not facilitated;
2. at present, locomotive brake systems at home and abroad do not have the function of one-key flameless, namely all the brake systems need to operate two or more keys or plugs to realize the setting of a locomotive flameless mode, and the locomotive brake system has defects in usability;
3. when the number of pipelines is large and the air cylinders leak air or the maintenance space at the rear part of the electric pneumatic control unit is small after the brake system is installed, the air cylinders are difficult to replace and have defects in the aspects of maintainability and the like;
4. pressure measuring points of the electric pneumatic control unit are arranged on the modules and located on the outermost side of the electric pneumatic control unit, and the measuring points are easily damaged in the application and transportation processes.
Disclosure of Invention
In view of the above problems, the present invention provides an electro-pneumatic control unit of a locomotive brake system with a standardized module, comprising:
the train pipe control module is used for detecting the air charging flow of a train pipe, realizing air charging and discharging control of the train pipe through air charging and discharging control of the balance air cylinder, and realizing control of air charging/non-air charging and stage relief/primary relief of the train pipe;
the brake cylinder control module is used for responding to command signals of a large brake and a small brake of the brake controller, outputting corresponding brake cylinder pressure, automatically switching the brake cylinder pressure to a standby control module or a mechanical distribution valve for control when the electronic distribution valve fails, and realizing an electro-pneumatic interlocking function;
the standby control module is used for standby when the train pipe control module and the brake cylinder control module send faults and realizing pressure control on an average pipe in a local mode/a supplementary mode;
an air brake valve module for providing redundant brake cylinder pilot pressure control in the event of a failure of the brake cylinder control module and the backup control module, for outputting locomotive brake cylinder pilot pressure in the event of a loss of power to the locomotive, for integrating a fireless plug, and for outputting the locomotive brake cylinder pilot pressure in a fireless loopback mode;
the auxiliary function module is used for realizing the emergency air exhaust function of the train pipe, realizing that the train pipe charges air to the main air cylinder and the main air cylinder charges air to the auxiliary main air cylinder in the fireless loopback mode, and integrating a two-position three-way air control valve and a two-position two-way air control valve to assist in realizing the switching function of the local mode, the single-machine mode and the machine repairing mode;
the electric interface module is used for converting the provided direct-current power supply, providing reliable double-path redundant power supply for the system, realizing the input and output of electric signals, realizing the network communication function and recording and downloading system data;
the filter is used for filtering the air passages in the main air cylinder, the train pipe and the averaging pipe, and preventing impurities in the air passages from damaging parts on each module;
and the integrated gas circuit board is used for communicating gas circuits of the train pipe control module, the brake cylinder control module, the standby control module, the air brake valve module and the auxiliary function module.
As a further improvement of the invention, the hardware components and the internal gas circuit principle of the train pipe control module, the brake cylinder control module and the standby control module are consistent, and the three modules consist of the same pneumatic valve parts and electronic control board cards.
As a further improvement of the present invention, the train pipe control module, the brake cylinder control module and the backup control module are each provided with: the system comprises a main air filter, a pressure sensor, an inflation shrinkage plug, an inflation electromagnetic valve, an exhaust shrinkage plug, a first two-position three-way electromagnetic valve, a shrinkage plug, a second two-position three-way electromagnetic valve and a relay valve.
As a further improvement of the invention, a pre-control port, an input port, an output port and an exhaust port are arranged on the relay valve, and the input port is communicated with a main air port and used for providing total air pressure for the relay valves of the train pipe control module, the brake cylinder control module and the standby control module.
As a further improvement of the invention, the first two-position three-way electromagnetic valve and the second two-position three-way electromagnetic valve have the same model.
As a further improvement of the present invention, the air brake valve module is provided with a flameless pressure reducing valve for limiting the pressure of the working reservoir in the flameless return mode, and the flameless pressure reducing valve is provided with an air outlet which is communicated with an air inlet of the flameless plug valve.
As a further improvement of the present invention, the fireless loopback mode can be achieved by placing the fireless plug in a fireless position.
As a further improvement of the invention, a rear air cylinder between the integrated air circuit board and the brake cabinet air pipeline is removed, and the volume required by the control electromagnetic valve and the mechanical three-way valve is obtained by arranging an air channel groove in the integrated air circuit board, so that the occurrence of air leakage faults is avoided.
As a further improvement of the invention, pressure test connections are arranged on the integrated gas circuit board below the height of the individual modules in order to avoid damage to the pressure test connections by impacts during transport and in use.
As a further improvement of the present invention, the backup control module may be configured to implement module-level redundancy by either redundant brake cylinder control modules or redundant train pipe control modules.
