Structure and method for accelerating the evacuation of the train pipe of a railway brake

Abstract

This invention relates to the field of rail transit vehicle technology and discloses a structure and method for accelerating the exhaust of air from the train pipe of a railway brake. In this structure, an emergency chamber, an inflation throttle orifice, and a service brake exhaust valve are sequentially connected via a train pipe. The node between the emergency chamber and the service brake switch valve is connected to a train pipe pressure reduction speed sensing valve via the train pipe. The node between the emergency chamber and the service brake switch valve is connected to an emergency brake exhaust valve via the train pipe. The node between the inflation throttle orifice and the service brake exhaust valve is connected to the emergency brake exhaust valve via the train pipe. The emergency chamber exhaust throttle orifice is open to the atmosphere. This invention solves the problems of long train pipe exhaust time, long train braking distance, and large longitudinal impact force during train braking existing technologies.

Description

Technical Field

[0001] This invention relates to the field of rail transit vehicle technology, specifically a structure and method for accelerating the exhaust of air from the train brake pipe of a railway vehicle. Background Technology

[0002] Railway freight cars use compressed air for braking. During train operation, a train pipe runs from the locomotive to the rear of the train, delivering compressed air from the air compressor to the air reservoirs in each car. When the train brakes, the locomotive brakes depressurize the train pipe, and the depressurization wave propagates sequentially from the locomotive to the next car. When each car receives the depressurization signal and meets the activation conditions, its brakes activate, filling the brake cylinders with compressed air from the air reservoirs, thus generating braking force. The maximum propagation speed of air waves under ideal conditions is the speed of sound, but railway train pipes have joints and branch pipes, limiting the propagation speed of the braking wave to approximately 220 m / s. For trains exceeding 1300 meters in length and composed of 105 or more cars, the time interval between the braking of the last car and the first car is more than 5 seconds, resulting in significant longitudinal impact during braking. Reducing the depressurization time of the train pipe would increase the propagation speed of the braking wave, shorten the time difference between the braking of the entire long train formation, and improve the longitudinal impact performance of the train braking system.

[0003] For railway trains using air brakes, when braking, the train pipe depressurizes, and the vehicle brakes perform service braking or emergency braking according to the depressurization speed of the train pipe.

[0004] Figure 1 The demonstration showcases an existing brake exhaust valve, whose function is to assist in emergency ventilation of the train pipe during emergency braking. The atmospheric end 4 is connected to the atmosphere. The operational process is as follows: When the train releases pressure, train pipe 1 connects to the train pipe decompression speed sensing valve 6, and air is supplied to the emergency chamber 7 through the inflation throttle orifice 2. The emergency brake exhaust valve 8 is connected to both the train pipe and the emergency chamber. During braking, the train pipe decompression speed sensing valve 6 controls the output of the emergency brake exhaust control air circuit 11 based on the train pipe decompression speed. When the train pipe decompression speed is greater than 70 kPa / s, the emergency brake exhaust control air circuit 11 outputs pressure, thereby opening the emergency brake exhaust valve 8 to connect the train pipe to the atmosphere, quickly releasing the pressure from the train pipe. When the train pipe decompression speed is less than 70 kPa / s, the emergency brake exhaust control air circuit 11 outputs no pressure, the emergency brake exhaust valve 8 closes, and the train pipe is no longer connected to the atmosphere. Summary of the Invention

[0005] To overcome the shortcomings of the prior art, the present invention provides a structure and method for accelerating the exhaust of air from the train pipe of a railway brake, thereby solving the problems of long exhaust time, long braking distance, and large longitudinal impact force during train braking in the prior art.

[0006] The technical solution adopted by the present invention to solve the above problems is:

[0007] A structure for accelerating the exhaust of air from the train pipe of a railway brake includes a train pipe, an inflation throttle orifice, an emergency chamber exhaust throttle orifice, a train pipe pressure reducing speed sensing valve, an emergency chamber, an emergency brake exhaust valve, a service brake switch valve, and a service brake exhaust valve. The emergency chamber, service brake switch valve, emergency chamber exhaust throttle orifice, and service brake exhaust valve are sequentially connected through the train pipe. The emergency chamber, inflation throttle orifice, and service brake exhaust valve are sequentially connected through the train pipe. The node between the emergency chamber and the service brake switch valve is connected to the train pipe pressure reducing speed sensing valve through the train pipe. The node between the emergency chamber and the service brake switch valve is connected to the emergency brake exhaust valve through the train pipe. The node between the inflation throttle orifice and the service brake exhaust valve is connected to the emergency brake exhaust valve through the train pipe. The emergency chamber exhaust throttle orifice is open to the atmosphere.

