Multi-step brake system and railway vehicle system having the same

Abstract

The application discloses a multi-stage brake system and a locomotive vehicle system with the same. The multi-stage brake system comprises: an air cylinder for outputting air pressure; a pressure adjusting device comprising a first adjusting valve body and a second adjusting valve body connected to the air cylinder respectively and in parallel with each other, and a first electromagnetic valve connected to the first adjusting valve body and the second adjusting valve body simultaneously; and a relay valve comprising a first input end connected to an output end of the pressure adjusting device, a second input end connected to the output end of the pressure adjusting device through a second electromagnetic valve, and a brake output end for outputting brake pressure. The multi-stage brake system can output at least four stages of brake force, effectively improve the average deceleration and shorten the brake distance.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of brake control, in particular to a multi-stage brake system and a locomotive vehicle system having the same. BACKGROUND

[0002] Braking and safety of a train or other vehicle, especially emergency braking, are related. Short braking distance can improve safety of the train. However, the shorter the braking distance is, the higher the deceleration requirement of the vehicle is. In actual application, especially when the train is running at high speed, the deceleration is limited by heat load capacity of the friction pair and adhesion between the wheel and the rail, which makes it difficult to shorten the braking distance.

[0003] A technical solution is provided in the prior art to balance the above-mentioned use limitation and average deceleration of the vehicle by implementing high-low two-stage control. However, the two-stage braking force can only improve the average deceleration to a limited extent, and still cannot meet the current demand for short braking distance of the train. SUMMARY

[0004] The present application aims to provide a multi-stage brake system to solve the technical problems of the prior art that two-stage brake control cannot meet the demand for short braking distance, is high in cost and complex in structure.

[0005] One of the purposes of the present application is to provide a locomotive vehicle system.

[0006] To achieve one of the above-mentioned purposes, one embodiment of the present application provides a multi-stage brake system, comprising: an air cylinder for outputting air pressure; a pressure adjusting device comprising a first adjusting valve body and a second adjusting valve body connected to the air cylinder in parallel with each other, and a first electromagnetic valve connected to the first adjusting valve body and the second adjusting valve body; and a relay valve comprising a first input end connected to an output end of the pressure adjusting device, a second input end connected to the output end of the pressure adjusting device through a second electromagnetic valve, and a brake output end for outputting brake pressure.

[0007] As a further improvement of one embodiment of the present application, an output end of the first adjusting valve body is connected to the first electromagnetic valve, an output end of the second adjusting valve body is connected to the first electromagnetic valve, and the first electromagnetic valve is connected to the first input end.

[0008] As a further improvement of one embodiment of the present application, when the first electromagnetic valve is de-energized, the first adjusting valve body is connected to the air cylinder, and the relay valve outputs a higher brake force; when the first electromagnetic valve is energized, the second adjusting valve body is connected to the air cylinder, and the relay valve outputs a lower brake force.

[0009] As a further improvement of the embodiment of the present application, only the first input end accesses the pressure adjusting device when the second electromagnetic valve is powered off; the first input end and the second input end simultaneously access the pressure adjusting device when the second electromagnetic valve is powered on.

[0010] As a further improvement of the embodiment of the present application, the multi-stage braking system is configured to selectively output four kinds of emergency braking forces by adjusting the on-off state of the first electromagnetic valve and the second electromagnetic valve.

[0011] As a further improvement of the embodiment of the present application, the relay valve outputs a first-stage emergency braking force when both the first electromagnetic valve and the second electromagnetic valve are powered off; the relay valve outputs a second-stage emergency braking force when the first electromagnetic valve is powered off and the second electromagnetic valve is powered on; the relay valve outputs a third-stage emergency braking force when the first electromagnetic valve is powered on and the second electromagnetic valve is powered off; and the relay valve outputs a fourth-stage emergency braking force when both the first electromagnetic valve and the second electromagnetic valve are powered on.

[0012] As a further improvement of the embodiment of the present application, the first-stage emergency braking force, the second-stage emergency braking force, the third-stage emergency braking force and the fourth-stage emergency braking force are sequentially reduced.