Compared with the prior art, the invention has the following beneficial effects:
1. the locomotive brake system electro-pneumatic control unit with the standardized module is provided, the design of the standardized module is provided, three intelligent modules, namely a standby control module, a train pipe control module and a brake cylinder control module, are designed into the standardized module, and the hardware parts of the three modules are completely consistent and can be replaced mutually, so that the locomotive brake system electro-pneumatic control unit is convenient for later-stage overhaul and maintenance of a locomotive application unit;
2. when the locomotive is in fireless loopback setting, only the fireless plug door on the air brake valve module is required to be arranged at a fireless position, the pressure of a main air cylinder is not required to be discharged, the average pipe plug door at the end part of the locomotive is not required to be operated, and the conversion plug doors configured on other brake systems are not required to be rotated, so that 'one-key fireless' is realized, the operation is saved, and the fault is avoided;
3. the redundancy control system has a high redundancy design, and the standby control module can be used for redundancy of a brake cylinder control module and a train pipe control module, so that module-level redundancy is realized;
4. rear air cylinders arranged in other types of brake control systems are omitted, and the volume required by each module is formed by an internal air path of the integrated air path plate, so that the problems that the air cylinders are difficult to replace and the like due to the fact that pipelines of the brake cabinet are shielded or the space behind the electro-pneumatic control unit is small when the air cylinders leak air in the later period are solved;
5. the pressure test joints are arranged on the integrated gas circuit board, all the pressure test points are integrated in the lower right corner area of the gas circuit board, and the height of the pressure test points is lower than that of the modules, so that the pressure test joints in the transportation process and the application process can be prevented from being damaged by collision while the test is facilitated.
The details of one or more embodiments of the application are set forth in the accompanying drawings and the description below to provide a more thorough understanding of the application.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
FIG. 1 is a front view of an electro-pneumatic control unit of a locomotive brake system with a standardized module provided in an embodiment of the present invention;
FIG. 2 is a rear view of an electro-pneumatic control unit of a locomotive brake system with a standardized module provided in accordance with an embodiment of the present invention;
FIG. 3 is a schematic diagram of a train pipe control module gas path provided by an embodiment of the invention;
FIG. 4 is a schematic diagram of a brake cylinder control module gas path provided by an embodiment of the invention;
FIG. 5 is a schematic diagram of a gas path of a standby control module according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of an air brake valve module air path provided by an embodiment of the present invention;
FIG. 7 is a schematic diagram of an auxiliary function module gas circuit provided in an embodiment of the present invention;
fig. 8 is a logic diagram for implementing a one-key fireless implementation of a brake system according to an embodiment of the present invention.
Wherein: 1. a train pipe control module; 2. a brake cylinder control module; 3. a standby control module; 4. an air brake valve module; 5. an auxiliary function module; 6. an electrical interface module; 7. a filter; 8. a pressure measurement point concentrated area; 9. a total wind input port; 10. a train pipe output port; 11. a total wind filter; 12. a first total wind pressure sensor; 13. inflating and shrinking; 14. an inflation solenoid valve; 15. an exhaust solenoid valve; 16. exhausting and blocking; 17. a balanced pressure sensor; 18. a first two-position three-way electromagnetic valve; 19. shrinking and plugging; 110. a second total wind pressure sensor; 111. a second two-position three-way solenoid valve; 112. a train pipe relay valve; 22. a first train pipe pressure sensor; 27. a brake cylinder pre-control pressure sensor; 210. a brake cylinder pressure sensor; 212. a brake cylinder relay valve; 310. a mean tube pressure sensor; 312. an averaging pipe relay valve; 41. a train pipe filter; 42. a mechanical distribution valve; 43. a first two-position three-way pneumatic control valve; 44. a total wind filter; 45. an emergency relief valve; 46. a two-way valve; 47. a fireless pressure reducing valve; 48. a fireless plug door; 51. a second two-position three-way pneumatic control valve; 52. a first two-position two-way solenoid valve; 53. a second two-position two-way solenoid valve; 54. a first check valve; 55. a first two-position two-way pneumatic control valve; 56. a two-way valve; 57. a second one-way valve; 58. and the second two-position two-way air control valve.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application will be described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments provided in the present application without any inventive step are within the scope of protection of the present application.
Referring to fig. 1 and 2, the locomotive brake system electro-pneumatic control unit includes: the device comprises a train pipe control module 1, a brake cylinder control module 2, a standby control module 3, an air brake valve module 4, an auxiliary function module 5, an electrical interface module 6, a filter 7, an integrated gas circuit board, a pressure measuring point concentration area 8, a total wind input port 9 and a train pipe output port 10. Wherein, the total wind input port 9 and the train pipe output port 10 are arranged on the back of the integrated gas circuit board, and all the other modules are arranged on the front of the integrated gas circuit board. The integrated gas circuit board is internally provided with gas circuits which can communicate the gas circuits of the other 5 modules except the electric interface module 6.
