Parking brake control device with automatic relief in rescue mode

Abstract

The application discloses a parking brake control device capable of being automatically released in a rescue mode and relates to the technical field of rail vehicle brake systems. The parking brake control device capable of being automatically released in the rescue mode comprises a bidirectional check valve and a first cutoff plug arranged in sequence, the first cutoff plug is communicated with a parking brake cylinder, a piston valve is arranged on a pipeline between the bidirectional check valve and the first cutoff plug, a first air cylinder, a first pressure reducing valve and a first electromagnetic valve are sequentially arranged on the pipeline between the piston valve and the first cutoff plug from left to right, and an exhaust port of the first electromagnetic valve is communicated with an outlet end of the first pressure reducing valve. The application solves the problem that parking brake needs manual operation isolation of each parking brake device by getting off the vehicle, which seriously affects the rescue efficiency, and if the accident section does not allow off-vehicle operation, the train can only run with the brake on when being rescued, at which time the rescue speed limit is very low, further affecting the rescue efficiency.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail vehicle braking system, and particularly relates to a parking brake control device capable of automatic release in a rescue mode. BACKGROUND

[0002] At present, parking brake of metro vehicle is applied by spring when air is exhausted and is released when air is charged. When the train is parked in the warehouse, parking brake will be automatically applied after the total air leakage decreases. However, when the train is in normal operation, the train is designed to have automatic protection measures to automatically apply emergency brake due to the loosening of the joint, hose and other parts of the total air pipe for the consideration of operation safety. With the further leakage of the total air, the train will apply parking brake, and at this time, the train needs to be rescued.

[0003] When the train is rescued, the emergency brake can be isolated on the train, but the parking brake needs to be manually operated and isolated on each parking brake device, which seriously affects the rescue efficiency. If the accident section does not allow off-train operation, the train can only run with brake when being rescued, and at this time, the rescue speed limit is very low, which further affects the rescue efficiency. In view of the above problems, no effective solution has been proposed. SUMMARY

[0004] The present application provides a parking brake control device capable of automatic release in a rescue mode to solve the above problems in the prior art.

[0005] The technical scheme is as follows: a parking brake control device capable of automatic release in a rescue mode, comprising: a bidirectional check valve and a first cutoff plug arranged in sequence, the first cutoff plug being communicated with a parking brake cylinder; a piston valve being arranged on a pipeline between the bidirectional check valve and the first cutoff plug; a first air cylinder, a first pressure reducing valve and a first electromagnetic valve being arranged in sequence from left to right on a pipeline between the piston valve and the first cutoff plug; an exhaust port of the first electromagnetic valve being communicated with an outlet end of the first pressure reducing valve, the exhaust port of the first electromagnetic valve being respectively communicated with a first control port of the piston valve and an inlet end of the first cutoff plug, and an output end of the bidirectional check valve being communicated with a second control port of the piston valve; when the vehicle is in a rescue mode, a rescue vehicle is connected with a faulty train, a normally open contact of a connection relay is used as a power supply switch of the first electromagnetic valve, the contact of the first electromagnetic valve is closed, the first electromagnetic valve is powered on, the air inlet port of the first electromagnetic valve is communicated with the air outlet port, the piston valve is disconnected, and then the first air cylinder, the first pressure reducing valve, the first electromagnetic valve, the piston valve, the first cutoff plug and the parking brake cylinder form an air path capable of automatic release in a rescue mode.

[0006] As preferred, the front end of the bidirectional check valve is sequentially provided with a double pulse electromagnetic valve, a second pressure reducing valve filter and a second cut-off plug, the second cut-off plug communicates with a total air pipe of the vehicle, and a second air cylinder is arranged on a pipeline between the second cut-off plug and the total air pipe.

