CN115675563B - A non-powered return control system suitable for EMUs and locomotives and its vehicle - Google Patents
A non-powered return control system suitable for EMUs and locomotives and its vehicle Download PDFInfo
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- CN115675563B CN115675563B CN202211186696.2A CN202211186696A CN115675563B CN 115675563 B CN115675563 B CN 115675563B CN 202211186696 A CN202211186696 A CN 202211186696A CN 115675563 B CN115675563 B CN 115675563B
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Abstract
本发明公开了一种适配动车组和机车的无动力回送控制系统及其车辆，具体通过调节第一减压阀使其满足动车组动力车的制动压力需求，通过调节第二减压阀使其满足机车的制动压力需求，并同时兼顾两种无动力回送的可靠性，通过双膜板中继阀的预控压力实现了冗余控制。与现有技术相比，本发明的有益效果是：适用范围广、控制方式可靠。
The present invention discloses a non-powered return control system adapted to EMUs and locomotives and a vehicle thereof, specifically, by adjusting the first pressure reducing valve to meet the braking pressure requirement of the EMU power car, by adjusting the second pressure reducing valve to meet the braking pressure requirement of the locomotive, and taking into account the reliability of the two non-powered returns at the same time, redundant control is achieved through the pre-control pressure of the double diaphragm relay valve. Compared with the prior art, the present invention has the beneficial effects of wide application range and reliable control method.
Description
Technical Field
The invention belongs to the field of unpowered loopback control systems, and particularly relates to a unpowered loopback control system adapting to a motor train unit and a locomotive and a vehicle thereof.
Background
The maximum pressure of the brake cylinder of the locomotive is usually limited below 250kPa, and the main purpose is to prevent the brake force of the locomotive from being inconsistent with the brake force of a truck of a later group when the locomotive is braked, and generate larger impulse, and the technical requirement is continued until the locomotive and an adaptive brake system thereof are produced.
However, the newly developed power-concentrated electric car set power car needs to cancel the pressure limit of the brake cylinder due to consideration of various factors such as passenger transport, train deceleration, axle weight, trailer braking force and the like, and requires the power car to have higher reliability in unpowered loopback, so that faults in the unpowered loopback process are avoided, and the on-line application or warehouse entry maintenance of the electric car set is delayed for a long time.
The existing braking system cannot meet the requirements, so that the unpowered loopback control system is redesigned, and the unpowered loopback control system is applicable to not only the power-concentrated motor train unit power vehicle, but also the existing locomotive.
Disclosure of Invention
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 other features, objects, and advantages of the application.
The invention provides an unpowered loopback control system adapting to a motor train unit and a locomotive and a vehicle thereof, which are not only applicable to the motor train unit power vehicle, but also applicable to the existing locomotive.
The invention discloses an unpowered loopback control system adapting to a motor train unit and a locomotive, which comprises
The device comprises a brake air cylinder, an acting air cylinder, an auxiliary plug door, a first two-way valve, a double-film plate relay valve, a brake cylinder, a switching unit and an electronic distribution valve;
Wherein,
The double-diaphragm plate relay valve is provided with a first pre-control pressure port of the double-diaphragm plate relay valve and a second pre-control pressure port of the double-diaphragm plate relay valve;
The pressure after the comparison of the first pre-control pressure port of the double-diaphragm plate relay valve and the second pre-control pressure port of the double-diaphragm plate relay valve is taken to be a large value and is output to the brake cylinder;
an auxiliary stopper further comprises
The auxiliary plug valve is provided with a first air inlet which is connected with the brake air cylinder, and a first pressure reducing valve is arranged between the auxiliary plug valve and the brake air cylinder;
the first air outlet of the auxiliary plug valve is connected with the second pre-control pressure port of the double-diaphragm plate relay valve and is communicated with the first air outlet of the auxiliary plug valve or the first air inlet of the auxiliary plug valve through a switching conduction pipeline;
The first exhaust port of the auxiliary plug valve is connected with the atmosphere;
the second air inlet I of the auxiliary plug door is connected with the acting air cylinder;
The second air outlet of the auxiliary plug valve is connected with the first pre-control pressure port of the double-diaphragm plate relay valve and is communicated with the second air inlet I of the auxiliary plug valve or the second air inlet II of the auxiliary plug valve through a switching conduction pipeline;
the auxiliary plug door second air inlet II;
A first two-way valve further comprising
The first air inlet of the first two-way valve is arranged between the first pressure reducing valve and the first air inlet of the auxiliary plug valve;
The first two-way valve second air inlet is arranged between the acting cylinder and the auxiliary plug valve second air inlet I;
the first two-way valve air outlet is communicated with the second air inlet II of the auxiliary plug valve, and a second pressure reducing valve is arranged between the first two-way valve air outlet and the second air inlet II;
The pressure of the first air inlet of the first two-way valve and the pressure of the second air inlet of the first two-way valve are compared, and a large value is output from the air outlet of the first two-way valve;
the switching unit is arranged between the first pre-control pressure port of the double-diaphragm plate relay valve and the second air outlet of the auxiliary plug valve and is connected with the electronic distribution valve;
in the power-off state of the switching unit, the second air outlet of the auxiliary plug valve is communicated with the first pre-control pressure port of the double-film plate relay valve;
And in the power-on state of the switching unit, the electronic distribution valve is communicated with the first pre-control pressure port of the double-diaphragm plate relay valve.