Specifically, a train pipe control module 1, a brake cylinder control module 2 and a standby control module 3 are three core intelligent standardized modules of an electro-pneumatic control unit, the hardware composition and the internal gas circuit principle of the three modules are completely consistent, and the three modules are composed of identical pneumatic valve parts and electronic control boards. The standby control module 3 can be used for redundancy of the brake cylinder control module 2 and the train pipe control module 1, and module-level redundancy is achieved. Under the normal application condition, the standby control module 3 is in a non-working state, and the system is controlled by the train pipe control module 1 and the brake cylinder control module 2.
Specifically, the operation and the gas path principle of the train pipe control module 1 will be described first. The train pipe control module 1 mainly functions as follows: detecting the air charging flow of the train pipe; the air charging and exhausting control of the train pipe is further realized by controlling the air charging and exhausting of the balance air cylinder; and controlling the train pipe to supplement/not supplement wind and stage relief/primary relief. The gas circuit principle of the module is shown in fig. 3, and the module comprises a main air filter 11, a first main air pressure sensor 12, an inflation shrinkage plug 13, an inflation electromagnetic valve 14, an exhaust electromagnetic valve 15, an exhaust shrinkage plug 16, a balance pressure sensor 17, a first two-position three-way electromagnetic valve 18, a shrinkage plug 19, a second main air pressure sensor 110, a second two-position three-way electromagnetic valve 111 and a train pipe relay valve 112, wherein the gas circuit components except the electromagnetic valve and the pressure sensor are all installed inside a module valve body in an embedded mode. The total wind filter 11 is communicated with a total wind port 1 on the module and introduces the total wind into the train pipe control module 1; the first total wind pressure sensor 12 is communicated with a total wind 13 port on the module and used for monitoring the actual pressure of the total wind in real time; the air charging plug 13 is used for controlling the total air flow of the air charging electromagnetic valve 14; the inflation solenoid valve 14 and the exhaust solenoid valve 15 respond to a brake position signal of the brake controller and output proper common balanced air cylinder pressure; the exhaust plug 16 is matched with the exhaust electromagnetic valve 15 and used for balancing the air exhaust of the air cylinder; the equalizing pressure sensor 17 is used for displaying the equalizing reservoir pressure in real time; the first two-position three-way electromagnetic valve 18 is used for switching the pressure of a common equalizing air cylinder and the pressure of a standby equalizing air cylinder, and is provided with 3 air path interfaces, wherein a port a is an air inlet and is communicated with the pressure of the common equalizing air cylinder, a port c is an air inlet and is communicated with a standby equalizing pressure input port 12 on the module, the pressure of the standby equalizing air cylinder comes from the standby control module 3, and a port b is an output port and is communicated with an equalizing pressure output port 11 on the module; the plug 19 is respectively connected with a total wind 10 port (simultaneously, the 10 ports and the 13 ports are communicated in the integrated gas circuit board) and a second total wind pressure sensor 110 on the module, and the two parts are matched with the first total wind pressure sensor 12 and can be used for measuring the flow of the train pipe; the second total wind pressure sensor 110 is communicated with a total wind 9 port on the module, and simultaneously, the total wind 9 port is communicated with a total wind 6 port inside the integrated gas circuit board; the second two-position three-way electromagnetic valve 111 is in the same model as the first two-position three-way electromagnetic valve 18, and is used as an interruption valve head to be matched with an interruption valve body on the auxiliary function module to control the output of the train pipe pressure, and the interruption valve head mainly provides pre-control pressure for the interruption valve body; an input port c on the second two-position three-way electromagnetic valve 111 is communicated with an input port 4 of a train pipe relay valve on the module (simultaneously, the ports 4 are communicated with ports 5 inside the integrated gas circuit board), an input port a is communicated with an exhaust port 3 on the module, and an output port b is communicated with a blocking valve precontrol port 2 on the module; the train pipe relay valve 112 is mainly used for outputting corresponding train pipe pressure according to pressure change of the equalizing reservoir, four gas circuit interfaces are arranged on the train pipe relay valve, a port c of a pre-control port is communicated with a port 8 of equalizing pressure input on a module (meanwhile, the port 8 is communicated with a port 11 inside an integrated gas circuit board), a port S of an input port is communicated with a port 6 of total wind on the module, a port O of an output port is communicated with a port 5 of train pipe relay valve output on the module, the train pipe pressure is output from the port 5, a port E of an exhaust port is communicated with a port 7 of exhaust air on the module, and the output pressure of the relay valve can be exhausted to the atmosphere through the port 7.
