Emergency brake interlock control circuit based on rail vehicle air brake isolation device

Abstract

The invention discloses a control circuit for an air brake isolation device and an emergency brake interlock for a rail vehicle, and relates to the technical field of rail transportation. The invention solves the problems that the existing isolation device needs to be operated manually, and after the manual isolation air brake is performed, the common brake and the emergency brake of the vehicle are both lost at the same time; and the emergency brake does not have the function of compensating for other vehicles and cannot guarantee the shortest braking distance. The compressed air at the brake air cylinder is simultaneously supplied to the remote isolation solenoid valve and the piston valve, and the remote isolation solenoid valve controls the conduction and cutoff of the piston valve; when a fault occurs in the brake system, the train network is used to remotely control the remote isolation solenoid valve, and the compressed air flows into the control A4 port of the piston valve through the remote isolation solenoid valve, and the A3 port of the piston valve is connected to the A2 port, and the compressed air at the A2 port of the piston valve is discharged; the compressed air at the brake cylinder passes through a one-way valve and an electrically charged contact to cut off the plug valve, and is finally discharged through the A3 port of the piston valve, so as to relieve the air brake.

Description

Technical Field

[0001] The invention relates to the technical field of rail transportation, and in particular to an isolation device for a rail vehicle that needs to perform isolation air braking when a brake system fails. Background Art

[0002] At present, when a rail vehicle's brake system fails, it needs to be isolated. The isolation device is a manual isolation device that requires manual operation. This device is generally installed in the car where the brake control device is installed and at the BC pressure outlet of the brake control device.

[0003] The manual isolation device is installed in the corresponding car. When operation is required, the driver and crew members need to pass through the passengers in the car from the driver's cab and then reach the designated position in the corresponding car to operate. The operation is inconvenient, and after the manual isolation air brake is performed, the normal braking and emergency braking of the car will be lost at the same time; after the normal braking of a single car is lost, other normal cars in the train can compensate for the lost normal braking force of the faulty car, and can ensure the normal braking force requirements of the train; however, the emergency brake does not have the function of compensating for other cars, so after the single car air brake is isolated, the emergency brake of the car will be unavailable, and the shortest braking distance cannot be guaranteed.

[0004] At the same time, the manual isolation device is set at the pressure outlet of the brake cylinder. The brake control device can only monitor the brake isolation status through the electrical signal of the manual isolation device. When the electrical signal fails, monitoring cannot be achieved. As a result, although the faulty vehicle is isolated, other vehicles cannot supplement the normal braking force lost by the isolated vehicle. Summary of the invention

[0005] The present invention aims to solve the problems that the existing isolation device needs to be operated manually, which is inconvenient to operate; after the manual isolation air brake is performed, the normal braking and emergency braking of the vehicle will be lost at the same time; the emergency brake does not have the function of compensating for other vehicles and cannot ensure the shortest braking distance. A rail vehicle air brake isolation device and an emergency brake interlock control circuit are provided to solve the problems that the existing isolation device needs to be operated manually, which is inconvenient to operate; after the manual isolation air brake is performed, the normal braking and emergency brake of the vehicle will be lost at the same time; and the emergency brake does not have the function of compensating for other vehicles and cannot ensure the shortest braking distance.

[0006] A rail vehicle air brake isolation device, the isolation device comprising an isolation device arranged at the front end of a brake control device; the remote isolation device comprising a remote isolation solenoid valve, a piston valve, an electric contact cut-off plug and a one-way valve;

[0007] The compressed air at the brake air cylinder is supplied to the remote isolation solenoid valve and the piston valve at the same time, and the remote isolation solenoid valve controls the conduction and cutoff of the piston valve;

[0008] When a brake system fails and isolation operation is required, the train network is used to remotely control the remote isolation solenoid valve. When the remote isolation solenoid valve is energized, compressed air flows into the control A4 port of the piston valve through the remote isolation solenoid valve, and the A3 port of the piston valve is connected to the A2 port, and the compressed air at the A2 port of the piston valve is discharged; the compressed air at the brake cylinder is cut off through the one-way valve and the energized contact plug, and finally discharged through the A3 port of the piston valve, thereby relieving the air brake;

[0009] When the remote isolation solenoid valve loses power, the A1 port and the A2 port of the piston valve are connected, and the compressed air flows into the port A2 through the port A1 of the piston valve, and then flows out to the brake control device through the port 1 and port 2 of the cut-off valve, realizing the air supply to the air brake.