[0013] The multi-stage braking system is configured to sequentially output the fourth-stage emergency braking force, the third-stage emergency braking force, the second-stage emergency braking force and the first-stage emergency braking force when performing emergency braking.

[0014] As a further improvement of the embodiment of the present application, the first adjusting valve body and the second adjusting valve body are both pressure reducing valves, and the first adjusting valve body and the second adjusting valve body are configured to have different outlet pressure values.

[0015] As a further improvement of the embodiment of the present application, the braking system comprises a pressure control device connected to the air cylinder, and the input end of the pressure adjusting device is connected to the pressure control device; the pressure control device comprises a third electromagnetic valve and a fourth electromagnetic valve arranged in sequence along the air inlet direction, and the output end of the third electromagnetic valve is connected to a fifth electromagnetic valve in communication with the outside.

[0016] To achieve one of the above-mentioned purposes, an embodiment of the present application provides a rolling stock system, comprising the multi-stage braking system according to any one of the above technical solutions.

[0017] Compared with the prior art, the present application forms the first level adjustment of the braking force by configuring two adjusting valve bodies in parallel with each other, and forms the second level adjustment of the braking force by setting two electromagnetic valves connected with the relay valve, wherein the two electromagnetic valves are connected with the two adjusting valve bodies, so that at least four levels of braking force output control can be realized, the average deceleration is effectively improved, and the braking distance is greatly shortened under the use limit. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 is a structural schematic diagram of a multi-level braking system in an embodiment of the present application.

[0019] Figure 2 is a schematic diagram of the relationship between the braking deceleration and the output braking pressure when the multi-level braking system is implemented in an embodiment of the present application. DETAILED DESCRIPTION

[0020] The present application will be described in detail below with reference to the specific embodiments shown in the drawings. However, these embodiments do not limit the present application, and the changes in structure, method, or function made by those of ordinary skill in the art based on these embodiments are all included in the protection scope of the present application.

[0021] It should be noted that the term "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article, or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or other elements inherent to such a process, method, article, or device. In addition, the terms "first", "second", "third", "fourth", etc. are only for descriptive purposes, and cannot be understood as indicating or implying relative importance.

[0022] The term "connected", "connected to", or any other variant is intended to cover various relative positions of the connection relationship, so that it includes direct connection or indirect connection. Among them, the direct connection can be formed by the air path pipeline, the indirect connection can be the connection relationship formed by devices such as valve body, sensor, etc., can be the connection relationship formed by air path components such as pressure control device, pressure adjusting device, etc., or can be the connection relationship formed by any other medium such as air.

[0023] Please refer to Figure 1 is a gas circuit principle diagram of a multi-stage emergency braking braking system provided by an embodiment of the present application.

[0024] The multi-level braking system 100 includes an air cylinder 10, a pressure adjusting device 30, and a relay valve 40.

[0025] Preferably, the air cylinder 10 is used to output air pressure. The pressure adjusting device 30 comprises a first adjusting valve body 31 and a second adjusting valve body 32 connected in parallel with each other, and a first electromagnetic valve 33; wherein the first adjusting valve body 31 is connected to the air cylinder 10, the second adjusting valve body 32 is connected to the air cylinder 10, and the first electromagnetic valve 33 is connected to the first adjusting valve body 31 and the second adjusting valve body 32.

[0026] Preferably, the relay valve 40 comprises a first input end 41, a second input end 42, and a brake output end 45. The first input end 41 is connected to the output end of the pressure adjusting device 30; the second input end 42 is connected to the output end of the pressure adjusting device 30 through the second electromagnetic valve 34; and the brake output end 45 is used to output brake pressure P3.

[0027] By configuring two adjusting valve bodies (e.g., the first adjusting valve body 31 and the second adjusting valve body 32) connected in parallel with each other, a first level of adjustment of brake force is formed, and by configuring two electromagnetic valves (e.g., the first electromagnetic valve 33 and the second electromagnetic valve 34) connected to the relay valve 40, a second level of adjustment of brake force is formed; in this way, at least four levels of brake force output control can be achieved, effectively improving the average deceleration, and greatly shortening the braking distance under the use restrictions such as the heat load capacity of the friction pair, the adhesion between the wheel and the rail, etc.