[0007] As preferred, when the vehicle is in a parking brake releasing mode, the total air pipe provides compressed air to the second control port of the piston valve to make the piston valve communicate, the first electromagnetic valve loses power, and then the second air cylinder, the second cut-off plug, the filter, the second pressure reducing valve, the double pulse electromagnetic valve, the bidirectional check valve, the piston valve, the second cut-off plug and the parking brake cylinder form an air path for parking brake releasing.

[0008] As preferred, the bidirectional check valve communicates with a service brake pressure input end through an input pipeline, when the vehicle is in a service brake applying mode, the service brake pressure input end, the bidirectional check valve, the first cut-off plug and the parking brake cylinder form an air pressure for ensuring parking brake releasing in a service brake applying state.

[0009] As preferred, a first throttle hole is further arranged on a pipeline between the first pressure reducing valve and the first electromagnetic valve.

[0010] As preferred, a second throttle hole is further arranged on a pipeline between the second pressure reducing valve and the double pulse electromagnetic valve.

[0011] As preferred, a test joint and a pressure switch are further arranged on a pipeline between the first cut-off plug and the parking brake cylinder.

[0012] As preferred, the exhaust port of the first electromagnetic valve is provided with a plug.

[0013] As preferred, the application further comprises a service brake cylinder, which communicates with a service brake pressure input end.

[0014] As preferred, the application further comprises a first port, a second port and a third port, the first port is between the second air cylinder and the second cut-off plug, the second port is between the second cut-off plug and the parking brake cylinder, and the third port is between the service brake pressure input end and the bidirectional check valve.

[0015] Beneficial effects: in the embodiment of the present application, the parking brake auxiliary relief air path is added, the rescue vehicle is connected with the fault train, the normally open contact of the connecting relay is used as the power supply switch of the first electromagnetic valve, the contact of the first electromagnetic valve is closed, the first electromagnetic valve is powered on, the air inlet and the air outlet of the first electromagnetic valve are communicated, the piston valve is disconnected, and then the first air cylinder, the first pressure reducing valve, the first electromagnetic valve, the piston valve, the first cut-off plug door and the parking brake cylinder form an automatic relief air path in the rescue mode, so that the purpose of automatic relief of parking brake is achieved, thereby realizing the technical effect of improving the rescue efficiency, and solving the technical problems that the parking brake needs to be manually operated and isolated by getting off the train, which seriously affects the rescue efficiency, if the accident section does not allow getting off the train to operate, the train can only run with brake when being rescued, at this time, the rescue speed limit is very low, which further affects the rescue efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 is the connection rescue working condition air path principle diagram of the parking brake control device automatically relieved in the rescue mode of the present application;

[0017] Figure 2 is the normal operation working condition air path principle diagram of the parking brake control device automatically relieved in the rescue mode of the present application.

[0018] The figure mark is: 1, the total air pipe; 2, the second air cylinder; 3, the second cut-off plug door; 4, the filter; 5, the second pressure reducing valve; 6, the second throttle hole; 7, the double pulse electromagnetic valve; 8, the double check valve; 9, the piston valve; 10, the first air cylinder; 11, the first pressure reducing valve; 12, the first throttle hole; 13, the first electromagnetic valve; 14, the pressure switch; 15, the test joint; 16, the first cut-off plug door; 17, the parking brake cylinder; 18, the common brake cylinder. DETAILED DESCRIPTION

[0019] In order to make the personnel in the technical field better understand the scheme of the present application, the technical scheme in the embodiments of the present application will be described clearly and completely in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by the person skilled in the art without creative labor should belong to the protection scope of the present application.

[0020] It should be noted that the terms "first", "second" and the like in the description and in the claims of the present application are used for distinguishing between similar objects and not necessarily for describing a specific sequential or chronological order. It is to be understood that the use of these terms herein is merely for distinguishing between the similar objects and the use of these terms in the description and the claims of the present application is not to be construed as implying a specific order or chronology unless explicitly stated otherwise. Moreover, the terms "comprising", "having", "including", and the like, are to be construed open-ended, unless explicitly stated otherwise. The terms "comprise", "comprising", "having", "including", and "contain", "containing", "include", "including" are not used in their exclusive sense.

