An urban rail vehicle bogie control braking unit

Abstract

The present invention discloses a bogie control brake unit for urban rail vehicles, which includes an electrical connector, a service control unit, a load-dependent valve, an electro-pneumatic relay valve, a pressure reducing valve, a two-way three-way solenoid valve, a throttle, and multiple pressure acquisition and test connectors. Six air ports are provided on the bogie control brake unit, including a main air port, a standby brake load port, an air spring pressure port, a parking brake input port, a parking brake output port, and a brake cylinder port. The main air port is connected to the service control unit through a cock, the main air port is connected to the electro-pneumatic relay valve, and after passing through the pressure reducing valve and the two-way three-way solenoid valve, the main air port is connected to a third two-way valve. The present invention simultaneously has functions such as service braking, emergency braking, standby brake load adjustment, emergency brake load adjustment, emergency load signal generation, and prevention of parking brake superposition. In addition, the emergency braking of this bogie control brake unit adopts a mechanical constant lever ratio load-dependent valve structure, which is a pure air brake with fast response speed and higher safety.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail vehicles, and particularly relates to a bogie control braking unit for urban rail vehicles. Background Art

[0002] At present, the existing bogie control braking units usually only have service braking and emergency braking functions. However, during the operation of existing vehicles, only having the above functions can no longer meet the usage requirements of urban rail vehicles, and it is required that the bogie control braking unit can also have more functions to meet the vehicle operation needs. Summary of the Invention

[0003] The purpose of the present invention is to provide a bogie control braking unit for urban rail vehicles that, on the basis of having service braking and emergency braking functions, also has functions such as emergency braking load adjustment, standby braking load adjustment, and parking brake anti - superposition.

[0004] The technical solution of the present invention is realized as follows: A bogie control braking unit for urban rail vehicles, characterized in that it includes an electrical connector, a service control unit, a load - sensing valve, an electro - pneumatic relay valve, a pressure reducing valve, a two - position three - way solenoid valve, a throttle, and a plurality of pressure acquisition and test joints;

[0005] Six air ports are provided on the bogie control braking unit, including a main air inlet, a standby braking load port, an air spring pressure port, a parking brake input port, a parking brake output port, and a brake cylinder port;

[0006] The main air inlet is connected to the service control unit through a cock, the service control unit is connected to a first two - way valve, one path of the first two - way valve is connected to the load - sensing valve, the load - sensing valve is connected to the standby braking load port, and the other path of the first two - way valve is connected to the electro - pneumatic relay valve;

[0007] The main air inlet is connected to the electro - pneumatic relay valve, the electro - pneumatic relay valve outputs a path of brake cylinder pressure to the brake cylinder port, and the other path is connected to a second two - way valve. One path of the second two - way valve is connected to the parking brake output port through a throttle, and its other path is connected to the parking brake input port;

[0008] The main air inlet, after passing through the pressure reducing valve and the two - position three - way solenoid valve, is connected to a third two - way valve. One path of the third two - way valve is connected to the air spring pressure port, and its other path is respectively connected to the load - sensing valve and the fixed lever ratio load - sensing valve of the electro - pneumatic relay valve.

[0009] In the bogie control braking unit of the present invention, the service control unit includes an inflation solenoid valve, an exhaust solenoid valve, and a pressure sensor. The main air enters the service control unit through a passage, and the inflation solenoid valve, the exhaust solenoid valve, and the pressure sensor form a closed - loop control and output a control pressure.

[0010] For the bogie control and braking unit of the urban rail vehicle described in the present invention, the electro-pneumatic relay valve includes a double-template relay valve, a constant-leverage ratio load valve, and an emergency solenoid valve. When the output control pressure of the service control unit is greater than the pressure at the input end of the load valve, the output control pressure of the service control unit becomes the control pressure of the electro-pneumatic relay valve. The double-template relay valve amplifies the flow rate and outputs the brake cylinder pressure.

[0011] During service brake release, the double-template relay valve controls the brake cylinder pressure to be exhausted to the atmosphere.

[0012] The constant-leverage ratio load valve outputs a pressure proportional to the load at the air spring pressure port. When the emergency solenoid valve is de-energized, the pressure output by the constant-leverage ratio load valve passes through the emergency solenoid valve and becomes the control pressure of the double-template relay valve. The double-template relay valve amplifies the flow rate and outputs the brake cylinder pressure.

