A non-powered return control system suitable for EMUs and locomotives and its vehicle

Abstract

The present invention discloses a non-powered return control system adapted to EMUs and locomotives and a vehicle thereof, specifically, by adjusting the first pressure reducing valve to meet the braking pressure requirement of the EMU power car, by adjusting the second pressure reducing valve to meet the braking pressure requirement of the locomotive, and taking into account the reliability of the two non-powered returns at the same time, redundant control is achieved through the pre-control pressure of the double diaphragm relay valve. Compared with the prior art, the present invention has the beneficial effects of wide application range and reliable control method.

Description

Technical Field

[0001] The invention belongs to the field of unpowered return control systems, and in particular relates to an unpowered return control system adapted to EMUs and locomotives and a vehicle thereof. Background Art

[0002] At present, the maximum pressure of the locomotive's brake cylinder is usually limited to below 250kPa. The main purpose is to prevent the braking force of the locomotive from being inconsistent with that of the freight cars in the rear formation when braking, resulting in a large impulse. This technical requirement has been continued to the locomotives produced to date and their corresponding braking systems.

[0003] However, the newly developed centralized power electric multiple unit power car needs to eliminate the pressure limit of the brake cylinder because of multiple factors such as passenger transport, train deceleration, axle weight, trailer braking force, etc., and requires the power car to have higher reliability in unpowered return to avoid failures during the unpowered return process, which would delay the online use of the EMU or storage for maintenance for a long time.

[0004] The current braking system cannot meet the above requirements, so a non-powered return control system is redesigned, which is not only suitable for power centralized EMU power cars, but also for existing locomotives. Summary of the invention

[0005] The details of one or more embodiments of the present invention are set forth in the following drawings and description to make other features, objects, and advantages of the present application more readily apparent.

[0006] The present invention provides a non-powered return control system adapted to EMUs and locomotives and a vehicle thereof, which is applicable not only to power vehicles of power-concentrated EMUs but also to existing locomotives.

[0007] The invention discloses a non-powered return control system adapted for EMUs and locomotives, comprising

[0008] Brake air cylinder, working air cylinder, auxiliary plug door, first two-way valve, double diaphragm relay valve, brake cylinder, switching unit and electronic distribution valve;

[0009] in,

[0010] A double diaphragm relay valve, wherein the air inlet of the double diaphragm relay valve is connected to the brake air cylinder, the air outlet of the double diaphragm relay valve is connected to the brake cylinder, and the double diaphragm relay valve is provided with a first pre-control pressure port of the double diaphragm relay valve and a second pre-control pressure port of the double diaphragm relay valve;

[0011] The pressures of the first pre-control pressure port of the double diaphragm relay valve and the second pre-control pressure port of the double diaphragm relay valve are compared, and the larger value is output to the brake cylinder;

[0012] Auxiliary plug gate, further including

[0013] The first air inlet of the auxiliary valve is connected to the brake air cylinder, and a first pressure reducing valve is provided between the two;

[0014] The first air outlet of the auxiliary plug valve is connected to the second pre-control pressure port of the double-diaphragm relay valve, and is connected to the first exhaust port of the auxiliary plug valve or the first air inlet of the auxiliary plug valve through a switching conduction pipeline;

[0015] The first exhaust port of the auxiliary plug valve is connected to the atmosphere;

[0016] The second air inlet Ⅰ of the auxiliary plug valve is connected to the working air cylinder;

[0017] The second air outlet of the auxiliary plug valve is connected to the first pre-control pressure port of the double diaphragm relay valve, and is connected to the second air inlet I of the auxiliary plug valve or the second air inlet II of the auxiliary plug valve through a switching conduction pipeline;

[0018] Auxiliary plug valve second air inlet Ⅱ;

[0019] The first two-way valve further comprises

[0020] The first air inlet of the first two-way valve is arranged between the first pressure reducing valve and the first air inlet of the auxiliary plug valve;

[0021] The second air inlet of the first two-way valve is arranged between the working air cylinder and the second air inlet I of the auxiliary valve;

[0022] The first two-way valve air outlet is connected to the second air inlet II of the auxiliary plug valve, and a second pressure reducing valve is provided between the two;

[0023] The larger value of the pressures of the first air inlet of the first two-way valve and the second air inlet of the first two-way valve is compared and output from the air outlet of the first two-way valve;

[0024] The switching unit is arranged between the first pre-control pressure port of the double-diaphragm relay valve and the second air outlet of the auxiliary plug valve, and is connected to the electronic distribution valve;

[0025] When the switching unit is powered off, the second air outlet of the auxiliary plug valve and the first pre-control pressure port of the double diaphragm relay valve are connected;

[0026] When the switching unit is powered on, the electronic distribution valve and the first pre-control pressure port of the double diaphragm relay valve are connected.

