CN201761483U - Brake system for railroad locomotive - Google Patents
Brake system for railroad locomotive Download PDFInfo
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- CN201761483U CN201761483U CN2010205152667U CN201020515266U CN201761483U CN 201761483 U CN201761483 U CN 201761483U CN 2010205152667 U CN2010205152667 U CN 2010205152667U CN 201020515266 U CN201020515266 U CN 201020515266U CN 201761483 U CN201761483 U CN 201761483U
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Abstract
A brake system for railroad locomotive is discloses herein comprising brake control pipelines which contain a blast main, a train pipe, an average pipe, a brake cylinder pipe, an equalizing pipe, a capacity room pipe, an effect pipe, and a press regulating valve pipe, wherein theses brake control pipelines are provided with an air cylinder, a filter, a unidirectional valve, a shrink plug, a plug door, a small valve, a press regulating valve, a non-return valve, another unidirectional valve, an electric control valve, a distribution valve, a multi-locomotive valve, a relay valve, a bleed valve, and a sensor, the press regulating valve pipe controlling the wind supply for small valve, an equalizing cylinder being disposed at a sub-pipe of the equalizing pipe between the relay valve and a converting plug door, the equalizing pipe between the relay valve and the converting plug door being also provided with a sensor for the equalizing air cylinder, the distributing valve containing six sub-pipes which are respectively connected to the blast main, the capacity room pipe, the brake cylinder pipe, a working air cylinder, the train pipe and the plug door, the multi-locomotive valve being capable of communicating in different ways with average pipe, the capacity room pipe, and the brake cylinder pipe; wherein an air-filterer, the press regulating valve, the unidirectional valve and a cushioning air cylinder are in serial connection, the electric control valve and the shrink plug being in serial connection so as to control blast of the capacity room pipe.
Description
Technical field
The utility model relates to a kind of railway locomotive block construction that relates to, and refers in particular to a kind of railway locomotive hollow compressed-air brake control system, and the DK-1 brake that is mainly used in locomotive improves.
Background technology
Existing Locomotive Brake System generally adopts homemade design-calculated DK-1 brake, homemade design-calculated DK-1 brake has passed through the utilization check of decades, possessed some characteristics and ripe control unit and mode, but also there are some design weak links, its reliability and the functional requirement that can not satisfy the railway transportation development fully mainly contain following some shortcomings:
1, DK-1 equalizer pipe pipeline system scope big, disperse, the loop fault of leaking out is not easy to judge and handle that equalizer pipe leaks out to cause and brakes not pressurize fault very much.
2, big, the dispersion of DK-1 chamber volume pipeline system scope is if leak out and will cause brake cylinder to brake not pressurize fault in the loop.
3, the crucial electrically-controlled valve of DK-1 and the fault rate height of pressure regulating valve herein;
4, the often a large amount of air drafts of the safety valve of DK-1 distributing valve, particularly the total wind after the locomotive outage has all been arranged by safety valve basically, the too frequent air draft of safety valve often causes damage, leaks out and becomes flexible in practice, influence locomotive brake cylinder brake application, and the mechanical impact force in the frequent air draft process of safety valve also causes the fault and the damage of other parts of distributing valve easily.Safety valve will be transferred to 160Kpa and make troubles to driver operation yet when having fiery loopback;
5, the little gate position switch of DK-1 and positioning cam cooperates distance very long, on-the-spot can find that the contact flat spring of nearly all position switch all grinds very long vestige to cam, frequent mechanical friction makes contact flat spring collapse easily to take off and causes the control of braking fault;
6, in the DK-1 practice because of impurity and abrasion cause in the fault rate of main valve portion higher;
7, DK-1 often is that bad to brake like this, air draft is also slow by frequent urgent anxious position air draft sometimes for the adjustment of associated components need discharge total wind.
So the external design-calculated brake of the whole installations of the homemade AC electric locomotive of newly making now system, there are serial problems such as price is very high, technology is blocked very much in external design-calculated brake system.Therefore necessary this is further improved.