In some embodiments, the switching unit comprises
A second two-position three-way reversing valve and a second two-position three-way electromagnetic valve;
The second two-position three-way reversing valve further comprises
The first air inlet of the second two-position three-way reversing valve is connected with the second air outlet of the auxiliary plug valve;
the second two-position three-way reversing valve air outlet is connected with the first pre-control pressure port of the double-diaphragm plate relay valve;
The second air inlet of the second two-position three-way reversing valve is connected with the electronic distribution valve;
A second two-position three-way reversing valve pre-controls the pressure port;
a second two-position three-way electromagnetic valve, further comprising
The air inlet of the second two-position three-way electromagnetic valve is connected with the brake air cylinder;
The second two-position three-way electromagnetic valve air outlet is connected with a second two-position three-way reversing valve pre-control pressure port;
the second two-position three-way electromagnetic valve exhaust port is connected with the atmosphere;
The second two-position three-way electromagnetic valve is powered off, the air outlet of the second two-position three-way electromagnetic valve is communicated with the air outlet of the second two-position three-way electromagnetic valve, and the pressure at the pre-control pressure port of the second two-position three-way reversing valve is not high, so that the first air inlet of the second two-position three-way reversing valve is communicated with the air outlet of the second two-position three-way reversing valve;
the second two-position three-way electromagnetic valve is powered on, the air inlet of the second two-position three-way electromagnetic valve is communicated with the air outlet of the second two-position three-way electromagnetic valve, and the pressure is arranged at the pre-control pressure port of the second two-position three-way reversing valve, so that the air outlet of the second two-position three-way reversing valve is communicated with the second air inlet of the second two-position three-way reversing valve.
In some embodiments, the system further comprises a train pipe of the train and a first two-position three-way reversing valve;
the first two-position three-way reversing valve further comprises
The air inlet of the first two-position three-way reversing valve is connected with the air outlet of the first pressure reducing valve;
the first two-position three-way reversing valve air outlet is connected with the first air inlet of the auxiliary plug valve and the first air inlet of the first two-way valve;
the first two-position three-way reversing valve exhaust port is connected with the atmosphere;
the first two-position three-way reversing valve pre-control pressure port is connected with a train pipe of the train;
The train pipe pressure of the train is larger than the pressure threshold value set by the pre-control pressure port of the first two-position three-way reversing valve, and the air outlet of the first two-position three-way reversing valve is communicated with the air outlet of the first two-position three-way reversing valve;
the train pipe pressure of the train is smaller than the pressure threshold value set by the pre-control pressure port of the first two-position three-way reversing valve, and the air inlet of the first two-position three-way reversing valve and the air outlet of the first two-position three-way reversing valve are communicated.
In some embodiments, further comprising a vehicle averaging manifold and a second bi-directional valve;
a second two-way valve further comprising
The second bi-directional valve first air inlet is connected with the average pipe of the train;
the second air inlet of the second two-way valve is connected with the air outlet of the second two-position three-way reversing valve;
The second bi-directional valve air outlet is connected with a first pre-control pressure port of the double-diaphragm plate relay valve;
And the pressure of the second bi-directional valve after the comparison of the first air inlet and the second air inlet of the second bi-directional valve takes a large value and is output from the air outlet of the second bi-directional valve.
In some embodiments, the train pipe of the train and the average pipe of the train are externally connected with a fire plug door;
A non-fire plug door, further comprising
The first air inlet of the fireless door is connected with a train pipe of the fireless vehicle;
The first air outlet of the non-fire-plug valve is connected with the brake air cylinder, and a one-way valve is arranged on a connecting pipeline of the first air outlet;
the second air inlet of the fireless door is connected with the average pipe of the fireless vehicle;
And the second exhaust port of the non-fire plug door is connected with the atmosphere.
In some embodiments, further comprising a working reservoir and a mechanical distribution valve;
A mechanical dispensing valve further comprising
The first interface is connected with a train pipe of the train;
The second interface is connected with the working air cylinder;
And the third interface is connected with the acting air cylinder.
In some embodiments, a reverse pilot valve is connected in parallel across the second pressure relief valve.
In some embodiments, a filter is provided on the trainline train tube.
In some embodiments, the brake device further comprises a main air cylinder, wherein the main air cylinder is connected with the brake air cylinder, and a one-way valve is arranged on a connecting pipeline of the main air cylinder.
A vehicle comprising a control system according to any one of the preceding claims.
Compared with the prior art, the invention has the following beneficial effects:
1. The invention can be applied to the unpowered returning of the power-concentrated motor train unit power vehicle (the limitation of the brake cylinder pressure below 250kPa is cancelled), and can be applied to the unpowered returning of a locomotive (the limitation of the brake cylinder pressure below 250kPa is met). When the device is suitable for the unpowered return of a locomotive, the non-fire plug door is placed in the non-fire position, and the auxiliary plug door is placed in the normal position.
2. The brake cylinder relay valve pre-control pressure control method is suitable for unpowered return of a power vehicle or a locomotive, redundant control is achieved on the pre-control pressure of the brake cylinder relay valve, brake failure caused by failure of the single brake cylinder pre-control pressure during unpowered return is prevented, and reliability of unpowered return is improved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation on the invention.
Fig. 1 is a schematic structural view of the present invention.