[0027] In some embodiments, the switching unit includes

[0028] A second two-position three-way directional control valve and a second two-position three-way solenoid valve;

[0029] The second two-position three-way directional control valve further comprises

[0030] The first air inlet of the second two-position three-way reversing valve is connected to the second air outlet of the auxiliary plug valve;

[0031] The air outlet of the second two-position three-way reversing valve is connected to the first pre-control pressure port of the double-diaphragm relay valve;

[0032] The second air inlet of the second two-position three-way reversing valve is connected to the electronic distribution valve;

[0033] The second two-position three-way directional valve pre-control pressure port;

[0034] The second two-position three-way solenoid valve further includes

[0035] The air inlet of the second two-position three-way solenoid valve is connected to the brake air cylinder;

[0036] The air outlet of the second two-position three-way solenoid valve is connected to the pre-control pressure port of the second two-position three-way reversing valve;

[0037] The exhaust port of the second two-position three-way solenoid valve is connected to the atmosphere;

[0038] The second two-position three-way solenoid valve loses power, the second two-position three-way solenoid valve outlet and the second two-position three-way solenoid valve exhaust port are connected, and there is no pressure at the second two-position three-way reversing valve pre-control pressure port, so that the first air inlet of the second two-position three-way reversing valve and the air outlet of the second two-position three-way reversing valve are connected;

[0039] The second two-position three-way solenoid valve is energized, the air inlet of the second two-position three-way solenoid valve and the air outlet of the second two-position three-way solenoid valve are connected, and there is pressure at the pre-control pressure port of the second two-position three-way reversing valve, so that the air outlet of the second two-position three-way reversing valve and the second air inlet of the second two-position three-way reversing valve are connected.

[0040] In some embodiments, it also includes a fire-free vehicle train pipe and a first two-position three-way reversing valve;

[0041] The first two-position three-way directional control valve further comprises

[0042] The air inlet of the first two-position three-way reversing valve is connected to the air outlet of the first pressure reducing valve;

[0043] The air outlet of the first two-position three-way reversing valve is connected to the first air inlet of the auxiliary plug valve and the first air inlet of the first two-way valve;

[0044] The exhaust port of the first two-position three-way reversing valve is connected to the atmosphere;

[0045] The first two-position three-way reversing valve pre-control pressure port is connected to the fire-free vehicle train pipe;

[0046] The train pipe pressure of the fire-free vehicle is greater than the pressure threshold set at the pre-control pressure port of the first two-position three-way reversing valve, and the first two-position three-way reversing valve outlet and the first two-position three-way reversing valve exhaust port are connected;

[0047] The train pipe pressure of the fire-free vehicle is lower than the pressure threshold set at the pre-control pressure port of the first two-position three-way reversing valve, and the air inlet of the first two-position three-way reversing valve and the air outlet of the first two-position three-way reversing valve are connected.

[0048] In some embodiments, further comprising a fireless vehicle averaging pipe and a second two-way valve;

[0049] The second two-way valve further comprises

[0050] The first air inlet of the second two-way valve is connected to the average pipe of the fire-free vehicle;

[0051] The second air inlet of the second two-way valve is connected to the air outlet of the second two-position three-way reversing valve;

[0052] The second two-way valve outlet is connected to the first pre-control pressure port of the double diaphragm relay valve;

[0053] The larger value of the pressures of the first air inlet of the second two-way valve and the second air inlet of the second two-way valve is compared and output from the air outlet of the second two-way valve.

[0054] In some embodiments, a fireless vehicle train pipe and a fireless vehicle average pipe are externally connected with a fireless plug door;

[0055] Fire-free plug door, further including

[0056] The first air inlet of the fire-free plug door is connected to the fire-free vehicle train pipe;

[0057] The first air outlet of the fire-free plug door is connected to the brake air cylinder, and a one-way valve is provided on the connecting pipeline;

[0058] The second air inlet of the fire-free plug valve is connected to the fire-free vehicle averaging pipe;

[0059] The second exhaust port of the fire-free plug valve is connected to the atmosphere.

[0060] In some embodiments, it further includes a working air cylinder and a mechanical distribution valve;

[0061] Mechanical dispensing valve, further comprising

[0062] The first interface is connected to the fire-free vehicle train pipe;

[0063] The second interface is connected to the working air cylinder;

[0064] The third interface is connected to the working air cylinder.

[0065] In some embodiments, reverse pilot valves are connected in parallel at both ends of the second pressure reducing valve.

[0066] In some embodiments, filters are provided on the fire-free vehicle train pipes.

[0067] In some embodiments, a main air cylinder is further included; the main air cylinder is connected to the brake air cylinder, and a one-way valve is provided on the connecting pipeline.

[0068] A vehicle comprises any one of the control systems described above.

[0069] Compared with the prior art, the present invention has the following beneficial effects:

[0070] 1. The present invention can be applied to the unpowered return of the power car of the power concentrated EMU (cancelling the restriction that the brake cylinder pressure is below 250kPa), and can also be applied to the unpowered return of the locomotive (satisfying the restriction that the brake cylinder pressure is below 250kPa). When it is applied to the unpowered return of the power car, the fireless plug door is placed in the fireless position and the auxiliary plug door is placed in the normal position; when it is applied to the unpowered return of the locomotive, the fireless plug door is placed in the fireless position and the auxiliary plug door is placed in the fireless position.

[0071] 2. Regardless of whether it is suitable for unpowered return of power cars or locomotives, the pre-control pressure of the brake cylinder relay valve has achieved redundant control to prevent brake failure caused by failure of the pre-control pressure of a single brake cylinder during unpowered return, thereby improving the reliability of unpowered return. BRIEF DESCRIPTION OF THE DRAWINGS

[0072] The drawings described herein are used to provide further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0073] Figure 1 It is a schematic diagram of the structure of the present invention.