[0010] The control circuit of the emergency brake interlock of the rail vehicle air brake isolation device includes a train master control relay, a train emergency brake relay and a brake isolation relay; one end of the train master control relay is connected to the power supply, and the other end is connected to one end of the train emergency brake relay contact, the other end of the train emergency brake relay contact is connected to the 110V train emergency brake control line, one end of the brake isolation relay contact is connected to the 110V train emergency brake control line, and the other end is connected to one end of the remote isolation solenoid valve, and the other end of the remote isolation solenoid valve is connected to the 0V emergency brake control line.

[0011] Beneficial effects of the present invention: The brake isolation device described in the present invention includes a manual isolation device and a remote isolation device, wherein the air brake of the faulty vehicle is preferentially isolated through the remote isolation device, and the remote isolation device is simultaneously interlocked with the train emergency brake circuit through a control line circuit to ensure that the isolation vehicle can also apply emergency braking when the train triggers emergency braking; at the same time, a manual isolation device is set up, and in the event that the remote isolation device fails, the air brake can be isolated through the manual isolation device, which has redundancy.

[0012] At the same time, the manual isolation device and the remote isolation device are both arranged at the front end of the brake control device. Even if the electrical signal fails, the brake control device can still indirectly detect and judge the isolation state through the pressure sensor provided by the gas. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a schematic diagram of the air circuit of the rail vehicle air brake isolation device of the present invention;

[0014] Figure 2 The electrical schematic diagram of the emergency brake interlock control for the air brake remote isolation device;

[0015] Figure 3 The figure is a schematic diagram of the air circuit of an existing air brake isolation device. DETAILED DESCRIPTION

[0016] Specific implementation method 1. Combination Figure 1 The present embodiment is described, the rail vehicle air brake isolation device, the isolation device has manual isolation and remote isolation functions, the isolation device 1 includes manual isolation and remote isolation, both are arranged at the front end of the brake control device 2; the isolation device 1 includes a remote isolation solenoid valve 1-1, a piston valve 1-2, an electric contact cut-off plug 1-3 and a one-way valve 1-4;

[0017] The compressed air at the brake air cylinder is supplied to the remote isolation solenoid valve 1-1 and the piston valve 1-2 at the same time, and the remote isolation solenoid valve 1-1 controls the conduction and cutoff of the piston valve 1-2;

[0018] When the remote isolation solenoid valve 1-1 is energized, compressed air flows into the control port A4 of the piston valve 1-2 through the remote isolation solenoid valve 1-1, and the port A3 of the piston valve 1-2 is connected to the port A2, and the compressed air at the port A2 is discharged; the compressed air at the brake cylinder passes through the one-way valve 1-4 and the live contact cut-off valve 1-3, and is finally discharged through the port A3 of the piston valve 1-2, so as to relieve the air brake;

[0019] When the remote isolation solenoid valve 1-1 loses power, the A1 port and the A2 port of the piston valve 1-2 are connected, and the compressed air flows into the port A2 through the port A1 of the piston valve 1-2, and then flows out to the brake control device 2 through the port 1 and the port 2 of the cut-off valve 1-3, so as to realize the air supply to the air brake.

[0020] Combination Figure 1 In this embodiment, the air brake includes common brake and emergency brake; the common brake needs to be controlled by the single chip microcomputer (EBCU) in the brake control device 2, that is, the single chip microcomputer control with software is required. Figure 1 The charging solenoid valve 2-2 and the exhaust solenoid valve 2-3 in the brake control device 2 realize air brake pressure control. The control pressure is amplified by the relay valve 2-6 in the brake control device to form BC pressure, which is finally applied to the brake caliper to form braking force.

