Vehicle electro-pneumatic brake control device

Abstract

The present invention discloses a vehicle electro-pneumatic brake control device, comprising a switch solenoid valve connected to a train pipe through a C port, an A pneumatic plunger valve connected to a B port of an A switch solenoid valve through a D port, a relay valve connected to an E port of an A pneumatic plunger valve in an upper space of a diaphragm, and a pre-control chamber arranged in an intermediate body and connected to an upper space of the diaphragm; the lower space of the relay valve diaphragm is connected to the train pipe; the F port of an A pneumatic plunger valve is connected to a C port of an A switch solenoid valve; the pre-control chamber is connected to an outlet capable of discharging pressurized air; and a normally closed exhaust valve is arranged in the lower space of the relay valve diaphragm. The beneficial effects of the present invention are as follows: the present scheme utilizes a switch solenoid valve to execute an electric control signal to make the train pipe of the rear vehicle in the train follow the front vehicle as soon as possible, thereby improving the consistency of the braking force change of the train vehicle, reducing the impact force between vehicles inside the train, reducing the damage to the locomotive vehicle and the line during the train braking process, and improving the controllability and application safety of the train.

Description

Technical Field

[0001] The invention relates to the field of train braking, in particular to a vehicle electro-pneumatic braking control device. Background Art

[0002] Traditional railway vehicles, especially freight vehicles, mainly use air brake systems, with a train pipe that runs through the entire train. By controlling the pressure changes in the train pipe, the purpose of controlling the braking and relief of each vehicle is achieved. Since the speed (wave speed) of the pressure change in the train pipe from front to back is limited and will not exceed the speed of sound, the time when vehicles at different positions in the train receive the driver's control signal is inconsistent. The vehicles in the middle and rear of the train will receive the control signal and respond to the control will be delayed. The longer the train, the more serious the delay. The connection between the train and the vehicle is a hinged structure with a gap. The asynchronous braking action between the vehicles will produce a pulling or squeezing impact force at the connection. The longer and heavier the train, the faster the vehicle braking force rises, the greater the impact force. If it exceeds a certain threshold, it will cause damage to the locomotive, vehicle and line, and even cause accidents such as broken hooks and derailment that endanger driving safety. The speed and size of the vehicle braking force increase are proportional to the speed and pressure reduction of the air pressure in the train pipe. If the speed of decline exceeds a certain threshold, the vehicle will automatically and quickly empty the air pressure in the train pipe, and the vehicle braking force will quickly reach the maximum, and the train will produce emergency braking. Emergency braking will increase the impact force between vehicles. Summary of the invention

[0003] In order to overcome the shortcomings of the prior art, the purpose of the present invention is to provide a vehicle electro-pneumatic brake control device, which can make the air pressure of the train pipe in the middle and rear vehicles of the train quickly follow the changes of the front vehicle according to the electrical signal, so that the braking force increasing process of the middle and rear vehicles of the train is as consistent as possible with that of the front, thereby improving the consistency of train movement and reducing the impact force inside the train.

[0004] The present invention is achieved through the following technical scheme: a vehicle electro-pneumatic brake control device, including a switch solenoid valve connected to a train pipe through a C port, an A pneumatic plunger valve connected to a B port of an A switch solenoid valve through a D port, a relay valve connected to an upper space of a diaphragm with an E port of an A pneumatic plunger valve, and a pre-control chamber arranged in an intermediate body and connected to an upper space of the diaphragm; the lower space of the relay valve diaphragm is connected to the train pipe; the F port of the A pneumatic plunger valve is connected to the C port of the A switch solenoid valve; the pre-control chamber is connected to an outlet capable of exhausting pressurized air; a normally closed exhaust valve port is arranged in the lower space of the relay valve diaphragm.

[0005] Furthermore, in order to better realize the present invention, the space on the lower side of the relay valve diaphragm is connected to the G port of the B pneumatic plunger valve, the H port of the B pneumatic plunger valve is connected to the train pipe, and the I port of the B pneumatic plunger valve is connected to the F port of the A pneumatic plunger valve.

[0006] Furthermore, in order to better realize the present invention, the outlet is a brake solenoid valve connected to the air path between the relay valve and the pre-control chamber.

[0007] Furthermore, in order to better implement the present invention, the air path between the relay valve and the pre-control chamber is connected with a sensor.