Description of the drawings: the train pipe 1 of the train without train, the average pipe 2 of the train without train, the fire-free valve 3, the main air cylinder 4, the brake air cylinder 5, the working air cylinder 6, the working air cylinder 7, the mechanical distribution valve 8, the first pressure reducing valve 9, the first two-position three-way reversing valve 10, the auxiliary plug valve 11, the second pressure reducing valve 12, the first two-way valve 13, the second two-position three-way reversing valve 14, the second two-way valve 15, the double-film plate relay valve 16, the brake cylinder 17, the electronic distribution valve 18, the second two-position three-way electromagnetic valve 19, the one-way valve 20, the reverse guiding valve 21, the first air inlet 301 of the fire-free valve, the first air outlet 302 of the fire-free valve, the first blocking mouth 303 of the fire-free valve, the second air inlet 304 of the fire-free valve, the second air outlet 305 of the fire-free valve, the second blocking mouth 306 of the fire-free valve, the first two-position three-way reversing valve air inlet 1001, the first two-way reversing valve air outlet 1002, the first two-way reversing valve air outlet 1003 first two-position three-way reversing valve 1004, auxiliary valve first air inlet 1101, auxiliary valve second air outlet 1102, auxiliary valve second air outlet 1104, auxiliary valve second air outlet 1105, first two-way valve second air inlet 1301, first two-way valve second two-way reversing valve third air inlet 1402, second two-way three-way reversing valve second air inlet 1403, second two-way three-way reversing valve third air inlet 1404, second two-way valve second air inlet 1501, second two-way valve second air inlet 1502, second two-way valve first two-way valve second air inlet 1601, double-diaphragm plate relay valve second pre-control pressure inlet 1602, double-diaphragm plate relay valve 1603, the double-diaphragm plate relay valve air outlet 1604, the second two-position three-way electromagnetic valve air inlet 1901, the second two-position three-way electromagnetic valve air outlet 1902 and the second two-position three-way electromagnetic valve air outlet 1903.
Detailed Description
The present invention will be described and illustrated with reference to the accompanying drawings and examples in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention. All other embodiments, which can be made by a person of ordinary skill in the art based on the embodiments provided by the present invention without making any inventive effort, are intended to fall within the scope of the present invention.
It is apparent that the drawings in the following description are only some examples or embodiments of the present invention, and it is possible for those of ordinary skill in the art to apply the present invention to other similar situations according to these drawings without inventive effort. Moreover, it should be appreciated that while such a development effort might be complex and lengthy, it would nevertheless be a routine undertaking of design, fabrication, or manufacture for those of ordinary skill having the benefit of this disclosure, and thus should not be construed as having the benefit of this disclosure.
Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the invention. The appearances of such phrases in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is to be expressly and implicitly understood by those of ordinary skill in the art that the described embodiments of the invention can be combined with other embodiments without conflict.
As shown in FIG. 1, the unpowered loopback control system for adapting motor train units and locomotives comprises a brake air cylinder 5, an acting air cylinder 7, an auxiliary plug valve 11, a first two-way valve 13, a double-diaphragm plate relay valve 16, a brake cylinder 17, a switching unit and an electronic distribution valve 18, wherein a double-diaphragm plate relay valve air inlet of the double-diaphragm plate relay valve 16 is connected with the brake air cylinder 5, a double-diaphragm plate relay valve air outlet 1604 of the double-diaphragm plate relay valve 16 is connected with the brake cylinder 17, and a double-diaphragm plate relay valve first pre-control pressure port 1601 and a double-diaphragm plate relay valve second pre-control pressure port 1602 are arranged on the double-diaphragm plate relay valve 16;
the auxiliary stopper 11 includes an auxiliary stopper first air inlet 1101, an auxiliary stopper first air outlet 1102, an auxiliary stopper first air outlet 1103, an auxiliary stopper second air inlet I1104, an auxiliary stopper second air outlet 1105, and an auxiliary stopper second air inlet II1106.
The auxiliary plug first air inlet 1101 is connected with the brake air cylinder 5, a first pressure reducing valve 9 is arranged between the auxiliary plug first air inlet 1101 and the brake air cylinder 5, and the auxiliary plug first air outlet 1102 is connected with the second pre-control pressure port 1602 of the double-film plate relay valve and is communicated with the auxiliary plug first air outlet 1103 or the auxiliary plug first air inlet 1101 through a switching conducting pipeline so as to switch air paths. The auxiliary plug first exhaust port 1103 is connected with the atmosphere, the auxiliary plug second air inlet I1104 is connected with the acting cylinder 7, the auxiliary plug second air outlet 1105 is connected with the first pre-control pressure port 1601 of the double-film plate relay valve, and is communicated with the auxiliary plug second air inlet I1104 or the auxiliary plug second air inlet II1106 through a switching conduction pipeline so as to switch air paths.
The first bi-directional valve 13 includes a first bi-directional valve first air inlet 1301, a first bi-directional valve second air inlet 1302, and a first bi-directional valve air outlet 1303.
The first bi-directional valve first air inlet 1301 is arranged between the first pressure reducing valve 9 and the auxiliary plug first air inlet 1101, the first bi-directional valve second air inlet 1302 is arranged between the acting cylinder 7 and the auxiliary plug second air inlet I1104, the first bi-directional valve air outlet 1303 is communicated with the auxiliary plug second air inlet II1106, and the second pressure reducing valve 12 is arranged between the first bi-directional valve air outlet 1303 and the auxiliary plug second air inlet II. The pressure after comparison of the first air inlet 1301 of the first two-way valve and the second air inlet 1302 of the first two-way valve takes a large value and is output from the air outlet 1303 of the first two-way valve;
The switching unit is arranged between the first pre-control pressure port 1601 of the double-film plate relay valve and the second air outlet 1105 of the auxiliary plug valve and is connected with the electronic distribution valve 18, in the power-off state of the switching unit, the second air outlet 1105 of the auxiliary plug valve is communicated with the first pre-control pressure port 1601 of the double-film plate relay valve, and in the power-on state of the switching unit, the electronic distribution valve 18 is communicated with the first pre-control pressure port 1601 of the double-film plate relay valve.