[0074] Description of the drawings: No-fire vehicle train pipe 1, no-fire vehicle average pipe 2, no-fire plug door 3, main air cylinder 4, brake air cylinder 5, working air cylinder 6, action air cylinder 7, mechanical distribution valve 8, first pressure reducing valve 9, first two-position three-way reversing valve 10, auxiliary plug door 11, second pressure reducing valve 12, first two-way valve 13, second two-position three-way reversing valve 14, second two-way valve 15, double diaphragm relay valve 16, brake cylinder 17, electronic distribution valve 18, second two-position three-way solenoid valve 19, one-way valve 20, reverse guide valve 21 , the first air inlet 301 of the fire-free plug door, the first air outlet 302 of the fire-free plug door, the first blocking port 303 of the fire-free plug door, the second air inlet 304 of the fire-free plug door, the second exhaust port 305 of the fire-free plug door, the second blocking port 306 of the fire-free plug door, the air inlet 1001 of the first two-position three-way reversing valve, the air outlet 1002 of the first two-position three-way reversing valve, the exhaust port 1003 of the first two-position three-way reversing valve, the pre-control pressure port 1004 of the first two-position three-way reversing valve, the first air inlet 1101 of the auxiliary plug door, the first air outlet 1103 of the auxiliary plug door 1102, the first exhaust port 1103 of the auxiliary valve, the second air inlet I 1104 of the auxiliary valve, the second air outlet 1105 of the auxiliary valve, the second air inlet II 1106 of the auxiliary valve, the first air inlet 1301 of the first two-way valve, the second air inlet 1302 of the first two-way valve, the air outlet 1303 of the first two-way valve, the first air inlet 1401 of the second two-position three-way reversing valve, the air outlet 1402 of the second two-position three-way reversing valve, the second air inlet 1403 of the second two-position three-way reversing valve, The pre-control pressure port 1404 of the two-way valve, the first air inlet 1501 of the second two-way valve, the second air inlet 1502 of the second two-way valve, the air outlet 1503 of the second two-way valve, the first pre-control pressure port 1601 of the double diaphragm relay valve, the second pre-control pressure port 1602 of the double diaphragm relay valve, the air inlet 1603 of the double diaphragm relay valve, the air outlet 1604 of the double diaphragm relay valve, the air inlet 1901 of the second two-position three-way solenoid valve, the air outlet 1902 of the second two-position three-way solenoid valve, and the exhaust port 1903 of the second two-position three-way solenoid valve. DETAILED DESCRIPTION

[0075] In order to make the purpose, technical scheme and advantages of the present invention more clearly understood, the present invention is described and illustrated below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention. Based on the embodiments provided by the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work belong to the scope of protection of the present invention.

[0076] Obviously, the drawings described below are only some examples or embodiments of the present invention. For ordinary technicians in this field, the present invention can also be applied to other similar scenarios based on these drawings without creative work. In addition, it can also be understood that although the efforts made in this development process may be complicated and lengthy, for ordinary technicians in this field related to the content disclosed by the present invention, some changes in design, manufacturing or production based on the technical content disclosed by the present invention are just conventional technical means, and should not be understood as insufficient content disclosed by the present invention.

[0077] Reference to "embodiments" in the present invention means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present invention. The appearance of the phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those of ordinary skill in the art that the embodiments described in the present invention may be combined with other embodiments without conflict.

[0078] like Figure 1 As shown, a non-powered return control system adapted to EMUs and locomotives comprises a brake air cylinder 5, an action air cylinder 7, an auxiliary plug gate 11, a first two-way valve 13, a double diaphragm relay valve 16, a brake cylinder 17, a switching unit and an electronic distribution valve 18; wherein, the double diaphragm relay valve air inlet of the double diaphragm relay valve 16 is connected to the brake air cylinder 5, the double diaphragm relay valve air outlet 1604 of the double diaphragm relay valve 16 is connected to the brake cylinder 17, and the double diaphragm relay valve 16 is provided with a first pre-control pressure port 1601 of the double diaphragm relay valve and a second pre-control pressure port 1602 of the double diaphragm relay valve; the larger value of the pressure after comparison between the first pre-control pressure port 1601 of the double diaphragm relay valve and the second pre-control pressure port 1602 of the double diaphragm relay valve is output to the brake cylinder 17;

[0079] The auxiliary valve 11 comprises an auxiliary valve first air inlet 1101 , an auxiliary valve first air outlet 1102 , an auxiliary valve first exhaust port 1103 , an auxiliary valve second air inlet I 1104 , an auxiliary valve second air outlet 1105 , and an auxiliary valve second air inlet II 1106 .

[0080] The first air inlet 1101 of the auxiliary valve is connected to the brake air cylinder 5, and a first pressure reducing valve 9 is provided between the two. The first air outlet 1102 of the auxiliary valve is connected to the second pre-control pressure port 1602 of the double diaphragm relay valve, and is connected to the first exhaust port 1103 of the auxiliary valve or the first air inlet 1101 of the auxiliary valve through a switching conduction line to switch the air circuit. The first exhaust port 1103 of the auxiliary valve is connected to the atmosphere. The second air inlet Ⅰ1104 of the auxiliary valve is connected to the working air cylinder 7. The second air outlet 1105 of the auxiliary valve is connected to the first pre-control pressure port 1601 of the double diaphragm relay valve, and is connected to the second air inlet Ⅰ1104 of the auxiliary valve or the second air inlet Ⅱ1106 of the auxiliary valve through a switching conduction line to switch the air circuit.

[0081] The first two-way valve 13 includes a first two-way valve first air inlet 1301 , a first two-way valve second air inlet 1302 , and a first two-way valve air outlet 1303 .

