CN211543555U - Auxiliary pneumatic control system for maglev train - Google Patents
Auxiliary pneumatic control system for maglev train Download PDFInfo
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- CN211543555U CN211543555U CN201922490555.XU CN201922490555U CN211543555U CN 211543555 U CN211543555 U CN 211543555U CN 201922490555 U CN201922490555 U CN 201922490555U CN 211543555 U CN211543555 U CN 211543555U
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Abstract
The utility model discloses an auxiliary pneumatic control system for maglev train, including first gas circuit and second gas circuit, first gas circuit is used for intercommunication total tuber pipe and air spring suspension gas circuit, and the second gas circuit includes first air spring pressure feedback mouth test connection and second air spring pressure feedback mouth test connection that is used for gathering air spring suspension gas circuit feedback pressure, and first air spring pressure feedback mouth test connection and second air spring pressure feedback mouth test connection are connected with the guide's of averaging valve gas circuit that admits air, and averaging valve's gas outlet end has set gradually averaging valve export pressure sensor, shuttle valve, first two-position two-way solenoid directional valve and empty and heavy vehicle valve; the second air path further comprises a two-position three-way air control valve and a second plug valve, the second plug valve is used for achieving communication of the second air path and the main air pipe, and the two-position three-way air control valve is arranged at the rear end of the second plug valve and connected with the air path where the shuttle valve is located. The utility model provides a current emergency braking lead to strikeing great, the unable real problem that reflects the train braking demand of braking force.
Description
Technical Field
The utility model relates to a maglev train braking technical field, concretely relates to supplementary pneumatic control system for maglev train.
Background
The existing mechanical braking of the maglev train adopts a braking system of pure hydraulic braking, and during emergency braking, the emergency braking force can not change along with the change of train load, namely, no load compensation is available. The excessive deceleration generated during emergency braking results in large impact and poor passenger comfort, and causes certain damage to the train. Meanwhile, when the load of the vehicle is uneven, the braking force cannot truly reflect the braking requirement of the train.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide an auxiliary pneumatic control system for a maglev train, which solves the problems that the emergency braking working condition of the existing maglev train has no load compensation and the impact is larger when the train is emergently braked; when the vehicle load is uneven, the braking force can not truly reflect the braking demand of the train, and the like.
The utility model discloses a following technical scheme realizes:
an auxiliary pneumatic control system for a maglev train comprises a first air path and a second air path, wherein the first air path is used for communicating a main air pipe and an air spring suspension air path, and can realize air supply to the air spring suspension system, start and stop control of an air compressor and control of triggering and relieving emergency braking; the second air path comprises a first air spring pressure feedback port test connector and a second air spring pressure feedback port test connector which are used for collecting air spring suspension air path feedback pressure, the first air spring pressure feedback port test connector and the second air spring pressure feedback port test connector are connected with a pilot air inlet air path of the averaging valve, and an air outlet end of the averaging valve is sequentially provided with an averaging valve outlet pressure sensor, a shuttle valve, a first two-position two-way electromagnetic reversing valve and an air-load vehicle valve; the second gas circuit further comprises a two-position three-way gas control valve and a second cock, the second cock is used for achieving communication of the second gas circuit and the main air pipe, and the two-position three-way gas control valve is arranged at the rear end of the second cock and connected with gas ports 1 and 3 of the gas circuit where the shuttle valve is located.
Electronic control component and gas circuit control element be prior art, the utility model discloses a conceive of the design lie in with current electronic control component and gas circuit control element through the modularization setting integration on the gas circuit integrated board, connect through the air flue of gas circuit integrated board between each component for realize maglev train's supplementary pneumatic control. Specifically, the method comprises the following steps:
average valve can carry out the arithmetic mean to the feedback pressure who comes from left and right empty spring, and average back output average pressure, electronic brake control unit gathers this average pressure and is used for the calculation of vehicle brake force when service brake and quick braking to guarantee that the vehicle when the load is uneven, brake force also can truly reflect the braking demand. During emergency braking, the pilot pressure generated by the empty/heavy vehicle valve is controlled to correspond to the vehicle load.
The empty and heavy vehicle valve can automatically adjust the pressure output by the average valve along with the change of the vehicle load during emergency braking, the pressure is used as the pilot pressure of the pilot type pneumatic control pressure reducing valve in the hydraulic brake control unit to control the pressure output of the pilot type pneumatic control pressure reducing valve, so that the pressure output by the pilot type pneumatic control pressure reducing valve is ensured to change along with the change of the vehicle load, and the vehicle load compensation during emergency braking is realized.
