A slow-release device for a hydraulic brake system of a rail train and a control method thereof

Abstract

The present invention belongs to the technical field of rail trains, and relates to a rail train hydraulic brake system slow-release device. The present invention also relates to a control method for a rail train hydraulic brake system slow-release device. A reversing valve module (A) includes a shuttle valve (1), a first pressure switch (2), and a second pressure switch (3). A manual pump module (B) includes a manual pump (4), an oil tank (5), and a pressure relief valve (6). The shuttle valve (1) is connected to the oil tank (5) through a first pipeline (7). A manual pump (4) is provided on the first pipeline (7). The shuttle valve (1) is connected to an auxiliary relief unit (9) through a second pipeline (8). The shuttle valve (1) is connected to a clamp (11) through a third pipeline (10). The first pipeline (7) is connected to the pressure relief valve (6). The rail train hydraulic brake system slow-release device of the present invention is easy to operate, can reliably complete relief and braking, effectively prevents the risks caused by misoperation and forgetting to restore the gear position, and reduces the probability of misactivation.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail trains, and more specifically, relates to a slow-release device for a hydraulic brake system of a rail train. The present invention also relates to a control method for the slow-release device for a hydraulic brake system of a rail train. Background Art

[0002] The clamps of the hydraulic brake system of a single-axle straddle-type monorail vehicle need to be equipped with an auxiliary relief device. For most passive hydraulic brake systems, there are generally three or more relief methods to ensure that the vehicle can relieve the brakes in different situations. One is automatic relief, which is the relief method during driving and is controlled by the vehicle itself. One is manual relief, which is generally located on the vehicle and is used when the vehicle loses power or the control is abnormal. The last one is mechanical relief, which is generally used when there is a problem with the oil and electricity of the vehicle. The clamps are operated to relieve. The current relief method has shortcomings. It is necessary to manually switch to manual relief mode, and when operating, you may forget to return to the original working position. In addition, the travel switch for manual relief activation is easy to be accidentally touched, causing the train to mistakenly believe that manual relief is activated and alarm, resulting in speed limit and affecting train operation.

[0003] A prior art technology entitled "Train Handbrake System" with publication (announcement) number "CN106184181B" provides a train handbrake system. The system includes a first cab status activation switch located in the first driver's cab and a second cab status activation switch located in the second driver's cab, as well as at least one handbrake, a first display device located in the first driver's cab, and a second display device located in the second driver's cab. Each handbrake is equipped with a cam and a limit switch. When the cam rotates to the handbrake release position, the limit switch is pressed and closed. Each limit switch is connected in series to form a handbrake status branch. The first end of the handbrake status branch is electrically connected to the first cab status activation switch, and the second end of the handbrake status branch is electrically connected to the second cab status activation switch, the first display device, and the second display device, respectively. This system prevents a train from starting with the handbrake applied, potentially causing traffic accidents, thereby improving train safety.

[0004] However, this technology does not involve the technical problems and technical solutions of the present application. Summary of the Invention

[0005] The technical problem to be solved by the present invention is: in view of the shortcomings of the existing technology, a slow-release device for the hydraulic brake system of a rail train is provided, which is easy to operate, can reliably complete relief and braking, effectively prevents the risks brought by misoperation and forgetting to restore gears, and reduces the probability of misactivation.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is:

[0007] The present invention is a slow-release device for a hydraulic brake system of a rail train, comprising a reversing valve module and a manual pump module. The reversing valve module comprises a shuttle valve, a first pressure switch, and a second pressure switch. The manual pump module comprises a manual pump, an oil tank, and a pressure relief valve. The shuttle valve is connected to the oil tank through a first pipeline. A manual pump is provided on the first pipeline. The shuttle valve is connected to an auxiliary relief unit through a second pipeline. The shuttle valve is connected to a clamp through a third pipeline. The first pipeline is connected to the pressure relief valve.