[0082] The first air inlet 1301 of the first two-way valve is arranged between the first pressure reducing valve 9 and the first air inlet 1101 of the auxiliary valve; the second air inlet 1302 of the first two-way valve is arranged between the working air cylinder 7 and the second air inlet Ⅰ1104 of the auxiliary valve; the air outlet 1303 of the first two-way valve is connected with the second air inlet Ⅱ1106 of the auxiliary valve, and a second pressure reducing valve 12 is arranged between the two. The larger value of the pressure after comparing the first air inlet 1301 of the first two-way valve and the second air inlet 1302 of the first two-way valve is output from the air outlet 1303 of the first two-way valve;

[0083] The switching unit is arranged between the first pre-control pressure port 1601 of the double diaphragm relay valve and the second air outlet 1105 of the auxiliary plug valve, and is connected to the electronic distribution valve 18; when the switching unit is in the power-off state, the second air outlet 1105 of the auxiliary plug valve and the first pre-control pressure port 1601 of the double diaphragm relay valve are connected; when the switching unit is in the power-on state, the electronic distribution valve 18 and the first pre-control pressure port 1601 of the double diaphragm relay valve are connected.

[0084] In some embodiments, the switching unit includes a second two-position three-way reversing valve 14 and a second two-position three-way solenoid valve 19 .

[0085] The second two-position three-way reversing valve 14 comprises a second two-position three-way reversing valve first air inlet 1401 , a second two-position three-way reversing valve air outlet 1402 , a second two-position three-way reversing valve second air inlet 1403 , and a second two-position three-way reversing valve pre-control pressure port 1404 .

[0086] The first air inlet 1401 of the second two-position three-way reversing valve is connected to the second air outlet 1105 of the auxiliary plug valve; the air outlet 1402 of the second two-position three-way reversing valve is connected to the first pre-control pressure port 1601 of the double diaphragm relay valve; the second air inlet 1403 of the second two-position three-way reversing valve is connected to the electronic distribution valve 18.

[0087] The second two-position three-way solenoid valve 19 comprises a second two-position three-way solenoid valve air inlet 1901 , a second two-position three-way solenoid valve air outlet 1902 , and a second two-position three-way solenoid valve exhaust port 1903 .

[0088] The air inlet 1901 of the second two-position three-way solenoid valve is connected to the brake air cylinder 5; the air outlet 1902 of the second two-position three-way solenoid valve is connected to the pre-control pressure port 1404 of the second two-position three-way reversing valve; the exhaust port 1903 of the second two-position three-way solenoid valve is connected to the atmosphere.

[0089] The second two-position three-way solenoid valve 19 loses power, the second two-position three-way solenoid valve outlet 1902 and the second two-position three-way solenoid valve exhaust port 1903 are connected, and there is no pressure at the second two-position three-way reversing valve pre-control pressure port 1404, so that the second two-position three-way reversing valve first air inlet 1401 and the second two-position three-way reversing valve outlet 1402 are connected.

[0090] The second two-position three-way solenoid valve 19 is energized, the second two-position three-way solenoid valve air inlet 1901 and the second two-position three-way solenoid valve air outlet 1902 are connected, and there is pressure at the second two-position three-way reversing valve pre-control pressure port 1404, so that the second two-position three-way reversing valve air outlet 1402 and the second two-position three-way reversing valve second air inlet 1403 are connected.

[0091] In some embodiments, it also includes a fire-free vehicle train pipe 1 and a first two-position three-way reversing valve 10; the first two-position three-way reversing valve 10 further includes a first two-position three-way reversing valve air inlet 1001, a first two-position three-way reversing valve air outlet 1002, a first two-position three-way reversing valve exhaust port 1003, and a first two-position three-way reversing valve pre-control pressure port 1004; the first two-position three-way reversing valve air inlet 1001 is connected to the air outlet of the first pressure reducing valve 9; the first two-position three-way reversing valve air outlet 1002 is connected to the first air inlet 1101 of the auxiliary plug valve and the first air inlet 1301 of the first two-way valve; The exhaust port 1003 of the first two-position three-way reversing valve is connected to the atmosphere; the pre-control pressure port 1004 of the first two-position three-way reversing valve is connected to the fire-free vehicle train pipe 1; the pressure of the fire-free vehicle train pipe 1 is greater than the pressure threshold set for the pre-control pressure port 1004 of the first two-position three-way reversing valve, and the air outlet 1002 of the first two-position three-way reversing valve is connected to the exhaust port 1003 of the first two-position three-way reversing valve; the pressure of the fire-free vehicle train pipe 1 is less than the pressure threshold set for the pre-control pressure port 1004 of the first two-position three-way reversing valve, and the air inlet 1001 of the first two-position three-way reversing valve is connected to the air outlet 1002 of the first two-position three-way reversing valve.

[0092] By setting the first two-position three-way reversing valve 10, an emergency boost bypass is added, the purpose of which is to implement emergency braking or the highest level of common braking when the vehicle is in normal use (not in fire-free return mode). In addition to the normal output of emergency braking pressure by the electronic distribution valve 18, the emergency boost bypass also has pressure output for the purpose of redundancy to prevent the failure of the electronic distribution valve in an emergency situation from causing no emergency brake cylinder pressure.

