Virtual rail train wheel control dynamics module

Abstract

A kind of virtual track train wheel control dynamic module is integrated by test connector, ABS solenoid valve, common differential relay valve, differential relay valve-parking, common relay valve, emergency solenoid valve, two-way valve, plug door, pressure limiting valve, single-channel module, welding frame and mudguard, which can effectively reduce the arrangement of brake pipe under the vehicle, reduce the space requirement, and reasonably distribute the air of brake air reservoir and parking air reservoir by the instruction given by brake pedal, to realize the functions of normal braking, parking braking, emergency braking, anti-skid protection, isolation and the like, with small size, suitable for low-floor small space with air suspension system installation, and all interfaces are designed in the form of quick connector, with the advantages of convenient installation, maintenance and repair, saving labor cost and maintenance time.

Description

Technical Field

[0001] This invention belongs to the field of virtual rail transit braking control technology, and in particular relates to a virtual rail train wheel control braking module. Background Technology

[0002] When a virtual track train passes through a curve, it needs to run strictly according to the predetermined virtual track. As a combined system of lateral and longitudinal forces, the tire-ground coupling system is affected by both steering and braking conditions. Therefore, studying the operational stability of the virtual track train under the braking condition of a curve is of great significance for improving the driving safety under public right-of-way conditions.

[0003] Currently, the chassis structures of virtual rail vehicles, commercial trailers, and buses in China are axle-type, and the braking systems are typically axle-controlled. The braking force on each axle is proportional to the vertical load on that axle. Except for ABS, there are no special requirements for further differentiation of braking force between axles and between the left and right wheels.

[0004] For trains with three or more wheel hub motors that provide all-wheel drive, all-wheel braking, and all-wheel steering, axle control is clearly not the best way to control braking force. Improper axle control power distribution can easily cause vehicle braking instability, loss of guidance ability, and vehicle folding. Summary of the Invention

[0005] To address the aforementioned problems in the background technology, the purpose of this invention is to provide a wheel control braking module that allows each wheel to be assigned different braking forces at any time during movement, thereby satisfying the reasonable distribution of braking forces for virtual track trains with all-wheel drive and all-wheel steering, and improving operational stability.

[0006] To achieve the above-mentioned objectives, this invention provides a virtual track train wheel control braking module, characterized in that it includes a detection connector, an ABS solenoid valve, a common differential relay valve, a parking differential relay valve, a common relay valve, an emergency solenoid valve, a two-way valve, a stop valve, a pressure limiting valve, a single-channel module, a parking memory valve, a welded frame, a mudguard, and a quick-connect connector. An inspection port is provided at the stop valve for cutting off the air supply from the air tank of one control module of the train.

[0007] When a service braking command is received, the air reservoir is connected to the service relay valve's inlet 1 via one path, the service differential relay valve's inlet 1 via another path via a plug valve, and the two single-channel modules' inlets 1 via yet another path. The service relay valve's control port 4 is connected to the vehicle's brake pedal to receive the braking command.

[0008] The 2nd port of the common relay valve B02 is connected to the 41st control port of the common differential relay valve B01 of the second vehicle's third wheel pair control module. The 22nd air inlet of the common relay valve B02 is connected to the 41st control port of the common differential relay valve B01 of the first vehicle's second wheel pair control module. The 21st air outlet of the common relay valve B02 is connected to the 42nd control port of the common differential relay valve B01 of this vehicle's control module. The 41st control port of the common differential relay valve of this vehicle's first wheel pair control module is connected to the 22nd air inlet of the common relay valve of the corresponding control module of the second vehicle's third wheel pair.

[0009] To ensure communication with the vehicle ahead regarding braking force, the output port of the common differential relay valve 2 is connected to the control ports of two single-channel modules 4. The two single-channel modules obtain accurate output air braking pressure values ​​of the common differential relay valve by collecting their respective load pressures and pressure control signals from the common relay valves of adjacent vehicles, thereby obtaining the braking force corresponding to this wheel.

[0010] The two outlets of the two single-channel modules are connected to the corresponding two-way valves, and then enter the brake cylinder through their respective ABS solenoid valves to achieve wheel braking.

[0011] When a parking brake command is received, the parking memory valve is activated, causing compressed air to act on port 41 of the parking differential relay valve. This causes the compressed air in the parking air reservoir to act on the output port of the parking differential relay valve 2, and then, through the pipeline, the compressed air acts on the parking brake cylinder.

[0012] When an emergency braking command is received, the compressed air in the air reservoir controlling the wheel brake of this module passes directly through the quick-connect fitting and the nylon (polyamide) tubing of the air brake system through the plug valve, then through the pressure relief valve and the emergency solenoid valve to the corresponding two-way valve. The compressed air then enters the brake cylinder through its respective ABS solenoid valve to achieve emergency braking of the wheels.