[0013] For the bogie control and braking unit of the urban rail vehicle described in the present invention, the multiple pressure acquisition and test joints include the main air pressure acquisition and measurement point, the standby brake control pressure acquisition and measurement point, the double-template relay valve control pressure measurement point, the air spring pressure acquisition and measurement point, and the brake cylinder pressure acquisition and measurement point provided inside the bogie control and braking unit.

[0014] For the bogie control and braking unit of the urban rail vehicle described in the present invention, all the components constituting the bogie control and braking unit are integrated on the valve body mounting plate.

[0015] For the bogie control and braking unit of the urban rail vehicle described in the present invention, the valve body mounting plate is mounted on the box body assembly, and all the air circuits are communicated through the valve body mounting plate.

[0016] For the bogie control and braking unit of the urban rail vehicle described in the present invention, the interfaces of all the air circuits are provided at the rear of the box body assembly.

[0017] For the bogie control and braking unit of the urban rail vehicle described in the present invention, all the test joints are provided on the same side of the valve body mounting plate.

[0018] The present invention mainly aims at the problem of the single function of the existing bogie control and braking unit, and designs a unit that, in addition to having the functions of service brake and emergency brake, also integrates functions such as standby brake load adjustment, emergency brake load adjustment, emergency load signal generation, and parking brake anti-superposition. In addition, the emergency brake of this bogie control and braking unit adopts a mechanical constant-leverage ratio load valve structure, which is a pure air brake with fast response speed and higher safety. Description of the Drawings

[0019] Figure 1 is a schematic diagram of the principle of the present invention.

[0020] Figure 2 is a schematic diagram of the structure of the present invention.

[0021] Markings in the figure: 1 is an electrical connector, 2 is a common control unit, 3 is a load-dependent valve, 4 is an electro-pneumatic relay valve, 5 is a pressure reducing valve, 6 is a two-position three-way solenoid valve, 7 is a throttle, 8 is the main air inlet, 9 is the emergency brake load port, 10 is the air spring pressure port, 11 is the parking brake input port, 12 is the parking brake output port, 13 is the brake cylinder port, 14 is a shut-off valve, 15 is the first two-way valve, 16 is the second two-way valve, 17 is the third two-way valve, 18 is the valve body mounting plate, 19 is the box assembly, 21 is an inflation solenoid valve, 22 is an exhaust solenoid valve, 23 is a pressure sensor, 31 is the main air pressure acquisition and measurement point, 32 is the emergency brake control pressure acquisition and measurement point, 33 is the double-template relay valve control pressure measurement point, 34 is the air spring pressure acquisition and measurement point, 35 is the brake cylinder pressure acquisition and measurement point, 41 is the double-template relay valve, 42 is a fixed lever ratio load-dependent valve, 43 is an emergency solenoid valve. Specific embodiments

[0022] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. Usually, the components of the embodiments of the present invention described and illustrated in the accompanying drawings here can be arranged and designed in various different configurations.

[0023] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed present invention, but merely represents selected embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts fall within the scope of protection of the present invention.

[0024] It should be noted that, without conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.

[0025] It should be noted that like reference numerals and letters denote like items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0026] In the description of the embodiments of the present invention, it should be noted that the indicated orientation or positional relationship is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the invention product is usually placed during use, or the orientation or positional relationship commonly understood by those skilled in the art, or the orientation or positional relationship in which the invention product is usually placed during use. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention. In addition, the terms "first" and "second" are only used for descriptive distinction and cannot be understood as indicating or implying relative importance.

[0027] In the description of the embodiments of the present invention, it should also be noted that unless otherwise clearly specified and limited, the terms "set" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or an indirect connection through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances; the drawings in the embodiments are used to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are some, rather than all, of the embodiments of the present invention. Usually, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0028] As Figure 1 shown, a bogie control braking unit for urban rail vehicles includes an electrical connector 1, a service control unit 2, a load-dependent valve 3, an electro-pneumatic relay valve 4, a pressure reducing valve 5, a two-position three-way solenoid valve 6, a throttle 7, and a plurality of pressure acquisition and test joints; six air ports are provided on the bogie control braking unit, including a main air port 8, a standby braking load port 9, an air spring pressure port 10, a parking brake input port 11, a parking brake output port 12, and a brake cylinder port 13.