[0021] Furthermore, the terms "mount", "set", "provided with", "connected", "linked", "sleeved" should be interpreted broadly. For example, it can be fixed connection, detachable connection, or integral structure; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, or internal communication between two devices, elements or components. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0022] It should be noted that the embodiments and the features in the embodiments in the present application can be combined with each other without conflict. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0023] As shown in Figure 1 The present application relates to a parking brake control device for automatic release in rescue mode. The parking brake control device for automatic release in rescue mode comprises a bidirectional check valve 8 and a first cutoff plug 16 arranged in sequence, the first cutoff plug 16 being in communication with a parking brake cylinder 17; and the bidirectional check valve 8 can achieve good pneumatic communication effect, and also can achieve good opening or cutoff effect, thereby preventing airflow backflow.

[0024] The pipeline between the bidirectional check valve 8 and the first cutoff plug valve 16 is provided with a piston valve 9, and the pipeline between the piston valve 9 and the first cutoff plug valve 16 is sequentially provided with a first air cylinder 10, a first pressure reducing valve 11 and a first electromagnetic valve 13 from left to right. By arranging the piston valve 9, the piston valve 9 can be opened or cut off according to the source of compressed air in the air circuit. Specifically, the piston valve 9 has one air circuit control port at each end. When the control port connected to the total air pipe 1 has compressed air and the control port connected to the auxiliary relief does not have compressed air, the piston will be pushed to the on position. When the total air pipe 1 has no compressed air and the auxiliary relief control port has compressed air, the piston will be pushed to the cutoff position. When both control ports have no compressed air, the piston remains in its original state. The first air cylinder 10 can provide a stable air source, thereby driving the parking brake auxiliary relief air circuit to act, and further driving other components to act. The first pressure reducing valve 11 can reduce the air pressure, thereby ensuring the safety and stability of the air circuit. The first electromagnetic valve 13 is a two-position three-way electromagnetic valve, and the three ports are respectively an air inlet, an air outlet and an exhaust port. The normal state is that the exhaust port and the air outlet are connected. When it is powered, the air outlet and the exhaust port are connected. Further, the exhaust port of the first electromagnetic valve 13 is provided with a plug. By arranging the plug in the exhaust port, the electromagnetic valve can be changed to a two-position two-way valve, thereby ensuring good air circuit sealing, and also ensuring good component expansion effect, thereby realizing the effect of introducing other components.

[0025] The exhaust port of the first electromagnetic valve 13 is in communication with the outlet end of the first pressure reducing valve 11, the air outlet of the first electromagnetic valve 13 is in communication with the first control port of the piston valve 9 and the inlet end of the first cutoff plug valve 16 respectively, and the output end of the bidirectional check valve 8 is in communication with the second control port of the piston valve 9. The compressed air of the first air cylinder 10 is discharged from the exhaust port of the first pressure reducing valve 11 after being reduced by the first pressure reducing valve 11, is introduced into the air inlet of the first electromagnetic valve 13, and is discharged from the air outlet in two ways. One way of compressed air is transported to the first control port of the piston valve 9, so that the piston valve 9 is in a cutoff state to prevent the compressed air from flowing back to the total air pipe 1, and the other way of compressed air is transported to the parking brake cylinder 17 through the first cutoff plug valve 16. Good air circuit communication effect can be realized, thereby ensuring that the compressed air flows according to the preset air circuit, and further realizing good control effect.