In some embodiments, the switching unit comprises a second two-position three-way reversing valve 14 and a second two-position three-way solenoid valve 19.
The second two-position three-way directional valve 14 comprises a second two-position three-way directional valve first air inlet 1401, a second two-position three-way directional valve air outlet 1402, a second two-position three-way directional valve second air inlet 1403 and a second two-position three-way directional valve pre-control pressure port 1404.
The first air inlet 1401 of the second two-position three-way reversing valve is connected with the second air outlet 1105 of the auxiliary plug, the air outlet 1402 of the second two-position three-way reversing valve is connected with the first pre-control pressure port 1601 of the double-diaphragm plate relay valve, and the second air inlet 1403 of the second two-position three-way reversing valve is connected with the electronic distribution valve 18.
The second two-position three-way solenoid valve 19 includes a second two-position three-way solenoid valve inlet 1901, a second two-position three-way solenoid valve outlet 1902, and a second two-position three-way solenoid valve outlet 1903.
The second two-position three-way electromagnetic valve air inlet 1901 is connected with the brake air cylinder 5, the second two-position three-way electromagnetic valve air outlet 1902 is connected with the second two-position three-way reversing valve pre-control pressure port 1404, and the second two-position three-way electromagnetic valve air outlet 1903 is connected with the atmosphere.
The second two-position three-way electromagnetic valve 19 is powered off, the second two-position three-way electromagnetic valve air outlet 1902 and the second two-position three-way electromagnetic valve air outlet 1903 are communicated, and the second two-position three-way reversing valve pre-control pressure port 1404 is pressureless, so that the second two-position three-way reversing valve first air inlet 1401 and the second two-position three-way reversing valve air outlet 1402 are communicated.
The second two-position three-way electromagnetic valve 19 is powered on, the second two-position three-way electromagnetic valve air inlet 1901 and the second two-position three-way electromagnetic valve air outlet 1902 are communicated, and the pressure is arranged at the second two-position three-way reversing valve pre-control pressure port 1404, so that the second two-position three-way reversing valve air outlet 1402 and the second two-position three-way reversing valve second air inlet 1403 are communicated.
In some embodiments, the train pipe 1 and the first two-position three-way reversing valve 10 are further included, the first two-position three-way reversing valve 10 further comprises a first two-position three-way reversing valve air inlet 1001, a first two-position three-way reversing valve air outlet 1002, a first two-position three-way reversing valve air outlet 1003 and a first two-position three-way reversing valve pre-control pressure port 1004, the first two-position three-way reversing valve air inlet 1001 is connected with the air outlet of the first pressure reducing valve 9, the first two-position three-way reversing valve air outlet 1002 is connected with the auxiliary plug first air inlet 1101 and the first two-way valve first air inlet 1301, the first two-position three-way reversing valve air outlet 1003 is connected with the air, the first two-position three-way reversing valve pre-control pressure port 1004 is connected with the train pipe 1, the train pipe 1 pressure is larger than a pressure threshold value set by the first two-position three-way reversing valve pre-control pressure port 1004, the train pipe 1 pressure is smaller than the first two-position three-way reversing valve pre-control pressure port set by the first two-way reversing valve air outlet 1002 and the first two-way reversing valve air outlet 1003 is conducted by the train pipe 1 pressure.
By providing the first two-position three-way reversing valve 10, an emergency boost bypass is added, so that emergency braking or highest-level service braking is implemented under normal use of the vehicle (non-fireless return mode), and besides the emergency braking pressure can be normally output by the electronic distribution valve 18, the emergency boost bypass also has pressure output, so that redundancy is realized, and the situation that the electronic distribution valve fails to cause no emergency braking cylinder pressure is prevented.
The pressure threshold value of the first two-position three-way directional valve pilot pressure port 1004 is set to 110kPa in a normal case, and the emergency boost bypass is allowed to be conducted only when the emergency braking or the highest level of service braking is performed, and in the case of the above two braking, the train pipe pressure does not exceed 100kPa, so that the switching pressure of the first two-position three-way directional valve 10 is set to 110kPa, slightly more than 100kPa, and when the train pipe 1 pressure of the train is reduced to 100kPa or less, the first two-position three-way directional valve air inlet 1001 and the first two-position three-way directional valve air outlet 1002 are conducted, and the emergency boost bypass can be put into operation.
In some embodiments, the system further comprises a vehicle averaging block 2 and a second bi-directional valve 15, the second bi-directional valve 15 further comprising a second bi-directional valve first inlet 1501, a second bi-directional valve second inlet 1502, and a second bi-directional valve outlet 1503, the second bi-directional valve first inlet 1501 being connected to the vehicle averaging block 2, the second bi-directional valve second inlet 1502 being connected to the second two-position three-way diverter valve outlet 1402, and the second bi-directional valve outlet 1503 being connected to the bi-diaphragm plate relay valve first pilot pressure port 1601. The pressure after comparison between the second bi-directional valve first inlet 1501 and the second bi-directional valve second inlet 1502 is outputted from the second bi-directional valve outlet 1503.