Summary of the invention
The purpose of this utility model is exactly to exist complicated requirement, the pipeline system complexity that is difficult for cooperating Long-distance Control, distributing valve control system fault rate height can not meet the railway transportation development of big lock control relation to influence each other at existing Locomotive Brake System, the fault of leaking out is difficult to the design of judgment processing, related electric control valve and pressure regulating valve and bears the heavy easy et out of order of task, do not have deficiencies such as function such as detection, demonstration, memory, storage, judgement and self check, provide a kind of big lock control relation simple and clear, conveniently cooperate with Long-distance Control; The distributing valve system failure rate is low, pipeline system is simple and do not have influence mutually, the Locomotive Brake System of functions such as the easy judgment processing of the fault of leaking out, related electric control valve and pressure regulating valve are not easy et out of order, have detection, demonstration, memory, storage, judgement and self check.
The purpose of this utility model is achieved through the following technical solutions, a kind of Locomotive Brake System, adopt the air operated control mode, control of braking pipelines such as the blast main of locomotive braking system, train pipe, average tube, brake cylinder pipe, equalizer pipe, chamber volume pipe, effect pipe and pressure regulating valve pipe are provided with reservoir, filter, check valve, it is stifled to contract, Sai Men, Xiao Zha, pressure regulating valve, non-return valve, check valve, electrically-controlled valve, distributing valve, double-heading valve, intercepter valve (IV), relay valve, vent valve and sensor, and it is characterized in that: the pressure regulating valve pipe controls for little lock air feed; Equalizing reservoir is connected on relay valve to the arm of the equalizer pipe between cutting out cock, cuts out cock can link up different pipeline systems and control equalizing reservoir; Also be provided with the equalizing reservoir sensor at relay valve to the equalizer pipe between cutting out cock; Distributing valve has six branch roads to be connected with blast main, chamber volume pipe, brake cylinder pipe, work reservoir pipe, train pipe and plug door respectively; Double-heading valve can carry out different communications with chamber volume pipe and brake cylinder pipe to average tube; Air filter, pressure regulating valve, check valve, buffering reservoir etc. are connected in series, and make air feed obtain filtering and precipitation, fill wind process blast and change not too violent; The electrically-controlled valve and stifled being connected in series of contracting, the blast of control chamber volume pipe; Non-return valve, pressure regulating valve, check valve series connection constitute no fiery loopback branch road.
Described big lock overcharge, turn round, neutral, braking, heavily in connection and urgent 6 state of a controls, wherein overcharge, turn round, neutral, braking has only unique electric signal corresponding with 5 kinds of urgent states, heavily the connection state is not for all there being electric signal, and promptly single big lock has a power lead and 5 signal wire (SW)s.
The positioning cam shape of described little lock only cooperates position switch and positioning cam in the little lock when little lock driving position state, position switch separates with positioning cam during other position.
Be connected after described check valve, electropneumatic valve, the parallel connection of plug door between train pipe and the distributing valve train pipe; After described stifled, the electrically-controlled valve series connection of contracting, communicate with the chamber volume pipe of distributing valve; Described non-return valve, pressure regulating valve, check valve series connection and distributing valve bonded assembly train pipe and blast main between.
After the series connection such as described air filter, pressure regulating valve, check valve, reservoir, be connected between blast main and the electropneumatic valve.
Compared with prior art the beneficial effects of the utility model are:
1,During normal control, equalizer pipe pipeline system scope is little, concentrate, and the loop fault of leaking out judges easily and handle, and strengthens quality control in process of production and just can thoroughly solve not pressurize of the train pipe fault that equalizer pipe leaks out and causes.
2,In row's electrically-controlled valve, fill electrically-controlled valve when control, chamber volume pipeline system scope is little, concentrate, the loop fault of leaking out judges easily and handles, and can thoroughly solve the leak out fault of not pressurize of brake cylinder of loop fully as long as tighten control on the quality of production.
3,Buffering reservoir, filter, check valve are set on pilot piping, can make the air feed of crucial electrically-controlled valve obtain pre-determined cleaning and precipitation, work has very big benefit to electrically-controlled valve, and also can improve the service conditions of pressure regulating valve, be pressure regulating valve fill in the wind process initially to fill the wind blast minimum also more than 250Kpa, pressure is filled in the wind process in pressure regulation, and to change fluctuation little good to pressure regulating valve.
4,In the equalizer pipe loop, set up the program of neutral position pressurize, be primarily aimed at DK-1 brake pressure regulating valve in frequent operation and occur the fault that the inaccurate pressure of level pressure slowly rises sometimes, will have influence on traffic safety if unlifting pressure is excessive.Existing equalizer pipe loop pressurize is reliable, mainly controls the harm influence of above-mentioned fault by the design of neutral position pressurize.