[0008] The first pressure switch and the second pressure switch are respectively connected to the vehicle control components, and the auxiliary relief unit is connected to the pressure pump.

[0009] The first pipeline is connected to the oil tank through a pressure relief pipeline, and a pressure relief valve is provided on the pressure relief pipeline.

[0010] A first one-way valve is provided on the side of the manual pump close to the oil tank, and a second one-way valve is provided on the side of the manual pump close to the shuttle valve. Both the first one-way valve and the second one-way valve are provided on the first pipeline.

[0011] The shuttle valve includes a first oil port, a second oil port, and a third oil port. The first pipeline is connected to the first oil port, the second pipeline is connected to the second oil port, and the third pipeline is connected to the third oil port.

[0012] The shuttle valve is connected to the second pressure switch near the first oil port, and the first pressure switch is connected to the third pipeline.

[0013] The third pipeline is connected to the first branch pipe and the second branch pipe, and the first branch pipe and the second branch pipe are respectively connected to a clamp.

[0014] A pressure gauge is installed on the third pipeline.

[0015] A solenoid valve is provided inside the auxiliary relief unit, and the solenoid valve is connected to the vehicle control component.

[0016] The present invention also relates to a control method for a slow-release device of a hydraulic brake system for a railway train, which is easy to operate, can reliably complete release and braking, effectively prevents the risks caused by misoperation and forgetting to restore the gear position, and reduces the probability of misactivation. The control method for the slow-release device of the hydraulic brake system for a railway train comprises the following steps:

[0017] S1. Close the pressure relief valve and operate the manual pump to pressurize the first pipeline. When the second pressure switch is triggered, it indicates that the manual pump is in use and the braking function is lost.

[0018] S2. Continue to pressurize the manual pump until the pressure is released, release the brake, and observe the pressure in the third line in real time using the pressure gauge.

[0019] S3. Open the pressure relief valve. The hydraulic oil in the relief line flows back to the oil tank connected to the manual pump. The second pressure switch is closed and the manual pump is no longer activated.

[0020] The technical solution of the present invention is adopted, and the working principle and beneficial effects are as follows:

[0021] The rail train hydraulic brake system slow-release device described in the present invention is structurally configured such that the device is divided into two main parts, namely a reversing valve module and a manual pump module, wherein the reversing valve module includes a shuttle valve, a first pressure switch, and a second pressure switch, and the manual pump module includes a manual pump (pump body), an oil tank, and a pressure relief valve. The reversing valve module and the manual pump module can be installed separately or integrated together, and the reversing valve module and the manual pump module are connected by a pipeline. When the rail train hydraulic brake system slow-release device is in use, when the train needs auxiliary relief, the auxiliary relief unit is pressurized by the pressure pump, and the pressure pushes the shuttle valve to block the first oil port connected to the manual pump. At the same time, the shuttle valve is connected to the third pipeline through the third oil port, and the third pipeline is connected to the clamp. After continued pressurization, the clamp is released. When the train needs to brake, the solenoid valve inside the auxiliary relief unit is disconnected, and the hydraulic oil in the pipeline returns to the tank due to pressure. When the train needs to use the manual pump to relieve the vehicle, the manual pump is operated to increase pressure, pushing the shuttle valve to block the second oil port connected to the auxiliary relief unit. Simultaneously, the shuttle valve connects to the third pipeline through the third oil port, which then connects to the clamp. Further pressure is applied to release the clamp. When the train needs to brake, the pressure relief valve is manually opened, and the hydraulic oil in the pipeline returns to the tank due to pressure. The first pressure switch mainly sends a relief signal to the vehicle control unit when the pressure in the third pipeline reaches the set value. The relief signal indicates that the relief is complete. The second pressure switch sends a signal to the vehicle control unit when the pressure in the shuttle valve reaches the set value, activating the manual pump and deactivating the braking function, requiring personnel to pay attention. The advantages of the present invention are: 1. Simple and convenient operation: only the manual pump and pressure relief valve are required to complete relief and braking; 2. Automatic mode selection, eliminating the need for manual gear shifting, effectively preventing the risks of misoperation and forgetting to restore a gear. 3. The activation mode is transmitted by the pressure switch, which greatly reduces the probability of false activation. 4. Flexible installation, can be integrated or separated, and can adapt to more installation spaces. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The following is a brief description of the contents and symbols in the drawings of this specification:

[0023] Figure 1 This is a schematic structural diagram of the slow-release device of the hydraulic brake system of a railway train according to the present invention;

[0024] Figure 2This is a schematic structural diagram of the slow-release device of the hydraulic brake system of a railway train according to the present invention;

[0025] The marks in the accompanying drawings are: A, reversing valve module; B, manual pump module; 1, shuttle valve; 2, first pressure switch; 3, second pressure switch; 4, manual pump; 5, oil tank; 6, pressure relief valve; 7, first pipeline; 8, second pipeline; 9, auxiliary relief unit; 10, third pipeline; 11, clamp; 12, pressure pump; 13, pressure relief pipeline; 14, first one-way valve; 15, second one-way valve; 16, first oil port; 17, second oil port; 18, third oil port; 19, first branch pipe; 20, second branch pipe; 21, pressure gauge; 22, solenoid valve. DETAILED DESCRIPTION

[0026] The following describes the embodiments with reference to the accompanying drawings to further explain in detail the specific embodiments of the present invention, such as the shapes, structures, mutual positions and connection relationships between the various components involved, the functions and working principles of the various components.

[0027] As attached Figure 1 -Attached Figure 2As shown, the present invention provides a slow-release device for a railway train hydraulic brake system, comprising a reversing valve module A and a manual pump module B. The reversing valve module A includes a shuttle valve 1, a first pressure switch 2, and a second pressure switch 3. The manual pump module B includes a manual pump 4, a fuel tank 5, and a pressure relief valve 6. The shuttle valve 1 is connected to the fuel tank 5 via a first pipeline 7, on which the manual pump 4 is mounted. The shuttle valve 1 is connected to an auxiliary relief unit 9 via a second pipeline 8. The shuttle valve 1 is connected to a clamp 11 via a third pipeline 10, and the first pipeline 7 is connected to the pressure relief valve 6. The above structure addresses the shortcomings of the prior art and provides an improved technical solution. The device is divided into two main parts: the reversing valve module A and the manual pump module B. The reversing valve module includes the shuttle valve 1, the first pressure switch 2, and the second pressure switch 3. The manual pump module includes the manual pump 4 (pump body), the fuel tank 5, and the pressure relief valve 6. The reversing valve module A and the manual pump module B can be installed separately or integrated together, connected by a pipeline. When the rail train hydraulic brake system slow-release device is used, when the train needs auxiliary relief, the auxiliary relief unit 9 is pressurized by the pressure pump 12, pushing the shuttle valve 1 to block the first oil port connected to the manual pump 4, and at the same time, the shuttle valve 1 is connected to the third pipeline 10 through the third oil port, and the third pipeline 10 is connected to the clamp 11. After further pressurization, the clamp 11 is released. When the train needs to brake, the solenoid valve 22 inside the auxiliary relief unit 9 is disconnected, and the hydraulic oil inside the pipeline returns to the oil tank 5 due to pressure. When the train needs to use the manual pump 4 to relieve the vehicle, the manual pump 4 is operated to increase pressure, pushing the shuttle valve 1 to block the second oil port connected to the auxiliary relief unit 9, and at the same time, the shuttle valve 1 is connected to the third pipeline 10 through the third oil port, and the third pipeline 10 is connected to the clamp 11. After further pressurization, the clamp 11 is released. When the train needs to brake, the pressure relief valve 6 is manually opened, and the hydraulic oil inside the pipeline returns to the oil tank 5 due to pressure. The primary function of the first pressure switch 2 is to send a release signal to the vehicle control unit when the pressure in the third pipeline 10 reaches a set value. Upon seeing the release signal, relevant personnel will know that the release is complete. The function of the second pressure switch 3 is to send a signal to the vehicle control unit when the pressure in the shuttle valve 1 reaches a set value. At this time, the manual pump 4 is activated, the braking function is disabled, and relevant personnel need to pay attention. The beneficial effects of the structure of the present invention are: 1. Simple and convenient operation: only the manual pump and pressure relief valve need to be operated to complete the release and braking. 2. Automatic mode selection, eliminating the need for additional manual gear switching, effectively preventing the risks of misoperation and forgetting to restore the gear. 3. The activation mode is transmitted by the pressure switch, greatly reducing the probability of misactivation. 4. Flexible installation: It can be integrated or installed separately, accommodating more installation space. The rail train hydraulic brake system slow-release device described in the present invention is simple to operate, can reliably complete the release and braking, effectively preventing the risks of misoperation and forgetting to restore the gear, and reducing the probability of misactivation.

