CN113895418A - Control mechanism and brake device - Google Patents
Control mechanism and brake device Download PDFInfo
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- CN113895418A CN113895418A CN202111371374.0A CN202111371374A CN113895418A CN 113895418 A CN113895418 A CN 113895418A CN 202111371374 A CN202111371374 A CN 202111371374A CN 113895418 A CN113895418 A CN 113895418A
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- 230000007246 mechanism Effects 0.000 title claims abstract description 110
- 230000000694 effects Effects 0.000 description 10
- 230000009471 action Effects 0.000 description 6
- 230000000903 blocking effect Effects 0.000 description 3
- 230000001360 synchronised effect Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
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- 230000000717 retained effect Effects 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/24—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 the fluid being gaseous
- B60T13/26—Compressed-air systems
- B60T13/36—Compressed-air systems direct, i.e. brakes applied directly by compressed air
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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
- B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
- B60T15/02—Application and release valves
- B60T15/025—Electrically controlled valves
- B60T15/027—Electrically controlled valves in pneumatic systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention relates to the field of brakes for rail transit, in particular to a control mechanism and a braking device. The control mechanism is characterized by comprising a three-way pipeline and a first air source interface; the three-way pipeline is in a three-way shape consisting of a first pipeline, a second pipeline and a third pipeline, the first pipeline and the second pipeline are respectively connected with one of valve cavities of a pair of control valves, and the control end of any one control valve is at least controlled by the same controller; the control mechanism comprises a controller, two control valves and a three-way pipeline, on one hand, compressed air can be injected into the brake mechanism, and on the other hand, compressed air in the brake mechanism can be exhausted.
Description
Technical Field
The invention relates to the field of brakes for rail transit, in particular to a control mechanism and a braking device.
Background
A bogie for rail transit (e.g., high-speed rail, motor car, train, subway, light rail, etc.) generally includes a first axle and a second axle, each of which has wheels at both ends thereof, so that a car of the rail transit runs on a rail through the wheels on the bogie.
In the process of rail transit operation, the rail transit has motion states such as static state, acceleration state, operation state and deceleration state, wherein when the rail transit is changed into the deceleration motion state, the wheels are influenced by the brake, the rotating speed of the wheels is changed from the state of being larger than zero to zero, at the moment, the carriage of the rail transit continues to move under the action of inertia, and the wheels are in a sliding state relative to the rails, so that the carriage of the rail transit forms an uncontrollable state relative to the rails, and dangerous situations are easily caused.
Since the brake of rail transit adopts a pneumatic structure, the scheme for preventing the wheel from sliding relative to the rail is that an antiskid device is additionally arranged and is matched with the brake for use, so that the wheel can be prevented from sliding relative to the rail. For example: in the prior art, a rail wheel braking antiskid device is provided, and the application numbers are: 201410660568.6, wherein the exhaust valve is used to exhaust the brake cylinder of the brake, so that when the wheel rotates at a reduced speed, the air pressure in the brake cylinder is reduced, thereby reducing the braking force of the brake on the wheel and further avoiding the rotation speed of the wheel from changing to zero.
However, in the above-described prior art, the brake and the antiskid device are operated independently, that is, the brake can only provide the braking force to the wheel, and the antiskid device can only adjust the braking force of the brake, and the brake itself does not have the antiskid function, and the antiskid device itself does not have the braking function. The reason for this is that the control function of the brake and the control function of the antiskid device are independent of each other.
Therefore, how to provide a control mechanism, thereby fusing the braking function and the anti-skid function of the rail transit in the prior art, becomes the technical problem to be solved in the prior art.
Disclosure of Invention
In order to solve the technical problem of how to provide a control mechanism so as to integrate the braking function and the anti-skidding function of rail transit in the prior art, the invention provides the control mechanism and a braking device.