[0013] Emergency braking is triggered by the driver after weighing the road conditions and the degree of urgency. The operation interface is in emergency button input mode. When energized, it is applied. Emergency braking has the highest priority. The emergency braking function is mainly composed of emergency button, emergency braking solenoid valve, pressure limiting valve and other components. When the driver presses the emergency button, the emergency solenoid valve is energized and conducts. Compressed air is limited to the set pressure by the pressure limiting valve and then enters the brake chamber through the ABS valve, thus applying emergency braking.

[0014] Furthermore, each wheel is equipped with an individual speed sensor and anti-skid adjustment valve, which ensures optimal braking effect and starting and acceleration performance when the train is protected against skid.

[0015] Furthermore, test connectors are installed on each commonly used pressure pipe circuit to facilitate testing of brake pressure values, reduce vehicle impact rate, and make the braking process smoother.

[0016] Furthermore, all interfaces are designed as quick-connect connectors.

[0017] This invention integrates a test connector, ABS solenoid valve, common differential relay valve, parking differential relay valve, common relay valve, emergency solenoid valve, two-way valve, plug valve, pressure relief valve, and single-channel module. It also reserves space within the system for other functional solenoid valves, allowing for adaptive modifications. This effectively reduces the need for under-vehicle brake piping, minimizing space requirements. Furthermore, it can rationally distribute air between the brake and parking reservoirs based on brake pedal commands, enabling functions such as common braking, parking braking, emergency braking, anti-skid protection, and isolation. Its compact size makes it suitable for installation in low-floor vehicles with air suspension systems in confined spaces. All interfaces are designed as quick-connect fittings, facilitating installation and maintenance, saving labor costs and time. Attached Figure Description

[0018] Figure 1 It is a train formation diagram;

[0019] Figure 2 This is the schematic diagram of the air circuit of the wheel control braking module;

[0020] Figure 3 This is a structural diagram of the wheel control braking module;

[0021] In the diagram, the following valves are included: Commonly used differential relay valve B01, Commonly used relay valve B02, Parking differential relay valve B03, Single-channel module B04, Two-way valve B05, Emergency solenoid valve B06, Pressure relief valve B07, Detection connector B08, Plug valve B09, Parking memory valve B10, ABS solenoid valve G01, Welded frame 1, Mudguard 2, Quick connector 3. Detailed Implementation

[0022] Reference Figure 1-3 The present invention includes a detection connector B08, an ABS solenoid valve G01, a common differential relay valve B01, a parking differential relay valve B03, a common relay valve B02, an emergency solenoid valve B06, a two-way valve B05, a plug valve B09, a pressure limiting valve B07, and a single-channel module B04. An inspection port is provided at the plug valve for cutting off the air supply of the air tank of one control module of the vehicle.

[0023] When a service braking command is received, the air reservoir controlling the wheel brakes of this module is connected to the air inlet 1 of the service relay valve B02, and another path is connected via the plug valve B09 to the port 1 of the service differential relay valve B03 in the service braking circuit, and the air inlet 1 of the two single-channel modules B04. The control port 4 of the service relay valve is connected to the vehicle's brake pedal to receive the braking command. The port 2 of the service relay valve B02 is connected to the control port 41 of the service differential relay valve B01 of the second vehicle's third wheel set control module. The air inlet 22 of the service relay valve B02 is connected to the control port 41 of the service differential relay valve B01 of the first vehicle's second wheel set control module. The air outlet 21 of the service relay valve B02 is connected to... The differential relay valve B01 of the vehicle's control module is connected to control port 42. The differential relay valve 41 of the first wheel control module of this vehicle is connected to the air inlet of the corresponding differential relay valve 22 of the control module for the third wheel pair of the second vehicle. To ensure communication of the braking force of the preceding vehicle, the output ports 2 of the differential relay valve B03 are connected to control ports 4 of two single-channel modules B04. The two single-channel modules B04 obtain accurate output air braking pressure values ​​of the differential relay valve B03 by collecting their respective load pressures and pressure control signals from the adjacent vehicle's differential relay valve B02, thus obtaining the braking force corresponding to this wheel. These two braking forces are different in magnitude. The air is then connected to the corresponding two-way valve B05 through the two outlet ports of the two single-channel modules B04, and then enters the brake cylinder through their respective ABS solenoid valves G01 to achieve wheel braking. A test connector B08 is installed on each common pressure pipeline circuit for easy testing of the braking pressure value. Therefore, the vehicle impact rate is reduced, and the braking process is smoother.