[0008] As a preferred technical solution, it also includes an emergency braking exhaust control air circuit, in which the train pipe pressure reducing speed sensing valve and the emergency braking exhaust valve are connected through the emergency braking exhaust control air circuit.

[0009] As a preferred technical solution, it also includes a service brake exhaust control air circuit, in which the train pipe pressure reducing speed sensing valve and the service brake switch valve are connected through the service brake exhaust control air circuit.

[0010] As a preferred technical solution, it also includes a train pipe exhaust throttle orifice connected to a commonly used brake exhaust valve, the train pipe exhaust throttle orifice being connected to the atmosphere.

[0011] A method for accelerating the exhaust of air from the train pipe of a railway brake is provided, using the aforementioned structure for accelerating the exhaust of air from the train pipe of a railway brake.

[0012] A method for accelerating the exhaust of air from the train pipe of a railway brake, using the aforementioned structure for accelerating the exhaust of air from the train pipe of a railway brake, wherein when the train brakes are released, air is injected into the emergency chamber through an air throttle orifice.

[0013] A method for accelerating the exhaust of air from the train pipe of a railway brake is provided. The method utilizes the aforementioned structure for accelerating the exhaust of air from the train pipe of a railway brake. When the train brakes, the train pipe decompression speed sensing valve controls the output of the emergency brake exhaust control air circuit and the service brake exhaust control air circuit according to the train pipe decompression speed.

[0014] As a preferred technical solution, when the train pipe decompression speed is greater than the set threshold, the emergency brake exhaust control air circuit has pressure output, while the normal brake exhaust control air circuit has no pressure output. Consequently, the emergency brake exhaust valve opens, and the train pipe is connected to the atmosphere through the emergency brake exhaust valve. The emergency compartment is also connected to the atmosphere through the emergency brake exhaust valve to discharge pressurized air.

[0015] As a preferred technical solution, when the train pipe decompression speed is less than the set threshold, the emergency brake exhaust control air circuit has no pressure output, the emergency brake exhaust valve is closed, the service brake exhaust control air circuit has pressure output, and then the service brake switch valve opens. The emergency chamber pressurized air is discharged to the atmosphere through the service brake switch valve and the emergency chamber exhaust throttle orifice. The emergency chamber pressurized air also acts on the service brake exhaust valve to make the service brake exhaust valve reach the open position, so that the train pipe is connected to the atmosphere, and the train pipe is discharged to the atmosphere through the train pipe exhaust throttle orifice.

[0016] As a preferred technical solution, the threshold is set at 70 kPa / s.

[0017] Compared with the prior art, the present invention has the following advantages:

[0018] (1) This invention proposes a method to accelerate the exhaust of train pipes during normal braking. The method uses the exhaust pressure of the emergency compartment to open the passage between the train pipes and the atmosphere during normal braking, thereby accelerating the exhaust of train pipes.

[0019] (2) The present invention can reduce the time for venting the train pipe during train braking, speed up the vehicle braking process, reduce the pressure difference between the brake cylinders of the first and last vehicles of a long train, shorten the train braking distance, and reduce the longitudinal impact force during train braking. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the existing train pipe exhaust structure;

[0021] Figure 2 This is a schematic diagram of the train pipe exhaust structure of the present invention.

[0022] The markings and their corresponding names in the attached diagram are as follows: 1-Train pipe; 2-Inflation throttle orifice; 3-Emergency compartment exhaust throttle orifice; 4-Atmospheric end; 5-Train pipe exhaust throttle orifice; 6-Train pipe pressure reducing speed sensing valve; 7-Emergency compartment; 8-Emergency brake exhaust valve; 9-Service brake switch valve; 10-Service brake exhaust valve; 11-Emergency brake exhaust control air circuit; 12-Service brake exhaust control air circuit. Detailed Implementation

[0023] The present invention will be further described in detail below with reference to the embodiments and accompanying drawings, but the embodiments of the present invention are not limited thereto.