In order to achieve the purpose, the invention adopts the technical scheme that:
according to one aspect of the invention, a control mechanism is provided, which comprises a three-way pipeline and a gas source first interface;
the three-way pipeline is in a three-way shape consisting of a first pipeline, a second pipeline and a third pipeline, the first pipeline and the second pipeline are respectively connected with one of valve cavities of a pair of control valves, and the control end of any one control valve is at least controlled by the same controller;
the two control valves connected to the same three-way pipeline are limited by the controller to be alternatively communicated, and the valve cavity of one control valve is connected to the first air source interface through a pipeline.
Further, the number of the three-way pipelines is set to be two;
the two three-way pipelines are respectively communicated with a valve cavity of the second control valve through extension pipelines, wherein any one extension pipeline and the third pipeline of one three-way pipeline form a three-way shape;
a control end of the second control valve is controlled by the controller.
Further, the control valve is provided as a pneumatic valve;
and electromagnetic valves are respectively arranged between any one of the pneumatic valves and the controller, wherein the control end of any one of the electromagnetic valves is electrically connected with the controller, and the valve cavity of any one of the electromagnetic valves is connected with the control end of the pneumatic valve and the second interface of the air source through pipelines.
Further, the control end of the pneumatic valve comprises a first control end and a second control end, and the connection position of the first control end and the second control end is positioned in a valve body of the pneumatic valve;
the first control end is connected with the valve cavity of one of the solenoid valves through a pipeline, and the second control end is connected with the valve cavity of the other solenoid valve through a pipeline.
Furthermore, the cross-sectional area of the first control end is a first area, the cross-sectional area of the second control end is a second area, and the first area and the second area are different.
Further, the second control valve is provided as a second pneumatic valve;
and second electromagnetic valves are respectively arranged between the second pneumatic valve and the controller, wherein the control end of the second electromagnetic valve is electrically connected with the controller, and the valve cavity of the second electromagnetic valve is connected with the control end of the pneumatic valve and the second interface of the gas source through pipelines.
Further, the control end of the second pneumatic valve comprises a third control end and a fourth control end, and the connection position of the third control end and the fourth control end is positioned in the valve body of the second pneumatic valve;
the third control end is connected to the valve cavity of the second electromagnetic valve through a pipeline, and the fourth control end is connected to the first air source interface through a pipeline.
Further, the control valve and the second control valve are respectively provided as solenoid valves;
or, the control valve is set as an electromagnetic valve, and the second control valve is set as an air-operated valve;
or, the control valve is set as a pneumatic valve, and the second control valve is set as an electromagnetic valve;
alternatively, one of the pair of control valves is provided as an electromagnetic valve, the other is provided as an air-operated valve, and the second control valve is provided as an electromagnetic valve or an air-operated valve.
According to an aspect of the present invention, there is provided a brake apparatus including a control mechanism as described above.
The technical scheme has the following advantages or beneficial effects:
the control mechanism provided by the invention can realize the injection of compressed air into the brake mechanism (equivalent to the independent pressurization of the brake by the compressed air flowing through the control mechanism in the prior art) and the evacuation of the compressed air in the brake mechanism (equivalent to the evacuation of the compressed air in the brake mechanism through an anti-skid device) through the control mechanism consisting of the controller, the two control valves and the three-way pipeline, and has the brake function of the control mechanism in the prior art and the anti-skid function in the prior art.
Drawings
Fig. 1 is a schematic structural diagram of a control mechanism provided in embodiment 1 of the present invention.
Detailed Description
Example 1:
in the embodiment, a control mechanism is provided, which includes a three-way pipeline 1 and a first air source interface 2;
the three-way pipeline 1 is in a three-way shape formed by a first pipeline 101, a second pipeline 102 and a third pipeline 103, the first pipeline 101 and the second pipeline 102 are respectively connected with one of valve cavities of a pair of control valves 4, and the control end of any one control valve 4 is at least controlled by the same controller 5;
two control valves 4 connected to the same three-way pipeline 1 are restricted to alternative conduction by a controller 5, wherein the valve cavity of one control valve 4 is connected to the first air source interface 2 through a pipeline.