[0028] In an embodiment, the air cylinder 10 is used to store compressed air. More specifically, the air cylinder 10 comprises, but is not limited to, a total air cylinder R and a brake air cylinder R1. The total air cylinder R is used to store compressed air from an air source and supply air to downstream air-consuming devices, which can include the brake air cylinder R1. The brake air cylinder R1 stores compressed air mainly for realizing brake function and assisting in outputting brake pressure P3.

[0029] The pressure adjusting device 30 receives and adjusts the pressure from the air cylinder 10, which can be directly from the total air cylinder R, directly from the brake air cylinder R1 or other air cylinders, or indirectly from the air cylinder 10 through the pressure control device 20 described below.

[0030] In a preferred embodiment, the input end of the pressure adjusting device 30 is connected to the pressure control device 20, the pressure control device 20 receives the air cylinder pressure P1 from the brake air cylinder R1, and the pressure adjusting device 30 indirectly receives the air cylinder pressure P1 from the brake air cylinder R1 through the pressure control device 20. As described below, "accessing the air cylinder 10" can be understood as indirectly accessing the brake air cylinder R1 through the pressure control device 20, or as accessing the volume air cylinder 24 described below. For the convenience of description, the pressure adjusted and output by the pressure adjusting device 30 is defined as intermediate pressure P2.

[0031] Preferably, the output end of the first adjusting valve body 31 is connected to the first electromagnetic valve 33, and the output end of the second adjusting valve body 32 is connected to the first electromagnetic valve 33. The first electromagnetic valve 33 is connected to the first input end 41 of the relay valve 40. That is, the two input ends of the first electromagnetic valve 33 are respectively connected to the output ends of the first electromagnetic valve 33 and the second electromagnetic valve 34, and the output end of the first electromagnetic valve 33 is connected to the relay valve 40; at this time, the output end of the first electromagnetic valve 33 is the output end of the pressure adjusting device 30, and the pressure value output by the first electromagnetic valve 33 is the intermediate pressure P2 output by the pressure adjusting device 30.

[0032] Preferably, the first adjusting valve body 31 and the second adjusting valve body 32 are configured to have different outlet pressure values, and the outlet pressure value of the first adjusting valve body 31 is greater than that of the second adjusting valve body 32. In this way, the pressure adjusting device 30 can output intermediate pressures P2 with different pressure values to form a more varied brake force output. In a preferred embodiment, the first adjusting valve body 31 and the second adjusting valve body 32 are both pressure reducing valves, and in other embodiments, the adjusting valve body can also be a pressure limiting valve, which can be selected according to actual conditions.

[0033] When the first electromagnetic valve 33 is de-energized, the first adjusting valve body 31 accesses the air cylinder 10, and the relay valve 40 outputs a higher brake force; when the first electromagnetic valve 33 is energized, the second adjusting valve body 32 accesses the air cylinder 10, and the relay valve 40 outputs a lower brake force.

[0034] In more detail, when the first electromagnetic valve 33 is de-energized, the first adjusting valve body 31 accesses the air cylinder 10, and the intermediate pressure P2 output by the pressure adjusting device 30 has a higher intermediate pressure value p21, and after being input into the relay valve 40, the brake pressure P3 output by the relay valve 40 has a higher brake pressure value p31. When the first electromagnetic valve 33 is energized, the second adjusting valve body 31 accesses the brake air cylinder R1, and the intermediate pressure P2 output by the pressure adjusting device 30 has a lower intermediate pressure value p22, and after being input into the relay valve 40, the brake pressure P3 output by the relay valve 40 has a lower brake pressure value p32.

[0035] In simple terms, the first input end 41 of the relay valve 40 is a basic control pressure input end, and the second input end 42 is a high-low pressure control pressure input end. The first input end 41 is connected to the output end of the first electromagnetic valve 33 (i.e. the output end of the pressure adjusting device 30), and the second input end 42 is connected to the output end of the second electromagnetic valve 34; the second electromagnetic valve 34 is also connected to the output end of the first electromagnetic valve 33. In this way, the intermediate pressure P2 from the first electromagnetic valve 33 can be directly input into the first input end 41, or can be simultaneously input into the first input end 41 and input into the second input end 42 through the second electromagnetic valve 34, realizing diversified and customized adjustment of brake force.

