Active ventilation systems for rail vehicles

Abstract

The present invention discloses an active ventilation system for rail vehicles, which relates to the technical field of rail vehicle braking systems. The active ventilation system for rail vehicles comprises an air supply control module, a solenoid valve module, and a ventilation module. The air supply control module is connected to the solenoid valve module via a pipeline, and the solenoid valve module is connected to the ventilation module via a pipeline. The air supply control module comprises a first air supply pipeline, a second air supply pipeline, and a third air supply pipeline, wherein the first air supply pipeline is connected to the second air supply pipeline and the third air supply pipeline, respectively. The present invention solves the problem that during the construction of urban rail transit lines, long and steep slopes may exist due to the influence of the terrain. Therefore, during the operation of the vehicle, the braking system will be frequently applied, which will cause the brake shoe and wheelset tread to be overheated, causing damage to the tread.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicle braking systems, and in particular to an active ventilation system for rail vehicles. Background Art

[0002] Currently, urban rail transit lines, during construction, often face long and steep slopes due to terrain influences. Consequently, the brakes are frequently applied during operation, causing excessive temperatures in the brake shoes and wheelset treads, leading to tread damage. Currently, no effective solution has been proposed to address this issue. Summary of the Invention

[0003] Purpose of the invention: To provide an active ventilation system for rail vehicles to solve the above-mentioned problems existing in the prior art.

[0004] Technical solution: An active ventilation system for rail vehicles, comprising: an air supply control module, a solenoid valve module and a ventilation module, the air supply control module is connected to the solenoid valve module through a pipeline, and the solenoid valve module is connected to the ventilation module through a pipeline; the air supply control module comprises: a first air supply pipeline, a second air supply pipeline and a third air supply pipeline, the first air supply pipeline is respectively connected to the second air supply pipeline and the third air supply pipeline; the first air supply pipeline is directly connected to the vehicle air supply system through the first air supply pipeline, and passes through the solenoid valve module and the ventilation module respectively, so that the air source actively cools the tread; the second air supply pipeline is used to use the system's own air compressor to supply air when there is no air source on the vehicle; the third air supply pipeline is used for auxiliary air supply.

[0005] Preferably, the first air supply pipeline includes: a first shut-off valve connected to the vehicle's main air pipeline, the first shut-off valve is connected to the first filter, the first filter is connected to the pressure reducing valve, the pressure reducing valve is connected to the first one-way valve, the first one-way valve is connected to the pressure switch, the pressure switch is connected to the pressure test interface, the pressure test interface is connected to the second one-way valve, and the second one-way valve is connected to the solenoid valve module.

[0006] Preferably, the second air supply pipeline includes: an air compressor, the output end of the air compressor is connected to the safety valve, the safety valve is connected to the first connecting hose, the first connecting hose is connected to the radiator, the radiator is connected to the second connecting hose, the second connecting hose is connected to the second filter, the second filter is connected to the third connecting hose, the third connecting hose is connected to the third one-way valve, and the third one-way valve is connected to the pressure switch.

[0007] Preferably, the third air supply pipeline includes: an air cylinder for storing an air source, and the air cylinder is connected to the pressure test interface.

[0008] Preferably, the solenoid valve module includes: a pressure gauge connected to the second one-way valve, the pressure gauge is connected to the solenoid valve, the solenoid valve is connected to the two-position three-way valve, the two-position three-way valve is connected to the second shut-off valve, and the second shut-off valve is connected to the ventilation module.

[0009] Preferably, the solenoid valve module further includes: the pressure gauge is connected to the two-position three-way valve, the two-position three-way valve is connected to the second shut-off valve, and the second shut-off valve is connected to the ventilation module.

[0010] Preferably, the ventilation module comprises: a nozzle connected to the second shut-off valve, and the nozzle is installed on the bogie.

[0011] Preferably, the preset pressure value of the pressure reducing valve is 4.3 bar.

[0012] Preferably, the preset pressure value range of the pressure switch is: 3.5 bar-4.5 bar.

[0013] Preferably, the preset pressure value of the safety valve is 6 bar.