[0024] Example 1

[0025] like Figures 1 to 2 As shown, Figure 2The present invention demonstrates a brake exhaust structure, which serves two purposes: first, to assist in emergency exhaust of the train pipe during emergency braking; and second, to control the exhaust of the train pipe during service braking, thereby reducing the exhaust time of the train pipe and shortening the braking distance. The atmospheric end 4 is connected to the atmosphere. The operational process is as follows: When the train is released from its braking position, the train pipe 1 connects to the train pipe decompression speed sensing valve 6 and supplies air to the emergency chamber 7 through the inflation throttle orifice 2. The emergency brake exhaust valve 8 connects to both the train pipe and the emergency chamber. One end of the service brake switch valve 9 connects to the emergency chamber, and the other end connects to the emergency chamber exhaust throttle orifice 3 and the service brake exhaust valve 10. During train braking, the train pipe decompression speed sensing valve 6 controls the output of the emergency brake exhaust control air circuit 11 and the service brake exhaust control air circuit 12 according to the train pipe decompression speed. When the train pipe decompression rate is greater than 70 kPa / s, the emergency brake exhaust control air circuit 11 has a pressure output, while the service brake exhaust control air circuit 12 has no pressure output. This opens the emergency brake exhaust valve 8, allowing the train pipe 1 to communicate with the atmosphere through the emergency brake exhaust valve 8, thus initiating emergency exhaust to quickly relieve the pressure in the train pipe. The emergency chamber 7 also discharges pressurized air through the emergency brake exhaust valve 8. When the train pipe decompression rate is less than 70 kPa / s, the emergency brake exhaust control air circuit 11 has no pressure output, the emergency brake exhaust valve 8 is closed, and the service brake exhaust control air circuit 12 has a pressure output. This opens the service brake switch valve 9, allowing the pressurized air in the emergency chamber to be discharged to the atmosphere through the emergency chamber exhaust throttle orifice 3. This also acts on the service brake exhaust valve 10, allowing the train pipe to communicate with the atmosphere. The train pipe then discharges to the atmosphere through the train pipe exhaust throttle orifice 5, thereby accelerating the exhaust of the train pipe during service braking.

[0026] This invention has the following key technical points and technical protection points:

[0027] (1) During the braking process, the emergency chamber air that was originally discharged with the train pipe is utilized. The emergency chamber air is introduced into the switch valve between the train pipe and the atmosphere. The switch valve is opened by the exhaust pressure of the emergency chamber to realize the exhaust of the train pipe. In this way, during braking, not only is there exhaust of the train pipe through the locomotive brake, but this solution also provides a method to realize the exhaust of the train pipe of each car.

[0028] (2) When braking, the exhaust of the emergency compartment is separated from the exhaust of the train pipe. The existing exhaust valve exhausts the emergency compartment along with the train pipe. Separating the exhaust can make the operation of the exhaust valve for normal braking and emergency braking more stable and reliable.

[0029] The present invention has the following technical effects:

[0030] (1) This invention proposes a method to accelerate the exhaust of train pipe during normal braking. This method uses the exhaust pressure of the emergency compartment to open the passage between the train pipe and the atmosphere during normal braking, thereby accelerating the exhaust of train pipe (the exhaust valve of the brake in the prior art only quickly empties the pressure of the train pipe during emergency braking, and does not have the effect of accelerating the exhaust of train pipe during normal braking).

[0031] (2) The present invention can reduce the time for venting the train pipe during train braking, speed up the vehicle braking process, reduce the pressure difference between the brake cylinders of the first and last vehicles of a long train, shorten the train braking distance, and reduce the longitudinal impact force during train braking.

[0032] As described above, the present invention can be implemented well.

[0033] All features disclosed in all embodiments of this specification, or steps in all methods or processes implied in the disclosure, may be combined and / or extended or replaced in any way, except for mutually exclusive features and / or steps.

[0034] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Based on the technical essence of the present invention, any simple modifications, equivalent substitutions, and improvements made to the above embodiments within the spirit and principles of the present invention shall still fall within the protection scope of the present invention.