[0021] Normal braking can only be applied when there is an electrical command, and it will be released if there is no electrical command; emergency braking does not require single-chip control with software, but only requires the circuit to directly control the emergency solenoid valve 2-10 in the brake control device 2 to realize the control of air brake pressure. The control pressure is amplified by the relay valve 2-6 to form BC pressure, which is finally applied to the brake caliper to form braking force; when the control line circuit is energized, the emergency solenoid valve 2-10 is energized and the emergency brake is in a released state. When the control line circuit is de-energized, the emergency solenoid valve 2-10 is de-energized and the emergency brake is in an applied state.

[0022] In this embodiment, the brake control device is an existing brake control device, including the following components:

[0023] Filter 2-1, filters impurities that may exist at the air supply end; inflation solenoid valve 2-2, when air brake needs to be applied, EBCU controls this valve to achieve the application of air brake pressure; exhaust solenoid valve 2-3, when the air brake is applied too much, EBCU controls this valve to achieve the discharge of air brake pressure; pressure measuring point 2-4, an external device can be used to detect the pressure charged at the rear end of the inflation solenoid valve 2-2; pressure sensor 2-5, EBCU detects the pressure charged at the rear end of the inflation solenoid valve 2-2 through this sensor, and performs closed-loop control; relay valve 2-6, a purely mechanical device, can amplify the flow rate corresponding to the pressure value at the rear end of the inflation solenoid valve; pressure sensor 2-7, EBCU detects the air spring pressure value through this sensor, and calculates the load of the train accordingly; pressure measuring point 2-8, an external device can be used to detect the air spring pressure value; empty and loaded vehicle adjustment valve 2-9, a purely mechanical device, can generate a pressure value proportional to the load. Emergency solenoid valve 2-10, when powered, the solenoid valve is closed and the emergency brake is released; when powered off, the solenoid valve opens and the emergency brake is applied, which is controlled by the control circuit; pressure sensor 2-11, EBCU detects the pressure charged into the rear end of the relay valve through this sensor to determine the application and release of the air brake; pressure measuring point 2-12, an external device can be used to detect the pressure charged into the rear end of the relay valve to determine the application and release of the air brake; pressure measuring point 2-13, an external device can be used to detect the pressure value at the rear end of the empty and loaded vehicle adjustment valve; pressure measuring point 2-14, an external device can be used to detect the pressure value at the input end of the brake control device 2. Sensor 2-15, the pressure value at the input end of the brake control device 2, if the pressure is low, it is determined that the normal braking is unavailable, and the normal braking force can be compensated by the brake control device of other vehicles.

[0024] When a brake system failure occurs and isolation operation is required, the specific operations are as follows:

[0025] The remote isolation solenoid valve 1-1 is preferably remotely controlled by the train network (TCMS). After the isolation solenoid valve 1-1 is energized, it is inflated (A1 and A2 are connected), and the piston valve 1-2 controlled by it is actuated and exhausted (A2 and A3 are connected). The compressed air in the brake cylinder passes through the one-way valve 1-4 and the live contact to cut off the plug valve 1-3, and is finally discharged through the A3 port of the 1-2 piston valve to relieve the air brake.

[0026] The isolation device is arranged at the front end of the brake control device 2. When the air circuit is isolated but the single chip microcomputer fails to collect the isolation electrical instruction due to a fault, the air supply pressure of the brake control device 2 can be detected through the pressure sensor 2-15 (original component). When insufficient pressure is confirmed, the single chip microcomputer will automatically release the brakes and judge that the air brake itself is unavailable, avoiding the situation where the air brake of the vehicle is mistakenly believed to be available and other vehicles have not supplemented the commonly used braking force.

[0027] Specific implementation method 2: Combination Figure 2 This embodiment is described as a control circuit of the emergency brake interlock of the rail vehicle air brake isolation device described in the specific embodiment 1, including a train master control relay 3, a train emergency brake relay 4, a brake isolation relay 5 (controlled by the train network (TCMS)) and a remote isolation solenoid valve 1-1. One end of the train master control relay 3 is connected to the power supply, and the other end is connected to one end of the contact of the train emergency brake relay 4, and the other end of the contact of the train emergency brake relay 4 is connected to the train emergency brake control line +110V, one end of the contact of the brake isolation relay 5 is connected to the train emergency brake control line +110V, and the other end is connected to one end of the remote isolation solenoid valve 1-1, and the other end of the remote isolation solenoid valve 1-1 is connected to the emergency brake control line 0V.