[0029] Specifically, the main air inlet 8 is connected to the normal control unit 2 through a stop valve 14. The normal control unit 2 is connected to a first two-way valve 15. One path of the first two-way valve 15 is connected to the load-dependent valve 3, and the load-dependent valve 3 is connected to the standby brake load port 9. The other path of the first two-way valve 15 is connected to the electro-pneumatic relay valve 4. The main air inlet 8 is connected to the electro-pneumatic relay valve 4. The electro-pneumatic relay valve 4 outputs the brake cylinder pressure. One path is to the brake cylinder port 13, and the other path is connected to a second two-way valve 16. One path of the second two-way valve 16 is connected to the parking brake output port 12 through a throttle 7, and the other path is connected to the parking brake input port 11. The main air inlet 8 is connected to a third two-way valve 17 through a pressure reducing valve 5 and a two-position three-way solenoid valve 6. One path of the third two-way valve 17 is connected to the air spring pressure port 10, and the other path is respectively connected to the load-dependent valve 3 and the constant lever ratio load-dependent valve 42 of the electro-pneumatic relay valve 4.

[0030] In this embodiment, the normal control unit 2 includes an inflation solenoid valve 21, an exhaust solenoid valve 22, and a pressure sensor 23. The main air enters the normal control unit 2 through a passage. The inflation solenoid valve 21, the exhaust solenoid valve 22, and the pressure sensor 23 form a closed-loop control and output a control pressure. The electro-pneumatic relay valve 4 includes a double-template relay valve 41, a constant lever ratio load-dependent valve 42, and an emergency solenoid valve 43. When the output control pressure of the normal control unit 2 is greater than the input pressure of the load-dependent valve 3, the output control pressure of the normal control unit 2 becomes the control pressure of the electro-pneumatic relay valve 4. The double-template relay valve 41 amplifies the flow rate and outputs the brake cylinder pressure. During normal brake release, the double-template relay valve 41 controls the brake cylinder pressure to be exhausted to the atmosphere. The constant lever ratio load-dependent valve 42 outputs a pressure proportional to the load of the air spring pressure port 10. When the emergency solenoid valve 43 is de-energized, the pressure output by the constant lever ratio load-dependent valve 42 passes through the emergency solenoid valve 43 and becomes the control pressure of the double-template relay valve 41. The double-template relay valve 41 amplifies the flow rate and outputs the brake cylinder pressure.

[0031] Among them, the multiple pressure acquisition and test joints include a main air pressure acquisition and measurement point 31, a standby brake control pressure acquisition and measurement point 32, a double-template relay valve control pressure measurement point 33, an air spring pressure acquisition and measurement point 34, and a brake cylinder pressure acquisition and measurement point 35 arranged in the bogie brake control unit. It can monitor the main air pressure, the control pressure of the normal control unit, the control pressure of the standby brake output, the brake cylinder pressure, etc., providing a basis for fault diagnosis and alarm.

[0032] Such as Figure 2As shown in the figure, all components constituting the brake control unit of the bogie are integrated on the valve body mounting plate 18. The valve body mounting plate 18 is mounted on the bogie assembly 19. All air circuits communicate through the valve body mounting plate 18. The interfaces of all air circuits are arranged at the rear of the bogie assembly 19, facilitating the pipeline layout of vehicle braking. All test joints are arranged on the same side of the valve body mounting plate 18, facilitating test and measurement. An EBCU is arranged inside the bogie, and an electrical connector is arranged outside, facilitating circuit connection. The entire brake control unit of the bogie has a high integration level and a neat and beautiful appearance.

[0033] The brake control unit of the present invention has functions such as service braking, emergency braking, standby braking load adjustment, emergency load signal generation, and parking brake anti-superposition. Specifically:

[0034] Service braking: In the service braking process, electric braking is mainly used. When the electric braking force is insufficient, air braking makes up the difference. The brake cylinder is pre-charged with a certain pressure to shorten the air braking response time. The service braking function of the present invention forms a closed-loop control through two two-position two-way solenoid valves, namely an inflation solenoid valve and an exhaust solenoid valve. Its pressure is amplified by flow through a relay valve and then output.