In particular, this section describes the main role of the brake cylinder control module 2 and the gas path principle. The brake cylinder control module 2 mainly functions as: responding to command signals of a large brake and a small brake of a brake controller, and outputting corresponding brake cylinder pressure; when the electronic distribution valve fails, the pressure of the brake cylinder is automatically switched to the standby control module 3 or controlled by the mechanical distribution valve; and (4) realizing the air-electricity interlocking function. The gas path principle of the module is shown in fig. 4, and the hardware composition of the module is completely consistent with that of the train pipe control module 1, but the functions are not consistent. The main air filter 11 is communicated with a main air 1 port on the module and introduces the main air into the brake cylinder control module; the first train pipe pressure sensor 22 is communicated with a train pipe 13 port on the module and used for monitoring the pressure of the train pipe in real time; the air-filled plug 13 is used for controlling the total air flow input into the electromagnetic valve; the inflation solenoid valve 14 and the exhaust solenoid valve 15 respond to a brake position signal of the brake controller and output proper common electronic distribution valve pressure; the exhaust plug 16 is matched with an exhaust electromagnetic valve and used for pressure exhaust of an electronic distribution valve; the brake cylinder pre-control pressure sensor 27 is used for monitoring the pressure of a common electronic distribution valve in real time; the first two-position three-way electromagnetic valve 18 is used for switching the pressure of a common electronic distribution valve and the pressure of a standby electronic distribution valve, and is provided with 3 gas path interfaces, wherein a port a is a gas inlet and is communicated with the pressure of the common electronic distribution valve, a port c is a gas inlet and is communicated with a pressure input port 12 of the standby electronic distribution valve on the module, the pressure of the standby electronic distribution valve comes from the standby control module 3, and a port b is an output port and is communicated with a pressure output port 11 of the electronic distribution valve on the module; the shrinkage plug 19 is respectively connected with a brake cylinder pressure 10 port on the module and a brake cylinder pressure sensor 210; the brake cylinder pressure sensor 210 is also communicated with an air passage 9 port on the module (in a blocking state on the integrated air passage plate); the second two-position three-way electromagnetic valve 111 is in the same model as the first two-position three-way electromagnetic valve 18 and can be used for assisting in realizing the air-electricity interlocking function and the switching function of an electronic distribution valve and a mechanical distribution valve, an input port c on the second two-position three-way electromagnetic valve 111 is communicated with an input port 4 of the mechanical distribution valve on the module, an input port a is communicated with an input port 3 of the electronic distribution valve on the module (meanwhile, the 3 ports are communicated with 11 ports on the module through an integrated gas circuit board), and an output port b is communicated with an output port 2 of the distribution valve on the module; the brake cylinder relay valve 212 is mainly used for responding to the distribution valve pressure (when the electronic distribution valve is normally switched on, the distribution valve pressure refers to the electronic distribution valve pressure; when the locomotive is in a fireless mode or the electronic distribution valve is in a failure, the distribution valve pressure refers to the mechanical distribution valve pressure) and the maximum value of the mean pipe pressure so as to output the corresponding brake cylinder pressure, four air passages are arranged on the brake cylinder relay valve, a pilot control port c is communicated with a brake cylinder pilot control pressure input port 8 on the module (the port 8 is the maximum value of the distribution valve pressure and the mean pipe pressure), an input port S is communicated with a total air 6 port on the module, an output port O is communicated with a brake cylinder pressure 5 port on the module, the brake cylinder pressure is output from the brake cylinder pressure 5 port, and an exhaust port E is communicated with an exhaust air 7 port.
In particular, this section describes the main role of the backup control module 3 and the gas path principle. The standby control module 3 mainly functions as follows: when the train pipe control module 1 and the brake cylinder control module 2 are in failure, the two modules can be used for standby; and the pressure control of the average pipe is realized in the local/supplement mode. The gas path principle of the module is shown in fig. 5, and the hardware composition of the module is completely consistent with that of the train pipe control module 1 and the brake cylinder control module 2, but the functions of the parts are not consistent. The total wind filter 11 is communicated with a total wind 1 port on the module and introduces the total wind into the standby control module 3; the first train pipe pressure sensor 22 is communicated with a train pipe 13 port on the module and used for monitoring the pressure of a train pipe in real time, and the train pipe pressure sensor in the redundant brake cylinder control module 2; the air charging plug 13 is used for controlling the total air flow input into the air charging electromagnetic valve 14; the charging solenoid valve 14 and the discharging solenoid valve 15 are used for generating standby pressure of an equalizing air cylinder or an electronic distribution valve; the exhaust plug 16 is used for exhausting air from the exhaust electromagnetic valve 15; the brake cylinder pre-control pressure sensor 27 is used for monitoring the generated standby equalizing reservoir pressure or the standby electronic distribution valve