[0093] Normally, the pressure threshold of the pre-control pressure port 1004 of the first two-position three-way reversing valve is set to 110kPa, because the emergency boost bypass is allowed to be opened only in emergency braking or the highest level of normal braking. In the above two braking conditions, the train pipe pressure will not exceed 100kPa, so the switching pressure of the first two-position three-way reversing valve 10 is set to 110kPa, which is slightly greater than 100kPa. When the pressure of the train pipe 1 of the fire-free vehicle drops below 100kPa, the air inlet 1001 of the first two-position three-way reversing valve and the air outlet 1002 of the first two-position three-way reversing valve are connected, and the emergency boost bypass can be put into use.

[0094] In some embodiments, it also includes a fire-free vehicle average pipe 2 and a second two-way valve 15; the second two-way valve 15 further includes a second two-way valve first air inlet 1501, a second two-way valve second air inlet 1502, and a second two-way valve air outlet 1503; the second two-way valve first air inlet 1501 is connected to the fire-free vehicle average pipe 2; the second two-way valve second air inlet 1502 is connected to the second two-position three-way reversing valve air outlet 1402; the second two-way valve air outlet 1503 is connected to the first pre-control pressure port 1601 of the double diaphragm relay valve. The larger value of the pressure after the comparison between the first air inlet 1501 of the second two-way valve and the second air inlet 1502 of the second two-way valve is output from the second two-way valve air outlet 1503.

[0095] Under normal circumstances (non-fireless return mode), when braking, the fireless vehicle average pipe 2 is pressurized. After the pressure of the fireless vehicle average pipe 2 enters the first air inlet 1501 of the second two-way valve, its pressure is compared with the pressure of the second air inlet 1502 of the second two-way valve, and a larger pressure is output. This is also a redundant measure of the system to prevent the second two-position three-way reversing valve outlet 1402 from outputting no pressure.

[0096] In some embodiments, the fire-free vehicle train pipe 1 and the fire-free vehicle average pipe 2 are externally connected with a fire-free plug door 3; the fire-free plug door 3 further includes a first air inlet 301 of the fire-free plug door, a first air outlet 302 of the fire-free plug door, a first plugging port 303 of the fire-free plug door, a second air inlet 304 of the fire-free plug door, a second exhaust port 305 of the fire-free plug door, and a second plugging port 306 of the fire-free plug door; wherein the first plugging port 303 of the fire-free plug door and the second plugging port 306 of the fire-free plug door are plugging ports; the first air inlet 301 of the fire-free plug door is connected to the fire-free vehicle train pipe 1; the first air outlet 302 of the fire-free plug door is connected to the brake air cylinder 5, and a one-way valve 20 is provided on the connecting pipeline thereof; the second air inlet 304 of the fire-free plug door is connected to the fire-free vehicle average pipe 2; the second exhaust port 305 of the fire-free plug door is connected to the atmosphere.

[0097] In some embodiments, it also includes a working air cylinder 6 and a mechanical distribution valve 8; the mechanical distribution valve 8 further includes a first interface, a second interface and a third interface; the first interface is connected to the fire-free vehicle train pipe 1; the second interface is connected to the working air cylinder 6; the third interface is connected to the acting air cylinder 7.

[0098] When the pressure inside the pipe 1 of the fire-free vehicle train increases, the working air cylinder 6 is pressurized through the mechanical distribution valve 8. When the pressure inside the pipe 1 of the fire-free vehicle train decreases, the working air cylinder 6 inflates the acting air cylinder 7 under the regulation and distribution of the mechanical distribution valve 8.

[0099] In some embodiments, a filter is provided on the fire-free vehicle train pipe 1 for filtering.

[0100] In some embodiments, the two ends of the second pressure reducing valve 12 are connected in parallel with the reverse pilot valve 21. This can avoid the problem that the pressure reducing valve cannot flow back or fails to flow back, and ensure that the pressure of the brake cylinder of the unpowered locomotive can be normally relieved.

[0101] In some embodiments, a main air cylinder 4 is also included; the main air cylinder 4 is connected to the brake air cylinder 5, and a one-way valve 20 is provided on the connecting pipeline.

[0102] A vehicle comprises the control system of any one of the above embodiments.

[0103] Its working principle is:

[0104] 1. The power car / locomotive is in normal condition:

[0105] The second two-position three-way solenoid valve 19 is energized, the second two-position three-way solenoid valve air inlet 1901 and the second two-position three-way solenoid valve air outlet 1902 are connected, and the gas pressure in the pipeline can be applied to the second two-position three-way reversing valve pre-control pressure port 1404, so that the second two-position three-way reversing valve air outlet 1402 and the second two-position three-way reversing valve second air inlet 1403 are connected, so that the electronic distribution valve 18 applies the pressure to the first pre-control pressure port 1601 of the double diaphragm relay valve through the second two-position three-way reversing valve second air inlet 1403, the second two-position three-way reversing valve air outlet 1402, the second two-way valve second air inlet 1502, and the second two-way valve air outlet 1503, thereby adjusting the pressure of the brake cylinder 17.

[0106] In the above process, the pressure generated by the train pipe 1 of the fire-free vehicle exceeds the threshold value of the pre-control pressure port 1004 of the first two-position three-way reversing valve (usually 110 kPa), the first two-position three-way reversing valve outlet 1002 and the first two-position three-way reversing valve exhaust port 1003 are connected, and the gas pressure cannot be transmitted; when the pressure generated by the train pipe 1 of the fire-free vehicle does not reach the threshold value of the pre-control pressure port 1004 of the first two-position three-way reversing valve (usually 110 kPa), the first two-position three-way reversing valve inlet 1001 and the first two-position three-way reversing valve outlet 1002 are connected, and are transmitted to the second pre-control pressure port 1602 of the double diaphragm relay valve through the first air inlet 1101 of the auxiliary valve and the first air outlet 1102 of the auxiliary valve, which is a redundant measure under normal braking.