For ease of understanding, a pair of control valves 4 will be described in terms of a first control valve 4 and a second control valve 4;
it will be understood by those skilled in the art that the first and second lines 101 and 102 are each connected to one of the valve chambers of the pair of control valves 4, and that: a first pipeline 101 of the same three-way pipeline 1 is connected to the valve cavity of a first control valve 4, and a second pipeline 102 of the same three-way pipeline 1 is connected to the valve cavity of a second control valve 4;
also, for ease of understanding, in the following, the control valve 4 connected to the gas source first port 2 will be described in terms of the first control valve 4.
The first port 2 of the air supply is intended to communicate with an air supply, which is to be understood as a device for generating and/or storing compressed air.
The compressed air of the air source flows into the valve cavity of the first control valve 4 through the first air source interface 2, at this time, because the two control valves 4 are restricted to be alternatively conducted by the controller 5, if the first control valve 4 is changed from a cut-off state to a conducting state, the second control valve 4 should be in a cut-off state, at this time, the compressed air flows into the first pipeline 101 after flowing through the valve cavity of the first control valve 4, the compressed air flows to the third pipeline 103 along the first pipeline 101, and the compressed air is output outwards through the third pipeline 103; in practical applications, since the third pipe 103 of the three-way pipe 1 is connected to a brake mechanism (e.g. a clamp), compressed air is filled between the three-way pipe 1 and the clamp, and a pressurized state for the brake mechanism is formed.
In practical use, if the first control valve 4 is switched from the on state to the off state, the compressed air in the three-way pipe can be brought into the following two states according to the preset control conditions of the controller 5:
the first control valve 4 and the second control valve 4 are respectively in a cut-off state, so that the compressed air injected into the three-way pipeline 1 from the air source is cut off, and the compressed air in the three-way pipeline 1 is limited in the three-way pipeline 1; in practical applications, since the third pipe 103 of the three-way pipe 1 is connected to a brake mechanism (e.g., a clamp), compressed air between the three-way pipe 1 and the brake mechanism is confined in the three-way pipe 1 and the brake mechanism, and a pressure maintaining state for the brake mechanism is formed.
The first control valve 4 is in the blocking state and the second control valve 4 is switched from the blocking state to the conducting state, so that the compressed air injected into the three-way pipe 1 by the air source is blocked and the compressed air in the third pipe 103 is exhausted through the second pipe 102 and the second control valve 4; in practical applications, since the third pipe 103 of the three-way pipe 1 is connected to the brake mechanism (e.g. a clamp), compressed air between the three-way pipe 1 and the brake mechanism can be exhausted through the second control valve 4, and thus a pressure relief state for the brake mechanism is formed.
The controller 5 adjusts the first control valve 4 and the second control valve 4, so that when the braking mechanism is in a pressurization state, the braking mechanism is used for applying braking force to the first shaft or the second shaft of the bogie, and the rotating speed of wheels connected to the first shaft or the wheels connected to the second shaft is gradually reduced, thereby forming a braking effect.
When the rotational speed of the wheel is at a critical value, for example: when the rotating speed of the wheel is changed to 0 or the rotating speed of the wheel is close to 0, the control mechanism should adjust the first control valve 4 and the second control valve 4 again to enable the brake mechanism to be in a pressure relief state, and because the braking force applied to the first shaft or the second shaft by the brake mechanism disappears, the rotating speed of the wheel connected to the first shaft or the wheel connected to the second shaft is changed from being at a critical value to gradually increasing under the inertia effect of rail traffic and the friction force between the wheel and a rail, so that the wheel is prevented from sliding relative to the rail, namely, the anti-skid effect is achieved.
In the prior art (an antiskid device for braking a railway wheel, application number: 201410660568.6), a control mechanism and the antiskid device are respectively independent control brake mechanisms (brake cylinders), namely, compressed air flowing through the control mechanism independently pressurizes the brake mechanisms, and the compressed air in the brake mechanisms is exhausted through the antiskid device; in other words, the prior art control mechanism does not have an anti-skid function, whereas the prior art anti-skid device does not have a braking function.