In normal conditions (other than fireless return mode), when braking is performed, the average valve 2 of the vehicle is pressurized, after the average valve 2 of the vehicle enters the first inlet 1501 of the second two-way valve, the pressure of the average valve 2 of the vehicle is compared with the pressure of the second inlet 1502 of the second two-way valve, and a larger pressure is output, which is also a redundancy measure of the system, preventing the air outlet 1402 of the second two-way three-way reversing valve from being pressureless.
In some embodiments, the non-fire door 3 is connected to the outside of the train pipe 1 and the average pipe 2 of the non-fire train, the non-fire door 3 further comprises a first non-fire door air inlet 301, a first non-fire door air outlet 302, a first non-fire door blocking opening 303, a second non-fire door air inlet 304, a second non-fire door air outlet 305 and a second non-fire door blocking opening 306, wherein the first non-fire door blocking opening 303 and the second non-fire door blocking opening 306 are blocking openings, the first non-fire door air inlet 301 is connected with the train pipe 1 of the non-fire train, the first non-fire door air outlet 302 is connected with the brake cylinder 5, a one-way valve 20 is arranged on a connecting pipeline of the first non-fire door air inlet, the second non-fire door air inlet 304 is connected with the average pipe 2 of the non-fire train, and the second non-fire door air outlet 305 is connected with the atmosphere.
In some embodiments, the system further comprises a working air cylinder 6 and a mechanical distribution valve 8, wherein the mechanical distribution valve 8 further comprises a first interface, a second interface and a third interface, the first interface is connected with the train pipe 1 of the train, the second interface is connected with the working air cylinder 6, and the third interface is connected with the working air cylinder 7.
When the pressure in the train pipe 1 of the train is increased, the working air cylinder 6 is pressurized through the mechanical distributing valve 8, when the pressure in the train pipe 1 of the train drops, the working air cylinder 6 charges the working air cylinder 7 under the adjustment and distribution of the mechanical distribution valve 8.
In some embodiments, a filter is provided on the trainline 1 for filtering.
In some embodiments, a reverse pilot valve 21 is connected in parallel across the second pressure relief valve 12. The problem that the pressure reducing valve cannot be in reverse flow or fails in reverse flow can be avoided, and the pressure of the brake cylinder of the unpowered locomotive can be normally relieved.
In some embodiments, the brake device further comprises a main air cylinder 4, wherein the main air cylinder 4 is connected with a brake air cylinder 5, and a one-way valve 20 is arranged on the connecting pipeline of the main air cylinder 4.
A vehicle comprising a control system of any of the above embodiments.
The working principle is as follows:
1. The power car/locomotive is in a normal state:
The second two-position three-way electromagnetic valve 19 is powered on, the second two-position three-way electromagnetic valve air inlet 1901 and the second two-position three-way electromagnetic valve air outlet 1902 are communicated, the air pressure in the pipeline can be applied to the second two-position three-way reversing valve pre-control pressure port 1404, the second two-position three-way reversing valve air outlet 1402 and the second two-position three-way reversing valve second air inlet 1403 are communicated, and accordingly the electronic distribution valve 18 applies pressure to the first pre-control pressure port 1601 of the double-film plate relay valve through the second two-position three-way reversing valve second air inlet 1403, the second two-way reversing valve air outlet 1402, the second two-way valve second air inlet 1502 and the second two-way valve air outlet 1503, and the pressure of the brake cylinder 17 is adjusted.
In the process, when the pressure generated by the train pipe 1 of the train exceeds the threshold value (usually 110 kPa) of the first two-position three-way reversing valve pilot pressure port 1004, the first two-position three-way reversing valve air outlet 1002 and the first two-position three-way reversing valve air outlet 1003 are communicated, and the gas pressure cannot be transmitted, when the pressure generated by the train pipe 1 of the train does not reach the threshold value (usually 110 kPa) of the first two-position three-way reversing valve pilot pressure port 1004, the first two-position three-way reversing valve air inlet 1001 and the first two-position three-way reversing valve air outlet 1002 are communicated, and are transmitted to the double diaphragm plate relay valve second pilot pressure port 1602 through the auxiliary valve first air inlet 1101 and the auxiliary valve first air outlet 1102, which belongs to redundancy measures added under normal braking.
2. Power-concentrated motor train unit power vehicle in no-fire (no-power) state
The fireless door 3 is arranged at the fireless position:
1. the no-fire-door first air inlet 301 and the no-fire-door first air outlet 302 are in conduction.
2. The no-fire-door second intake port 304 and the no-fire-door second exhaust port 305 are in communication.
The auxiliary stopper 11 is provided in the normal position:
1. the auxiliary stopper first air inlet 1101 and the auxiliary stopper first air outlet 1102 are in communication.
2. The auxiliary plug second air inlet I1104 and the auxiliary plug second air outlet 1105 are communicated.
The train pipe pressure of the train drops but above 110 kPa:
the service locomotive brakes, the pressure of the train pipe 1 of the train is reduced, but the pressure of the train pipe 1 of the train is still higher than the threshold value (usually 110 kPa) of the pre-control pressure port 1004 of the first two-position three-way reversing valve, the air outlet 1002 of the first two-position three-way reversing valve and the air outlet 1003 of the first two-position three-way reversing valve are conducted, so that the pressure at the outlet of the first pressure reducing valve 9 cannot be transmitted, and the pressures of the first air inlet 1301 of the first two-way valve and the first air inlet 1101 of the auxiliary plug are all 0.