[0107] 2. Power concentrated EMU power car: in the state of no fire (power failure)

[0108] The fire-free plug door 3 is set in the fire-free position:

[0109] 1. The first air inlet 301 of the fire-free plug door and the first air outlet 302 of the fire-free plug door are connected.

[0110] 2. The second air inlet 304 of the fire plug door and the second air outlet 305 of the fire plug door are connected.

[0111] The auxiliary plug door 11 is set in the normal position:

[0112] 1. The first air inlet 1101 of the auxiliary valve and the first air outlet 1102 of the auxiliary valve are connected.

[0113] 2. The second air inlet Ⅰ1104 of the auxiliary valve and the second air outlet 1105 of the auxiliary valve are connected.

[0114] When the train pipe pressure of the fire-free vehicle drops but is higher than 110kPa:

[0115] When the operating locomotive brakes, the pressure of the fire-free vehicle train pipe 1 drops, but the output pressure of the fire-free vehicle train pipe 1 is still higher than the threshold value of the first two-position three-way reversing valve pre-control pressure port 1004 (usually 110 kPa), and the first two-position three-way reversing valve outlet 1002 and the first two-position three-way reversing valve exhaust port 1003 are connected, so that the pressure at the outlet of the first pressure reducing valve 9 cannot be transmitted, so that the pressure of the first air inlet 1301 of the first two-way valve and the first air inlet 1101 of the auxiliary plug valve are both 0.

[0116] At the same time, since it is in a no-fire (power-off) state, the second two-position three-way solenoid valve 19 is in a power-off state, the second two-position three-way solenoid valve outlet 1902 and the second two-position three-way solenoid valve exhaust port 1903 are connected, so that the second two-position three-way reversing valve pre-control pressure port 1404 has no pressure, so the second two-position three-way reversing valve first air inlet 1401 and the second two-position three-way reversing valve air outlet 1402 are connected.

[0117] The pressure of the acting air cylinder 7 passes through the second air inlet Ⅰ1104 of the auxiliary valve, the second air outlet 1105 of the auxiliary valve, the first air inlet 1401 of the second two-position three-way reversing valve, the air outlet 1402 of the second two-position three-way reversing valve, the second air inlet 1502 of the second two-way valve, and the air outlet 1503 of the second two-way valve, and reaches the first pre-control pressure port 1601 of the double diaphragm relay valve, while the pressure of the second pre-control pressure port 1602 of the double diaphragm relay valve is 0, and the corresponding pressure values ​​of the first pre-control pressure port 1601 of the double diaphragm relay valve and the second pre-control pressure port 1602 of the double diaphragm relay valve are selected to be larger. Therefore, the pressure at the first pre-control pressure port 1601 of the double diaphragm relay valve is basically consistent with the pressure of the acting air cylinder 7, and the brake cylinder pressure of the main locomotive is basically consistent with the brake cylinder 17 pressure in the current state. The pressure of the brake cylinder 17 is about 100kPa-420kPa.

[0118] When the train pipe pressure of the fire-free vehicle drops and is lower than 110kPa:

[0119] When the main locomotive brakes, the pressure of the fire-free vehicle train pipe 1 drops, and the output pressure of the fire-free vehicle train pipe 1 is lower than the threshold value of the first two-position three-way reversing valve pre-control pressure port 1004 (usually 110kPa), and the first two-position three-way reversing valve air inlet 1001 and the first two-position three-way reversing valve air outlet 1002 are connected; the pressure is usually 450kPa after being adjusted by the first pressure reducing valve 9, and its pressure is transmitted to the auxiliary valve first air inlet 1101 and the first two-way valve first air inlet 1301, and the auxiliary valve first air inlet 1101 and the auxiliary valve first air outlet 1102 are connected, and the pressure at the second pre-control pressure port 1602 of the double diaphragm relay valve is 450kPa.

[0120] The pressure of the working air cylinder 7 is transmitted all the way to the second air inlet port Ⅰ1104 of the auxiliary valve. Since the second air inlet port Ⅰ1104 of the auxiliary valve is connected to the second air outlet port 1105 of the auxiliary valve, the pressure of the working air cylinder 7 is finally transmitted to the first pre-control pressure port 1601 of the double diaphragm relay valve.

[0121] At this time, there is pressure at both the first pre-control pressure port 1601 and the second pre-control pressure port 1602 of the double diaphragm relay valve, and the double diaphragm relay valve 16 selects a larger pressure for response. At the same time, since both pre-control pressure ports have pressure, it can also prevent the brake failure caused by the failure of any single pre-control pressure, so as to improve its reliability.

[0122] 3. Locomotive: in a no-fire (power-off) state

[0123] The fire-free plug door 3 is set in the fire-free position:

[0124] 1. The first air inlet 301 of the fire-free plug door and the first air outlet 302 of the fire-free plug door are connected.

[0125] 2. The second air inlet 304 of the fire plug door and the second air outlet 305 of the fire plug door are connected.

[0126] The auxiliary plug door 11 is set in the no-fire position:

[0127] 1. The second air outlet 1105 of the auxiliary valve and the second air inlet II 1106 of the auxiliary valve are connected.

[0128] 2. The first air outlet 1102 of the auxiliary valve and the first exhaust port 1103 of the auxiliary valve are connected.