In this embodiment, a control mechanism composed of a controller, two control valves and a three-way pipeline is used to inject compressed air into the brake mechanism (equivalent to the compressed air flowing through the control mechanism independently pressurizes the brake in the prior art), and on the other hand, the compressed air in the brake mechanism can be exhausted (equivalent to the compressed air in the brake mechanism is exhausted through an anti-skid device).
Therefore, the control mechanism provided by the embodiment solves the technical problem that how to provide a control mechanism in the prior art so as to integrate the braking function and the anti-skidding function of the rail transit in the prior art.
Further, a first axle and a second axle are generally arranged on the bogie of the rail transit, and in order to avoid the problem that the wheels connected to the first axle and the wheels connected to the second axle are out of synchronization in braking or in anti-skid and out-of-synchronization, the following scheme is preferably adopted.
In the control mechanism of the present embodiment, the number of the three-way pipes 1 is set to two;
the two three-way pipelines 1 are respectively communicated with the valve cavity of the second control valve 6 through extension pipelines, wherein any one extension pipeline and the third pipeline 103 of one three-way pipeline 1 form a three-way shape; the control end of the second control valve 6 is controlled by the controller 5.
It will be appreciated by those skilled in the art that since the bogie is provided with one and two axles, the present embodiment provides two three-way pipes 1 for one bogie; also, when facing a plurality of bogies, a plurality of control mechanisms of the present embodiment should be provided in such a manner that one bogie matches two three-way pipes 1, that is, one control mechanism contains only two three-way pipes 1, and one control mechanism controls only one bogie.
It should be understood by those skilled in the art that two three-way pipelines 1 are arranged in one control mechanism, and a first pipeline 101 and a second pipeline 102 of any one three-way pipeline 1 are respectively connected with valve cavities of a pair of control valves 4; that is, the first pipeline 101 of the first three-way pipeline 1 is connected with the valve chamber of the first control valve 4, the second pipeline 102 of the first three-way pipeline 1 is connected with the valve chamber of the second control valve 4, the first pipeline 101 of the second three-way pipeline 1 is connected with the valve chamber of the third control valve 4, and the second pipeline 102 of the second three-way pipeline 1 is connected with the valve chamber of the fourth control valve 4.
It will be understood by those skilled in the art that a control mechanism has four control valves 4 as described above, and any one of the control valves 4 should be controlled at least by the controller 5, respectively, i.e. at least by the controller 5 controlling any one of the control valves 4 to achieve the on state or the off state.
In the above scheme, the two three-way pipelines 1 are respectively communicated with the valve cavity of the second control valve 6 through extension pipelines, so that the third pipeline 103 of the first three-way pipeline 1 is connected with the third pipeline 103 of the second three-way pipeline 1 through the extension pipelines and the valve cavity of the second control valve 6;
the second control valve 6 is controlled by the controller 5 to form a conducting state or a blocking state, wherein when the second control valve 6 is in the conducting state, the third pipeline 103 of the first three-way pipeline 1 is communicated with the third pipeline 103 of the second three-way pipeline 1; when the second control valve 6 is in the blocked state, the third line 103 of the first three-way line 1 and the third line 103 of the second three-way line 1 are blocked.
When the two three-way pipelines 1 are in a communicated state, compressed air in the first three-way pipeline 1 can be injected into the second three-way pipeline 1, and similarly, compressed air in the second three-way pipeline 1 can be injected into the first three-way pipeline 1;
when the compressed air in the two three-way pipelines 1 is mixed in the valve cavity of the second control valve 6, the air pressure balance in the two three-way pipelines 1 is realized, namely, when the compressed air in the two three-way pipelines 1 is mixed through the valve cavity of the second control valve 6, the air pressure of the compressed air in the first three-way pipeline 1 is the same as that of the compressed air in the second three-way pipeline 1;
furthermore, the air pressure of the compressed air output from the first three-way pipe 1 to the brake mechanism (first clamp) located on the one axis is the same as the air pressure of the compressed air output from the second three-way pipe 1 to the brake mechanism (second clamp) located on the two axis, thereby achieving the synchronous braking effect on the wheels connected to the one axis and the wheels connected to the two axes.