[0026] When the vehicle is in the rescue mode, the rescue vehicle is connected with the fault train, the normally open contact of the connection relay is used as the power supply switch of the first electromagnetic valve 13, so that the contact of the first electromagnetic valve 13 is closed, the first electromagnetic valve 13 is powered on, the air inlet of the first electromagnetic valve 13 is communicated with the air outlet, the piston valve 9 is disconnected, and then the first air cylinder 10, the first pressure reducing valve 11, the first electromagnetic valve 13, the piston valve 9, the first cutoff plug door 16 and the parking brake cylinder 17 form an air path for automatic relief in the rescue mode. Specifically, after the rescue train is connected with the fault train, the connection relay is powered on, the normally open contact of the connection relay is used as the power supply switch of the first electromagnetic valve 13, the contact is closed, the first electromagnetic valve 13 is powered on, the air path between the air inlet and the air outlet of the first electromagnetic valve 13 is conducted, the compressed air downstream of the first electromagnetic valve 13 makes the piston valve 9 in the cutoff state, and the compressed air of the first air cylinder 10 is prevented from flowing back to the main air pipe 1. At this time, the compressed air of the first air cylinder 10 is filled into the parking brake cylinder 17 through the first pressure reducing valve 11, the first throttle hole 12, the first electromagnetic valve 13 and the first cutoff plug door 16, so that the parking brake of the rescued train is automatically relieved.

[0027] From the above description, it can be seen that the application achieves the following technical effects:

[0028] In the embodiment of the application, the parking brake auxiliary relief air path is added, the normally open contact of the connection relay is used as the power supply switch of the first electromagnetic valve 13 when the rescue vehicle is connected with the fault train, so that the contact of the first electromagnetic valve 13 is closed, the first electromagnetic valve 13 is powered on, the air inlet of the first electromagnetic valve 13 is communicated with the air outlet, the piston valve 9 is disconnected, and then the first air cylinder 10, the first pressure reducing valve 11, the first electromagnetic valve 13, the piston valve 9, the first cutoff plug door 16 and the parking brake cylinder 17 form an air path for automatic relief in the rescue mode, the purpose of automatic relief of the parking brake is achieved, the technical effect of improving the rescue efficiency is achieved, and the technical problem that the parking brake needs to be manually operated and isolated by getting off the vehicle, which seriously affects the rescue efficiency, and if the accident section does not allow getting off the vehicle, the train can only run with the brake on when being rescued, and at this time, the rescue speed limit is very low, which further affects the rescue efficiency is solved.

[0029] Further, the front end of the bidirectional check valve 8 is sequentially provided with a double-pulse electromagnetic valve 7, a second pressure reducing valve 5, a filter 4 and a second cutoff plug door 3, the second cutoff plug door 3 is communicated with the main air pipe 1 of the vehicle, and a second air cylinder 2 is arranged on the pipeline between the second cutoff plug door 3 and the main air pipe 1. The effect of introducing the compressed air in the main air pipe 1 into the control air path can be achieved, and good air path communication effect can also be achieved.

[0030] AsFigure 2 As shown, when the vehicle is in the parking brake release mode, the total air pipe 1 provides compressed air to the second control port of the piston valve 9 to make the piston valve 9 communicate, the first electromagnetic valve 13 loses power, and then the second air cylinder 2, the second cutoff plug valve 3, the filter 4, the second pressure reducing valve 5, the double pulse electromagnetic valve 7, the bidirectional check valve 8, the piston valve 9, the second cutoff plug valve 3 and the parking brake cylinder 17 form an air path for parking brake release. The parking brake cylinder 17 is a spring applied structure. If there is no supply of compressed air to the parking brake cylinder 17, the spring inside the parking brake cylinder 17 automatically applies the parking brake force. Under normal conditions, the vehicle needs to release the parking brake when driving. Specifically, when the train is in normal operation, the parking brake is in a released state by charging the parking brake cylinder 17 through the second air cylinder 2, i.e. the total air cylinder, the second cutoff plug valve 3, the filter 4, the second pressure reducing valve 5, the second throttle hole 6, the double pulse electromagnetic valve 7, the bidirectional check valve 8, the piston valve 9, the second cutoff plug valve 3. Among them, due to the compressed air in the first control port of the piston valve 9, i.e. the total air path control port, and the first electromagnetic valve 13 is in a power loss state at this time, the first electromagnetic valve 13 inlet and outlet are in a cutoff state, and the second control port of the piston valve 9, i.e. the auxiliary release control port, has no compressed air, so that the piston valve 9 is in a ventilation state.