[0028] In this embodiment, the control of the remote isolation solenoid valve is interlocked with the train emergency loop state through a control line, and the connection relationship between the relay and the corresponding contacts is as follows:

[0029] Under normal conditions without brake system failure, the train network (TCMS) will not issue a remote isolation command, and the brake isolation relay 5 will not be energized. At this time, regardless of whether the train emergency brake relay 4 (emergency brake loop) is in the energized release state or the de-energized application state, the remote isolation solenoid valve 1-1 will not be energized, and the air brake will not be isolated. The normal brake and emergency brake of the vehicle can be applied and released as required. The specific situation is as follows:

[0030] If the train emergency brake relay 4 (emergency brake loop) is in the power-off state and the whole train emergency brake is applied, and the train network (TCMS) does not issue a remote isolation command, the brake isolation relay 5 will not be energized, the remote isolation solenoid valve 1-1 will not be energized, the air brake will not be isolated, and the emergency brake of this vehicle will be consistent with the train status and both will be in the applied state.

[0031] If the train emergency brake relay 4 (emergency brake loop) is energized and the emergency brakes of the entire train are released, and the train network (TCMS) does not issue a remote isolation command, the brake isolation relay 5 will not be energized, the remote isolation solenoid valve 1-1 will not be energized, the air brake will not be isolated, and the emergency brake of this vehicle will be consistent with the train status and both will be in the released state.

[0032] In this embodiment, after a single vehicle brake failure occurs, after the train network issues a remote isolation command, the brake isolation relay 5 will be powered on and closed. The specific situation is as follows:

[0033] If the train emergency brake relay 4 (emergency brake loop) is in the power-off state and the whole train emergency brake is applied, the remote isolation solenoid valve 1-1 will not be energized, the air brake will not be isolated, and the emergency brake of this vehicle will be consistent with the train status and both will be in the applied state.

[0034] If the train emergency brake relay 4 (emergency brake loop) is energized and the emergency brakes of the entire train are released, the remote isolation device 1-1 will be energized, the air brakes will be isolated, and the emergency brakes of this vehicle will be consistent with the train status, both of which are in the emergency brake release state.

[0035] In this embodiment, after the remote isolation solenoid valve 1-1 controlled by the train network (TCMS) fails, the air brake can be relieved by manually operating the live contact cut-off plug gate 1-3. By manually operating the live contact cut-off plug gate 1-3 (0 and 2 are connected), the compressed air at the brake cylinder passes through the one-way valve 1-4 and is discharged from the 0 port of the live contact cut-off plug gate 1-3, thereby relieving the air brake. After isolation by this method, both the normal brake and the emergency brake can no longer be applied.

[0036] In this embodiment, the isolation device is arranged at the front end of the brake control device 2. When the air circuit has been isolated but the single-chip microcomputer fails to collect the isolation electrical instruction due to a fault, the air supply pressure of the brake control device 2 can be detected through the pressure sensor 2-15 (original component). When it is confirmed that the pressure is insufficient, the single-chip microcomputer will automatically relieve the brakes and judge that the air brake itself is unavailable, avoiding the situation where it is mistakenly believed that the air brake of this vehicle is available and other vehicles have not supplemented the commonly used braking force.