In the above scheme, when two three-way pipelines 1 are in the same state, compressed air in a brake mechanism (first clamp) in one axis can be exhausted through the third pipeline 103 of the first three-way pipeline 1 and the second control valve 6 of the first three-way pipeline 1, or through the third pipeline 103 of the first three-way pipeline 1, the extension pipeline 7, the valve cavity of the second control valve 6, the third pipeline 103 of the second three-way pipeline 1 and the fourth control valve 4 of the second three-way pipeline 1;
the compressed air in the brake mechanism (second clamp) of the second shaft can be exhausted through the third pipeline 103 of the second three-way pipeline 1 and the fourth control valve 4 of the second three-way pipeline 1, and also can be exhausted through the third pipeline 103 of the second three-way pipeline 1, the extension pipeline 7, the valve cavity of the second control valve 6, the third pipeline 103 of the first three-way pipeline 1 and the second control valve 4 of the first three-way pipeline 1;
further, the compressed air in the brake mechanism (first caliper) of the one shaft and the compressed air in the brake mechanism (second caliper) of the two shafts may be mixed in the valve chamber of the second control valve 6, so that the air pressure of the compressed air in the brake mechanism (first caliper) of the one shaft and the air pressure of the compressed air in the brake mechanism (second caliper) of the two shafts are the same, thereby achieving a synchronous anti-skid effect of the wheels connected to the one shaft and the wheels connected to the two shafts.
If one of the three-way pipes 1 fails, for example: if the first pipe 101 or the second pipe 102 of the three-way pipe 1 is blocked or one of the control valves 4 connected to the three-way pipe 1 fails, the braking mechanism on the first axis and the braking mechanism on the second axis can be simultaneously controlled by the remaining three-way pipe 1 and the second control valve 6, so that the braking mechanism on the first axis and the braking mechanism on the second axis still maintain the braking function and the anti-skid function.
If the braking force of one shaft and the braking force of two shafts need to be controlled differentially, the second control valve 6 can be controlled by the controller 5 to be kept in a cut-off state, so that the compressed air flowing through the first three-way pipe 1 can only control the braking mechanism on one shaft, and the compressed air flowing through the second three-way pipe 1 can only control the braking mechanism on two shafts.
Further, in the foregoing, the control valve 4 may be provided as various forms of the control valve 4; in the present embodiment, it is preferable that the control valve 4 is provided as a pneumatic valve;
an electromagnetic valve 8 is respectively arranged between any pneumatic valve and the controller 5, wherein the control end of any electromagnetic valve 8 is electrically connected with the controller 5, and the valve cavity of any electromagnetic valve 8 is connected with the control end of the pneumatic valve and the air source second interface 3 through a pipeline.
The pneumatic valve is adopted as the control valve 4, on one hand, the pneumatic valve is simple in structure and high in reliability (low in failure rate), on the other hand, the control end of the pneumatic valve is controlled through the inflating action and the deflating action, and the response speed of the pneumatic valve is high.
The control of the control end of the pneumatic valve is realized by applying the pressure of compressed air to the control end of the pneumatic valve; then, the compressed air applied to the control end of the pneumatic valve is further controlled by the solenoid valve 8, that is, the solenoid valve 8 is respectively connected to the air source second interface 3 and the control end of the pneumatic valve through a pipeline, when the valve cavity of the solenoid valve 8 is in a conduction state, the compressed air from the air source second interface 3 flows through the solenoid valve 8 to reach the control end of the pneumatic valve, so as to achieve the effect that the pressure of the compressed air is applied to the control end of the pneumatic valve.
The solenoid valve 8 is connected with the controller 5, so that the on state and the off state of the solenoid valve 8 are adjusted by the controller 5, and the controller 5 adjusts the on state and the off state of the pneumatic valve through the solenoid valve 8.
Further, in the present embodiment, the following air-operated valves are preferably employed as the air-operated valves:
the control end of the pneumatic valve comprises a first control end 401 and a second control end 402, and the connection position of the first control end 401 and the second control end 402 is positioned in the valve body of the pneumatic valve;
the first control end 401 is connected to the valve chamber of one of the solenoid valves 8 through a pipeline, and the second control end 402 is connected to the valve chamber of the other of the solenoid valves 8 through a pipeline.
