A belt brake control system

Abstract

The present invention discloses a band brake control system, comprising: a flow amplification valve, a first control solenoid valve for controlling holding brakes, and a second control solenoid valve for controlling emergency and parking brakes, connected in series. The flow amplification valve is connected to the band brake via a switching valve and a function switching valve. When the first and / or second control solenoid valves lose power, the flow amplification valve is in the exhaust position, and gas within the band brake is discharged through the function switching valve and the switching valve to the flow amplification valve, thereby applying the brake. The band brake control system designed in the present invention not only applies band brakes in emergency, parking, and holding brake conditions, but also meets the control requirements of air-filling / air-exhausting brakes. It also comprehensively considers various operating conditions, including normal, fault, and rescue conditions, ensuring system safety guidance in the event of a system failure.

Description

Technical Field

[0001] The present invention relates to the technical field of rail train braking control, and in particular to a belt brake control system. Background Art

[0002] When a rack train operates on a steep slope, the wheel-track adhesion coefficient is much lower than on a straight section. To meet deceleration requirements, the bogie is equipped with one or more gears (which can be mechanically clamped by a band brake, which is controlled by a band brake control device), and a rack mechanism is added between the tracks. When the train runs on a rack track, traction and braking force are transmitted through the meshing of the gears with a rack mounted on the ground, thus overcoming the problem of insufficient adhesion on slopes.

[0003] Taking a 4-car rack train as an example, the rack train formation is Figure 1 As shown, the entire train has 8 bogies, of which 3 are rack bogies, equipped with band brakes and band brake control devices. The band brakes are air-filled and air-exhausted brakes.

[0004] Emergency braking, parking braking, and holding braking all require the application of band brakes. Emergency braking and parking braking are controlled by the safety loop and the park apply / park release buttons, while holding braking is controlled by hard-wired signals from the BCU. Four pressing issues require solutions: how to design a band brake control device to meet the control requirements of charging / release / exhaust braking; how to design the three control signals to ensure that band brakes can be applied in all three conditions, without interfering with each other; how to control solenoid valves that require a level signal to maintain their state based on the pulse signal triggered by the park apply / release button; and how to ensure the reliability of band brake application in the event of a BCU power failure. Summary of the Invention

[0005] In response to the technical problem of how to ensure the reliability and availability of band brakes applied under braking conditions, the present invention proposes a band brake control system, comprising: a flow amplification valve connected in series, a first control solenoid valve for controlling holding brakes, and a second control solenoid valve for controlling emergency brakes and parking brakes. The flow amplification valve is connected to the band brake via a conversion valve and a function conversion valve; when the first control solenoid valve and / or the second control solenoid valve lose power, the flow amplification valve is in the exhaust position, and the gas in the band brake is discharged through the function conversion valve and the conversion valve to the flow amplification valve, thereby performing braking.

[0006] The above-mentioned belt brake control system also includes a relief air cylinder, the first port of the conversion valve is connected to the flow amplification valve, the second port of the conversion valve is connected to the function conversion valve, and the third port of the conversion valve is connected to the relief air cylinder.

[0007] The above-mentioned band brake control system, wherein, when the band brake control system is in normal working conditions, the first port of the conversion valve is connected to the second port, the band brake is connected to the conversion valve through the function conversion valve, and the first control solenoid valve and the second control solenoid valve control the filling or exhaust of the band brake through the flow amplification valve.

[0008] The above-mentioned band brake control system, wherein, when the band brake control system is in a forced relief condition, the second port of the conversion valve is connected to the third port, the band brake is connected to the conversion valve through the function conversion valve, and the gas in the relief air cylinder charges the band brake to keep the band brake in a relief state.

[0009] The above-mentioned belt brake control system, wherein the function conversion valve is also connected to the rescue pipe. When the belt brake control system is in the rescue working condition, the function conversion valve connects the passage between the rescue pipe and the belt brake, and controls the inflation or exhaust of the belt brake through the gas in the rescue pipe.

[0010] The above-mentioned belt brake control system, wherein the power gain and loss of the second control solenoid valve is controlled by the emergency loop hard-wire signal, the parking application signal and the parking relief signal through a logic circuit, and the logic circuit includes: a first relay controlled by the parking relief signal, a second relay controlled by the parking application signal, a third relay and a fourth relay controlled by the emergency loop hard-wire signal, the fourth relay and the first relay are both connected to the power supply through the normally open contact of the first relay and the normally closed contact of the second relay, and the second control solenoid valve is connected to the power supply through the normally open contact of the third relay and the normally open contact of the fourth relay.