To sum up, the utility model has the advantages that the second gas circuit is arranged, the average valve and the empty and heavy vehicle valve are arranged in the second gas circuit, and the average valve ensures that the braking force can truly reflect the braking demand when the load of the vehicle is uneven; during emergency braking, controlling the pre-control pressure formed by the empty and heavy vehicle valves to correspond to the vehicle load; the empty and heavy vehicle valve realizes the load compensation of the vehicle during emergency braking, thus the utility model solves the problem that the existing maglev train has no load compensation under the emergency braking condition, and the impact is larger during the emergency braking of the train; when the vehicle load is uneven, the braking force can not truly reflect the braking demand of the train, and the like.
Meanwhile, the utility model adopts the modular design, has complete functions, high integration level and light weight, solves the problems of the modular design and installation of the bottom of the maglev train, facilitates the later maintenance of the train and saves the cost; the method is suitable for the lightweight development requirement of the maglev train.
Furthermore, a first cock, an air compressor start-stop pressure switch, a main air pressure switch and a one-way valve are sequentially arranged on the first air path from the main air pipe to the air spring suspension air path end.
Further, the rear end of the first cock is provided with a filter.
The filter is used for filtering impurities, oil stains and moisture in the compressed air from the main air pipe.
Further, a total wind pressure sensor and a total wind pressure testing joint are further arranged on the first air path.
Furthermore, a first pressure reducing valve and a first pressure reducing valve outlet testing connector are arranged at the rear end of the one-way valve on the first air path.
Further, the rear end of the averaging valve is provided with an averaging valve outlet test connection.
Further, a second pressure reducing valve and a second pressure reducing valve outlet testing joint are arranged between the second plug valve and the two-position three-way pneumatic control valve.
Furthermore, the rear end of the empty and heavy vehicle valve is provided with an empty and heavy vehicle valve outlet pressure sensor and an empty and heavy vehicle valve outlet testing connector.
Further, the empty and heavy vehicle valve is also provided with a second two-position two-way electromagnetic directional valve in a matching manner.
Compared with the prior art, the utility model, following advantage and beneficial effect have:
1. the utility model has the advantages that by arranging the second gas circuit and the average valve and the empty and heavy vehicle valve in the second gas circuit, the average valve ensures that the braking force can truly reflect the braking demand when the load of the vehicle is uneven; during emergency braking, controlling the pre-control pressure formed by the empty and heavy vehicle valves to correspond to the vehicle load; the empty and heavy vehicle valve realizes vehicle load compensation during emergency braking.
2. The utility model discloses a reserve protection circuit of emergency braking in second gas circuit, promptly, when air spring pressure sharply reduces to being less than the setting lower limit value of two tee bend gas accuse valves (usually be the air spring and break this kind of extreme condition), two tee bend gas accuse valves move immediately, export a fixed pressure value and give empty heavy vehicle valve, after empty heavy vehicle valve pressure adjustment, export the pressure control hydraulic braking control unit in the formula of leading gas accuse relief pressure valve pressure output, this pressure satisfies the emergency braking demand, thereby guarantee emergency braking's validity.
3. The utility model adopts the modularized design, has complete functions, high integration level and light weight, solves the problems of the modularized design and the installation of the bottom of the maglev train, facilitates the later maintenance of the vehicle and saves the cost; the method is suitable for the lightweight development requirement of the maglev train.
Drawings
The accompanying drawings, which are included to provide a further understanding of the embodiments of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the principles of the invention. In the drawings:
FIG. 1 is a flow chart of an auxiliary pneumatic control system.
Reference numbers and corresponding part names in the drawings:
1-a first cock, 2-a filter, 3-an air compressor start-stop pressure switch, 4-a total air pressure switch, 5-a total air pressure sensor, 6-a total air pressure test joint, 7-a one-way valve, 8-a first pressure reducing valve, 9-a first pressure reducing valve outlet test joint, 10-a first air spring pressure feedback port test joint, 11-a second air spring pressure feedback port test joint, 12-an average valve, 13-an average valve outlet test joint, 14-an average valve outlet pressure sensor, 15-a shuttle valve, 16-a first two-position two-way electromagnetic directional valve, 17-a two-position three-way air control valve, 18-a second pressure reducing valve outlet test joint, 19-a second cock, 20-a second pressure reducing valve and 21-a second two-position two-way electromagnetic directional valve, 22-empty and heavy vehicle valve, 23-empty and heavy vehicle valve outlet pressure sensor and 24-empty and heavy vehicle valve outlet test connector.