When the first control end 401 of the pneumatic valve receives the pressure of the compressed air and the second control end 402 does not receive the pressure of the compressed air, the spool of the pneumatic valve (i.e. the connection of the spool, i.e. the first control end 401 and the second control end 402, in the valve body) generates a movement along the first control end 401 towards the second control end 402; conversely, when the second control end 402 of the pneumatic valve receives the pressure of the compressed air, but the first control end 401 does not receive the pressure of the compressed air, the spool of the pneumatic valve generates a movement along the second control end 402 toward the first control end 401; and when the first control end 401 and the second control end 402 receive the pressure of the compressed air at the same time, the valve core moves along the control end which actually generates larger kinetic energy to the control end which actually generates smaller kinetic energy.
In order to realize the control of the compressed air of the first control end 401 and the second control end 402, the solenoid valve 8 should be provided for the first control end 401 and the solenoid valve 8 should be provided for the second control end 402, respectively, so as to realize the control of the compressed air of the first control end 401 and/or the second control end 402.
By adopting the arrangement mode, when the first control end 401 and the second control end 402 are respectively subjected to the pressure of compressed air, the compressed air retained in the three-way pipeline 1 and the brake mechanism is in a pressure maintaining state; in another aspect, the compressed air trapped in the three-way pipe 1 and in the brake mechanism cannot be evacuated or further pressurized by external compressed air.
Further, in order to realize the control of the first control terminal 401 and the second control terminal 402, it is preferable to adopt the following scheme.
The cross-sectional area of the first control end 401 is a first area, the cross-sectional area of the second control end 402 is a second area, and the first area and the second area are different. Referring to fig. 1, the cross-sectional area of the first control end 401 in this embodiment is smaller than the cross-sectional area of the second control end 402. In other embodiments, the cross-sectional area of the first control end may be larger than the cross-sectional area of the second control end.
In rail transit, the air pressure of the rail transit's air supply may be considered constant or floating within a controlled interval; this makes the pressure of the compressed air obtained at the control end of any one of the pneumatic valves and the pressure of the compressed air flowing through the spool of any one of the pneumatic valves the same; therefore, only the force-bearing area of the first control end 401 and the force-bearing area of the second control end 402 of the pneumatic valve need to be changed to be different, so that the kinetic energy generated by the first control end 401 under the pressure action of the compressed air is different from the kinetic energy generated by the second control end 402 under the pressure action of the compressed air, and the control action of the first control end 401 and the second control end 402 is realized.
It should be understood that in other embodiments, the two air sources of the rail transit may be set, the pressure of the compressed air of the first air source and the pressure of the compressed air of the second air source are set to be different, and the first area of the first control end 401 and the second area of the second control end 402 of the pneumatic valve are set to be the same, so as to achieve the effect of 'the kinetic energy generated by the first control end 401 under the pressure of the compressed air is different from the kinetic energy generated by the second control end 402 under the pressure of the compressed air' as described above, but this arrangement at least brings higher economic cost to the rail transit, and the space occupied by the two air sources is larger than the space occupied by one air source.
Further, in the present embodiment, the second control valve 6 is provided as a second air-operated valve;
and second electromagnetic valves 9 are respectively arranged between the second pneumatic valve and the controller 5, wherein the control ends of the second electromagnetic valves 9 are electrically connected with the controller 5, and the valve cavities of the second electromagnetic valves 9 are connected with the control ends of the pneumatic valves and the second air source interface 3 through pipelines.
The second control valve 6 is a pneumatic valve, and the specific structure and effect of the pneumatic valve are the same as those of the pneumatic valve used in the control valve 4, and are not described herein again.
The second solenoid valve 9 for controlling the second control valve 6 is identical to the aforementioned solenoid valve 8 for controlling the control valve 4 in structure and effect, and will not be described again.