[0014] Beneficial effect: In the embodiment of the present application, an additional air supply system is adopted, and air is supplied in multiple situations through the first air supply duct, the second air supply duct and the third air supply duct, respectively, so as to achieve the purpose of actively cooling the tread by the air source, thereby achieving the technical effect of protecting the tread and improving the service life, and further solving the problem of long and steep slopes in the construction process of urban rail transit lines due to the influence of terrain. Therefore, during the operation of the vehicle, the braking system will be frequently applied, which will cause the temperature of the brake shoe and the wheelset tread to be too high, causing damage to the tread. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a schematic diagram of the air circuit of the active ventilation system for rail vehicles of the present invention;

[0016] Figure 2 It is an air supply control module of the active ventilation system for rail vehicles of the present invention;

[0017] Figure 3 It is a solenoid valve module of the active ventilation system for rail vehicles of the present invention;

[0018] Figure 4 The invention relates to a ventilation module of an active ventilation system for a rail vehicle.

[0019] The accompanying drawings are marked as follows: S01, air supply control module; S01.01, first air supply pipeline; S01.10, second air supply pipeline; S01.11, third air supply pipeline; S01.01.01, first shut-off valve; S01.01.02, first filter; S01.01.03, first one-way valve; S01.01.04, second one-way valve; S01.01.05, pressure switch; S01.01.06, third one-way valve; S01.01.07, pressure reducing valve; S01.01.08, pressure switch Test interface; S01.02, air cylinder; S01.03, air compressor; S01.04, safety valve; S01.05, first connecting hose; S01.06, radiator; S01.07, second connecting hose; S01.08, second filter; S01.09, third connecting hose; S02, solenoid valve module; S02.01, pressure gauge; S02.02, solenoid valve; S02.03, two-position three-way valve; S02.04, second shut-off valve; S03, ventilation module; S03.01, nozzle. DETAILED DESCRIPTION

[0020] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this application.

[0021] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present application described here. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0022] Furthermore, the terms "installed," "disposed," "provided with," "connected," "connected," and "socketed" should be interpreted broadly. For example, they can refer to fixed connections, removable connections, or integral structures; mechanical connections or electrical connections; direct connections or indirect connections through an intermediary; or internal communication between two devices, elements, or components. Those skilled in the art will understand the specific meanings of these terms in the present invention based on specific circumstances.

[0023] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0024] like Figure 1 As shown, the present application relates to an active ventilation system for rail vehicles. The active ventilation system for rail vehicles includes: an air supply control module S01, a solenoid valve module S02 and a ventilation module S03. The air supply control module S01 refers to a module that supplies air according to actual usage conditions, and can achieve the effect of a continuous air source. The solenoid valve module S02 refers to a module with the function of opening or closing the air path, and can achieve a good air path opening and closing effect. The ventilation module S03 refers to the effect of directional spraying of the air source, thereby achieving the effect of cooling the tread. By adopting the solenoid valve S02.02 for control, the ventilation system can be controlled through the vehicle network or the driver's console button according to the vehicle operating conditions.

[0025] The air supply control module S01 is connected to the solenoid valve module S02 via a pipeline, and the solenoid valve module S02 is connected to the ventilation module S03 via a pipeline. By connecting multiple air paths, good air supply and control effects can be achieved. The air supply control module S01 includes: a first air supply pipeline S01.01, a second air supply pipeline S01.10, and a third air supply pipeline S01.11. The first air supply pipeline S01.01 is connected to the second air supply pipeline S01.10 and the third air supply pipeline S01.11 respectively. By providing the first air supply pipeline S01.01, the second air supply pipeline S01.10, and the third air supply pipeline S01.11 respectively, it is possible to provide multiple air supply modes, thereby meeting the needs of various situations and ensuring a stable air supply effect.

[0026] The first air supply pipe S01.01 is directly connected to the vehicle air supply system, and passes through the solenoid valve module S02 and the ventilation module S03 respectively, so that the air source can actively cool the tread; the first air supply pipe S01.01 adopts a method of directly connecting to the vehicle air supply system to supply air, which can directly utilize the air source of the vehicle's main air pipe for air supply, thereby improving the air source utilization rate of the main pipeline, and at the same time achieving the effect of saving energy.