5,The distributing valve main valve portion is in always and fills wind alleviation position during the brake normal operation, does not start to control to make and uses.Thereby the main valve portion of distributing valve very precision also is the link of comparison weakness.Design main valve portion after the improvement is only just started to control to make in emergency control link fault, air position with when not having fiery loopback and is used, period of service reduces widely, impurity and abrasion just reduce greatly, so the distributing valve main valve portion fault rate problem of higher of weak link is solved up hill and dale relatively.
6,DK-1 improves distributing valve pumping chamber, design back and seldom has an opportunity to work, and the chamber volume manage-style is pressed and can not surpassed 450Kpa when normal control, so the safety valve of distributing valve can be transferred to the 455Kpa air draft, just the situation of safety valve air draft can not occur basically.And do not have the design of fiery loopback, safety valve also need not have been regulated to and fro.The phenomenon that fault rate is very high in the safety valve practice obtains having solved completely at all.
7,Locomotive outage back train pipe is commonly used to reduce pressure 0, not air draft of blast main, as long as total have the little lock of wind can both be reliably under any state of locomotive, convenient, rapidly, control sluice earthen pipe pressure neatly, this also be DK-1 and abroad the brake system do not possess.
8,When needed, total wind Exhausting plug valve carries out the discharging of total wind.
9,Only when driving position, cooperating of little gate position switch and positioning cam, other positions separately, such design is played good protection to position switch.
10,Big lock control is simple and clear, has reduced the wiring of locomotive, cost-cutting, and mode can cooperate the control of realization remote synchronization very easily like this.Off-position is helped in the double-heading position design, can make the big lock of locomotive two ends manipulation on the same stage accomplish complete independence, promptly can remove the big lock of fault and can not influence of the control of normal big lock, all when double-heading position, just can accept the control of remote signal as if two ends Da Zha brake system.
11,Circuit controlling Design utilization network technology and Multi-Function Display, the full functionality that can conveniently accomplish transmission, storage, demonstration, analysis and the control etc. of relevant information.Multi-Function Display can carry out very the rich functions design as required, also can fall the requirement of cost and remove the Multi-Function Display design, design very flexibly.
Description of drawings:
Fig. 1 is a principle assumption diagram of the present utility model;
Fig. 2 is a pining drawing scheme drawing of the present utility model;
Fig. 3 is a circuit diagram scheme drawing of the present utility model;
Fig. 4 is the positioning cam scheme drawing of the little lock of the utility model;
Fig. 5 is big lock control logic figure of the present utility model.
The specific embodiment
Below in conjunction with drawings and Examples the utility model is further described.
Embodiment one
A kind of Locomotive Brake System, adopt the air operated control mode, control of braking pipelines such as the blast main of locomotive braking system, train pipe, average tube, brake cylinder pipe, equalizer pipe, chamber volume pipe, effect pipe and pressure regulating valve pipe are provided with reservoir, filter, check valve, it is stifled to contract, Sai Men, Xiao Zha, pressure regulating valve, non-return valve, check valve, electrically-controlled valve, distributing valve, double-heading valve, intercepter valve (IV), relay valve, vent valve and sensor, and it is characterized in that: the pressure regulating valve pipe controls for little lock air feed; Equalizing reservoir is connected on relay valve to the arm of the equalizer pipe between cutting out cock, cuts out cock can link up different pipeline systems and control equalizing reservoir; Also be provided with the equalizing reservoir sensor at relay valve to the equalizer pipe between cutting out cock; Distributing valve has six branch roads to be connected with blast main, chamber volume pipe, brake cylinder pipe, work reservoir pipe, train pipe and plug door respectively; Double-heading valve can carry out different communications with chamber volume pipe and brake cylinder pipe to average tube; Air filter, pressure regulating valve, check valve, buffering reservoir etc. are connected in series, and make air feed obtain filtering and precipitation, fill wind process blast and change not too violent; The electrically-controlled valve and stifled being connected in series of contracting, the blast of control chamber volume pipe; Non-return valve, pressure regulating valve, check valve series connection constitute no fiery loopback branch road.