Detailed Description
To make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to the following examples and drawings, and the exemplary embodiments and descriptions thereof of the present invention are only used for explaining the present invention, and are not intended as limitations of the present invention.
Example 1:
as shown in fig. 1, an auxiliary pneumatic control system for a maglev train comprises a first air path and a second air path, wherein the first air path is used for communicating a main air pipe and an air spring suspension air path, and can realize air supply to the air spring suspension system, start and stop control of the air compressor, and control of triggering and relieving emergency braking; the second air path comprises a first air spring pressure feedback port test connector 10 and a second air spring pressure feedback port test connector 11 which are used for collecting air spring suspension air path feedback pressure, the first air spring pressure feedback port test connector 10 and the second air spring pressure feedback port test connector 11 are connected with a pilot air inlet air path of an averaging valve 12, and an air outlet end of the averaging valve 12 is sequentially provided with an averaging valve outlet pressure sensor 14, an averaging valve outlet test connector 13, a shuttle valve 15, a first two-position two-way electromagnetic directional valve 16 and an air-load vehicle valve 22; the second air path further comprises a two-position three-way air control valve 17 and a second plug valve 19, the second plug valve 19 is used for realizing the communication between the second air path and the main air pipe, the two-position three-way air control valve 17 is arranged at the rear end of the second plug valve 19 and is connected with the air path where the shuttle valve 15 is located, and a second reducing valve 20 and a second reducing valve outlet test connector 18 are arranged between the second plug valve 19 and the two-position three-way air control valve 17; the rear end of the empty and heavy vehicle valve 22 is provided with an empty and heavy vehicle valve outlet pressure sensor 23 and an empty and heavy vehicle valve outlet test connector 24; the empty and heavy vehicle valve 22 is also provided with a second two-position two-way electromagnetic directional valve 21 in a matching way; the first air path is provided with a first cock 1, a filter 2, an air compressor start-stop pressure switch 3, a total air pressure switch 4, a total air pressure sensor 5, a total air pressure test connector 6, a one-way valve 7, a first pressure reducing valve 8 and a first pressure reducing valve outlet test connector 9 in sequence from the total air pipe to the air spring suspension air path end.
The auxiliary pneumatic control system described in this embodiment is composed of a plurality of electronic control elements and a plurality of air path control elements, the electronic control elements and the air path control elements are integrated on an air path integrated board, and the elements are connected with each other through an air passage of the air path integrated board.
In the embodiment, the first cock 1 realizes connection and disconnection from compressed air of a main air pipe at the end A to an air spring at the end E; the filter 2 filters impurities, oil stains and water in the compressed air; the air compressor starting and stopping pressure switch 3 controls the starting and stopping of the air compressor, when the total wind pressure is lower than the lower limit value set by the air compressor starting and stopping pressure switch, the air compressor is started, and when the total wind pressure is higher than the upper limit value set by the air compressor starting and stopping pressure switch, the air compressor is stopped; the main wind pressure switch 4 monitors the main wind pressure in real time and provides an alarm, when the main wind pressure is lower than the lower limit value set by the main wind pressure switch, a main wind alarm signal is provided for the train to trigger emergency braking, and when the main wind pressure is higher than the upper limit value set by the main wind pressure switch, the triggered emergency braking is relieved; the total wind pressure sensor 5 realizes real-time monitoring of the total wind pipe pressure; the total air pressure test joint 6 is used for testing the pressure of a total air pipe by an external pressure gauge; the one-way valve 7 realizes that compressed air can only flow in one direction and cannot flow reversely; the first pressure reducing valve 8 adjusts the air pressure of the air spring suspension air path to enable the air spring suspension air path to output a stable and fixed pressure value; the first pressure reducing valve outlet test joint 9 is used for testing the output pressure value of the first pressure reducing valve 8; the first air spring pressure feedback port test joint 10 and the second air spring pressure feedback port test joint 11 are used for testing feedback pressures on two sides of an air spring air path, the average valve 12 is used for carrying out arithmetic averaging on the feedback pressures of the left air spring and the right air spring, and a reliable unique pressure value is output after averaging. On the one hand, the average valve outlet pressure sensor 14 transmits signals to the electronic brake control unit for vehicle load calculation during service braking and rapid braking; on the other hand, the pilot pressure for controlling the pressure build-up through the empty-load valve 22 during emergency braking corresponds to the vehicle load, the mean valve outlet test connection 13 outputs the pressure at the test mean valve 12; the average valve outlet pressure sensor 14 monitors the output pressure value of the average valve 12 in real time and transmits the