pressure in real time; the first two-position three-way electromagnetic valve 18 is used for outputting or emptying redundant pressure generated by the charging and discharging electromagnetic valve, 3 gas circuit interfaces are arranged on the first two-position three-way electromagnetic valve, wherein the port a is a gas inlet and is communicated with standby pre-control pressure generated by the charging and discharging electromagnetic valve, the port b is an output port and is communicated with a standby pre-control pressure output port 11 on the module, the port c is a gas outlet and is communicated with a gas exhaust port 12 on the module, when the first two-position three-way electromagnetic valve 18 is powered on, the port a is communicated with the port b, and when the first two-position three-way electromagnetic valve is powered; the choke 19 is respectively connected with the averagetube pressure 10 port and the averagetube pressure sensor 310 on the module; the averaging tube pressure sensor 310 is also communicated with an air passage 9 port on the module (in a blocking state on the integrated air circuit board); the second two-position three-way electromagnetic valve 111 is of the same type as the first two-position three-way electromagnetic valve 18, is mainly matched with the second two-position three-way pneumatic control valve 51 in the auxiliary function module 5, and assists in achieving the average pipe input/removal function in the machine/machine repairing state by controlling the power on and power off of the second two-position three-way electromagnetic valve 111. An input port c on the second two-position three-way electromagnetic valve 111 is communicated with a total air 4 port on the module, an input port a is communicated with an exhaust port 3 on the module, and an output port b is communicated with an average pipe pneumatic control valve pre-control port 2 on the module; the averaging pipe relay valve 312 is mainly used for outputting corresponding averaging pipe pressure, four gas path interfaces are arranged on the averaging pipe relay valve, a pre-control port c is communicated with an input port 8 of a distribution valve on the module (communicated with a port 2 of the brake cylinder control module 2 through an integrated gas circuit board), an input port S is communicated with a total wind port 6 on the module, an output port O is communicated with an output port 5 of the averaging pipe relay valve on the module, the output pressure of the averaging pipe relay valve 312 is output from the port 5, and an exhaust port E is communicated with a port 7 on the module.
In particular, this section describes the main role of the air brake valve module 4 and the air path principle. The air brake valve module 4 mainly functions as follows: when the brake cylinder control module 2 and the standby control module 3 are in failure, redundant brake cylinder pre-control pressure control is provided; outputting the pre-control pressure of a locomotive brake cylinder when the locomotive loses power; an integrated flameless door 48; and outputting the pre-control pressure of the locomotive brake cylinder in a fireless return mode. The gas path principle of the module is shown in fig. 6, a train pipe filter 41 is communicated with a train pipe 3 port on the module, filtered train pipe pressure is introduced into an air brake valve module 4 and is communicated with a gas path port on a mechanical distribution valve 42; the mechanical distribution valve 42 is used for responding to the pressure change of the train pipe so as to output the pressure of an acting air cylinder, the pressure of the acting air cylinder can be used as the redundant pressure of the electronic distribution valve, and 3 air path interfaces are arranged on the mechanical distribution valve 42 and are respectively communicated with a working air cylinder 1 interface, an acting air cylinder 2 interface and a train pipe filter 41 of the module; the first two-position three-way pneumatic control valve 43 is an emergency switching valve, when the pressure of a train pipe is lower than 100kPa, the pressure of 450kPa generated by the emergency pressure reducing valve 45 is introduced, and the brake cylinder pressure of 450kPa is generated when a brake system is in emergency or loses power; the total wind filter 44 is communicated with a total wind 5 port on the module and introduces the filtered total wind into the air brake valve module 4; the emergency pressure reducing valve 45 is a 450kPa pressure reducing valve, the input port of the emergency pressure reducing valve is communicated with the main air filter 44, and the output port of the emergency pressure reducing valve is respectively communicated with a pressure measuring point 4 port of a first pressure reducing valve on the module and a first two-position three-way pneumatic control valve 43; two input ports of the two-way valve 46 are respectively communicated with the acting air cylinder and the first two-position three-way pneumatic control valve 43, and the maximum pressure output by the two input ports is output from the output port of the two-way valve; the pressure of the flameless reducing valve 47 is 250kPa, the flameless reducing valve is mainly used for limiting the pressure of an acting air cylinder of the flameless locomotive not to exceed 250kPa, an air inlet of the flameless reducing valve 47 is communicated with an output port of the two-way valve 46, and an air outlet of the flameless reducing valve 47 is respectively communicated with an air inlet of the flameless plug valve 48 and a pressure measuring point 6 port of a second reducing valve of the air brake valve module 4; when the locomotive brake system is set to the no-fire mode, the no-fire plug door 48 is set to the no-fire position (the port a is communicated with the port c), the brake cylinder pilot pressure not exceeding 250kPa is output to the brake cylinder relay valve 212 of the brake cylinder brake module 2, and when the locomotive brake system is not set to the no-fire mode, the no-fire plug door 48 is set to the closed position (the port b is communicated with the port c).