Described big lock overcharge, turn round, neutral, braking, heavily in connection and urgent 6 state of a controls, wherein overcharge, turn round, neutral, braking has only unique electric signal corresponding with 5 kinds of urgent states, heavily the connection state is not for all there being electric signal, and promptly single big lock has a power lead and 5 signal wire (SW)s.
The positioning cam shape of described little lock only cooperates position switch and positioning cam in the little lock when little lock driving position state, position switch separates with positioning cam during other position.
Be connected after described check valve, electropneumatic valve, the parallel connection of plug door between train pipe and the distributing valve train pipe; After described stifled, the electrically-controlled valve series connection of contracting, communicate with the chamber volume pipe of distributing valve; Described non-return valve, pressure regulating valve, check valve series connection and distributing valve bonded assembly train pipe and blast main between.
Airline principle after the improvement is as shown in Figure 1: by accompanying drawing as can be seen, the utility model is a kind of Locomotive Brake System, adopt the air operated control mode, blast main at locomotive braking system, average tube, equalizer pipe, the pressure regulating valve pipe, the chamber volume pipe, control of braking pipelines such as train pipe and brake cylinder pipe are provided with reservoir, filter, check valve, it is stifled to contract, Sai Men, little lock, pressure regulating valve, non-return valve, check valve, electrically-controlled valve, distributing valve, double-heading valve, intercepter valve (IV), relay valve, vent valve and sensor, it is characterized in that: two little locks are serially connected on the pressure regulating valve pipe, and equalizing reservoir is connected on relay valve to the arm of the equalizer pipe between cutting out cock; The arm that cuts out cock is connected with equalizer pipe between two little locks; Also be provided with the equalizing reservoir sensor at relay valve to the equalizer pipe between cutting out cock; Distributing valve has six branch roads to be connected with the train pipe with blast main, chamber volume pipe, brake cylinder pipe, work reservoir pipe respectively; Double-heading valve is serially connected on the connecting branch of blast main and brake cylinder pipe.
In addition, in the equalizer pipe loop, be designed to neutral position pressurize;
Positioning cam in the little lock and position switch just cooperate when driving position and contact.Little lock is when other state of a control position, and position switch separates with positioning cam.
The distributing valve main valve portion is in always and fills wind and alleviate the position during brake normal operation, does not start to control making usefulness, but if when detecting the brake system and can not normally carry out the control of locomotive emergency braking, the distributing valve main valve portion drops into automatically and participates in locomotive emergency braking control task.
No matter what state little lock be controlled at, the preferential locomotive brake cylinder pressure that guarantees rises to more than the 400Kpa during locomotive emergency braking, then little lock is got back to driving position once, and little lock is controlling machine brake cylinder pressure flexibly and easily again.
The working condition of brake is as described below:
Comprise big lock control system 100, little lock control system 300, train management and control system components of system as directed 400, brake cylinder pipe control system part 500, synthetic circuit system 200 and air feed system 600 etc.Big lock control system 100 is sent instruction and is gone to control train management and control system components of system as directed 400 and brake cylinder pipe control system part 500 by synthetic circuit system 200.Little lock control system 300 just often by wind path control sluice earthen pipe control system part 500, is controlled train management and control system components of system as directed 400 and brake cylinder pipe control system part 500 by wind path during the air position simultaneously.Train management and control system components of system as directed 400 control train manage-styles are pressed.Brake cylinder pipe control system part 500 controlling machine brake earthen pipe blast.Air feed system 600 provides wind regime for little lock control system 300, train management and control system components of system as directed 400 and brake cylinder pipe control system part 500.
Wherein: big lock control system 100 comprises big lock 101,102; Synthetic circuit system 200 comprises brak control unit 201, Multi-Function Display 202,203, remote control unit 204, pressure sensor, control electropneumatic valve, traction control unit 206, monitoring unit 205 etc.; Little lock control system 300 comprises little lock 301,302 etc.; Train management and control system components of system as directed 400 comprises that electropneumatic valve control part, equalizer pipe components of system as directed, relay valve components of system as directed, vent valve Account Dept grade; Brake cylinder pipe control system part 500 comprises that electropneumatic valve control part, chamber volume guard system part, distributing valve components of system as directed, double-heading valve Account Dept grade; Air feed system 600 comprises blast main 601 systems and control air supply system etc.