[0027] The second air supply pipeline S01.10 is used to supply air using the system's own air compressor S01.03 when there is no wind source in the vehicle; when there is no wind source in the vehicle's main air duct, air is supplied by the air compressor S01.03 in the second air supply pipeline S01.10, thereby achieving the effect of air source supply and playing a redundancy role.

[0028] The third air supply line (S01.11) is used for auxiliary air supply. If the vehicle's main air duct is depleted and the air compressor (S01.03) is unable to provide air, air is supplied through the third air supply line (S01.11). This ensures effective air supply by feeding the air pre-stored in the air cylinder (S01.02) into the line.

[0029] From the above description, it can be seen that this application achieves the following technical effects:

[0030] In the embodiment of the present application, an additional air supply system is adopted, and air is supplied in multiple situations through the first air supply duct S01.01, the second air supply duct S01.10 and the third air supply duct S01.11, respectively, to achieve the purpose of actively cooling the tread by the air source, thereby realizing the technical effect of protecting the tread and improving the service life, and further solving the problem of long and steep slopes in the construction process of urban rail transit lines due to the influence of terrain. Therefore, during the operation of the vehicle, the braking system will be frequently applied, which will cause the temperature of the brake shoe and the wheelset tread to be too high, causing damage to the tread.

[0031] like Figure 2As shown, the first air supply duct S01.01 includes: a first shut-off valve S01.01.01 connected to the vehicle's main air duct, the first shut-off valve S01.01.01 is connected to the first filter S01.01.02, the first filter S01.01.02 is connected to the pressure reducing valve S01.01.07, the pressure reducing valve S01.01.07 is connected to the first one-way valve S01.01.03, the first one-way valve S01.01.03 is connected to the pressure switch S01.01.05, the pressure switch S01.01.05 is connected to the pressure test interface S01.01.08, the pressure test interface S01.01.08 is connected to the second one-way valve S01.01.04, and the second one-way valve S01.01.04 is connected to the solenoid valve module S02. Specifically, the first air supply pipe S01.01 is directly connected to the vehicle's main air pipe, and through the first shut-off valve S01.01.01, it controls the on and off of the total air intake. The first filter S01.01.02 filters the total air to prevent impurities from entering. The pressure reducing valve S01.01.07 reduces the pressure of the total air to achieve the pressure required by the system. The first one-way valve S01.01.03, the second one-way valve S01.01.04 and the third one-way valve S01.01.06 prevent the compressed air from flowing back. The pressure switch S01.01.05 controls the air compressor S01.03. When the pressure is lower than a certain pressure, that is, the preset value of 3.5 bar, the air compressor S01.03 starts. When the pressure is higher than a certain pressure, that is, the preset value of 4.5 bar, the air compressor S01.03 stops. The pressure test interface S01.01.08 tests the system pressure to correct the system pressure. Furthermore, the pressure of the pressure reducing valve S01.01.07 is preset to 4.3 bar. Presetting the pressure of the pressure reducing valve S01.01.07 to 4.3 bar can ensure the safety of the gas circuit pressure while protecting other components.

[0032] Furthermore, the second air supply pipeline S01.10 includes: an air compressor S01.03, the output end of the air compressor S01.03 is connected to the safety valve S01.04, the safety valve S01.04 is connected to the first connecting hose S01.05, the first connecting hose S01.05 is connected to the radiator S01.06, the radiator S01.06 is connected to the second connecting hose S01.07, the second connecting hose S01.07 is connected to the second filter S01.08, the second filter S01.08 is connected to the third connecting hose S01.09, the third connecting hose S01.09 is connected to the third one-way valve S01.01.06, and the third one-way valve S01.01.06 is connected to the pressure switch S01.01.05. By adopting the second air supply pipeline S01.10, it is possible to achieve the effect of supplying air to the pipeline through the air compressor S01.03, thereby achieving the effect of wind source supply, and further ensuring the effect of cooling and cooling the tread. Specifically, when there is no wind source in the total air, the air compressor S01.03 relies on the air compressor S01.03 to supply air. The safety valve S01.04 prevents system overpressure. The first connecting hose S01.05, the second connecting hose S01.07 and the third connecting hose S01.09 can achieve the effect of component connectivity. The radiator S01.06 dissipates the heat of the high-temperature gas generated by the air compressor S01.03, and the second filter S01.08 filters the compressed air. Furthermore, the preset pressure value of the safety valve S01.04 is 6 bar. It can achieve the effect of pressure safety, thereby ensuring the safe operation of the air circuit. Preferably, the tolerance range of the pressure value is ±0.3 bar.