[0036] In particular, when the second solenoid valve 34 is de-energized, only the first input port 41 is connected to the pressure regulating device 30. When the second solenoid valve 34 is energized, both the first input port 41 and the second input port 42 are connected to the pressure regulating device 30. Since the pressure regulating device 30 itself can output at least two pressure values (for example, including the higher intermediate pressure value p21 and the lower intermediate pressure value p22), the adjustment via the second solenoid valve 34 and the relay valve 40 can form at least 2x2=4 kinds of combined output modes, outputting four kinds of brake pressures P3.

[0037] In more detail, when the intermediate pressure P2 output by the pressure regulating device 30 has the higher intermediate pressure value p21, if only the first input port 41 of the relay valve 40 is input, the brake pressure P3 output by the relay valve 40 has the first brake pressure value p311; if the first input port 41 and the second input port 42 are simultaneously input, the brake pressure P3 output by the relay valve 40 has the second brake pressure value p312. When the intermediate pressure P2 output by the pressure regulating device 30 has the lower intermediate pressure value p22, if only the first input port 41 of the relay valve 40 is input, the brake pressure P3 output by the relay valve 40 has the third brake pressure value p321; if the first input port 41 and the second input port 42 are simultaneously input, the brake pressure P3 output by the relay valve 40 has the fourth brake pressure value p322.

[0038] In an embodiment, the multi-stage brake system 100 can be used to output an emergency braking force. Thus, the multi-stage brake system 100 can be configured to selectively output four kinds of emergency braking forces (for example, outputting the brake pressure P3 as the emergency braking force) by adjusting the on-off state of the first solenoid valve 33 and the second solenoid valve 34.

[0039] (1) When the first solenoid valve 33 and the second solenoid valve 34 are both de-energized, the relay valve 40 outputs the first-stage emergency braking force P311. Among them, the first-stage emergency braking force P311 has the above-mentioned first brake pressure value p311.

[0040] (2) When the first solenoid valve 33 is de-energized and the second solenoid valve 34 is energized, the relay valve outputs the second-stage emergency braking force P312. Among them, the second-stage emergency braking force P312 has the above-mentioned second brake pressure value p312.

[0041] (3) When the first solenoid valve 33 is energized and the second solenoid valve 34 is de-energized, the relay valve outputs the third-stage emergency braking force P321. Among them, the third-stage emergency braking force P321 has the above-mentioned third brake pressure value p321.

[0042] (4) When both the first solenoid valve 33 and the second solenoid valve 34 are energized, the relay valve outputs the fourth-stage emergency braking force P322. Among them, the fourth-stage emergency braking force P322 has the above-mentioned fourth braking pressure value p322.

[0043] The braking pressure values of the first-stage emergency braking force P311, the second-stage emergency braking force P312, the third-stage emergency braking force P321, and the fourth-stage emergency braking force P322 decrease in sequence.

[0044] The multi-stage braking system 100 is configured to sequentially output the fourth-stage emergency braking force P322, the third-stage emergency braking force P321, the second-stage emergency braking force P312, and the first-stage emergency braking force P311 when performing an emergency braking.

[0045] Refer Figure 2 As shown, in a preferred embodiment, taking a train with the multi-stage braking system 100 as an example, if the train running speed is 400 km / h, the first adjustment valve body 31 sets its own outlet pressure value to be 4.5 bar, and the outlet pressure value set by the second adjustment valve body 32 is 3.1 bar, the following state can be presented:

[0046] When performing an emergency braking, a braking pressure of 2.6 bar (the fourth-stage braking pressure) can be obtained in the speed range of 400 - 350 km / h (the fourth-stage speed range), a braking pressure of 3.1 bar (the third-stage braking pressure) can be obtained in the speed range of 350 - 300 km / h (the third-stage speed range), a braking pressure of 3.75 bar (the second-stage braking pressure) can be obtained in the speed range of 300 - 250 km / h (the second-stage speed range), and a braking pressure of 4.5 bar (the first-stage braking pressure) can be obtained in the speed range below 250 km / h (the first-stage speed range). Four-stage emergency braking control is achieved, the average deceleration is increased, the braking distance is shortened under the usage limit, and the requirements for multi-stage control of emergency braking of high-speed EMUs are met. Among them, the speed values of the first-stage speed range, the second-stage speed range, the third-stage speed range, and the fourth-stage speed range increase in sequence.