Meanwhile, under the no-fire (no-power) state, the second two-position three-way electromagnetic valve 19 is in the no-power state, the second two-position three-way electromagnetic valve air outlet 1902 and the second two-position three-way electromagnetic valve air outlet 1903 are conducted, so that the second two-position three-way reversing valve pre-control pressure port 1404 has no pressure, and the second two-position three-way reversing valve first air inlet 1401 and the second two-position three-way reversing valve air outlet 1402 are conducted.
The pressure of the acting air cylinder 7 reaches the first pre-control pressure port 1601 of the double-film plate relay valve through the second air inlet I1104 of the auxiliary plug valve, the second air outlet 1105 of the auxiliary plug valve, the first air inlet 1401 of the second two-position three-way reversing valve, the air outlet 1402 of the second two-position three-way reversing valve, the second air inlet 1502 of the second two-way valve and the air outlet 1503 of the second two-way valve, the pressure of the second pre-control pressure port 1602 of the double-film plate relay valve is 0, and the corresponding pressure values of the first pre-control pressure port 1601 of the double-film plate relay valve and the second pre-control pressure port 1602 of the double-film plate relay valve are larger. Therefore, the pressure at the first pre-control pressure port 1601 of the double diaphragm plate relay valve is substantially identical to the pressure of the service cylinder 7, and the service locomotive brake cylinder pressure is substantially identical to the brake cylinder 17 pressure in the current state. The brake cylinder 17 pressure is about 100kPa to 420 kPa.
The pressure of the train pipe of the train drops below 110 kPa:
The service locomotive brakes, the pressure of the train pipe 1 of the train is reduced, the output train pipe 1 of the train is lower than the threshold value (usually 110 kPa) of the pre-control pressure port 1004 of the first two-position three-way reversing valve, the air inlet 1001 of the first two-position three-way reversing valve and the air outlet 1002 of the first two-position three-way reversing valve are conducted, the pressure is regulated to be 450kPa through the first pressure reducing valve 9, the pressure is transmitted to the first air inlet 1101 of the auxiliary plug valve and the first air inlet 1301 of the first two-way valve, the first air inlet 1101 of the auxiliary plug valve and the first air outlet 1102 of the auxiliary plug valve are conducted, and the pressure at the second pre-control pressure port 1602 of the double-film plate relay valve is 450kPa.
The pressure of the acting air cylinder 7 is transmitted to the auxiliary plug second air inlet I1104, the auxiliary plug second air inlet I1104 and the auxiliary plug second air outlet 1105 are communicated, and the pressure of the acting air cylinder 7 is finally transmitted to the first pre-control pressure port 1601 of the double-film plate relay valve.
At this time, the first pre-control pressure port 1601 of the double-diaphragm plate relay valve and the second pre-control pressure port 1602 of the double-diaphragm plate relay valve have pressures, and the double-diaphragm plate relay valve 16 selects a larger pressure to respond. Meanwhile, as the two pre-control pressure ports have pressure, braking failure caused by failure of any single pre-control pressure can be prevented, so that the reliability of the brake is improved.
3. Locomotive in no-fire (no-power) state
The fireless door 3 is arranged at the fireless position:
1. the no-fire-door first air inlet 301 and the no-fire-door first air outlet 302 are in conduction.
2. The no-fire-door second intake port 304 and the no-fire-door second exhaust port 305 are in communication.
The auxiliary stopper 11 is provided at the fireless position:
1. the auxiliary stopper second air outlet 1105 and the auxiliary stopper second air inlet II1106 are in communication.
2. The auxiliary stopper first air outlet 1102 and the auxiliary stopper first air outlet 1103 are in communication.
The train pipe pressure of the train drops but above 110 kPa:
the service locomotive brakes, the pressure of the train pipe 1 of the train is reduced, but the pressure of the train pipe 1 of the train is still higher than the threshold value (usually 110 kPa) of the pre-control pressure port 1004 of the first two-position three-way reversing valve, the air outlet 1002 of the first two-position three-way reversing valve and the air outlet 1003 of the first two-position three-way reversing valve are conducted, so that the pressure at the outlet of the first pressure reducing valve 9 cannot be transmitted, and the pressures of the first air inlet 1301 of the first two-way valve and the first air inlet 1101 of the auxiliary plug are all 0.
Meanwhile, under the no-fire power-off state, the second two-position three-way electromagnetic valve 19 is in the power-off state, the second two-position three-way electromagnetic valve air outlet 1902 and the second two-position three-way electromagnetic valve air outlet 1903 are communicated, so that the second two-position three-way reversing valve pre-control pressure port 1404 has no pressure, and the second two-position three-way reversing valve first air inlet 1401 and the second two-position three-way reversing valve air outlet 1402 are communicated, and the pressure of the electronic distribution valve 18 cannot be transmitted.
The pressure of the acting air cylinder 7 reaches the first pre-control pressure port 1601 of the double-film plate relay valve along the first two-way valve second air inlet 1302, the first two-way valve air outlet 1303 and the second pressure reducing valve 12 (usually 250 kPa), the auxiliary plug second air inlet II1106, the auxiliary plug second air outlet 1105, the second two-position three-way reversing valve first air inlet 1401, the second two-position three-way reversing valve air outlet 1402, the second two-way valve second air inlet 1502 and the second two-way valve air outlet 1503, and the pressure is limited to be about 250kPa by the adjustment of the second pressure reducing valve 12, so that the matching requirement with a locomotive is met.