In particular, this section describes the main role of the auxiliary function module 5 and the air path principle. The auxiliary function module 5 mainly functions as: the emergency air exhaust function of the train pipe is realized; in a fireless return mode, the train pipe has the function of charging the main air; the main air cylinder has the function of charging air to the auxiliary main air cylinder; and a second two-position three-way pneumatic control valve 51 is integrated to assist in realizing the switching function of the modes of the machine, the single machine and the machine supplement. The air path principle of the module is shown in fig. 7, a second two-position three-way air control valve 51 is matched with a second two-position three-way electromagnetic valve 111 in a standby control module 3 to realize the control of the mean tube pressure under the local/engine repairing mode, 4 air path interfaces are arranged on the second two-position three-way air control valve, a port p is communicated with a port 1 (a port 1 is communicated with a port 2 of a standby control module 3) of a pre-control input of the mean tube air control valve on the module, a port a is communicated with a port 2 of a mean tube relay valve on the module and is used for introducing the pressure output by the mean tube relay valve 312, a port b is used for outputting the mean tube pressure; the first two-position two-way solenoid valve 52 and the second two-position two-way solenoid valve 53 are used for responding to an emergency command issued by a locomotive or generated by a braking system, and ports b of the two solenoid valves are communicated with the atmosphere; the air inlet and the air outlet of the first one-way valve 54 are respectively communicated with a total air 4 port and an auxiliary total air 5 port of the module, the main function of the first one-way valve is to introduce the total air into an auxiliary total air cylinder on the locomotive, the auxiliary total air is used for providing the total air required by valve actions for other modules, the first one-way valve 54 can prevent the auxiliary total air from flowing back, and the total air pressure of the braking system is still normal even under the condition that the pressure of the locomotive total air cylinder is too low. The air inlet and the air outlet of the first two-position two-way air control valve 55 are respectively communicated with a port 9 of the train pipe of the module and a port 6 of the exhaust, and the pre-control port C is communicated with ports a of the two-position two-way electromagnetic valves, and the pre-control port C is mainly used for being matched with the two-position two-way electromagnetic valves to quickly exhaust the pressure of the train pipe. Two air inlets of the two-way valve 56 are respectively communicated with a 7 port of a distribution valve input of the module (a 2 port of the distribution valve output of the brake cylinder control module 2 is communicated with the integrated gas path plate) and a 3 port of an averaging pipe output, an air outlet of the two-way valve 56 is communicated with a 8 port of a brake cylinder pre-control output of the module, and the two-way valve 56 is mainly used for comparing the distribution valve output with the averaging pipe pressure to obtain a larger value, and then outputting the larger value as the brake cylinder relay valve pre-control pressure. The air inlet and the air outlet of the second one-way valve 57 are respectively communicated with the port 9 of the train pipe of the module and the port 5 of the auxiliary total air, and the main function is to prevent the total air of the non-train locomotive from flowing back to the train pipe of the lead locomotive when the train is set to be in a non-train mode, so that the pressure of a brake cylinder of the non-train locomotive is prevented from being insufficient. The air inlet and the air outlet of the second two-position two-way pneumatic control valve 58 are respectively communicated with the train pipe relay valve input 10 port and the train pipe 9 port of the module, the precontrol port c port of the second two-position two-way pneumatic control valve is communicated with the blocking valve precontrol input 11 port on the module, and the second two-position two-way pneumatic control valve is mainly used as a blocking valve pneumatic control valve and matched with a second two-position three-way electromagnetic valve 111 in the train pipe control module 1 to realize the output or blocking of the train pipe pressure under the local or single mode.
Specifically, the electrical interface module 6 mainly comprises a CPU module, a CAN communication module, an MVB communication module, a power supply module, a log recording module, an I/O module, and the like, and mainly functions as: the direct-current power supply provided by the locomotive is converted (110V direct-current power supply can be converted into 24V direct-current power supply), so that reliable double-path redundant power supply is provided for the system; the input and the output of main electrical signals are realized; the network communication function is realized; the main data of the system is recorded and the system has a data downloading function.
Specifically, the filter 7 is mainly used for filtering the air paths in the total wind, the train pipe and the averaging pipe, and preventing impurities in the air paths from damaging parts on each module.
Specifically, the electro-pneumatic control unit adopts a design without a rear air cylinder, a plurality of air cylinders such as a working air cylinder and an acting air cylinder which are arranged at the back of the integrated air circuit board are removed, the volumes required by the control electromagnetic valve and the mechanical three-way valve are obtained and realized in a mode of arranging an air circuit groove (namely punching and digging) in the integrated air circuit board, and the air leakage fault of the air cylinders can be avoided. The pressure test joint of the electric-pneumatic control unit is arranged on the integrated gas circuit board and is lower than the height of each module, so that the pressure test joint in the transportation process and the application process can be prevented from being damaged by collision.