[0033] Furthermore, the third air supply line (S01.11) includes an air cylinder (S01.02) for storing air, which is connected to the pressure test port (S01.01.08). By using the third air supply line (S01.11), air cylinder (S01.02) can store air. When not in use, air cylinder (S01.02) stores air. When neither the vehicle's main air duct nor the air compressor (S01.03) is generating air, the air stored in air cylinder (S01.02) is used to supply air, thereby achieving a continuous air supply.

[0034] like Figure 3As shown, the solenoid valve module S02 includes: a pressure gauge S02.01 connected to the second one-way valve S01.01.04, the pressure gauge S02.01 connected to the solenoid valve S02.02, the solenoid valve S02.02 connected to the two-position three-way valve S02.03, the two-position three-way valve S02.03 connected to the second shut-off valve S02.04, the second shut-off valve S02.04 connected to the ventilation module S03. Furthermore, the solenoid valve module S02 also includes: the pressure gauge S02.01 connected to the two-position three-way valve S02.03, the two-position three-way valve S02.03 connected to the second shut-off valve S02.04, the second shut-off valve S02.04 connected to the ventilation module S03. The solenoid valve S02.02 can effectively control the opening and closing of the air circuit, thereby realizing the effect of selecting the air circuit according to the usage situation. Specifically, the pressure gauge S02.01 reads the system pressure, the solenoid valve S02.02 is energized, and the solenoid valve S02.02 is turned on. The two-position three-way valve S02.03 is normally closed, and the air supply is controlled by the solenoid valve S02.02. When the solenoid valve S02.02 fails, the two-position three-way valve S02.03 is disconnected, and the solenoid valve S02.02 is short-circuited to supply air. The second shut-off valve S02.04 (with side exhaust) ventilates when opened and has a side exhaust function when closed.

[0035] like Figure 4 As shown, the ventilation module (S03) includes a nozzle (S03.01) connected to the second shutoff valve (S02.04). The nozzle (S03.01) is mounted on the bogie, enabling effective ventilation and heat dissipation. When the nozzle (S03.01) is mounted on the bogie, it is opened to ventilate and cool the wheelset tread.

[0036] Furthermore, the preset pressure value range of the pressure switch S01.01.05 is 3.5 bar to 4.5 bar. This can control the opening or closing of the air compressor S01.03, thereby achieving good air path control. Preferably, the pressure value has a tolerance range of ±0.3 bar.

[0037] The working principle of the present invention is as follows:

[0038] The device is directly connected to the vehicle's main air duct, and the first shut-off valve S01.01.01 controls the on-off of the main air intake. The first filter S01.01.02 filters the main air to prevent impurities from entering. The pressure reducing valve S01.01.07 reduces the pressure of the main air to achieve the pressure required by the system. The first one-way valve S01.01.03, the second one-way valve S01.01.04 and the third one-way valve S01.01.06 prevent the compressed air from flowing back. The pressure switch S01.01.05 controls the air compressor S01.03. When the pressure is lower than a certain level, that is, 3 .5bar, the air compressor S01.03 starts. When the pressure is higher than a certain level, i.e. 4.5bar, the air compressor S01.03 stops. The pressure test interface S01.01.08 tests the system pressure to correct the system pressure. The air cylinder S01.02 stores air. When there is no wind source in the total air, the air compressor S01.03 supplies air. The safety valve S01.04 prevents the system from overpressure. The radiator S01.06 dissipates the high-temperature gas generated by the air compressor S01.03. The second filter S01.08 filters the compressed air.

