An electro-pneumatic brake device suitable for power-concentrated EMUs

Abstract

The present invention relates to an electro-pneumatic brake device suitable for power-concentrated EMUs, which can concentrate the brake components originally scattered in various parts of the train on an air circuit board, thereby improving the maintainability of the equipment. The air from the main air duct enters the living air cylinder through the main air duct interface, the ninth air circuit, the first shut-off valve, the first check valve, and the living air cylinder inlet interface. The air outlet of the living air cylinder is then sent to the air spring air cylinder interface and the parking air cylinder interface via the living air cylinder outlet interface and the fifth air circuit. The air spring air cylinder interface is connected to the air inlet end of the air spring system, and the parking air cylinder interface is connected to the air inlet end of the parking brake system. The vehicle controller sends control instructions to the relief solenoid valve, the pressure-maintaining solenoid valve, and the brake solenoid valve through a control line, so as to control the relief, pressure-maintaining and braking of the brake system connected to the brake cylinder interface, and the electro-pneumatic control is more convenient and effective.

Description

Technical Field

[0001] The invention relates to the technical field of rail transit vehicle equipment, and in particular to an electric-pneumatic braking device suitable for a power-concentrated EMU. Background Art

[0002] At present, there are many devices in the railway EMU brake module, such as various air cylinders, brake motors, plug gates and other components. These brake components are scattered in different parts of the brake module, such as Figure 4 As shown in the conventional brake device bulk diagram, the brake motor 20, the air path conversion device 21, and the pressure sensor device 22 are dispersedly assembled at different positions of the vehicle body, which is inconvenient to use and assemble. At the same time, threaded connections are used at the connection interfaces, which are prone to leakage and have many maintenance points, making maintenance more difficult.

[0003] The invention application with application number 201810953020.9 and titled "Integrated Air Brake Device for Rail Vehicles" announced the above technical solution on December 10, 2019: The integrated air brake device for rail vehicles has a brake integrated board and a main valve, emergency valve, shut-off valve, check valve, train pipe pressure sensor, main air duct pressure sensor, brake cylinder pressure sensor and auxiliary air cylinder pressure sensor installed on the brake integrated board; the brake integrated board is also provided with a train pipe interface, a working air cylinder interface, a brake pipe interface, an auxiliary air cylinder interface, a main air duct interface, a brake cylinder interface and a living air duct interface, and an air circuit is provided inside the brake integrated board to ensure the connectivity between the various devices on the air circuit board. The application concentrates on the functions of the 104 distribution valve, which can brake and relieve the vehicle; it also has the function of QD-G, which can realize the single-double pipe conversion of the vehicle and provide air demand for the auxiliary system of the vehicle; it is also equipped with a pressure sensor, which can detect the pressure of each pipe system when the vehicle brakes. However, this application failed to achieve integrated control of the air circuits of the parking brake, air spring and relief air cylinder, and failed to meet the current control requirements of electronically controlled brakes. Therefore, how to improve the integrated structure of the brake device to solve this technical problem is currently being addressed. Summary of the invention

[0004] The purpose of the present invention is to provide an electro-pneumatic braking device suitable for power-concentrated EMUs, which has the function of implementing electro-pneumatic control on vehicle braking, and also has the function of providing an air source for the train's air supply system and parking brake system, and has stronger functional adaptability.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is:

[0006] The present invention provides an electric-pneumatic brake device suitable for a power-concentrated EMU, comprising an air circuit board, on which a main valve, an emergency valve, first to fourth check valves, a first cut-off valve, a second cut-off valve, a relief solenoid valve, a pressure-maintaining solenoid valve, and a brake solenoid valve are installed. The air circuit board is provided with a main air duct interface, a relief air cylinder interface, a train pipe interface, a brake cylinder interface, a working air cylinder interface, an auxiliary air cylinder interface, a life air cylinder outlet interface, a life air cylinder inlet interface, an air spring air cylinder interface, and a parking air cylinder interface. A plurality of air circuits are provided in the air circuit board, wherein:

[0007] The first air circuit connected to the train pipe interface is divided into two branches, the first branch is connected to the life air cylinder inlet interface after being connected to the relief solenoid valve, the second cut-off plug valve, and the second check valve in sequence, and the second branch is connected to the main valve and the emergency valve, and the brake solenoid valve is arranged on the second branch;

[0008] A second air path connected to the brake cylinder interface is connected to the main valve;

[0009] The third air path connected to the working air cylinder interface is connected to the main valve;