[0028] The first pressure switch 2 and the second pressure switch 3 are respectively connected to the vehicle control components, and the auxiliary relief unit 9 is connected to the pressure pump 12. The pressure pump 12 is connected to the vehicle control components. The function of the pressure pump 12 is to generate pressure to control the operation of the shuttle valve 1. The function of the first pressure switch 2 is mainly to send a relief signal to the vehicle control component when the pressure in the third pipeline 10 reaches the set value. After the relevant personnel see the relief signal, they know that the relief is completed. The function of the second pressure switch 3 is to send a signal to the vehicle control component when the pressure in the shuttle valve 1 reaches the set value.

[0029] The first pipeline 7 is connected to the oil tank 5 through the pressure relief pipeline 13, and the pressure relief valve 6 is provided on the pressure relief pipeline 13. In the above structure, the oil tank is used to store oil, which can be pumped into the shuttle valve by a manual pump to achieve pressure supply, and the pressure relief valve is used to unload the oil and eliminate pressure.

[0030] A first one-way valve 14 is provided on the side of the manual pump 4 close to the oil tank 5, and a second one-way valve 15 is provided on the side of the manual pump 4 close to the shuttle valve 1. Both the first one-way valve 14 and the second one-way valve 15 are provided on the first pipeline 7. The shuttle valve 1 includes a first oil port 16, a second oil port 17, and a third oil port 18. The first pipeline 7 is connected to the first oil port 16, the second pipeline 8 is connected to the second oil port 17, and the third pipeline 10 is connected to the third oil port 18. When the train requires auxiliary relief, the auxiliary relief unit 9 applies pressure through the pressure pump 12, pushing the shuttle valve 1 to block the first oil port connected to the manual pump 4. At the same time, the shuttle valve 1 is connected to the third pipeline 10 through the third oil port, and the third pipeline 10 is connected to the clamp 11. After further pressurization, the clamp 11 is released. In the above structure, different oil ports are used to generate and eliminate pressure. When the train needs to brake, the solenoid valve 22 inside the auxiliary relief unit 9 is disconnected, and the hydraulic oil inside the pipeline returns to the oil tank 5 due to pressure. When the train needs to use the manual pump 4 to relieve the vehicle, the manual pump 4 is operated to pressurize, pushing the shuttle valve 1 to block the second oil port connected to the auxiliary relief unit 9. At the same time, the shuttle valve 1 is connected to the third pipeline 10 through the third oil port, and the third pipeline 10 is connected to the clamp 11. After continuing to pressurize, the clamp 11 is released.

[0031] The shuttle valve 1 is connected to the second pressure switch 3 near the first oil port 16, and the first pressure switch 2 is connected to the third pipeline 10. The third pipeline 9 connects the first branch pipe 19 and the second branch pipe 20, each of which is connected to a clamp 11. A pressure gauge 21 is installed on the third pipeline 10. A solenoid valve 22 is installed within the auxiliary relief unit 9 and is connected to the vehicle control components. In this structure, the pressure gauge allows the operator to easily view the real-time pressure. Multiple clamps can be installed and synchronized.