[0008] The beneficial effects achieved by this program are:

[0009] (1) This solution uses a switch solenoid valve to execute an electronic control signal to enable the train pipe of the rear vehicle in the middle of the train to follow the front vehicle as quickly as possible, thereby improving the consistency of the braking force change of the train vehicle, reducing the impact force between vehicles inside the train, reducing the damage to the locomotive vehicle and the line during the train braking process, and improving the controllability and application safety of the train.

[0010] (2) The brake control device involved in this solution does not need to be installed in every car, and its failure will not affect the performance of the original air brake system of the train. It is easy to modify the train and does not reduce the safety and reliability of the train operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 This is a schematic diagram of the structure of this scheme.

[0012] In the attached figure: 1- switch solenoid valve, 2- sensor, 3- brake solenoid valve, 4- pre-control room, 5- relay valve, 6- exhaust valve port, 7- diaphragm, 8- B pneumatic plunger valve, 9- A pneumatic plunger valve, 10- train pipe. DETAILED DESCRIPTION

[0013] The present invention is further described in detail below in conjunction with examples, but the embodiments of the present invention are not limited thereto.

[0014] Embodiment 1:

[0015] like Figure 1 As shown, in this embodiment, a vehicle electro-pneumatic brake control device includes a switch solenoid valve 1 connected to a train pipe 10 through a C port, a pneumatic plunger valve 9 connected to a B port of a switch solenoid valve 1 through a D port, a relay valve 5 connected to an E port of a pneumatic plunger valve 9 on an upper side of a diaphragm 7, and a pre-control chamber 4 arranged in an intermediate body and connected to an upper side space of the diaphragm 7; the space below the diaphragm 7 of the relay valve 5 is connected to the train pipe 10; the F port of the pneumatic plunger valve 9 is connected to the C port of the switch solenoid valve 1; the pre-control chamber 4 is connected to an outlet capable of exhausting pressurized air; a normally closed exhaust valve port 6 is provided in a space below the diaphragm 7 of the relay valve 5.

[0016] In order to reduce the impact force inside the train, especially the long and heavy-loaded train, one of the effective measures is to increase the speed of brake control signal transmission, improve the consistency of the action between vehicles, and try to avoid the rapid increase of vehicle braking force. The electric signal propagates quickly, and the brake control signal can be transmitted by the electric signal.

[0017] This embodiment can utilize the switch solenoid valve 1 to receive an electric signal as a control signal.

[0018] When the switch solenoid valve 1 loses power, ports A, B, D and E are connected, the pre-control room 4 is connected with the train pipe 10, the pressure in the pre-control room 4 is the same as that in the train pipe 10, and the pre-control function is not performed.

[0019] When the switch solenoid valve 1 is energized, ports A and B are disconnected, ports A and C are connected, and the pressure gas in the train pipe 10 enters the A pneumatic plunger valve 9 from the F port and pushes the plunger of the A pneumatic plunger valve 9, so that ports D and E are disconnected, and the pre-control chamber 4 becomes an independent volume, which plays a pre-control role in exhausting the relay valve 5. By opening the outlet, the pressure gas in the pre-control chamber 4 is discharged, and the air pressure in the pre-control chamber 4 changes. The relay valve 5 is adjusted in real time according to the pressure on the upper and lower sides of the diaphragm 7.

[0020] The air pressure change in the pre-control chamber 4 controls the pressure of the train pipe 10 through the relay valve 5. Since the space below the diaphragm 7 of the relay valve 5 is connected to the train pipe 10, the pressure of the space below the diaphragm 7 of the relay valve 5 is the same as that of the train pipe 10. When the pressurized gas in the pre-control chamber 4 is discharged, causing the pressure of the space above the diaphragm 7 of the relay valve 5 to be lower than the pressure of the space below the diaphragm 7, the diaphragm 7 moves upward and drives the exhaust valve port 6 to open, so that the pressurized gas in the train pipe 10 is discharged to achieve the subsequent braking function.

[0021] The pre-control room 4 controls the exhaust of the train pipe 10 through the relay valve 5. The exhaust flow of the relay valve 5 is automatically adjusted to ensure that the pressure drop rate of the train pipe 10 does not exceed that of the pre-control room 4, that is, does not exceed that of the front vehicle, and the train does not generate emergency braking. The train is in a well-controllable state.