[0010] The fourth air circuit connected to the auxiliary air cylinder interface is connected to the first branch of the first air circuit and then connected to the main valve;

[0011] The fifth air circuit connected to the outlet port of the living air cylinder is divided into two branches, the third branch of the fifth air circuit is connected to the port of the parking air cylinder through a third check valve, and the fourth branch is connected to the port of the air spring air cylinder through a fourth check valve;

[0012] A sixth air path connected to the air spring interface is connected to a fourth check valve;

[0013] a seventh air path connected to the parking air cylinder interface and a third check valve;

[0014] The eighth air path connected to the living air cylinder inlet port is connected to the first check valve and the second check valve;

[0015] The ninth air path connected to the main air duct interface is connected to the first cut-off valve and the first check valve in sequence and then connected to the living air cylinder inlet interface;

[0016] The tenth air path connected to the relief air cylinder interface is connected to the relief solenoid valve;

[0017] The main valve is also connected to a pressure-maintaining solenoid valve;

[0018] The relief solenoid valve, the pressure-maintaining solenoid valve and the brake solenoid valve are all connected to the vehicle controller via control lines.

[0019] For the above technical solution, the applicant has further optimization measures.

[0020] Optionally, an emergency solenoid valve is further included, and the emergency solenoid valve is arranged on the second branch of the first gas circuit.

[0021] Optionally, the main valve, emergency valve, first to fourth check valves, first shut-off valve, second shut-off valve, relief solenoid valve, pressure-maintaining solenoid valve, and brake solenoid valve are installed on the inner side of the air circuit board.

[0022] Optionally, the main air duct interface, relief air cylinder interface, train pipe interface, brake cylinder interface, working air cylinder interface, auxiliary air cylinder interface, living air cylinder outlet interface, living air cylinder inlet interface, air spring air cylinder interface, and parking air cylinder interface are arranged on the outer side of the air circuit plate.

[0023] Furthermore, the train pipe controls the actions of the main valve and the emergency valve.

[0024] When the train pipe is pressurized, air is supplied to the working air cylinder interface and the auxiliary air cylinder interface through the main valve to charge the working air cylinder and the auxiliary air cylinder;

[0025] When the train pipe is depressurized, the air in the auxiliary air cylinder enters the brake cylinder through the brake cylinder interface via the main valve.

[0026] Furthermore, the air from the main air duct enters the living air cylinder through the main air duct interface, the ninth air circuit, the first shut-off valve, the first check valve, and the living air cylinder inlet interface, and the air out of the living air cylinder is then sent to the air spring air cylinder interface and the parking air cylinder interface via the living air cylinder outlet interface and the fifth air circuit; the air spring air cylinder interface is connected to the air inlet end of the air spring system, and the parking air cylinder interface is connected to the air inlet end of the parking brake system.

[0027] Optionally, the vehicle controller sends control instructions to the relief solenoid valve, the pressure-maintaining solenoid valve, and the brake solenoid valve through a control line, so as to control the relief, pressure-maintaining, and braking of the brake system connected to the brake cylinder interface.

[0028] Optionally, a bracket is fixed on the air circuit plate, and the bracket is used to fix the air circuit plate to the air inlet port of the brake motor.

[0029] Due to the application of the above technical solution, the present invention has the following advantages compared with the prior art:

[0030] The electro-pneumatic brake device suitable for power-concentrated EMUs of the present application can concentrate the brake components originally scattered in various parts of the train on an air path plate, thereby improving the maintainability of the equipment. The brake device can receive wind from the train pipe and the main air duct, and can provide a continuous wind source for the vehicle air supply system. The stable wind source also makes the train work more stable, and the relief solenoid valve, pressure-maintaining solenoid valve, and brake solenoid valve therein can also receive electrical instructions from the five-core control line to realize the braking, relief, and pressure-maintaining functions of the brake system, and the electro-pneumatic control is more convenient and effective. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Hereinafter, some specific embodiments of the present invention will be described in detail in an exemplary and non-limiting manner with reference to the accompanying drawings. The same reference numerals in the accompanying drawings indicate the same or similar components or parts. It should be understood by those skilled in the art that these drawings are not necessarily drawn to scale. In the accompanying drawings:

[0032] Figure 1 It is a schematic diagram of the principle of an electro-pneumatic brake device suitable for a power-concentrated EMU according to an embodiment of the present invention;

[0033] Figure 2 It is a schematic diagram of the inner side assembly of an electro-pneumatic brake device suitable for a power-concentrated EMU according to one embodiment of the present invention;

[0034] Figure 3 It is a schematic diagram of the outer side assembly of an electro-pneumatic brake device suitable for a power-concentrated EMU according to one embodiment of the present invention;

[0035] Figure 4 It is a bulk schematic diagram of a conventional brake device;

[0036] Figure 5 It is a schematic diagram of the installation of the electro-pneumatic brake device of the present application on the train body.