The pressure of the train pipe of the train drops below 110 kPa:
The service locomotive brakes, the pressure of the train pipe 1 of the train is reduced, the output train pipe 1 of the train is lower than the threshold value (usually 110 kPa) of the pre-control pressure port 1004 of the first two-position three-way reversing valve, the air inlet 1001 of the first two-position three-way reversing valve and the air outlet 1002 of the first two-position three-way reversing valve are communicated, the pressure is regulated to be 450kPa through the first pressure reducing valve 9, and the pressure is transmitted to the first air inlet 1301 of the first two-way valve.
The pressure of the acting air cylinder 7 reaches the first two-way valve 13 along the first two-way valve second air inlet 1302, and is compared with the pressure of the first two-way valve first air inlet 1301, and after being taken out, the pressure is regulated by the first two-way valve air outlet 1303, the second pressure reducing valve 12, the auxiliary plug second air inlet II1106, the auxiliary plug second air outlet 1105, the second two-position three-way reversing valve first air inlet 1401, the second two-position three-way reversing valve air outlet 1402, the second two-way valve second air inlet 1502 and the second two-way valve air outlet 1503 to reach the first pre-control pressure port 1601 of the double-film plate relay valve, and the pressure is regulated by the second pressure reducing valve 12 to be not more than 250kPa, so that the matching requirement with a locomotive is met.
At this time, the first pre-control pressure port 1601 of the double-diaphragm plate relay valve has two pressure sources, one is an acting air cylinder 7, the other is the pressure of 450kPa output by the first pressure reducing valve 9, and the purpose is to prevent braking failure caused by failure of pre-control pressure of a single braking cylinder of the unpowered loopback locomotive, so as to improve the reliability of the unpowered loopback.
Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art will understand that modifications may be made to the technical solutions described in the foregoing embodiments or equivalents may be substituted for some of the technical features thereof, and that such modifications or substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention in essence of the corresponding technical solutions.
Claims (9)
1. A powerless loopback control system adapting to a motor train unit and a locomotive is characterized by comprising
The system comprises a train pipe of a train, an average pipe of the train, a brake air cylinder, an acting air cylinder, an auxiliary plug door, a first two-way valve, a double-diaphragm plate relay valve, a brake cylinder, a switching unit and an electronic distribution valve;
Wherein,
The double-diaphragm plate relay valve is provided with a first pre-control pressure port of the double-diaphragm plate relay valve and a second pre-control pressure port of the double-diaphragm plate relay valve;
The pressure after the comparison of the first pre-control pressure port of the double-diaphragm plate relay valve and the second pre-control pressure port of the double-diaphragm plate relay valve is taken to be a large value and is output to the brake cylinder;
an auxiliary stopper further comprises
The auxiliary plug valve is provided with a first air inlet which is connected with the brake air cylinder, and a first pressure reducing valve is arranged between the auxiliary plug valve and the brake air cylinder;
the first air outlet of the auxiliary plug valve is connected with the second pre-control pressure port of the double-diaphragm plate relay valve and is communicated with the first air outlet of the auxiliary plug valve or the first air inlet of the auxiliary plug valve through a switching conduction pipeline;
The first exhaust port of the auxiliary plug valve is connected with the atmosphere;
the second air inlet I of the auxiliary plug door is connected with the acting air cylinder;
The second air outlet of the auxiliary plug valve is connected with the first pre-control pressure port of the double-diaphragm plate relay valve and is communicated with the second air inlet I of the auxiliary plug valve or the second air inlet II of the auxiliary plug valve through a switching conduction pipeline;
the auxiliary plug door second air inlet II;
A first two-way valve further comprising
The first air inlet of the first two-way valve is arranged between the first pressure reducing valve and the first air inlet of the auxiliary plug valve;
The first two-way valve second air inlet is arranged between the acting cylinder and the auxiliary plug valve second air inlet I;
the first two-way valve air outlet is communicated with the second air inlet II of the auxiliary plug valve, and a second pressure reducing valve is arranged between the first two-way valve air outlet and the second air inlet II;
The pressure of the first air inlet of the first two-way valve and the pressure of the second air inlet of the first two-way valve are compared, and a large value is output from the air outlet of the first two-way valve;
the switching unit is arranged between the first pre-control pressure port of the double-diaphragm plate relay valve and the second air outlet of the auxiliary plug valve and is connected with the electronic distribution valve;
in the power-off state of the switching unit, the second air outlet of the auxiliary plug valve is communicated with the first pre-control pressure port of the double-film plate relay valve;
In the power-on state of the switching unit, the electronic distribution valve is communicated with a first pre-control pressure port of the double-diaphragm plate relay valve;
The train pipe of the train and the average pipe of the train are externally connected with a non-fire plug door;
A non-fire plug door, further comprising
The first air inlet of the fireless door is connected with a train pipe of the fireless vehicle;
The first air outlet of the non-fire-plug valve is connected with the brake air cylinder, and a one-way valve is arranged on a connecting pipeline of the first air outlet;
the second air inlet of the fireless door is connected with the average pipe of the fireless vehicle;
And the second exhaust port of the non-fire plug door is connected with the atmosphere.