Fig. 2 is a piping layout constructional drawing of the present utility model:
During 307 normal of pressure regulating valves is 300Kpa, is the 500Kpa(shipping during air position) or the 600Kpa(passenger traffic), pressure regulating valve 604 is the 500Kpa(shipping) or the 600Kpa(passenger traffic), pressure regulating valve 516 is transferred to the 455Kpa air draft for 250Kpa, safety valve 524.
Little lock 301,302 is changed slightly: change the positioning cam shape, position switch cooperates with positioning cam when making driving position, and position switch separates with positioning cam during other position.
Electrically-controlled valve is all used common threeway electrically-controlled valve, and it is the air chamber that dead electricity is linked up that electrically-controlled valve is retouched black part, retouch white part and be the air chamber of electric communication.
During normal automatically controlled control: plug door 522, plug door 513 place's closed conditions, 408 equalizer pipes 403 and 405 communications of second equalizer pipe cut out cock.
Each pressure sensor provides the signal foundation for the control of circuit control system.
Thereby cooperate control relay valve 402 control train pipes 401 pressure with the equalizer pipe components of system as directed by related electric control valve 406,407,412,413,414 and 417.
Thereby partly cooperate Control Allocation valve 504 control sluice earthen pipes 501 pressure with the chamber volume guard system by related electric control valve 518,519,521,514 or little lock 301,302 control system.
During the air position: little lock 301 or 302, cut out cock 408 and Sai Men 513 change the air positions, pressure regulating valve 307 is transferred to the 500Kpa(lorry) or the 600Kpa(passenger vehicle), equalizer pipe 403 and the 3rd equalizer pipe 304 are linked up, and control relay valve 402 and distributing valve 504 simultaneously by little lock 301 or 302.
Control air supply system air filter 605, pressure regulating valve 604, check valve 603, buffering reservoir 606 etc. are connected in series; make air feed obtain filtering and precipitation; fill wind process blast change not too violent, to related electric control valve 406,407,414,518,519 and 521 and pressure regulating valve 604 all play the certain protection effect.
Fig. 3 is the utility model circuit diagram scheme drawing:
Gather relevant instruction and feedback signal by brak control unit 201, carry out exporting relevant control command after the Treatment Analysis.
Big lock 101,102 controls are divided into six positions, have only five with signal wire (SW), all the outages connection state of promptly attaching most importance to.So big lock control is simple and clear, has both reduced line and has also made things convenient for implementation of remote control.
The wireless signal that the Long-distance Control principle promptly receives or launches by remote control unit 204 is simulated a virtual big lock 207 and is participated in brakes control.
311,312 be respectively two little locks position switch state when driving position.
Concrete controllable function explanation:
500Kpa is an example with the freight trains pipe, describes the realization of per step controllable function in detail
1, Big lock 101 or 102 overcharges the position, during little lock 301,302 driving positions: fill 1 electrically-controlled valve 407 electric, equalizing reservoir 410 fills wind to 500Kpa.Electrically-controlled valve 412, electrically-controlled valve 413 get the electric reservoir 409 that overcharges and fill total wind.Relay valve 402 fills wind to the 530Kpa to the train pipe.Electrically-controlled valve 518 electric, electrically-controlled valve 521 electric, 501 pressurizes of chamber volume pipe 509 holding pressure control brake cylinder pipes.
2,When big lock 101 or 102 driving positions, little lock 301,302 driving positions: electrically-controlled valve 407 electric, electrically-controlled valve 406 electric, equalizing reservoir 410 fills wind to 500Kpa.Electrically-controlled valve 518 dead electricity, electrically-controlled valve 521 get electric, 509 air drafts to 0 of chamber volume pipe, and brake cylinder pipe 501 air drafts are alleviated.Electrically-controlled valve 413 gets electric, overcharges reservoir 409 own slowly externally air drafts, and the 401 slow air drafts of relay valve 402 control train pipes are to 500Kpa.