[0129] When the train pipe pressure of the fire-free vehicle drops but is higher than 110kPa:

[0130] When the operating locomotive brakes, the pressure of the fire-free vehicle train pipe 1 drops, but the output pressure of the fire-free vehicle train pipe 1 is still higher than the threshold value of the first two-position three-way reversing valve pre-control pressure port 1004 (usually 110 kPa), and the first two-position three-way reversing valve outlet 1002 and the first two-position three-way reversing valve exhaust port 1003 are connected, so that the pressure at the outlet of the first pressure reducing valve 9 cannot be transmitted, so that the pressure of the first air inlet 1301 of the first two-way valve and the first air inlet 1101 of the auxiliary plug valve are both 0.

[0131] At the same time, since it is in a no-fire and power-off state, the second two-position three-way solenoid valve 19 is in a power-off state, the second two-position three-way solenoid valve outlet 1902 and the second two-position three-way solenoid valve exhaust port 1903 are connected, so that the second two-position three-way reversing valve pre-control pressure port 1404 has no pressure, so the second two-position three-way reversing valve first air inlet 1401 and the second two-position three-way reversing valve outlet 1402 are connected, and the pressure of the electronic distribution valve 18 cannot be transmitted.

[0132] The pressure of the acting air cylinder 7 goes along the second air inlet 1302 of the first two-way valve, the air outlet 1303 of the first two-way valve, the second pressure reducing valve 12 (usually 250 kPa), the second air inlet Ⅱ 1106 of the auxiliary plug valve, the second air outlet 1105 of the auxiliary plug valve, the first air inlet 1401 of the second two-position three-way reversing valve, the air outlet 1402 of the second two-position three-way reversing valve, the second air inlet 1502 of the second two-way valve, and the air outlet 1503 of the second two-way valve to reach the first pre-control pressure port 1601 of the double diaphragm relay valve. The pressure is limited by the adjustment of the second pressure reducing valve 12 to about 250 kPa, which meets the matching requirements of the locomotive.

[0133] When the train pipe pressure of the fire-free vehicle drops and is lower than 110kPa:

[0134] When the operating locomotive brakes, the pressure of the fire-free vehicle train pipe 1 drops, and the output pressure of the fire-free vehicle train pipe 1 is lower than the threshold value of the first two-position three-way reversing valve pre-control pressure port 1004 (usually 110kPa), and the first two-position three-way reversing valve air inlet 1001 and the first two-position three-way reversing valve air outlet 1002 are connected; the pressure is usually 450kPa after being adjusted by the first pressure reducing valve 9, and the pressure is transmitted to the first air inlet 1301 of the first two-way valve, which is 450kPa.

[0135] The pressure of the acting air cylinder 7 reaches the first two-way valve 13 along the second air inlet 1302 of the first two-way valve, and is compared with the pressure at the first air inlet 1301 of the first two-way valve. The larger pressure is taken and then passes through the first two-way valve outlet 1303, the second pressure reducing valve 12, the auxiliary plug valve second air inlet II 1106, the auxiliary plug valve second air outlet 1105, the second two-position three-way reversing valve first air inlet 1401, the second two-position three-way reversing valve outlet 1402, the second two-way valve second air inlet 1502, and the second two-way valve outlet 1503 to reach the first pre-control pressure port 1601 of the double diaphragm relay valve, and the pressure is adjusted by the second pressure reducing valve 12 to not exceed 250 kPa, meeting the matching requirements with the locomotive.

[0136] At this time, the first pre-control pressure port 1601 of the double diaphragm relay valve has two pressure sources, one is the working air cylinder 7, and the other is the 450kPa pressure output by the first pressure reducing valve 9. The purpose is also to prevent the failure of the pre-control pressure of a single brake cylinder of the unpowered return locomotive from causing brake failure, and to improve the reliability of unpowered return.

[0137] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent substitutions for some of the technical features therein; and these modifications or substitutions do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A non-powered return control system adapted to EMUs and locomotives, characterized in that: include Fire-free vehicle train pipe, fire-free vehicle average pipe, brake air cylinder, action air cylinder, auxiliary plug door, first two-way valve, double diaphragm relay valve, brake cylinder, switching unit and electronic distribution valve; in, A double diaphragm relay valve, wherein the air inlet of the double diaphragm relay valve is connected to the brake air cylinder, the air outlet of the double diaphragm relay valve is connected to the brake cylinder, and the double diaphragm relay valve is provided with a first pre-control pressure port of the double diaphragm relay valve and a second pre-control pressure port of the double diaphragm relay valve; The pressures of the first pre-control pressure port of the double diaphragm relay valve and the second pre-control pressure port of the double diaphragm relay valve are compared, and the larger value is output to the brake cylinder; Auxiliary plug gate, further including The first air inlet of the auxiliary valve is connected to the brake air cylinder, and a first pressure reducing valve is provided between the two; The first air outlet of the auxiliary plug valve is connected to the second pre-control pressure port of the double-diaphragm relay valve, and is connected to the first exhaust port of the auxiliary plug valve or the first air inlet of the auxiliary plug valve through a switching conduction pipeline; The first exhaust port of the auxiliary plug valve is connected to the atmosphere; The second air inlet Ⅰ of the auxiliary plug valve is connected to the working air cylinder; The second air outlet of the auxiliary plug valve is connected to the first pre-control pressure port of the double diaphragm relay valve, and is connected to the second air inlet I of the auxiliary plug valve or the second air inlet II of the auxiliary plug valve through a switching conduction pipeline; Auxiliary plug valve second air inlet Ⅱ; The first two-way valve further comprises The first air inlet of the first two-way valve is arranged between the first pressure reducing valve and the first air inlet of the auxiliary plug valve; The second air inlet of the first two-way valve is arranged between the working air cylinder and the second air inlet I of the auxiliary valve; The first two-way valve air outlet is connected to the second air inlet II of the auxiliary plug valve, and a second pressure reducing valve is provided between the two; The larger value of the pressures of the first air inlet of the first two-way valve and the second air inlet of the first two-way valve is compared and output from the air outlet of the first two-way valve; The switching unit is arranged between the first pre-control pressure port of the double-diaphragm relay valve and the second air outlet of the auxiliary plug valve, and is connected to the electronic distribution valve; When the switching unit is powered off, the second air outlet of the auxiliary plug valve and the first pre-control pressure port of the double diaphragm relay valve are connected; When the switching unit is powered, the electronic distribution valve and the first pre-control pressure port of the double diaphragm relay valve are connected; The fire-free vehicle train pipe and the fire-free vehicle average pipe are externally connected with a fire-free plug door; Fire-free plug door, further including The first air inlet of the fire-free plug door is connected to the fire-free vehicle train pipe; The first air outlet of the fire-free plug door is connected to the brake air cylinder, and a one-way valve is provided on the connecting pipeline; The second air inlet of the fire-free plug valve is connected to the fire-free vehicle averaging pipe; The second exhaust port of the fire-free plug valve is connected to the atmosphere.