[0037] The reference numerals are described as follows:

[0038] 1. Air circuit board, 2. Main valve, 3. Emergency valve, 4. Double-side exhaust relief valve, 5. Shutoff valve, 6. Check valve, 7. Pressure sensor, 8. Solenoid valve, 9. Bracket;

[0039] 10. Main air duct interface, 11. Relief air cylinder interface, 12. Train pipe interface, 13. Brake cylinder interface, 14. Working air cylinder interface, 15. Auxiliary air cylinder interface, 16. Living air cylinder outlet interface, 17. Living air cylinder inlet interface, 18. Air spring air cylinder interface, 19. Parking air cylinder interface;

[0040] 20. Brake machine, 21. Air path conversion device, 22. Pressure sensing device;

[0041] 30. Installation position of electro-pneumatic brake device;

[0042] a~j are the first to tenth gas paths. DETAILED DESCRIPTION

[0043] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0044] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are 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 cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0045] In addition, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0046] This embodiment describes an electro-pneumatic brake device suitable for a power-concentrated EMU. Figure 1 As shown, it includes an air circuit board 1, on which a main valve 2, an emergency valve 3, first to fourth check valves, a first shut-off valve, a second shut-off valve, a relief solenoid valve, a pressure-maintaining solenoid valve, and a brake solenoid valve are installed. The air circuit board 1 is provided with a main air duct interface 10, a relief air cylinder interface 11, a train pipe interface 12, a brake cylinder interface 13, a working air cylinder interface 14, an auxiliary air cylinder interface 15, a life air cylinder outlet interface 16, a life air cylinder inlet interface 17, an air spring air cylinder interface 18, and a parking air cylinder interface 19. Several air circuits are provided in the air circuit board 1, wherein:

[0047] The first air path a connected to the train pipe interface 12 is divided into two branches, the first branch is connected to the life air cylinder inlet interface 17 after being connected to the relief solenoid valve, the second cut-off plug valve, and the second check valve in sequence, and the second branch is connected to the main valve 2 and the emergency valve 3, and the brake solenoid valve is arranged on the second branch;

[0048] The second air path b connected to the brake cylinder interface 13 is connected to the main valve 2;

[0049] The third air path c connected to the working air cylinder interface 14 is connected to the main valve 2;

[0050] The fourth air path d connected to the auxiliary air cylinder interface 15 is connected to the first branch of the first air path a and then connected to the main valve 2;

[0051] The fifth air circuit e connected to the living air cylinder outlet port 16 is divided into two branches, the third branch of the fifth air circuit e is connected to the parking air cylinder port through the third check valve, and the fourth branch is connected to the air spring air cylinder port through the fourth check valve;

[0052] A sixth air path f connected to the air spring interface is connected to the fourth check valve;

[0053] a seventh air path g connected to the parking air cylinder interface and a third check valve;

[0054] The eighth air path h connected to the living air cylinder inlet port 17 is connected to the first check valve and the second check valve;

[0055] The ninth air path i connected to the main air duct interface 10 is connected to the living air cylinder inlet interface 17 through the first cut-off valve and the first check valve in sequence;

[0056] The tenth air path j connected to the relief air cylinder interface 11 is connected to the relief solenoid valve;

[0057] The main valve 2 is also connected to a pressure-maintaining solenoid valve;

[0058] The relief solenoid valve, the pressure-maintaining solenoid valve and the brake solenoid valve are all connected to the vehicle controller via control lines.

[0059] The electro-pneumatic brake device of this embodiment also includes an emergency solenoid valve, which is arranged on the second branch of the first air circuit a and can realize emergency on-off control of the air circuit connecting the train pipe interface 12 and the main valve 2.