[0022] This solution can realize the control of the braking process of the train by using the switch solenoid valve 1. Compared with the traditional control by controlling the pressure change of the train pipe 10, it has the advantages of fast response and the same time for each vehicle to receive the control signal, so that each vehicle can realize the function of synchronous braking, which is beneficial to improve the braking efficiency and avoid the pulling or squeezing impact force generated at the connection due to the asynchronous braking action between vehicles, thereby enhancing the safety performance of the braking process and avoiding accidents such as broken hooks and derailment that endanger driving safety.

[0023] Embodiment 2:

[0024] On the basis of the above embodiments, in this embodiment, the space on the lower side of the diaphragm 7 of the relay valve 5 is connected to the G port of the B pneumatic plunger valve 8, the H port of the B pneumatic plunger valve 8 is connected to the train pipe 10, and the I port of the B pneumatic plunger valve 8 is connected to the F port of the A pneumatic plunger valve 9.

[0025] When the switch solenoid valve 1 loses power, the pneumatic plunger valve B 8 is used to cut off the space between the train pipe 10 and the lower side of the diaphragm 7 to prevent the exhaust valve port 6 from being poorly sealed and causing exhaust from the train pipe 10 .

[0026] When the switch solenoid valve 1 is energized, port A is connected to port C, and the pressurized air of the train pipe 10 enters into the pneumatic plunger valve 8 of B through ports C and I, pushing the plunger in the pneumatic plunger valve 8 of B to move, so that port H is connected to port G, even if the space under the diaphragm 7 is connected to the train pipe 10.

[0027] Embodiment 3:

[0028] On the basis of the above embodiment, in this embodiment, the outlet is a brake solenoid valve 3 connected to the air path between the relay valve 5 and the pre-control chamber 4. By using the solenoid valve as the discharge outlet of the pressure air in the pre-control chamber 4, the function of remote electric control can also be realized, thereby improving the response speed of the control and improving the braking efficiency.

[0029] In this embodiment, the air path between the relay valve 5 and the pre-control chamber 4 is connected with a sensor 2. The sensor 2 is used to monitor the pressure change in the pre-control chamber 4 in real time, thereby facilitating real-time control of the pressure change in the pre-control chamber 4 and improving the control accuracy.

[0030] In this embodiment, other contents not described are the same as those in the above embodiment, and thus will not be described in detail.

[0031] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Any simple modification or equivalent change made to the above embodiment based on the technical essence of the present invention shall fall within the protection scope of the present invention.

Claims

1. A vehicle electro-pneumatic brake control device, characterized in that: It includes a switch solenoid valve connected to the train pipe through port C, a pneumatic plunger valve A connected to port B of the switch solenoid valve through port D, a relay valve connected to port E of the pneumatic plunger valve A on the upper side of the diaphragm, and a pre-control chamber arranged in the intermediate body and connected to the upper side space of the diaphragm; the lower side space of the relay valve diaphragm is connected to the train pipe; port F of the pneumatic plunger valve A is connected to port C of the switch solenoid valve; the pre-control chamber is connected to an outlet capable of discharging pressurized air; a normally closed exhaust valve port is provided in the lower side space of the relay valve diaphragm; when the switch solenoid valve loses power, ports A, B, D and E are connected, the pre-control chamber is connected to the train pipe, and the pressure in the pre-control chamber is the same as that in the train pipe; when the switch solenoid valve is energized, ports A and B are disconnected, ports A and C are connected, and the pressurized gas in the train pipe enters the pneumatic plunger valve A from port F to push Move the plunger in the A pneumatic plunger valve to disconnect the D and E ports, and the pre-control chamber becomes an independent volume; the outlet is a brake solenoid valve connected to the air path between the relay valve and the pre-control chamber; the brake solenoid valve is the discharge outlet of the pressurized air in the pre-control chamber; the air path between the relay valve and the pre-control chamber is connected with a sensor; the lower space of the relay valve diaphragm is connected with the G port of the B pneumatic plunger valve, the H port of the B pneumatic plunger valve is connected with the train pipe, and the I port of the B pneumatic plunger valve is connected with the F port of the A pneumatic plunger valve; when the switch solenoid valve loses power, the B pneumatic plunger valve cuts off the train pipe and the space under the diaphragm; when the switch solenoid valve is energized, the pressurized air enters the B pneumatic plunger valve through the C and I ports to push the plunger in the B pneumatic plunger valve to move, so that the space under the diaphragm is connected with the train pipe.

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