[0032] The present invention also relates to a control method for a slow-release device of a hydraulic brake system for a railway train, which is easy to operate, can reliably complete release and braking, effectively prevents the risks caused by misoperation and forgetting to restore the gear position, and reduces the probability of misactivation. The control method for the slow-release device of the hydraulic brake system for a railway train comprises the following steps:

[0033] S1. Close the pressure relief valve 6 and operate the manual pump 4 to pressurize the first pipe 7. When the second pressure switch 3 is triggered, the manual pump 4 is prompted to be in use, and the braking function is lost;

[0034] S2 continues to pressurize the manual pump 4 to relieve the pressure, relieve the brake, and observe the pressure of the third pipeline 10 in real time through the pressure gauge 21;

[0035] S3. Open the pressure relief valve 6. At this time, the hydraulic oil in the relief line flows back to the oil tank 5 connected to the manual pump 4. At this time, the second pressure switch 3 is closed and the manual pump 4 is no longer in an activated state.

[0036] The rail train hydraulic brake system slow-release device described in the present invention is structurally configured to consist of two main components: a reversing valve module A and a manual pump module B. The reversing valve module includes a shuttle valve 1, a first pressure switch 2, and a second pressure switch 3, while the manual pump module includes a manual pump 4 (pump body), an oil tank 5, and a pressure relief valve 6. The reversing valve module A and manual pump module B can be installed separately or integrated together, with the reversing valve module A and manual pump module B connected by a pipeline. When the rail train hydraulic brake system slow-release device is in use, when the train requires auxiliary relief, the auxiliary relief unit 9 is pressurized by the pressure pump 12. The pressure pushes the shuttle valve 1 to block the first oil port connected to the manual pump 4. Simultaneously, the shuttle valve 1 is connected to the third pipeline 10 through the third oil port, and the third pipeline 10 is connected to the clamp 11. Further pressurization releases the clamp 11. When the train needs to brake, the solenoid valve 22 inside the auxiliary relief unit 9 is disconnected, and the hydraulic oil inside the pipeline returns to the oil tank 5 due to pressure. When the train needs to use the manual pump 4 to relieve the vehicle, the manual pump 4 is operated to increase pressure, pushing the shuttle valve 1 to block the second oil port connected to the auxiliary relief unit 9. At the same time, the shuttle valve 1 is connected to the third pipeline 10 through the third oil port, and the third pipeline 10 is connected to the clamp 11. After further pressurization, the clamp 11 is released. When the train needs to brake, the pressure relief valve 6 is manually opened, and the hydraulic oil inside the pipeline returns to the oil tank 5 due to pressure. The main function of the first pressure switch 2 is to send a relief signal to the vehicle control component when the pressure of the third pipeline 10 reaches the set value. When the relevant personnel see the relief signal, they know that the relief is complete. The function of the second pressure switch 3 is to send a signal to the vehicle control component when the pressure of the shuttle valve 1 reaches the set value. At this time, the manual pump 4 is activated and the braking function fails. Relevant personnel need to pay attention. The advantages of the present invention are: 1. Simple and convenient operation: only the manual pump and pressure relief valve are required to achieve both braking and braking. 2. Automatic mode selection eliminates the need for manual gear shifting, effectively preventing the risks of misoperation and forgetting to restore a gear. 3. The activation mode is transmitted by a pressure switch, significantly reducing the probability of accidental activation. 4. Flexible installation: It can be integrated or separated, accommodating a wider range of installation spaces.

[0037] The present invention is described above by way of example in conjunction with the accompanying drawings. It is obvious that the specific implementation of the present invention is not limited to the above-mentioned method. As long as various improvements are made using the method concept and technical solution of the present invention, or the concept and technical solution of the present invention are directly applied to other occasions without improvement, they are all within the scope of protection of the present invention.