[0037] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0038] The above-mentioned embodiments only express several implementation methods of the present invention, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. An emergency brake interlock control circuit based on a rail vehicle air brake isolation device, the isolation device comprising an isolation device (1) arranged at the front end of a brake control device (2); The isolation device (1) comprises a remote isolation solenoid valve (1-1), a piston valve (1-2), an electric contact cut-off plug valve (1-3) and a one-way valve (1-4); Compressed air at the brake air cylinder is simultaneously supplied to the remote isolation solenoid valve (1-1) and the piston valve (1-2), and the remote isolation solenoid valve (1-1) controls the conduction and cutoff of the piston valve (1-2); When a brake system fails and isolation operation is required, the train network is used to remotely control the remote isolation solenoid valve (1-1). When the remote isolation solenoid valve (1-1) is energized, compressed air flows into the control A4 port of the piston valve (1-2) through the remote isolation solenoid valve (1-1), and the A3 port of the piston valve (1-2) is connected to the A2 port, thereby discharging the compressed air at the A2 port of the piston valve (1-2); the compressed air at the brake cylinder passes through the one-way valve (1-4) and the electric contact cut-off valve (1-3), and is finally discharged through the A3 port of the piston valve (1-2), thereby relieving the air brake; When the remote isolation solenoid valve (1-1) loses power, the A1 port and the A2 port of the piston valve (1-2) are connected, and the compressed air flows into the port A2 through the port A1 of the piston valve (1-2), and then flows out to the brake control device (2) through the port 1 and the port 2 of the cut-off valve (1-3), thereby realizing the air supply to the air brake; the characteristics are: The emergency brake interlock control circuit comprises a train master control relay (3), a train emergency brake relay (4) and a brake isolation relay (5); one end of the train master control relay (3) is connected to a power supply, and the other end is connected to one end of a contact of the train emergency brake relay (4); the other end of the contact of the train emergency brake relay (4) is connected to a 110V train emergency brake control line; one end of the contact of the brake isolation relay (5) is connected to the 110V train emergency brake control line, and the other end is connected to one end of a remote isolation solenoid valve (1-1); the other end of the remote isolation solenoid valve (1-1) is connected to a 0V emergency brake control line; When the train emergency brake relay (4) is in a power-off state, the emergency brake of the entire train is applied, and the train network does not issue a remote isolation command, the brake isolation relay (5) shall not be energized, the remote isolation solenoid valve (1-1) shall not be energized, the air brake will not be isolated, and the emergency brake of this train is consistent with the state of the entire train, and both are in an applied state; When the train emergency brake relay (4) is energized and the emergency brake of the entire train is released, the train network does not issue a remote isolation command, the brake isolation relay (5) is not energized, the remote isolation solenoid valve (1-1) is not energized, the air brake will not be isolated, and the emergency brake of this train is consistent with the status of the entire train, and is in a released state.

2. The emergency brake interlock control circuit based on the rail vehicle air brake isolation device according to claim 1 is characterized in that: The isolation device further comprises a manual isolation device, wherein the manual isolation device is arranged at the front end of the brake control device (2); When the air circuit is isolated and the single chip microcomputer fails to collect the isolation electrical instruction due to a fault, the air supply pressure of the brake control device (2) is detected by the pressure sensor in the brake control device (2); when it is confirmed that the pressure is insufficient, the single chip microcomputer will automatically release the brake and determine that its own air brake is unavailable.

3. The emergency brake interlock control circuit based on the rail vehicle air brake isolation device according to claim 1, characterized in that: After a single train brake failure occurs, the train network issues a remote isolation command, and the brake isolation relay (5) is electrically closed; the specific situation is: When the train emergency brake relay (4) is in a power-off state and the emergency brake of the entire train is in an applied state, the remote isolation solenoid valve (1-1) will not be energized, the air brake will not be isolated, and the emergency brake of this train is consistent with the state of the entire train and is in an applied state; When the train emergency brake relay (4) is energized and the emergency brake of the entire train is released, the remote isolation solenoid valve (1-1) will be energized, the air brake will be isolated, and the emergency brake of this train will be consistent with the status of the entire train, both of which are in the emergency brake release state.

4. The emergency brake interlock control circuit based on the rail vehicle air brake isolation device according to claim 1, characterized in that: After the train network remote control remote isolation solenoid valve (1-1) fails, the air brake is relieved by manually operating the live contact cut-off valve (1-3), and the compressed air in the brake cylinder is discharged from the 0 port of the live contact cut-off valve (1-3) through the one-way valve (1-4), thereby relieving the air brake.

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