3,When big lock 101 or the neutral position of 102 systems, little lock 301,302 driving positions: electrically-controlled valve 407 dead electricity, electrically-controlled valve 406 electric, equalizing reservoir 410 pressurizes.Electrically-controlled valve 518 dead electricity, electrically-controlled valve 521 get electric, 509 pressurizes of chamber volume pipe, brake cylinder pipe 501 pressurizes.Electrically-controlled valve 413 gets electric, overcharges reservoir 409 own slowly externally air drafts, and the 401 slow air drafts of relay valve 402 control train pipes are to 500Kpa.When not mending wind control, blocking electrically-controlled valve 417 gets electric, and control intercepter valve (IV) 418 disconnects the air feed path of relay valves 402.When mending wind control, blocking electrically-controlled valve 417 dead electricity, control intercepter valve (IV) 418 is linked up the air feed path of relay valve 402.
4,When big lock 101 or 102 retarder locations, little lock 301,302 driving positions: electrically-controlled valve 406 dead electricity, equalizing reservoir 410 air drafts are controlled minimum decompression and are measured 40 Kpa, and 180 Kpa are measured in maximum decompression, passage period positioning control decompression amount.Electrically-controlled valve 413 dead electricity, fast evacuation overcharge reservoir 409 blast.Electrically-controlled valve 519 electric, electrically-controlled valve 518 electric, electrically-controlled valve 521, chamber volume pipe 509 fills wind, it is identical with electrically-controlled valve 406 air-bled times to fill the wind time, the ratio that adjusting by shrinkage cavity 520 makes chamber volume pipe 509 fill wind and equalizing reservoir 410 decompressions is 2.5:1, it is 350 Kpa that maximum is filled wind, and distributing valve 504 balanced portion control sluice earthen pipe 501 pressure rise.
5,When big lock 101 and 102 double-heading positions, little lock 301,302 driving positions: electrically-controlled valve 406 electric, electrically-controlled valve 414 electric, all tubulation is linked up.Blocking electrically-controlled valve 417 gets electric, and control intercepter valve (IV) 418 disconnects the air feed of relay valves 402.Relay valve 402 is ineffective.Electrically-controlled valve 518 electric, electrically-controlled valve 521 electric, 509 pressurizes of chamber volume pipe.
6, Big lock 101 or 102 urgent positions, little lock 301,302 is when driving position: electrically-controlled valve 406 electric, electrically-controlled valve 414 electric, all tubulation is linked up.Blocking electrically-controlled valve 417 gets the air feed that electric control intercepter valve (IV) 418 disconnects relay valves 402, and relay valve 402 is ineffective.Electric emergency electrically-controlled valve 419 gets electric, and train pipe 401 pressure are discharged to 0 fast, and equalizing reservoir 410 pressure are discharged to 0 fast by electrically-controlled valve 414.Arrange 2 electrically-controlled valve 518 electric, electrically-controlled valve 519 electric, electrically-controlled valve 521 electric, chamber volume pipe 509 fills wind to 450 Kpa, distributing valve 504 balanced portion control sluice earthen pipe 501 pressure rise to 450 Kpa.
7, Big lock 101 or back, 102 urgent position are alleviated, during little lock 301,302 driving positions: must get back to double-heading position after 15 seconds and once could alleviate.
8,During electric braking: electrically-controlled valve 518 dead electricity, to 508 air drafts of the first chamber volume pipe.
9, Big lock 101 or 102 is in any position, little lock 301 or 302 is not when transposition: big lock 101 or 102 is when urgent position, electrically-controlled valve 518 electric, electrically-controlled valve 519 electric, electrically-controlled valve 521, chamber volume pipe 509 fills wind to 450 Kpa(sensor), distributing valve 504 balanced portion control sluice earthen pipe 501 pressure rise to 450 Kpa, and little lock 301,302 must be got back to driving position once could control and alleviate locomotive brake cylinder pipe 501 pressure. Big lock 101 or 102 other the time, electrically-controlled valve 521 dead electricity are cut off the control of electrically-controlled valve 518,519 pairs of chamber volume pipes 509 of electrically-controlled valve, have linked up the control of 305 pairs of chamber volume pipes 509 of effect pipe.Electrically-controlled valve 518 dead electricity air drafts. Little lock 301 or 302 is by effect pipe 305 control chamber volume pipes 509, thus control sluice earthen pipe 501 pressure.
10,514 effects of standby electrically-controlled valve: locomotive rise when urgent monitoring chamber volume pipe 509 pressure rise whether normal, if the then standby electrically-controlled valve 514 of mal electric, electrically-controlled valve 521 dead electricity, control chamber volume pipe 509 pressure by distributing valve 504 main valve portion and rise.