[0047] In an embodiment where the multi-stage braking system 100 includes a pressure control device 20 connected to the connecting air cylinder 10, the pressure control device 20 is specifically connected to the braking air cylinder R1 through its input end, and the input end of the pressure adjustment device 30 is connected to the pressure control device 20.

[0048] Preferably, the pressure control device 20 comprises a third solenoid valve 21 and a fourth solenoid valve 22 arranged in sequence along the air inlet direction, and the output end of the third solenoid valve 21 is connected with a fifth solenoid valve 23 which is connected with the outside; in other words, the output end of the third solenoid valve 21 is also connected with the input end of the fourth solenoid valve 22, and the fifth solenoid valve 23 is also connected with the input end of the fourth solenoid valve 22. The output end of the fourth solenoid valve 22 can be connected with a volume air cylinder 24 which can be used to directly supply air to the pressure adjusting device 30. A first pressure sensor is arranged between the pressure control device 20 and the pressure adjusting device 30 to detect the pressure from the pressure control device 20.

[0049] The brake system 100 comprises a normal brake state (travel brake) and an emergency brake state (brake brake). In the normal brake state, the first solenoid valve 33 and the second solenoid valve 34 are de-energized, the air cylinder pressure P1 from the brake air cylinder R1 passes through the third solenoid valve 21, the fourth solenoid valve 22, and the first pressure sensor, and is delivered to the first adjusting valve body 31, thereby being directly input to the first input end 41 of the relay valve 40. In the normal brake state, the air cylinder pressure P1 from the brake air cylinder R1 is usually 2-3 bar.

[0050] In the emergency brake state, the air cylinder pressure P1 from the brake air cylinder R1 is directly input to the fourth solenoid valve 22, thereby inputting the pressure adjusting device 30, and the relay valve 40 can output the above-mentioned four kinds of brake pressures P3. In the emergency brake state, the air cylinder pressure P1 from the brake air cylinder R1 can reach 10 bar.

[0051] When the train is in the unbraked state, the fifth solenoid valve 23 is turned on, and the gas in the pipeline can be discharged to the outside.

[0052] In the preferred embodiment, the relay valve 40 further comprises a third input end 43 and a fourth input end 44. The third input end 43 is a total air cylinder pressure input end connected with the train total air cylinder R, and the fourth pressure input end 44 is a load pressure input end. Preferably, the relay valve output end 45 is further provided with a check valve 46 for protecting the safety thereof, and the output end of the check valve 46 is connected to the third input end 43.

[0053] The present application comprises a locomotive vehicle system comprising the multi-stage brake system 100 according to any one of the technical solutions described above.

[0054] Specifically, the multi-stage brake system 100 can be configured with two adjusting valve bodies (for example, the first adjusting valve body 31 and the second adjusting valve body 32) connected in parallel with each other, and preferably the outlet pressure values of the two adjusting valve bodies are configured to be different. Through different adjusting valve bodies, the pressure adjusting device 30 outputs different intermediate pressures P2, forming the first level of adjustment of the brake force.

[0055] The first input end 41 of the relay valve 40 can be defined as a basic control pressure input end and is connected to the first electromagnetic valve 33, and the second input end 42 can be defined as a high-low pressure control pressure input end and is connected to the second electromagnetic valve 34. The intermediate pressure P2 output by the pressure adjusting device 30 can be input only to the first input end 41 or can be input to both the first input end 41 and the second input end 42, thereby forming a second level of adjustment of the braking force. The vehicle system comprising the multi-stage braking system 100 in other embodiments can be formed by referring to any of the technical solutions provided in the foregoing, and will not be described here again.