The implementation principle of "one-key fireless" is described below with reference to fig. 8: when the brake control system is set to the fireless mode, the fireless plug 48 is placed at the fireless position from the closed position only after the system is powered off, the implementation logic is as follows, and the specific air path flow direction is described as follows:
the train pipe pressure of the lead locomotive reaches the train pipe of the non-locomotive after passing through the train pipe between two trains, and then enters the electro-pneumatic control unit of the non-locomotive, and is divided into two paths inside the integrated gas circuit board:
and S1, enabling the pressure of the first train pipe to reach the port 9 of the auxiliary functional module 5, and further respectively reaching the first two-position two-way air control valve 55, the second one-way valve 57 and the second two-position two-way air control valve 58. In the power-off state, the first two-position two-way air control valve 55 and the second two-position two-way air control valve 58 cannot be turned on without the pilot pressure, and the train pipe pressure is blocked at these two positions. The train pipe pressure passing through the second check valve 57 is output through an auxiliary main reservoir 5 port of the auxiliary function module 5, then passes through the integrated gas circuit board and then reaches an auxiliary main reservoir on the locomotive, meanwhile, the pressure of the auxiliary main reservoir 5 port further reaches a main air 6 port of the brake cylinder control module 2 through the inside of the integrated gas circuit board and enters an input port S port of the brake cylinder relay valve 212 and reaches a main air 6 port of the standby control module 3 and enters an input port S port of the average pipe relay valve 312, and total air pressure is provided for the two relay valves;
s2, enabling the second train pipe pressure to enter the mechanical distribution valve 42 through a train pipe pressure 3 port of the air brake valve module 4, enabling the mechanical distribution valve 42 to output corresponding acting air cylinder pressure according to the train pipe pressure, enabling the acting air cylinder pressure to pass through a flameless pressure reducing valve 47(250kPa) and a flameless plug valve 48 arranged at a flameless position, outputting the acting air cylinder pressure from a mechanical distribution valve output 7 port of the air brake valve module 4, enabling the acting air cylinder pressure to reach a mechanical distribution valve input 4 port of the brake cylinder control module 2 after passing through the integrated gas circuit board, outputting distribution valve pressure from a distribution valve output 2 port after reaching the second two-position three-way electromagnetic valve 111, and enabling the distribution valve pressure to be divided into two paths again inside the integrated gas circuit board, wherein the two paths are as follows:
s21, the pressure of the first path distribution valve reaches a pre-control port c of the average pipe relay valve 312 through a distribution valve input port 8 of the standby control module 3, the average pipe relay valve 312 outputs the pressure of the average pipe relay valve from an average pipe relay valve pressure output port 5 of the module according to the pressure of the distribution valve, the pressure reaches an average pipe relay valve input pressure port 2 of the auxiliary function module 5 through the inside of the integrated gas circuit board, and after passing through the second two-position three-way pneumatic control valve 51, the pressure of the average pipe is output and respectively reaches an average pipe pressure port 3 of the module and one input port of the two-way valve 56;
and S22, the second path of distribution valve pressure reaches the other input port of the two-way valve 56 through the distribution valve input port 7 of the auxiliary function module 5, after the two input ports of the two-way valve 56 are relatively larger, the second path of distribution valve pressure is output from the brake cylinder pre-control output port 8 of the auxiliary function module 5 and reaches the relay valve pre-control input port 8 of the brake cylinder control module 2 through the inside of the integrated gas path plate, and the brake cylinder relay valve 212 outputs the brake cylinder pressure of the non-combustion locomotive from the brake cylinder pressure port 5 of the brake cylinder control module 2 according to the magnitude of the pre-control pressure.
According to the locomotive brake system electro-pneumatic control unit with the standardized module, the standby control module, the train pipe control module and the brake cylinder control module are designed into the standardized module, hardware parts of the three modules are completely consistent and can be replaced mutually, and later-stage maintenance of a locomotive operation unit is facilitated; when the locomotive is in fireless loopback setting, only the fireless plug door on the air brake valve module is required to be arranged at a fireless position, the pressure of a main air cylinder is not required to be discharged, the average pipe plug door at the end part of the locomotive is not required to be operated, and the conversion plug doors configured on other brake systems are not required to be rotated, so that 'one-key fireless' is realized, the operation is saved, and the fault is avoided; the redundancy control system has a high redundancy design, and the standby control module can be used for redundancy of a brake cylinder control module and a train pipe control module, so that module-level redundancy is realized; rear air cylinders arranged in other types of brake control systems are omitted, and the volume required by each module is formed by an internal air path of the integrated air path plate, so that the problems that the air cylinders are difficult to replace and the like due to the fact that pipelines of the brake cabinet are shielded or the space behind the electro-pneumatic control unit is small when the air cylinders leak air in the later period are solved; the pressure test joints are arranged on the integrated gas circuit board, all the pressure test points are integrated in the lower right corner area of the gas circuit board, and the height of the pressure test points is lower than that of the modules, so that the pressure test joints in the transportation process and the application process can be prevented from being damaged by collision while the test is facilitated.