[0039] Pressure gauge S02.01 reads the system pressure. When energized, solenoid valve S02.02 conducts. Two-position, three-way valve S02.03 is normally closed, controlling air supply through solenoid valve S02.02. If solenoid valve S02.02 fails, two-position, three-way valve S02.03 opens, short-circuiting solenoid valve S02.02 to resume air supply. Second shutoff valve S02.04 (with side exhaust) allows air flow when open and has a side exhaust function when closed.

[0040] The nozzle S03.01 is installed on the bogie. When in operation, it is opened to ventilate and cool the wheelset tread.

[0041] The preferred embodiments of the present invention are described in detail above in conjunction with the accompanying drawings. However, the present invention is not limited to the specific details in the above embodiments. Within the technical concept of the present invention, various equivalent transformations can be made to the technical solutions of the present invention, and these equivalent transformations all fall within the scope of protection of the present invention.

Claims

1. An active ventilation system for a rail vehicle, characterized in that: include: Air supply control module, solenoid valve module and ventilation module, The air supply control module is connected to the solenoid valve module through a pipeline, and the solenoid valve module is connected to the ventilation module through a pipeline; The air supply control module includes: a first air supply pipeline, a second air supply pipeline and a third air supply pipeline, the first air supply pipeline is connected to the second air supply pipeline and the third air supply pipeline respectively; The first air supply pipeline is directly connected to the vehicle air supply system, and passes through the solenoid valve module and the ventilation module respectively, so that the air source actively cools the tread; The second air supply pipeline is used to supply air using the system's own air compressor when there is no wind source in the vehicle; The third air supply pipeline is used for auxiliary air supply; The first air supply pipeline includes: a first shut-off valve connected to the vehicle main air pipeline, the first shut-off valve is connected to a first filter, the first filter is connected to a pressure reducing valve, the pressure reducing valve is connected to a first one-way valve, the first one-way valve is connected to a pressure switch, the pressure switch is connected to a pressure test interface, the pressure test interface is connected to a second one-way valve, and the second one-way valve is connected to a solenoid valve module; The second air supply pipeline includes: an air compressor, the output end of the air compressor is connected to a safety valve, the safety valve is connected to a first connecting hose, the first connecting hose is connected to a radiator, the radiator is connected to a second connecting hose, the second connecting hose is connected to a second filter, the second filter is connected to a third connecting hose, the third connecting hose is connected to a third one-way valve, and the third one-way valve is connected to the pressure switch.

2. The active ventilation system for a rail vehicle according to claim 1, characterized in that: The third air supply pipeline includes: an air cylinder for storing an air source, and the air cylinder is connected to the pressure test interface.

3. The active ventilation system for a rail vehicle according to claim 1, characterized in that: The solenoid valve module includes: a pressure gauge connected to the second one-way valve, the pressure gauge is connected to the solenoid valve, the solenoid valve is connected to the two-position three-way valve, the two-position three-way valve is connected to the second shut-off valve, and the second shut-off valve is connected to the ventilation module.

4. The active ventilation system for a rail vehicle according to claim 3, characterized in that: The solenoid valve module further includes: the pressure gauge is connected to the two-position three-way valve, the two-position three-way valve is connected to the second shut-off valve, and the second shut-off valve is connected to the ventilation module.

5. The active ventilation system for a rail vehicle according to claim 3, characterized in that: The ventilation module includes: a nozzle connected to the second cut-off valve, and the nozzle is installed on the bogie.

6. The active ventilation system for a rail vehicle according to claim 1, characterized in that: The preset pressure value of the pressure reducing valve is 4.3 bar.

7. The active ventilation system for a rail vehicle according to claim 1, characterized in that: The preset pressure value range of the pressure switch is: 3.5bar-4.5bar.

8. The active ventilation system for a rail vehicle according to claim 1, characterized in that: The preset pressure value of the safety valve is 6 bar.

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