signal to the electronic brake control unit; the shuttle valve 15 is used for comparing the input pressure of the ports 1 and 3 of the shuttle valve, and when the input pressure of the port 1 is greater than the input pressure of the port 3, the pressure of the port 1 is output by the port 2; when the input pressure of the port 3 is greater than the input pressure of the port 1, the pressure of the port 2 is output from the port 3; the first two-position two-way electromagnetic directional valve 16 is used for controlling the on-off of the air path from the shuttle valve 15 to the empty and heavy vehicle valve 22, and when in service braking and rapid braking, the electromagnetic valve is electrified and the air path is cut off; when the emergency brake is performed, the electromagnetic valve is powered off, and the gas circuit is conducted; when the output pressure of the average valve 12 is greater than the spring set pressure of the two-position three-way pneumatic control valve 17, the input gas path of the two-position three-way pneumatic control valve 17 is closed; when the output pressure of the average valve 12 is smaller than the spring set pressure of the two-position three-way pneumatic control valve 17, the input gas path of the two-position three-way pneumatic control valve 17 is communicated; the second pressure reducing valve outlet test joint 18 is used for testing the output pressure value of the second pressure reducing valve 20; the second cock 19 realizes the connection and disconnection of the compressed air from the main air pipe at the A port end to the air passage of the second reducing valve 20; the second pressure reducing valve 20 adjusts the air pressure of the air passage of the two-position three-way air control valve 17 to output a stable and fixed pressure value; the second two-position two-way electromagnetic directional valve 21 controls the on-off of the air path from the second pressure reducing valve to the empty and heavy vehicle valve 22, and when in service braking and rapid braking, the electromagnetic valve is electrified, and the air path is cut off; when the emergency brake is performed, the electromagnetic valve is powered off, and the gas circuit is conducted; the empty and heavy vehicle valve 22 can automatically adjust the pressure output by the average valve along with the change of the vehicle load during emergency braking, the pressure is used as the pilot pressure of the pilot type pneumatic control pressure reducing valve in the hydraulic brake control unit to control the pressure output of the pilot type pneumatic control pressure reducing valve, so that the pressure output by the pilot type pneumatic control pressure reducing valve is ensured to change along with the change of the vehicle load, and the vehicle load compensation during emergency braking is realized; the empty and heavy vehicle valve outlet pressure sensor 23 monitors the pressure value of the empty and heavy vehicle valve 22 outlet in real time; empty and load valve outlet test connection 24 is used to test the pressure at the outlet of empty and load valve 22.
In this embodiment, the second air path includes three control modes:
first, service braking and quick braking: the air spring feedback pressures from ports C and D are arithmetically averaged by the averaging valve 12, and a reliable unique pressure value is output after averaging. The average valve outlet pressure sensor 14 transmits a signal to the electronic brake control unit for vehicle load calculation during service braking and quick braking, at the moment, the first two-position two-way electromagnetic directional valve 16 and the second two-position two-way electromagnetic directional valve 21 are both in a potential obtaining state, and the gas circuit in which the two-position two-way electromagnetic directional valve is located is in a closed state.
Secondly, emergency braking: the air spring feedback pressures from the ports C and D are arithmetically averaged by the averaging valve 12, and a reliable unique pressure value (which is larger than the spring set pressure value of the two-position three-way pneumatic control valve 17) is output after averaging. This output pressure is used to control the pre-control pressure developed through the empty-load valve 22 during emergency braking to correspond to the vehicle load. At this time, the first two-position two-way electromagnetic directional valve 16 and the second two-position two-way electromagnetic directional valve 21 are both at the loss of potential, and the gas paths in which the two-position two-way electromagnetic directional valves are located are in a conduction state.
Thirdly, emergency braking (extreme working condition): when the extreme phenomenon of air spring rupture or air spring located pipeline rupture occurs, the pressure fed back from the air spring C, D port is sharply reduced, when the pressure value after the arithmetic mean of the mean valve 12 is lower than the lower limit value set by the two-position three-way pneumatic control valve 17 spring, the two-position three-way pneumatic control valve 17 acts immediately, the located air path is conducted, a fixed pressure value is output and is regulated by the empty and heavy vehicle valve 22, a pilot pressure is provided for the pilot type pneumatic control pressure reducing valve in the hydraulic brake control unit, and the pilot pressure controls the pilot type pneumatic control pressure reducing valve to output emergency brake force, so that the effectiveness of emergency brake is ensured. At this time, the first two-position two-way electromagnetic directional valve 16 and the second two-position two-way electromagnetic directional valve 21 are both at the loss of potential, and the gas paths in which the two-position two-way electromagnetic directional valves are located are in a conduction state.