[0035] Emergency braking: The power-off emergency mode is adopted. Once the circuit loses power, the pressure output by the constant lever ratio with weight valve will enter the relay valve through the emergency solenoid valve for flow amplification and output. The emergency braking of this bogie brake control unit adopts a mechanical constant lever ratio structure, which is different from the emergency signal generated by electric braking. The emergency braking of the present invention is pure air braking, and the braking force is automatically adjusted according to the vehicle load. Once the emergency circuit loses power, the adjusted pressure will enter the relay valve through the emergency solenoid valve for flow amplification and output. The response speed is fast and the safety is high. At the same time, the constant lever ratio with weight valve presets the empty car guarantee pressure. When the air spring loses pressure due to a fault, it can also ensure a constant and adjustable brake cylinder pressure, and the emergency braking safety is high.

[0036] Standby braking load adjustment: After the standby braking pressure enters the brake control unit of the bogie, it will pass through the constant lever ratio with weight valve, be automatically adjusted according to the vehicle load, and then enter the relay valve for flow amplification and output.

[0037] Emergency load generation: The main air source passes through a pressure regulating valve to output a pre-set air spring pressure. This pressure is blocked by a solenoid valve, and the solenoid valve is controlled by a low air spring pressure switch. When the air spring ruptures or fails, the solenoid valve is turned on, and the regulated pressure passes through the solenoid valve and enters the constant lever ratio with weight valve to become an emergency load signal.

[0038] Parking brake anti-superposition: The brake cylinder pressure output by the electro-pneumatic relay valve module and the parking brake control pressure are compared and output through a second two-way valve to avoid the superposition of the braking pressure and the parking brake pressure.

[0039] The working principle of the present invention is:

[0040] (1) Service brake

[0041] The main air passes through the passage and enters the service control unit. The charging solenoid valve, exhaust solenoid valve and pressure sensor form a closed-loop control and output the control pressure Cv1. When Cv1 is greater than Cv3, Cv1 becomes the control pressure Cv4 of the electro-pneumatic relay valve through the first two-way valve. The double-diaphragm relay valve amplifies the flow rate and outputs the brake cylinder pressure BC.

[0042] When the service brake is released, the exhaust solenoid valve of the service control unit loses power, Cv1 is discharged to the atmosphere, and the double-diaphragm relay valve controls the brake cylinder pressure to be discharged to the atmosphere.

[0043] (2) Emergency brake

[0044] The electro-pneumatic relay valve is provided with a mechanical fixed lever ratio load-dependent valve. This valve outputs a pressure Cv8 that is proportional to the load at the air spring pressure port. When the emergency solenoid valve loses power, the pressure output by the fixed lever ratio load-dependent valve passes through the emergency solenoid valve and becomes the control pressure Cv9 of the double-diaphragm relay valve. The double-diaphragm relay valve amplifies the flow rate and outputs the brake cylinder pressure.

[0045] (3) Standby brake load adjustment

[0046] The standby brake load port outputs the control pressure Cv. After entering the bogie control unit, it is adjusted by the mechanical load-dependent valve and outputs the control pressure Cv3. When Cv3 is greater than Cv1, Cv3 becomes the control pressure Cv4 of the electro-pneumatic relay valve through the first two-way valve. The double-diaphragm relay valve amplifies the flow rate and outputs the brake cylinder pressure.

[0047] A dedicated load-dependent valve is set after the standby brake pressure, so that the standby brake pressure can be automatically adjusted according to the vehicle load.

[0048] (4) Emergency load signal generation

[0049] The main air is regulated by the pressure reducing valve to the AW4 pressure (5.1 bar). When the pressure at the air spring pressure port is abnormal, the two-way three-way solenoid valve loses power, and the regulated pressure becomes the input pressure Cv6 of the third two-way valve. When Cv6 is greater than Cv5, Cv6 becomes the control pressure Cv7 of the fixed lever ratio load-dependent valve and the load-dependent valve through the third two-way valve, generating an emergency load signal.

[0050] (5) Parking brake anti-superposition

[0051] The brake cylinder pressure BC output by the electro-pneumatic relay valve is compared and output with the parking brake input port pressure through the second two-way valve to avoid the superposition of the brake pressure and the parking brake pressure.

[0052] (6) Pressure monitoring

[0053] The main air pressure acquisition and measurement points, standby brake control pressure acquisition and measurement points, dual-template relay valve control pressure measurement points, air spring pressure acquisition and measurement points, and brake cylinder pressure acquisition and measurement points are arranged inside the frame control brake unit for the convenience of system monitoring.