2. The control system according to claim 1, characterized in that: Switching unit includes A second two-position three-way directional control valve and a second two-position three-way solenoid valve; The second two-position three-way directional control valve further comprises The first air inlet of the second two-position three-way reversing valve is connected to the second air outlet of the auxiliary plug valve; The air outlet of the second two-position three-way reversing valve is connected to the first pre-control pressure port of the double-diaphragm relay valve; The second air inlet of the second two-position three-way reversing valve is connected to the electronic distribution valve; The second two-position three-way directional valve pre-control pressure port; The second two-position three-way solenoid valve further includes The air inlet of the second two-position three-way solenoid valve is connected to the brake air cylinder; The air outlet of the second two-position three-way solenoid valve is connected to the pre-control pressure port of the second two-position three-way reversing valve; The exhaust port of the second two-position three-way solenoid valve is connected to the atmosphere; The second two-position three-way solenoid valve loses power, the second two-position three-way solenoid valve outlet and the second two-position three-way solenoid valve exhaust port are connected, and there is no pressure at the second two-position three-way reversing valve pre-control pressure port, so that the first air inlet of the second two-position three-way reversing valve and the air outlet of the second two-position three-way reversing valve are connected; The second two-position three-way solenoid valve is energized, the air inlet of the second two-position three-way solenoid valve and the air outlet of the second two-position three-way solenoid valve are connected, and there is pressure at the pre-control pressure port of the second two-position three-way reversing valve, so that the air outlet of the second two-position three-way reversing valve and the second air inlet of the second two-position three-way reversing valve are connected.

3. The control system according to claim 2, characterized in that: Also included is a first two-position three-way reversing valve; The first two-position three-way directional control valve further comprises The air inlet of the first two-position three-way reversing valve is connected to the air outlet of the first pressure reducing valve; The air outlet of the first two-position three-way reversing valve is connected to the first air inlet of the auxiliary plug valve and the first air inlet of the first two-way valve; The exhaust port of the first two-position three-way reversing valve is connected to the atmosphere; The first two-position three-way reversing valve pre-control pressure port is connected to the fire-free vehicle train pipe; The train pipe pressure of the fire-free vehicle is greater than the pressure threshold set at the pre-control pressure port of the first two-position three-way reversing valve, and the first two-position three-way reversing valve outlet and the first two-position three-way reversing valve exhaust port are connected; The train pipe pressure of the fire-free vehicle is lower than the pressure threshold set at the pre-control pressure port of the first two-position three-way reversing valve, and the air inlet of the first two-position three-way reversing valve and the air outlet of the first two-position three-way reversing valve are connected.

4. The control system according to claim 3, characterized in that: Also included is a second two-way valve; The second two-way valve further comprises The first air inlet of the second two-way valve is connected to the average pipe of the fire-free vehicle; The second air inlet of the second two-way valve is connected to the air outlet of the second two-position three-way reversing valve; The second two-way valve outlet is connected to the first pre-control pressure port of the double diaphragm relay valve; The larger value of the pressures of the first air inlet of the second two-way valve and the second air inlet of the second two-way valve is compared and output from the air outlet of the second two-way valve.

5. The control system according to claim 1, characterized in that: It also includes a working air cylinder and a mechanical distribution valve; Mechanical dispensing valve, further comprising The first interface is connected to the fire-free vehicle train pipe; The second interface is connected to the working air cylinder; The third interface is connected to the working air cylinder.

6. The control system according to claim 1, characterized in that: Reverse pilot valves are connected in parallel at both ends of the second pressure reducing valve.

7. The control system according to claim 1, characterized in that: Filters are provided on the train pipes of fire-free vehicles.

8. The control system according to claim 1, characterized in that: It also includes a main air cylinder; the main air cylinder is connected to the brake air cylinder, and a one-way valve is arranged on the connecting pipeline.

9. A vehicle, characterized in that: Comprising a control system as claimed in any one of claims 1 to 8.

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