[0060] The air circuit board 1 is made of two aluminum plates brazed together, and is provided with the aforementioned first to tenth air circuit j structures, and adopts a single-layer passage design to prevent internal wind from blowing. A bracket 9 is fixed on the air circuit board 1, and the bracket 9 is used to fix the air circuit board 1 at the air inlet port of the brake motor, such as Figure 5 As shown, the electro-pneumatic brake device of this embodiment can be assembled at the electro-pneumatic brake device installation position 30 in the vehicle body for centralized arrangement. The interface for installing with each device on the gas circuit board 1 adopts the form of self-tapping screw sleeve, which can improve the reliability of installation and prevent the wire screw sleeve from falling off. A rubber ring seal is used inside it to replace the traditional pipeline thread seal, effectively improving the sealing effect and ensuring driving safety.

[0061] And as Figure 2As shown, the main valve 2, emergency valve 3, check valve 6 (first to fourth check valves), cut-off valve 5 (first cut-off valve, second cut-off valve), solenoid valve 8 (relief solenoid valve, pressure-maintaining solenoid valve, brake solenoid valve) are installed on the inner side of the gas circuit board 1. Figure 3 As shown, the main air duct interface 10, the relief air cylinder interface 11, the train pipe interface 12, the brake cylinder interface 13, the working air cylinder interface 14, the auxiliary air cylinder interface 15, the living air cylinder outlet interface 16, the living air cylinder inlet interface 17, the air spring air cylinder interface 18, and the parking air cylinder interface 19 are arranged on the outer side of the air circuit plate 1.

[0062] By using the above electro-pneumatic brake device, this embodiment can reduce the number of external pipes, leakage points, and maintenance points, thereby improving the reliability of the system. In addition, the cut-off valves 5 for operating the air circuit are centrally arranged, which is more convenient for personnel to use.

[0063] As for the specific electro-pneumatic brake control, the train control controls the actions of the main valve 2 and the emergency valve 3.

[0064] When the train pipe is pressurized, air is supplied to the working air cylinder interface 14 and the auxiliary air cylinder interface 15 through the main valve 2 to charge the working air cylinder and the auxiliary air cylinder;

[0065] When the train pipe is depressurized, the air in the auxiliary air cylinder passes through the main valve 2 and enters the brake cylinder from the brake cylinder interface 13.

[0066] The wind from the main air duct enters the living air cylinder through the main air duct interface 10, the ninth air path i, the first shut-off valve, the first check valve, and the living air cylinder inlet interface 17. The air out of the living air cylinder is then sent to the air spring air cylinder interface 18 and the parking air cylinder interface 19 through the living air cylinder outlet interface 16 and the fifth air path e. The air spring air cylinder interface 18 is connected to the air inlet end of the air spring system, and the parking air cylinder interface 19 is connected to the air inlet end of the parking brake system.

[0067] The vehicle controller sends control instructions to the release solenoid valve, the pressure-maintaining solenoid valve, and the brake solenoid valve through the control line, so as to control the release, pressure-maintaining, and braking of the brake system connected to the brake cylinder interface 13 .

[0068] In summary, the electro-pneumatic brake device suitable for power-concentrated EMUs of the present application can concentrate the brake components originally scattered in various parts of the train on an air circuit board 1, thereby improving the maintainability of the equipment. The brake device can receive wind from the train pipe and the main air duct, and can provide a continuous wind source for the vehicle air supply system. The stable wind source also makes the train work more stable, and the relief solenoid valve, pressure-maintaining solenoid valve, and brake solenoid valve therein can also receive electrical instructions from the five-core control line to realize the braking, relief, and pressure-maintaining functions of the brake system, and the electro-pneumatic control is more effective.

[0069] The electro-pneumatic brake device of this embodiment can also be provided with various types of sensors 7, which are installed on the inner side of the air circuit plate 1. The sensors 7 may include a train pipe pressure sensor connected to the first air circuit a, a brake cylinder pressure sensor connected to the second air circuit b, a secondary air cylinder pressure sensor connected to the fourth air circuit d, and a total air duct pressure sensor connected to the ninth air circuit i. A double-sided exhaust relief valve 4 connected to the second air circuit b is provided on the side of the pressure sensor, which can exhaust and relieve the pressure of the second air circuit b connected to the brake cylinder interface 13 when the pressure is high.

[0070] The above embodiments are only for illustrating the technical concept and features of the present invention, and their purpose is to enable people familiar with this technology to understand the contents of the present invention and implement them accordingly. They cannot be used to limit the protection scope of the present invention. Any equivalent changes or modifications made according to the spirit of the present invention should be included in the protection scope of the present invention.