Specifically, the control end of the second pneumatic valve comprises a third control end 601 and a fourth control end 602, and the connection position of the third control end 601 and the fourth control end 602 is located in the valve body of the second pneumatic valve;
the third control end 601 is connected to the valve cavity of the second solenoid valve 9 through a pipeline, and the fourth control end 602 is connected to the first air source port 2 through a pipeline.
On the basis of all the contents, the controller 5 of the control mechanism in the embodiment can be connected with the sensor, so that the closed-loop control of the brake mechanism is realized through the sensor; the sensor may be provided as a pressure sensor for detecting the air pressure in the aforementioned brake mechanism (caliper) to feed back to the controller 5 by converting the detected air pressure into an electric signal, or a rotation speed sensor for detecting the rotation speed of the wheel to feed back to the controller 5 by converting the detected rotation speed into an electric signal.
Example 2:
in the present embodiment, a control mechanism is provided; the control mechanism of the present embodiment has the following differences from the control mechanism in the foregoing embodiment 1:
the control valve 4 and the second control valve 6 are respectively provided as solenoid valves.
Electromagnetic valves are adopted as the control valve 4 and the second control valve 6, so that the braking function and the anti-skidding function of a braking mechanism (clamp) can be realized; with respect to the foregoing embodiment 1, the control mechanism in the present embodiment saves the number of solenoid valves for controlling the air-operated valves and the second air-operated valve, and the number of valves actually employed is smaller.
The remaining structure of the control mechanism of this embodiment is the same as that of embodiment 1 except for the control valve 4 and the second control valve 6, and will not be described again.
Example 3:
in the present embodiment, a control mechanism is provided; the control mechanism of the present embodiment has the following differences from the control mechanism in the foregoing embodiment 1:
the control valve 4 is provided as an electromagnetic valve, and the second control valve 6 is provided as an air-operated valve;
the braking function and the anti-skid function for the braking mechanism (clamp) can also be realized by using the solenoid valve 8 as the control valve 4 and the second control valve 6 as a pneumatic valve; with respect to the foregoing embodiment 1, the control mechanism in the present embodiment saves the number of solenoid valves for controlling the air-operated valve, and the number of valves actually employed is smaller.
The remaining structures of the control mechanism of this embodiment are respectively the same as those of embodiment 1 except for the control valve 4, and are not described again here.
Example 4:
in the present embodiment, a control mechanism is provided; the control mechanism of the present embodiment has the following differences from the control mechanism in the foregoing embodiment 1:
the control valve 4 is provided as a pneumatic valve, and the second control valve 6 is provided as an electromagnetic valve;
the pneumatic valve is adopted as the control valve 4, and the second control valve 6 is set as an electromagnetic valve, so that the braking function and the anti-skid function of the braking mechanism (clamp) can be realized; with respect to the foregoing embodiment 1, the control mechanism in the present embodiment saves the number of solenoid valves for controlling the second air-operated valve, and the number of valves actually employed is smaller.
The remaining structures of the control mechanism of this embodiment are respectively the same as those of embodiment 1 except for the second control valve 6, and are not described again here.
Example 5:
in the present embodiment, a control mechanism is provided; the control mechanism of the present embodiment has the following differences from the control mechanism in the foregoing embodiment 1:
one of the pair of control valves 4 is provided as an electromagnetic valve, the other is provided as an air-operated valve, and the second control valve 6 is provided as an electromagnetic valve or an air-operated valve.
Wherein a part of the control valves 4 are provided as pneumatic valves, the remaining control valves 4 are provided as solenoid valves, and the second control valve 6 is provided as a solenoid valve or a pneumatic valve, and a braking function and an anti-slip function for the brake mechanism (clamp) can be also realized; with respect to the foregoing embodiment 1, the control mechanism in the present embodiment saves at least a part of the number of solenoid valves for controlling the air-operated valve, and the number of valves actually used is smaller.
The remaining structures of the control mechanism of this embodiment are respectively the same as those of embodiment 1 except for the second control valve 6, and are not described again here.
Example 6:
in the present embodiment, there is provided a brake device including the control mechanism as described in any one of embodiments 1 to 5.