Claims

1. A slow-release device for a hydraulic brake system of a railway train, characterized by: The invention comprises a reversing valve module (A) and a manual pump module (B), wherein the reversing valve module (A) comprises a shuttle valve (1), a first pressure switch (2), and a second pressure switch (3), and the manual pump module (B) comprises a manual pump (4), an oil tank (5), and a pressure relief valve (6), wherein the shuttle valve (1) is connected to the oil tank (5) through a first pipeline (7), the manual pump (4) is provided on the first pipeline (7), the shuttle valve (1) is connected to the auxiliary relief unit (9) through a second pipeline (8), the shuttle valve (1) is connected to the clamp (11) through a third pipeline (10), and the first pipeline (7) is connected to the pressure relief valve (6); The first pressure switch (2) and the second pressure switch (3) are respectively connected to the vehicle control component, and the auxiliary relief unit (9) is connected to the pressure pump (12); The shuttle valve (1) is connected to the second pressure switch (3) near the first oil port (16), and the first pressure switch (2) is connected to the third pipeline (10); The first pipeline (7) is connected to the oil tank (5) via a pressure relief pipeline (13), and a pressure relief valve (6) is provided on the pressure relief pipeline (13); The first pressure switch (2) is mainly used to send a relief signal to the vehicle control component when the pressure of the third pipeline (10) reaches the set value. After the relevant personnel see the relief signal, they know that the relief is completed; the second pressure switch (3) is used to send a signal to the vehicle control component when the pressure of the shuttle valve (1) reaches the set value. At this time, the manual pump (4) is activated and the braking function is disabled. The relevant personnel need to pay attention.

2. The slow-release device for a railway train hydraulic brake system according to claim 1, characterized in that: A first one-way valve (14) is provided on the side of the manual pump (4) close to the oil tank (5), and a second one-way valve (15) is provided on the side of the manual pump (4) close to the shuttle valve (1). Both the first one-way valve (14) and the second one-way valve (15) are provided on the first pipeline (7).

3. The slow-release device for a railway train hydraulic brake system according to claim 1 or 2, characterized in that: The shuttle valve (1) comprises a first oil port (16), a second oil port (17), and a third oil port (18); the first pipeline (7) is connected to the first oil port (16), the second pipeline (8) is connected to the second oil port (17), and the third pipeline (10) is connected to the third oil port (18).

4. The slow-release device for a railway train hydraulic brake system according to claim 1 or 2, characterized in that: The third pipeline (10) is connected to the first branch pipe (19) and the second branch pipe (20), and the first branch pipe (19) and the second branch pipe (20) are respectively connected to a clamp (11).

5. The slow-release device for a railway train hydraulic brake system according to claim 1 or 2, characterized in that: A pressure gauge (21) is installed on the third pipeline (10).

6. The slow-release device for a railway train hydraulic brake system according to claim 1 or 2, characterized in that: The auxiliary relief unit (9) is internally provided with a solenoid valve (22), and the solenoid valve (22) is connected to a vehicle control component.

7. The control method of the slow-release device of the hydraulic brake system of a railway train according to any one of claims 1 to 6, characterized in that: The control method of the slow-release device of the hydraulic brake system of a railway train comprises the following steps: S1. Close the pressure relief valve (6) and operate the manual pump (4) to pressurize the first pipeline (7). When the second pressure switch (3) is triggered, it is prompted that the manual pump (4) is in use and the braking function is lost; S2. Continue to pressurize the manual pump (4) to release the pressure, release the brake, and observe the pressure of the third pipeline (10) in real time through the pressure gauge (21); S3. Open the pressure relief valve (6). At this time, the hydraulic oil in the relief line flows back to the oil tank (5) connected to the manual pump (4). At this time, the second pressure switch (3) is closed and the manual pump (4) is no longer in an activated state.

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