[0031] Further, when the total air pipe 1 leaks, in order to ensure the safety of the train, the compressed air of the parking brake cylinder 17 will be discharged through the leakage of the total air pipe 1, so that the parking brake is automatically applied.

[0032] Further, the bidirectional check valve 8 communicates with the normal brake pressure input end through the input pipeline. When the vehicle is in the normal brake application mode, the normal brake pressure input end, the bidirectional check valve 8, the first cutoff plug valve 16 and the parking brake cylinder 17 form an air pressure to ensure the release of the parking brake under the normal brake application state.

[0033] Further, a first throttle hole 12 is further arranged on the pipeline between the first pressure reducing valve 11 and the first electromagnetic valve 13. The effect of saving control air flow can be achieved.

[0034] Further, a second throttle hole 6 is further arranged on the pipeline between the second pressure reducing valve 5 and the double pulse electromagnetic valve 7. The effect of saving control air flow can be achieved.

[0035] Further, a test joint 15 and a pressure switch 14 are further arranged on the pipeline between the first cutoff plug valve 16 and the parking brake cylinder 17. The test joint 15 can realize the effect of pressure test, and the pressure switch 14 can realize the effect of good pressure opening or closing.

[0036] Further, it also includes a common brake cylinder 18 which is communicated with the common brake pressure input end. Specifically, when the vehicle applies common brake, the common brake pressure is communicated to the parking brake control unit through the third port, and reaches the right end of the two-way check valve 8 (in the figure), the pressure is compared with the pressure air entering the left end of the two-way check valve 8, and the larger one passes through the two-way check valve 8 to reach the spring parking brake cylinder 17, so as to ensure that the parking brake is completely released, and at the same time, the common brake and the parking brake are avoided to be applied to the brake caliper at the same time, thereby avoiding the brake caliper damage caused by excessive brake force, and avoiding the wheel shaft from being locked caused by excessive brake force of a wheel shaft. When the vehicle is in the common brake application mode, the common brake pressure input end one three port→two-way check valve 8→piston valve 9→second cut-off plug 3→two port→parking brake cylinder 17 forms an air path for ensuring the release of the parking brake in the common brake application state. Part of the air flow input by the common brake pressure input end reaches the parking brake cylinder 17 according to the above path, and the other part directly reaches the common brake cylinder 18.

[0037] Further, it also includes a first port, a second port and a third port, the first port is located between the second cylinder 2 and the second cut-off plug 3, the second port is located between the second cut-off plug 3 and the parking brake cylinder 17, and the third port is located between the common brake pressure input end and the two-way check valve 8.

[0038] The present application also has the following beneficial effects:

[0039] 1. The problem that the existing subway vehicle parking brake cannot be released when the total air leakage occurs is solved, the problem of rescue with brake running is effectively solved, and the rescue efficiency is improved.

[0040] 2. The contact of the train connection relay controls the power supply of the auxiliary release solenoid, and the parking brake is automatically released without additional operation.

[0041] The preferred embodiments of the present application are described in detail above in combination with the drawings, but the present application is not limited to the specific details in the above embodiments, and various equivalent transformations can be made to the technical solutions of the present application within the technical concept of the present application, and these equivalent transformations all belong to the protection scope of the present application.