11,During train locomotive: double-heading valve 511 is to this seat in the plane, and brake cylinder pipe 501 leads to average tube 510.
12,During the assisting vehicle locomotive: double-heading valve 511 is to the assisting vehicle position, and chamber volume pipe 509 leads to average tube 510.
13,During Long-distance Control: during master control, big lock 101 or 102 control signals send by remote control unit 204.From when control, two big locks 101 and 102 system double-heading positions, remote control unit 204 received signals are converted to virtual big lock 207 control signals control locomotive brake gear system.
14,During control power supply sudden power: electrically-controlled valve 406 dead electricity drain into 0 to equalizing reservoir 410 blast, and relay valve 402 is arranged car pipe 401 blast to 0.Electrically-controlled valve 521 dead electricity, little lock 301 or 302 is by effect pipe 305 control chamber volume pipes 509, thus control sluice earthen pipe 501 pressure.
15,During the air bit manipulation: cut out cock 408, plug door 513, little lock 301 or 302 conversion plungers all fan the air the gas position, pressure regulating valve 307 is transferred to 500Kpa, and mode is identical with DK-1.Electrically-controlled valve 521, electrically-controlled valve 518, electropneumatic valve 414 dead electricity.
16,When not having fiery loopback: the plug door 513 gas position that fans the air, plug door 423,522 dozens at plug door do not have the fire position.
Marginal data
| Figure number | The element explanation | Figure number | The element explanation |
| 100 | Big lock control system | 410 | Equalizing reservoir |
| 101 | Big lock 1 | 411 | The overcharging earthen pipe |
| 102 | Big lock 2 | 412 | Fill 3 electrically-controlled valve |
| 111 | Overcharge | 413 | Arrange 3 electrically-controlled valve |
| 112 | Running | 414 | Weigh 1 electrically-controlled valve |
| 113 | Neutral | 415 | Contracting stifled 2 |
| 114 | Braking | 416 | Contracting stifled 1 |
| 115 | Heavily join | 417 | The blocking electrically-controlled valve |
| 116 | Promptly | 418 | Intercepter valve (IV) |
| 419 | Electronic vent valve | ||
| 200 | The synthetic circuit system | 420 | Electronic vent valve cock |
| 201 | Brak control unit | 421 | Emergency vent valve |
| 202 | Multi-Function Display 1 | 422 | The emergency vent valve cock |
| 203 | Multi-Function Display 2 | 423 | The relay valve cock |
| 204 | Remote control unit | 424 | The crosspointer Pressure gauge |
| 205 | Monitoring unit | 425 | The cock of manually leaking informaton |
| 206 | The traction control unit | ||
| 207 | Virtual big lock | 500 | Brake cylinder pipe control system part |
| 210 | The train tube pressure sensor | 501 | Brake cylinder pipe |
| 211 | A brake cylinder pressure sensor | 502 | A brake cylinder pipe |
| 212 | Two brake cylinder pressure sensors | 503 | Two brake cylinder pipes |
| 213 | The average tube pressure sensor | 504 | Distributing valve |
| 214 | Buffering reservoir pressure sensor | 505 | Train pipe 3 |
| 215 | Total wind pressure sensor | 506 | The work reservoir |
| 216 | The equalizing reservoir pressure sensor | 507 | Work reservoir pipe |
| 217 | The chamber volume pressure sensor | 508 | Chamber volume pipe 2 |
| 221 | Electric braking | 509 | The chamber volume pipe |
| 222 | The punishment braking | 510 | Average tube |
| 223 | Eliminate the punishment braking | 511 | Double-heading valve |
| 224 | The pressure sensor group | 512 | Check valve |
| 225 | Grid line | 513 | Cock |
| 226 | Grid line | 514 | Electrically-controlled valve for subsequent use |
| 227 | Grid line | 515 | Non-return valve |
| 516 | Pressure regulator valve | ||
| 300 | Little lock control system | 517 | Check valve |
| 301 | Little lock 1 | 518 | Arrange 2 electric pneumatic valves |
| 302 | Little lock 2 | 519 | Fill 2 electric pneumatic valves |
| 303 | The pressure regulator valve pipe | 520 | Contracting stifled 3 |
| 304 | Equalizer line 3 | 521 | Change 1 electrically-controlled valve |
| 305 | The effect pipe | 522 | Alleviate cock |
| 306 | Air filter | 523 | The crosspointer Pressure gauge |
| 307 | Pressure regulator valve | 524 | The distributing valve safety valve |
| 311 | Little lock 1 running | 525 | Cock |
| 312 | Little lock 2 runnings | 526 | Cock |
| 313 | Little lock positioning cam | 527 | Cock |
| 314 | Little gate position switch | 528 | Cock |
| 400 | Train pipe control system part | 600 | Air feed system |
| 401 | Train pipe | 601 | Blast main |
| 402 | |