[0056] In summary, the present application forms a first level of adjustment of the braking force by configuring two adjustment valve bodies in parallel with each other, and forms a second level of adjustment of the braking force by configuring two electromagnetic valves connected to the relay valve, thereby achieving at least four stages of braking force output control and effectively improving the average deceleration, greatly shortening the braking distance under the use limit.

[0057] It should be understood that although the present specification is described in terms of embodiments, not every embodiment contains only one independent technical solution, and the description of the specification is only for the sake of clarity, and those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that those skilled in the art can understand.

[0058] The series of detailed descriptions listed above are only specific descriptions of the feasible embodiments of the present application, and are not intended to limit the protection scope of the present application, and any equivalent embodiments or changes made without departing from the spirit of the present application should be included in the protection scope of the present application.

Claims

1. A multi-stage braking system, characterized in that, include: Air cylinders are used to output air pressure; The pressure adjustment device includes a first adjustment valve body and a second adjustment valve body that are respectively connected to the air cylinder and connected in parallel with each other, and a first solenoid valve that is simultaneously connected to the first adjustment valve body and the second adjustment valve body. The relay valve includes a first input terminal connected to the output terminal of the pressure regulating device, a second input terminal connected to the output terminal of the pressure regulating device via a second solenoid valve, and a brake output terminal for outputting brake pressure.

2. The multi-stage braking system according to claim 1, characterized in that, The output end of the first adjusting valve body is connected to the first solenoid valve, the output end of the second adjusting valve body is connected to the first solenoid valve, and the first solenoid valve is connected to the first input end.

3. The multi-stage braking system according to claim 2, characterized in that, When the first solenoid valve is de-energized, the first adjusting valve body is connected to the air cylinder, and the relay valve outputs a higher braking force; when the first solenoid valve is energized, the second adjusting valve body is connected to the air cylinder, and the relay valve outputs a lower braking force.

4. The multi-stage braking system according to claim 3, characterized in that, When the second solenoid valve is de-energized, only the first input terminal is connected to the pressure adjustment device; when the second solenoid valve is energized, both the first input terminal and the second input terminal are connected to the pressure adjustment device.

5. The multi-stage braking system according to claim 1, characterized in that, The multi-stage braking system is configured to selectively output four types of emergency braking forces by adjusting the on / off state of the first and second solenoid valves.

6. The multi-stage braking system according to claim 5, characterized in that, When both the first solenoid valve and the second solenoid valve are de-energized, the relay valve outputs a first-stage emergency braking force. When the first solenoid valve is de-energized and the second solenoid valve is energized, the relay valve outputs a second-stage emergency braking force. When the first solenoid valve is energized and the second solenoid valve is de-energized, the relay valve outputs a third-stage emergency braking force. When both the first solenoid valve and the second solenoid valve are energized, the relay valve outputs a fourth-order emergency braking force.

7. The multi-stage braking system according to claim 6, characterized in that, The first-order emergency braking force, the second-order emergency braking force, the third-order emergency braking force, and the fourth-order emergency braking force decrease sequentially; The multi-stage braking system is configured to output the fourth-stage emergency braking force, the third-stage emergency braking force, the second-stage emergency braking force, and the first-stage emergency braking force sequentially when performing emergency braking.

8. The multi-stage braking system according to claim 1, characterized in that, Both the first regulating valve body and the second regulating valve body are pressure reducing valves, and the first regulating valve body and the second regulating valve body are configured to have different outlet pressure values.

9. The multi-stage braking system according to claim 1, characterized in that, The multi-stage braking system includes a pressure control device connected to the air cylinder, and the input end of the pressure adjustment device is connected to the pressure control device. The pressure control device includes a third solenoid valve and a fourth solenoid valve arranged sequentially along the air intake direction, and the output end of the third solenoid valve is connected to a fifth solenoid valve that communicates with the outside.

10. A locomotive and rolling stock system, characterized in that, Includes the multi-stage braking system as described in any one of claims 1 to 9.

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