[0024] During normal driving, the driver controls the parking memory valve by pressing the parking brake button to vent or charge the parking brake chamber. The parking memory valve also has a manual operation function.

[0025] When the vehicle is stationary on the road, the driver presses the parking brake button. Upon receiving the parking brake command, the parking brake memory valve B10 activates, causing compressed air to act on control port 41 of the parking differential relay valve B03. This allows compressed air from the parking air reservoir to flow through a quick-connect fitting and the air brake system via a nylon (polyamide) hose to the output port 2 of the differential parking relay valve B03, and then through the pipeline, the compressed air acts on the parking brake cylinder.

[0026] When an emergency braking command is received, the compressed air in the air reservoir controlling the wheel brake of this module passes directly through the plug valve B09, through the pressure relief valve B07 and the emergency solenoid valve B06 to the corresponding two-way valve B05. The compressed air then enters the brake cylinder through its respective ABS solenoid valve G01 to achieve emergency braking of the wheels.

[0027] When the electronic control circuit is normal, the electrical signal from the main electronic control valve is sent to the brake controller (BCU). The brake controller (BCU) combines the vehicle speed, the load on each wheel, and the ABS action information input from the vehicle network system to calculate the braking force required for each wheel. By controlling the opening and closing of the solenoid valves in the single-channel modules of each wheel, the pressure of the brake chamber of each wheel is controlled. This braking method initially achieves a reasonable distribution of braking force across the entire vehicle, avoiding mutual impact between the front and rear vehicles.

[0028] The single-channel wheel module can implement braking through electronic or pneumatic control. When the electronic control circuit is normal, the output pressure is determined by the electronic control circuit first. When the electronic control circuit fails, the output pressure is determined by the pneumatic control circuit. However, at this time, the braking force of each wheel is the same and cannot be adjusted according to the wheel weight.

[0029] The structure and control method of the virtual track train wheel control braking module, the arrangement of valves, and the interface with quick-connect function are suitable for virtual track trains with all-wheel drive, all-wheel steering, and all-wheel braking.

Claims

1. A virtual track train wheel control braking module, characterized in that: Includes a common differential relay valve (B01), a common relay valve (B02), a parking differential relay valve (B03), a single-channel module (B04), a two-way valve (B05), an emergency solenoid valve (B06), a pressure relief valve (B07), a test connector (B08), a plug valve (B09), a parking memory valve (B10), an ABS solenoid valve (G01), a welded frame 1, a mudguard 2, and a quick-connect connector 3. An inspection port is provided at the plug valve to cut off the air supply to the air tank of one of the vehicle's control modules. When a service braking command is received, the air reservoir is connected to the first air inlet of the service relay valve (B02), another line is connected to the first air inlet of the service differential relay valve (B01) via the plug valve (B09), and yet another line is connected to the first air inlet of the two single-channel modules (B04). The fourth control port of the service relay valve (B02) is connected to the vehicle's brake pedal to receive the braking command. The 2 ports of the common relay valve (B02) are connected to the 41 control port of the common differential relay valve (B01) of the second vehicle's third wheel pair control module. The 22 air inlet of the common relay valve (B02) is connected to the 41 control port of the common differential relay valve (B01) of the first vehicle's second wheel pair control module. The 21 air outlet of the common relay valve (B02) is connected to the 42 control port of the common differential relay valve (B01) of this vehicle's control module. The 41 control port of the common differential relay valve of this vehicle's first wheel pair control module is connected to the 22 air inlet of the common relay valve of the corresponding control module of the second vehicle's third wheel pair. The outlet 2 of the commonly used differential relay valve (B01) is connected to the control port 4 of two single-channel modules (B04), and the outlet 2 of the two single-channel modules (B04) is connected to the corresponding two-way valve (B05), and then enters the brake cylinder through their respective ABS solenoid valves (G01) to achieve wheel braking. When a parking brake command is received, the parking memory valve (B10) is activated, causing compressed air to act on the 41 control port of the parking differential relay valve (B03), so that the compressed air in the parking air reservoir acts on the 2 air outlet of the parking differential relay valve (B03), and the compressed air acts on the parking brake cylinder through the pipeline. When an emergency braking command is received, the compressed air in the air reservoir passes directly through the plug valve (B09), then through the pressure relief valve (B07) and the emergency solenoid valve (B06) to the corresponding two-way valve (B05). The compressed air then enters the brake cylinder through its respective ABS solenoid valve (G01) to achieve emergency braking of the wheels.

2. The virtual track train wheel control braking module according to claim 1, characterized in that: Each wheel is equipped with an individual speed sensor and anti-skid adjustment valve.

3. The virtual track train wheel control braking module according to claim 1, characterized in that: Install a test connector (B08) on each commonly used pressure pipeline circuit.

Images