The above-mentioned embodiments, further detailed description of the objects, technical solutions and advantages of the present invention, it should be understood that the above description is only the embodiments of the present invention, and is not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (9)
1. An auxiliary pneumatic control system for a maglev train is characterized by comprising a first air path and a second air path, wherein the first air path is used for communicating a main air pipe and an air spring suspension air path, the second air path comprises a first air spring pressure feedback port test connector (10) and a second air spring pressure feedback port test connector (11) which are used for collecting feedback pressure of the air spring suspension air path, the first air spring pressure feedback port test connector (10) and the second air spring pressure feedback port test connector (11) are connected with a pilot air inlet air path of an averaging valve (12), and an air outlet end of the averaging valve (12) is sequentially provided with an averaging valve outlet pressure sensor (14), a shuttle valve (15), a first two-way electromagnetic directional valve (16) and an air-weight train valve (22); the second air path further comprises a two-position three-way air control valve (17) and a second cock (19), the second cock (19) is used for achieving communication of the second air path and the main air pipe, and the two-position three-way air control valve (17) is arranged at the rear end of the second cock (19) and connected with the shuttle valve (15).
2. The auxiliary pneumatic control system for the maglev train according to claim 1, wherein the first air path is provided with a first cock (1), an air compressor start-stop pressure switch (3), a main air pressure switch (4) and a one-way valve (7) in sequence from the main air pipe to the air spring suspension air path end.
3. A supplementary pneumatic control system for a maglev train according to claim 2, wherein the rear end of the first plug (1) is provided with a filter (2).
4. An auxiliary pneumatic control system for a maglev train according to claim 2, wherein a total wind pressure sensor (5) and a total wind pressure test connection (6) are further provided on the first air path.
5. An auxiliary pneumatic control system for a maglev train according to claim 2, characterized in that a first pressure reducing valve (8) and a first pressure reducing valve outlet test connection (9) are provided on the first gas path at the outlet end of the non-return valve (7).
6. An auxiliary pneumatic control system for a magnetic-levitation train as recited in claim 1, characterised in that the rear end of the averaging valve (12) is provided with an averaging valve outlet test connection (13).
7. An auxiliary pneumatic control system for a maglev train according to claim 1, characterized in that a second pressure reducing valve (20) and a second pressure reducing valve outlet test connection (18) are provided between the second plug (19) and the two-position three-way pneumatic control valve (17).
8. An auxiliary pneumatic control system for a magnetic-levitation train as recited in claim 1, wherein said empty-load train valve (22) is provided at its rear end with an empty-load train valve outlet pressure sensor (23) and an empty-load train valve outlet test connection (24).
9. An auxiliary pneumatic control system for a maglev train according to any one of claims 1-8, wherein the empty and load vehicle valve (22) is further provided with a second two-position two-way electromagnetic directional valve (21).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922490555.XU CN211543555U (en) | 2019-12-31 | 2019-12-31 | Auxiliary pneumatic control system for maglev train |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201922490555.XU CN211543555U (en) | 2019-12-31 | 2019-12-31 | Auxiliary pneumatic control system for maglev train |
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| CN211543555U true CN211543555U (en) | 2020-09-22 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113212405A (en) * | 2021-06-01 | 2021-08-06 | 中车青岛四方车辆研究所有限公司 | Locomotive backup brake device, control method thereof and locomotive |
-
2019
- 2019-12-31 CN CN201922490555.XU patent/CN211543555U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113212405A (en) * | 2021-06-01 | 2021-08-06 | 中车青岛四方车辆研究所有限公司 | Locomotive backup brake device, control method thereof and locomotive |
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| GR01 | Patent grant | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20221020 Address after: No.4 Huoju Road, hi tech Development Zone, Baoji City, Shaanxi Province 721000 Patentee after: CHINA RAILWAY BAOJI BRIDGE GROUP Co.,Ltd. Address before: 610000 China Railway Rail Transit high tech Industrial Park, NO.666, jinfenghuang Avenue, Jinniu District, Chengdu, Sichuan Province Patentee before: CHINA RAILWAY MAGLEV SCIENCE & TECHNOLOGY (CHENGDU) Co.,Ltd. Patentee before: CHINA RAILWAY HI-TECH INDUSTRY Corp.,Ltd. |
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| TR01 | Transfer of patent right |