Claims

1. An electro-pneumatic brake device suitable for power-concentrated EMUs, characterized in that: It includes an air circuit board, on which a main valve, an emergency valve, first to fourth check valves, a first shutoff valve, a second shutoff valve, a relief solenoid valve, a pressure-maintaining solenoid valve, and a brake solenoid valve are installed. The air circuit board is provided with a main air duct interface, a relief air cylinder interface, a train pipe interface, a brake cylinder interface, a working air cylinder interface, an auxiliary air cylinder interface, a life air cylinder outlet interface, a life air cylinder inlet interface, an air spring air cylinder interface, and a parking air cylinder interface. Several air circuits are provided in the air circuit board, among which: The first air circuit connected to the train pipe interface is divided into two branches, the first branch is connected to the life air cylinder inlet interface after being connected to the relief solenoid valve, the second cut-off plug valve, and the second check valve in sequence, and the second branch is connected to the main valve and the emergency valve, and the brake solenoid valve is arranged on the second branch; A second air path connected to the brake cylinder interface is connected to the main valve; The third air path connected to the working air cylinder interface is connected to the main valve; The fourth air circuit connected to the auxiliary air cylinder interface is connected to the first branch of the first air circuit and then connected to the main valve; The fifth air circuit connected to the outlet port of the living air cylinder is divided into two branches, the third branch of the fifth air circuit is connected to the port of the parking air cylinder through a third check valve, and the fourth branch is connected to the port of the air spring air cylinder through a fourth check valve; A sixth air path connected to the air spring interface is connected to a fourth check valve; a seventh air path connected to the parking air cylinder interface and a third check valve; The eighth air path connected to the living air cylinder inlet port is connected to the first check valve and the second check valve; The ninth air path connected to the main air duct interface is connected to the first cut-off valve and the first check valve in sequence and then connected to the living air cylinder inlet interface; The tenth air path connected to the relief air cylinder interface is connected to the relief solenoid valve; The main valve is also connected to a pressure-maintaining solenoid valve; The relief solenoid valve, the pressure-maintaining solenoid valve, and the brake solenoid valve are all connected to the vehicle controller via control lines; Among them, the train pipe controls the action of the main valve and the emergency valve. When the train pipe is pressurized, air is supplied to the working air cylinder interface and the auxiliary air cylinder interface through the main valve to charge the working air cylinder and the auxiliary air cylinder. When the train pipe is depressurized, the air of the auxiliary air cylinder enters the brake cylinder through the brake cylinder interface through the main valve.

2. The electro-pneumatic brake device suitable for power-concentrated EMU according to claim 1 is characterized in that: It also includes an emergency solenoid valve, which is arranged on the second branch of the first gas circuit.

3. The electro-pneumatic brake device suitable for power-concentrated EMU according to claim 1 is characterized in that: The main valve, the emergency valve, the first to fourth check valves, the first shut-off valve, the second shut-off valve, the relief solenoid valve, the pressure-maintaining solenoid valve, and the brake solenoid valve are installed on the inner side of the air circuit board.

4. The electro-pneumatic brake device suitable for power-concentrated EMU according to claim 1 is characterized in that: The main air duct interface, relief air cylinder interface, train pipe interface, brake cylinder interface, working air cylinder interface, auxiliary air cylinder interface, living air cylinder outlet interface, living air cylinder inlet interface, air spring air cylinder interface, and parking air cylinder interface are arranged on the outer side of the air circuit plate.

5. The electro-pneumatic brake device suitable for power-concentrated EMU according to claim 1 is characterized in that: The air from the main air duct enters the living air cylinder through the main air duct interface, the ninth air circuit, the first shut-off valve, the first check valve, and the living air cylinder inlet interface. The air out of the living air cylinder is then sent to the air spring air cylinder interface and the parking air cylinder interface via the living air cylinder outlet interface and the fifth air circuit. The air spring air cylinder interface is connected to the air inlet end of the air spring system, and the parking air cylinder interface is connected to the air inlet end of the parking brake system.

6. The electro-pneumatic brake device suitable for power concentrated train sets according to any one of claims 1 to 5, characterized in that: The vehicle controller sends control instructions to the release solenoid valve, the pressure-maintaining solenoid valve, and the brake solenoid valve through a control line, so as to control the release, pressure-maintaining, and braking of the brake system connected to the brake cylinder interface.

7. The electro-pneumatic brake device suitable for power concentrated train sets according to any one of claims 1 to 5, characterized in that: A bracket is fixed on the air circuit board, and the bracket is used to fix the air circuit board to the air inlet port of the brake motor.

Images