[0054] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. An urban rail vehicle bogie control braking unit, characterized in that: It includes an electric connector (1), a common control unit (2), a load-dependent valve (3), an electro-pneumatic relay valve (4), a pressure reducing valve (5), a two-position three-way solenoid valve (6), a restrictor (7), and multiple pressure acquisition and test joints; Six air ports are provided on the frame control braking unit, including a main air port (8), a standby braking load port (9), an air spring pressure port (10), a parking brake input port (11), a parking brake output port (12), and a brake cylinder port (13); The main air port (8) is connected to the common control unit (2) through a shut-off valve (14). The common control unit (2) is connected to a first two-way valve (15). One path of the first two-way valve (15) is connected to the load-dependent valve (3), and the load-dependent valve (3) is connected to the standby braking load port (9). The other path of the first two-way valve (15) is connected to the electro-pneumatic relay valve (4); The main air port (8) is connected to the electro-pneumatic relay valve (4). The electro-pneumatic relay valve (4) outputs the brake cylinder pressure. One path is to the brake cylinder port (13), and the other path is connected to a second two-way valve (16). One path of the second two-way valve (16) is connected to the parking brake output port (12) through the restrictor (7), and the other path is connected to the parking brake input port (11); The main air port (8) is connected to a third two-way valve (17) after passing through the pressure reducing valve (5) and the two-position three-way solenoid valve (6). One path of the third two-way valve (17) is connected to the air spring pressure port (10), and the other path is respectively connected to the load-dependent valve (3) and the fixed lever ratio load-dependent valve (42) of the electro-pneumatic relay valve (4); 2. The bogie control braking unit of the urban rail vehicle according to claim 1, wherein: The common control unit (2) includes an inflation solenoid valve (21), an exhaust solenoid valve (22), and a pressure sensor (23). The main air enters the common control unit (2) through a passage. The inflation solenoid valve (21), the exhaust solenoid valve (22), and the pressure sensor (23) form a closed-loop control and output a control pressure; 3. The bogie-mounted braking unit of an urban rail vehicle according to claim 1, characterized in that: The electro-pneumatic relay valve (4) includes a double-template relay valve (41), a fixed lever ratio load-dependent valve (42), and an emergency solenoid valve (43). When the output control pressure of the common control unit (2) is greater than the input pressure of the load-dependent valve (3), the output control pressure of the common control unit (2) becomes the control pressure of the electro-pneumatic relay valve (4). The double-template relay valve (41) amplifies the flow rate and outputs the brake cylinder pressure; During normal braking release, the double-template relay valve (41) controls the brake cylinder pressure to be discharged to the atmosphere; The fixed lever ratio load-dependent valve (42) outputs a pressure proportional to the air spring pressure port (10). When the emergency solenoid valve (43) is de-energized, the pressure output by the fixed lever ratio load-dependent valve (42) passes through the emergency solenoid valve (43) and becomes the control pressure of the double-template relay valve (41). The double-template relay valve (41) amplifies the flow rate and outputs the brake cylinder pressure.

4. The bogie control braking unit of the urban rail vehicle according to claim 3, characterized in that: The multiple pressure acquisition and test joints include a main air pressure acquisition and measurement point (31), a standby brake control pressure acquisition and measurement point (32), a dual-template relay valve control pressure measurement point (33), an air spring pressure acquisition and measurement point (34), and a brake cylinder pressure acquisition and measurement point (35) provided in the bogie brake control unit.

5. The bogie control braking unit of the urban rail vehicle according to any one of claims 1 to 4, characterized in that: All components constituting the bogie brake control unit are integrated on the valve body mounting plate (18).

6. The bogie control braking unit of the urban rail vehicle according to claim 5, characterized in that: The valve body mounting plate (18) is mounted on the box body assembly (19), and all air circuits communicate through the valve body mounting plate (18).

7. The bogie control braking unit of the urban rail vehicle according to claim 6, characterized in that: The interfaces of all the air circuits are provided at the rear of the box body assembly (19).

8. The bogie control braking unit of the urban rail vehicle according to claim 5, characterized in that: All the test joints are provided on the same side of the valve body mounting plate (18).

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