Claims

1. Parking brake control device with automatic relief in rescue mode, characterized in that The application relates to a parking brake relief device for a vehicle. The device comprises: a bidirectional check valve (8) and a first cut-off cock (16) arranged in sequence, wherein the first cut-off cock (16) is communicated with a parking brake cylinder (17); a piston valve (9) is arranged on the pipeline between the bidirectional check valve (8) and the first cut-off cock (16), wherein a first air cylinder (10), a first pressure reducing valve (11) and a first electromagnetic valve (13) are arranged on the pipeline between the piston valve (9) and the first cut-off cock (16) in sequence from left to right; an exhaust port of the first electromagnetic valve (13) is communicated with an outlet end of the first pressure reducing valve (11), the exhaust port of the first electromagnetic valve (13) is respectively communicated with a first control port of the piston valve (9) and an inlet end of the first cut-off cock (16), and an output end of the bidirectional check valve (8) is communicated with a second control port of the piston valve (9); when the vehicle is in a rescue mode, a rescue vehicle is connected with a fault train, a normally open contact of a connecting relay is used as a power supply switch of the first electromagnetic valve (13), the contact of the first electromagnetic valve (13) is closed, the first electromagnetic valve (13) is powered, the air inlet port of the first electromagnetic valve (13) is communicated with the air outlet port, the piston valve (9) is disconnected, and then the first air cylinder (10), the first pressure reducing valve (11), the first electromagnetic valve (13), the piston valve (9), the first cut-off cock (16) and the parking brake cylinder (17) form an air path for automatic relief in the rescue mode; 2. The parking brake control apparatus for automatic relief in a rescue mode according to claim 1, characterized by, a double-pulse electromagnetic valve (7), a second pressure reducing valve (5), a filter (4) and a second cut-off cock (3) are arranged in sequence at the front end of the bidirectional check valve (8), the second cut-off cock (3) is communicated with a main air pipe (1) of the vehicle, and a second air cylinder (2) is arranged on the pipeline between the second cut-off cock (3) and the main air pipe (1).

3. The parking brake control apparatus for automatic relief in a rescue mode according to claim 1, characterized by, when the vehicle is in a parking brake relief mode, the main air pipe (1) provides compressed air to the second control port of the piston valve (9) to make the piston valve (9) communicated, the first electromagnetic valve (13) is powered off, and then the second air cylinder (2), the second cut-off cock (3), the filter (4), the second pressure reducing valve (5), the double-pulse electromagnetic valve (7), the bidirectional check valve (8), the piston valve (9), the second cut-off cock (3) and the parking brake cylinder (17) form an air path for parking brake relief.

4. The parking brake control apparatus for automatic relief in a rescue mode according to claim 1, characterized by The bidirectional check valve (8) is communicated with a normal brake pressure input end through an input pipeline, when the vehicle is in a normal brake application mode, the normal brake pressure input end, the bidirectional check valve (8), the first cut-off cock (16) and the parking brake cylinder (17) form an air pressure for ensuring parking brake relief in a normal brake application state.

5. The parking brake control apparatus for automatic relief in rescue mode according to claim 1, characterized by, A first throttling hole (12) is further arranged on the pipeline between the first pressure reducing valve (11) and the first electromagnetic valve (13). A second throttling hole (6) is further arranged on the pipeline between the second pressure reducing valve (5) and the double-pulse electromagnetic valve (7).

6. The parking brake control apparatus for automatic relief in rescue mode according to claim 1, characterized by A test joint (15) and a pressure switch (14) are further arranged on the pipeline between the first cut-off cock (16) and the parking brake cylinder (17).

7. The parking brake control apparatus for automatic relief in rescue mode according to claim 1, characterized by, An exhaust port of the first electromagnetic valve (13) is provided with a plug.

8. The parking brake control apparatus for automatic relief in a rescue mode according to claim 1, characterized by Further comprising: A common brake cylinder (18) in communication with a common brake pressure input end.

9. The parking brake control apparatus for automatic relief in a rescue mode according to claim 1, characterized by Further comprising: A first port, a second port and a third port, the first port being between the second air cylinder (2) and the second cut-off cock (3), the second port being between the second cut-off cock (3) and the parking brake cylinder (17), and the third port being between the common brake pressure input end and the bidirectional check valve (8).

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