Claims

1. A structure for accelerating the exhaust of air from the train brake pipe of a railway brake, characterized in that, The system includes a train pipe (1), an inflation throttle orifice (2), an emergency compartment exhaust throttle orifice (3), a train pipe decompression speed sensing valve (6), an emergency compartment (7), an emergency brake exhaust valve (8), a service brake switch valve (9), and a service brake exhaust valve (10). The emergency compartment (7), service brake switch valve (9), emergency compartment exhaust throttle orifice (3), and service brake exhaust valve (10) are connected sequentially through the train pipe (1). The emergency compartment (7), inflation throttle orifice (2), and service brake exhaust valve (10) are connected sequentially through the train pipe (1). The node between the emergency compartment (7) and the service brake switch valve (9) is connected to the train pipe decompression speed sensing valve (6) through the train pipe (1). The node between the chamber (7) and the service brake switch valve (9) is connected to the emergency brake exhaust valve (8) through the train pipe (1), the node between the inflation throttle orifice (2) and the service brake exhaust valve (10) is connected to the emergency brake exhaust valve (8) through the train pipe (1), and the emergency chamber exhaust throttle orifice (3) is connected to the atmosphere; it also includes an emergency brake exhaust control air path (11), the train pipe depressurization speed sensing valve (6) and the emergency brake exhaust valve (8) are connected through the emergency brake exhaust control air path (11); it also includes a service brake exhaust control air path (12), the train pipe depressurization speed sensing valve (6) and the service brake switch valve (9) are connected through the service brake exhaust control air path (12).

2. The structure for accelerating the exhaust of air from the train brake pipe of a railway as described in claim 1, characterized in that, It also includes a train pipe exhaust throttle orifice (5) connected to the common brake exhaust valve (10), which is connected to the atmosphere.

3. A method for accelerating the exhaust of air from the train brake pipe of a railway brake, characterized in that, Ventilation is performed using a structure for accelerating the exhaust of air from the train pipe of a railway brake as described in any one of claims 1 to 2.

4. A method for accelerating the exhaust of air from the train brake pipe of a railway brake, characterized in that, Using the structure for accelerating the exhaust of air from the train pipe of a railway brake as described in any one of claims 1 to 2, when the train is released, air is supplied to the emergency chamber (7) through the air throttle orifice (2).

5. A method for accelerating the exhaust of air from the train brake pipe of a railway brake, characterized in that, Using the structure for accelerating the exhaust of train pipes of a railway brake as described in claim 2, when the train brakes, the train pipe decompression speed sensing valve (6) controls the output of the emergency brake exhaust control air circuit (11) and the normal brake exhaust control air circuit (12) according to the train pipe decompression speed.

6. A method for accelerating the exhaust of air from the train brake pipe of a railway brake as described in claim 5, characterized in that, When the decompression speed of the train pipe is greater than the set threshold, the emergency brake exhaust control air circuit (11) has pressure output, the normal brake exhaust control air circuit (12) has no pressure output, and then the emergency brake exhaust valve (8) opens. The train pipe (1) is connected to the atmosphere through the emergency brake exhaust valve (8), and the emergency chamber (7) is also connected to the atmosphere through the emergency brake exhaust valve (8) to discharge pressurized air.

7. A method for accelerating the exhaust of air from the train pipe of a railway brake as described in claim 5, characterized in that, When the decompression speed of the train pipe is less than the set threshold, the emergency brake exhaust control air circuit (11) has no pressure output, the emergency brake exhaust valve (8) is closed, the service brake exhaust control air circuit (12) has pressure output, and then the service brake switch valve (9) is opened. The pressure air in the emergency chamber (7) is discharged to the atmosphere through the service brake switch valve (9) and the emergency chamber exhaust throttle hole (3). The pressure air in the emergency chamber (7) acts on the service brake exhaust valve (10) to make the service brake exhaust valve (10) reach the open position, so that the train pipe (1) is connected to the atmosphere. The train pipe (1) is discharged to the atmosphere through the train pipe exhaust throttle hole (5).

8. A method for accelerating the exhaust of air from the train pipe of a railway brake as described in claim 6 or 7, characterized in that, The threshold is set at 70 kPa / s.

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