602 | Total wind cock of leaking |
| 403 | |
603 | |
| 404 | Train pipe 2 | 604 | |
| 405 | Equalizer line 2 | 605 | |
| 406 | Arrange 1 electrically-controlled |
606 | The |
| 407 | |
607 | |
| 408 | Cut out |
||
| 409 | Overcharge reservoir |
Claims (7)
1. Locomotive Brake System, adopt the air operated control mode, control of braking pipelines such as the blast main of locomotive braking system, train pipe, average tube, brake cylinder pipe, equalizer pipe, chamber volume pipe, effect pipe and pressure regulating valve pipe are provided with reservoir, filter, check valve, it is stifled to contract, Sai Men, Xiao Zha, pressure regulating valve, non-return valve, check valve, electrically-controlled valve, distributing valve, double-heading valve, intercepter valve (IV), relay valve, vent valve and sensor, and it is characterized in that: the pressure regulating valve pipe controls for little lock air feed; Equalizing reservoir is connected on relay valve to the arm of the equalizer pipe between cutting out cock; Also be provided with the equalizing reservoir sensor at relay valve to the equalizer pipe between cutting out cock; Distributing valve has six branch roads to be connected with blast main, chamber volume pipe, brake cylinder pipe, work reservoir pipe, train pipe and plug door respectively; Double-heading valve can carry out different communications with chamber volume pipe and brake cylinder pipe to average tube; Air filter, pressure regulating valve, check valve, buffering reservoir etc. are connected in series; The electrically-controlled valve and stifled being connected in series of contracting, the blast of control chamber volume pipe.
2. Locomotive Brake System as claimed in claim 1, it is characterized in that: described big lock overcharge, turn round, neutral, braking, heavily in connection and urgent 6 state of a controls, wherein overcharge, turn round, neutral, braking has only unique electric signal corresponding with 5 kinds of urgent states, heavily the connection state is not for all there being electric signal, and promptly single big lock has a power lead and 5 signal wire (SW)s.
3. Locomotive Brake System as claimed in claim 2, it is characterized in that: the positioning cam shape of described little lock, position switch and positioning cam in the little lock are only cooperated when little lock driving position state, and position switch separates with positioning cam during other position.
4. Locomotive Brake System as claimed in claim 3 is characterized in that: be connected after described check valve, electropneumatic valve, the parallel connection of plug door between train pipe and the distributing valve train pipe; After described stifled, the electrically-controlled valve series connection of contracting, communicate with the chamber volume pipe of distributing valve; Described non-return valve, pressure regulating valve, check valve series connection and distributing valve bonded assembly train pipe and blast main between.
5. Locomotive Brake System as claimed in claim 2 is characterized in that: be designed to neutral position pressurize in the equalizer pipe loop.
6. Locomotive Brake System as claimed in claim 2, it is characterized in that: the distributing valve main valve portion is in always and fills wind alleviation position during the brake normal operation, do not start to control to make and use, but can not normally carry out locomotive emergency braking when control if detect the brake system, the distributing valve main valve portion drops into automatically and participates in locomotive emergency braking control task.
7. Locomotive Brake System as claimed in claim 2 is characterized in that: non-return valve, pressure regulating valve, check valve series connection constitute no fiery loopback branch road.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2010205152667U CN201761483U (en) | 2010-09-03 | 2010-09-03 | Brake system for railroad locomotive |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2010205152667U CN201761483U (en) | 2010-09-03 | 2010-09-03 | Brake system for railroad locomotive |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201761483U true CN201761483U (en) | 2011-03-16 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2010205152667U Expired - Lifetime CN201761483U (en) | 2010-09-03 | 2010-09-03 | Brake system for railroad locomotive |
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| Country | Link |
|---|---|
| CN (1) | CN201761483U (en) |
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