Claims (10)
1. An electro-pneumatic control unit for a locomotive brake system having a standardized module, comprising:
the train pipe control module is used for detecting the air charging flow of a train pipe, realizing air charging and discharging control of the train pipe through air charging and discharging control of the balance air cylinder, and realizing control of air charging/non-air charging and stage relief/primary relief of the train pipe;
the brake cylinder control module is used for responding to command signals of a large brake and a small brake of the brake controller, outputting corresponding brake cylinder pressure, automatically switching the brake cylinder pressure to a standby control module or a mechanical distribution valve for control when the electronic distribution valve fails, and realizing an electro-pneumatic interlocking function;
the standby control module is used for standby when the train pipe control module and the brake cylinder control module send faults and realizing pressure control on an average pipe in a local mode/a supplementary mode;
an air brake valve module for providing redundant brake cylinder pilot pressure control in the event of a failure of the brake cylinder control module and the backup control module, for outputting locomotive brake cylinder pilot pressure in the event of a loss of power to the locomotive, for integrating a fireless plug, and for outputting the locomotive brake cylinder pilot pressure in a fireless loopback mode;
the auxiliary function module is used for realizing the emergency air exhaust function of the train pipe, realizing that the train pipe charges air to the main air cylinder and the main air cylinder charges air to the auxiliary main air cylinder in the fireless loopback mode, and integrating a two-position three-way air control valve and a two-position two-way air control valve to assist in realizing the switching function of the local mode, the single-machine mode and the machine repairing mode;
the electric interface module is used for converting the provided direct-current power supply, providing reliable double-path redundant power supply for the system, realizing the input and output of electric signals, realizing the network communication function and recording and downloading system data;
the filter is used for filtering the air passages in the main air cylinder, the train pipe and the averaging pipe, and preventing impurities in the air passages from damaging parts on each module;
and the integrated gas circuit board is used for communicating gas circuits of the train pipe control module, the brake cylinder control module, the standby control module, the air brake valve module and the auxiliary function module.
2. The locomotive brake system electro-pneumatic control unit with the standardized module of claim 1, wherein the hardware components and internal gas path principles of the train pipe control module, the brake cylinder control module and the backup control module are consistent, and three modules are composed of identical pneumatic valve type components and electronic control board cards.
3. The locomotive brake system electro-pneumatic control unit with the standardized module of claim 2, wherein the train pipe control module, the brake cylinder control module and the backup control module are each provided with: the system comprises a main air filter, a pressure sensor, an inflation shrinkage plug, an inflation electromagnetic valve, an exhaust shrinkage plug, a first two-position three-way electromagnetic valve, a shrinkage plug, a second two-position three-way electromagnetic valve and a relay valve.
4. The locomotive brake system electro-pneumatic control unit with the standardized module of claim 3, wherein the relay valve is provided with a pre-control port, an input port, an output port, and an exhaust port, the input port is communicated with a main air port for providing a total air pressure to the relay valve of the train pipe control module, the brake cylinder control module, and the backup control module.
5. The locomotive brake system electro-pneumatic control unit with normalization module of claim 3, wherein the first two-position three-way solenoid valve is of the same type as the second two-position three-way solenoid valve.
6. The locomotive brake system electro-pneumatic control unit with normalization module of claim 4, wherein the air brake valve module is provided with a flameless pressure reducing valve for limiting the active reservoir pressure in the flameless return mode, the flameless pressure reducing valve having an outlet port communicating with an inlet port of the flameless plug valve.
7. The locomotive brake system electro-pneumatic control unit with the normalization module of claim 6, wherein placing the flameless plug in the flameless position enables the flameless loopback mode.
8. The locomotive brake system electro-pneumatic control unit with the standardized module as claimed in claim 1, wherein a rear air cylinder between the integrated air circuit board and the brake cabinet air line is removed, and the volume required by the control solenoid valve and the mechanical three-way valve is obtained by arranging an air channel groove in the integrated air circuit board, so as to avoid the occurrence of air leakage fault.
9. The locomotive brake system electro-pneumatic control unit with standardized modules of claim 1, wherein pressure test connections are disposed on the integrated gas panel below the height of each module to avoid damage to the pressure test connections from impacts during transportation and use.
10. The locomotive brake system electro-pneumatic control unit with standardized modules of claim 1, wherein the backup control module may be redundant to either the brake cylinder control module or the train pipe control module for module level redundancy.
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| CN113306538A (en) * | 2021-06-25 | 2021-08-27 | 中国铁道科学研究院集团有限公司 | Brake control device for rail vehicle brake system |
| CN114261380A (en) * | 2021-12-09 | 2022-04-01 | 中车株洲电力机车有限公司 | Double-path brake output control system and method for rail transit brake |
| CN115009246A (en) * | 2022-06-29 | 2022-09-06 | 中车制动***有限公司 | Microcomputer controlled air brake device adapted to existing rail engineering vehicle brake system |
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| CN113002502B (en) | 2021-12-28 |
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