2. The control system according to claim 1, wherein the switching unit includes
A second two-position three-way reversing valve and a second two-position three-way electromagnetic valve;
The second two-position three-way reversing valve further comprises
The first air inlet of the second two-position three-way reversing valve is connected with the second air outlet of the auxiliary plug valve;
the second two-position three-way reversing valve air outlet is connected with the first pre-control pressure port of the double-diaphragm plate relay valve;
The second air inlet of the second two-position three-way reversing valve is connected with the electronic distribution valve;
A second two-position three-way reversing valve pre-controls the pressure port;
a second two-position three-way electromagnetic valve, further comprising
The air inlet of the second two-position three-way electromagnetic valve is connected with the brake air cylinder;
The second two-position three-way electromagnetic valve air outlet is connected with a second two-position three-way reversing valve pre-control pressure port;
the second two-position three-way electromagnetic valve exhaust port is connected with the atmosphere;
The second two-position three-way electromagnetic valve is powered off, the air outlet of the second two-position three-way electromagnetic valve is communicated with the air outlet of the second two-position three-way electromagnetic valve, and the pressure at the pre-control pressure port of the second two-position three-way reversing valve is not high, so that the first air inlet of the second two-position three-way reversing valve is communicated with the air outlet of the second two-position three-way reversing valve;
the second two-position three-way electromagnetic valve is powered on, the air inlet of the second two-position three-way electromagnetic valve is communicated with the air outlet of the second two-position three-way electromagnetic valve, and the pressure is arranged at the pre-control pressure port of the second two-position three-way reversing valve, so that the air outlet of the second two-position three-way reversing valve is communicated with the second air inlet of the second two-position three-way reversing valve.
3. The control system of claim 2, further comprising a first two-position three-way reversing valve;
the first two-position three-way reversing valve further comprises
The air inlet of the first two-position three-way reversing valve is connected with the air outlet of the first pressure reducing valve;
the first two-position three-way reversing valve air outlet is connected with the first air inlet of the auxiliary plug valve and the first air inlet of the first two-way valve;
the first two-position three-way reversing valve exhaust port is connected with the atmosphere;
the first two-position three-way reversing valve pre-control pressure port is connected with a train pipe of the train;
The train pipe pressure of the train is larger than the pressure threshold value set by the pre-control pressure port of the first two-position three-way reversing valve, and the air outlet of the first two-position three-way reversing valve is communicated with the air outlet of the first two-position three-way reversing valve;
the train pipe pressure of the train is smaller than the pressure threshold value set by the pre-control pressure port of the first two-position three-way reversing valve, and the air inlet of the first two-position three-way reversing valve and the air outlet of the first two-position three-way reversing valve are communicated.
4. The control system of claim 3, further comprising a second bi-directional valve;
a second two-way valve further comprising
The second bi-directional valve first air inlet is connected with the average pipe of the train;
the second air inlet of the second two-way valve is connected with the air outlet of the second two-position three-way reversing valve;
The second bi-directional valve air outlet is connected with a first pre-control pressure port of the double-diaphragm plate relay valve;
And the pressure of the second bi-directional valve after the comparison of the first air inlet and the second air inlet of the second bi-directional valve takes a large value and is output from the air outlet of the second bi-directional valve.
5. The control system of claim 1, further comprising a working reservoir and a mechanical distribution valve;
A mechanical dispensing valve further comprising
The first interface is connected with a train pipe of the train;
The second interface is connected with the working air cylinder;
And the third interface is connected with the acting air cylinder.
6. The control system of claim 1, wherein the second pressure reducing valve is connected in parallel with a reverse pilot valve at both ends thereof.
7. The control system of claim 1, wherein the train pipe of the wireless vehicle is provided with a filter.
8. The control system of claim 1, further comprising a main reservoir connected to the brake reservoir and having a check valve disposed in the connection line.
9. A vehicle comprising a control system as claimed in any one of claims 1 to 8.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202211186696.2A CN115675563B (en) | 2022-09-27 | 2022-09-27 | A non-powered return control system suitable for EMUs and locomotives and its vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202211186696.2A CN115675563B (en) | 2022-09-27 | 2022-09-27 | A non-powered return control system suitable for EMUs and locomotives and its vehicle |
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| CN115675563A CN115675563A (en) | 2023-02-03 |
| CN115675563B true CN115675563B (en) | 2025-01-28 |
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| CN116811819A (en) * | 2023-07-24 | 2023-09-29 | 中车制动系统有限公司 | Locomotive braking control system and control method |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107472291A (en) * | 2017-08-25 | 2017-12-15 | 中车青岛四方车辆研究所有限公司 | Without fiery loopback module, locomotive air brake control and control system |
| CN107985333A (en) * | 2017-11-28 | 2018-05-04 | 中车株洲电力机车有限公司 | A kind of vehicle is without fiery loopback converting system and vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102015008377A1 (en) * | 2015-06-29 | 2016-12-29 | Wabco Gmbh | Parking brake module, brake system with such a parking brake module, vehicle with it and method for operating a parking brake device |
| CN208978827U (en) * | 2018-11-05 | 2019-06-14 | 中车青岛四方车辆研究所有限公司 | Locomotive is without fiery loopback control device |
| CN113060177B (en) * | 2021-03-31 | 2022-12-16 | 中车青岛四方车辆研究所有限公司 | Locomotive brake cylinder control system and control method |
| CN114407966B (en) * | 2022-01-20 | 2023-07-11 | 中车株洲电力机车有限公司 | Locomotive and braking device and control method of locomotive |
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Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107472291A (en) * | 2017-08-25 | 2017-12-15 | 中车青岛四方车辆研究所有限公司 | Without fiery loopback module, locomotive air brake control and control system |
| CN107985333A (en) * | 2017-11-28 | 2018-05-04 | 中车株洲电力机车有限公司 | A kind of vehicle is without fiery loopback converting system and vehicle |
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