The structure and effect of the control mechanism in this embodiment are the same as those of the control mechanism described in one of embodiments 1 to 5, and are not described again here.
Further, the braking device of this embodiment further includes clamps, and the third pipeline 103 of any three-way pipeline 1 is connected with the brake chamber of at least one clamp respectively.
The above description is only for the preferred embodiment of the present invention and is not intended to limit the scope of the present invention, and all equivalent structural changes made by using the contents of the present specification and the drawings, or any other related technical fields, are included in the scope of the present invention.
Claims (9)
1. The control mechanism is characterized by comprising a three-way pipeline and a first air source interface;
the three-way pipeline is in a three-way shape consisting of a first pipeline, a second pipeline and a third pipeline, the first pipeline and the second pipeline are respectively connected with one of valve cavities of a pair of control valves, and the control end of any one control valve is at least controlled by the same controller;
the two control valves connected to the same three-way pipeline are limited by the controller to be alternatively communicated, and the valve cavity of one control valve is connected to the first air source interface through a pipeline.
2. The control mechanism according to claim 1, wherein the number of the three-way pipes is set to two;
the two three-way pipelines are respectively communicated with a valve cavity of the second control valve through extension pipelines, wherein any one extension pipeline and the third pipeline of one three-way pipeline form a three-way shape;
a control end of the second control valve is controlled by the controller.
3. A control mechanism according to claim 1 or 2, wherein the control valve is provided as a pneumatic valve;
and electromagnetic valves are respectively arranged between any one of the pneumatic valves and the controller, wherein the control end of any one of the electromagnetic valves is electrically connected with the controller, and the valve cavity of any one of the electromagnetic valves is connected with the control end of the pneumatic valve and the second interface of the air source through pipelines.
4. The control mechanism of claim 3, wherein the control end of the pneumatic valve comprises a first control end and a second control end, the connection of the first control end and the second control end being located within a valve body of the pneumatic valve;
the first control end is connected with the valve cavity of one of the solenoid valves through a pipeline, and the second control end is connected with the valve cavity of the other solenoid valve through a pipeline.
5. The control mechanism of claim 4, wherein the cross-sectional area of the first control end is a first area and the cross-sectional area of the second control end is a second area, the first area and the second area being different.
6. The control mechanism of claim 2, wherein the second control valve is provided as a second pneumatic valve;
and second electromagnetic valves are respectively arranged between the second pneumatic valve and the controller, wherein the control end of the second electromagnetic valve is electrically connected with the controller, and the valve cavity of the second electromagnetic valve is connected with the control end of the pneumatic valve and the second interface of the gas source through pipelines.
7. The control mechanism of claim 6, wherein the control end of the second pneumatic valve includes a third control end and a fourth control end, a connection of the third control end and the fourth control end being located within a valve body of the second pneumatic valve;
the third control end is connected to the valve cavity of the second electromagnetic valve through a pipeline, and the fourth control end is connected to the first air source interface through a pipeline.
8. The control mechanism according to claim 2, wherein the control valve and the second control valve are provided as solenoid valves, respectively;
or, the control valve is set as an electromagnetic valve, and the second control valve is set as an air-operated valve;
or, the control valve is set as a pneumatic valve, and the second control valve is set as an electromagnetic valve;
alternatively, one of the pair of control valves is provided as an electromagnetic valve, the other is provided as an air-operated valve, and the second control valve is provided as an electromagnetic valve or an air-operated valve.
9. Braking device, characterized in that it comprises a control mechanism according to any one of claims 1 to 8.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111371374.0A CN113895418B (en) | 2021-11-18 | 2021-11-18 | Control mechanism and brake device |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111371374.0A CN113895418B (en) | 2021-11-18 | 2021-11-18 | Control mechanism and brake device |
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| CN113895418B CN113895418B (en) | 2024-07-23 |
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| CN202111371374.0A Active CN113895418B (en) | 2021-11-18 | 2021-11-18 | Control mechanism and brake device |
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Cited By (1)
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| CN113895418B (en) | 2024-07-23 |
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