[0011] The above-mentioned belt brake control system, wherein, when the parking relief signal is generated, the first relay is energized, controlling the normally open contact of the first relay to close, and the power supply controls the fourth relay and the first relay to be continuously energized; when the parking application signal is generated, the second relay is energized, controlling the normally closed contact of the second relay to open, and the first relay and the fourth relay are de-energized.

[0012] The above-mentioned belt brake control system, wherein, when the emergency loop hard-wire signal and the parking relief signal are generated simultaneously, the normally open contact of the third relay and the normally open contact of the fourth relay are closed, and the second control solenoid valve is energized; when the emergency loop hard-wire signal is not generated or the parking application signal is generated, the second control solenoid valve is de-energized.

[0013] The above-mentioned belt brake control system, wherein the power gain and loss of the first control solenoid valve is controlled by the holding brake signal, the holding brake signal is output by the main BCU and transmitted to the fifth relay through the MOS tube, and the first control solenoid valve is connected to the power supply through the normally closed contact of the fifth relay.

[0014] In the above-mentioned band brake control system, when at least one main BCU outputs a holding brake signal, the fifth relay is energized, controlling the normally closed contact of the fifth relay to be disconnected, and the first control solenoid valve is de-energized.

[0015] Compared with the prior art, the advantages and positive effects of the present invention are:

[0016] 1. The band brake control system designed in this invention can apply band brakes in three working conditions: emergency brake, parking brake, and holding brake, and meets the control requirements of air filling relief / exhaust brake. It also comprehensively considers multiple working conditions: normal working conditions, fault conditions, and rescue conditions, and ensures system safety guidance in the event of a system failure. The three working conditions cannot affect each other. When any one working condition is triggered, it cannot be contacted through the signals of the other two working conditions.

[0017] 2. The present invention can realize the locking parking relief pulse signal by designing a signal control logic circuit, so that the solenoid valve is continuously energized without changing the vehicle operating system; and as long as there is a BCU output holding brake signal, the application of the band brake can be guaranteed, ensuring the reliability and availability of the band brake application in the braking condition when the BCU loses power. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is an example diagram of the rack rail car formation provided by the present invention;

[0019] Figure 2 A gas circuit principle diagram of a band brake control system provided by the present invention;

[0020] Figure 3 The electrical schematic diagram of the emergency brake and parking brake control provided by the present invention;

[0021] Figure 4 This is the electrical schematic diagram of the holding brake control provided by the present invention. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the present application is described and illustrated below in conjunction with the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely used to explain this application and are not intended to limit this application. Based on the embodiments provided in this application, all other embodiments obtained by those of ordinary skill in the art without making any creative efforts are within the scope of protection of this application.

[0023] Obviously, the drawings described below are merely examples or embodiments of the present application. Those skilled in the art can, without inventive effort, apply the present application to other similar scenarios based on these drawings. Furthermore, it is also understood that, although the effort involved in such a development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, changes in design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as an insufficiency of the content disclosed in this application.

[0024] References to "embodiments" in this application mean that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it refer to independent or alternative embodiments that are mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described in this application may be combined with other embodiments unless there is a conflict.

[0025] Unless otherwise defined, the technical or scientific terms used in this application should have the ordinary meaning understood by a person of ordinary skill in the technical field to which this application belongs. The words "one", "a", "the" and the like used in this application do not indicate a limit on quantity and may indicate the singular or plural. The terms "include", "comprise", "have" and any variations thereof used in this application are intended to cover non-exclusive inclusions; for example, a process, method, system, product or device that includes a series of steps or modules (units) is not limited to the listed steps or units, but may also include steps or units that are not listed, or may also include other steps or units that are inherent to these processes, methods, products or devices. The words "connect", "connected", "coupled" and the like used in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The word "multiple" used in this application refers to two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships can exist. For example, "A and / or B" can mean: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the objects before and after are in an "or" relationship. The terms "first", "second", "third", etc. involved in this application are only used to distinguish similar objects and do not represent a specific order for the objects.

[0026] The present invention is described in detail below with reference to the various embodiments shown in the accompanying drawings, but it should be noted that these embodiments are not limitations of the present invention, and any equivalent transformations or substitutions in functions, methods, or structures made by ordinary technicians in this field based on these embodiments are all within the scope of protection of the present invention.

[0027] Figure 2 The present invention provides a belt brake control system gas circuit principle diagram, such as Figure 2 As shown, this embodiment discloses a specific implementation of a belt brake control system (hereinafter referred to as "system").

[0028] The above-mentioned belt brake control system mainly includes: a first control solenoid valve B08.B5 for controlling holding brake, a second control solenoid valve B08.B6 for controlling emergency brake and parking brake, a flow amplification valve B08.B7, a function conversion valve B09.B2, a pre-control air cylinder, a conversion valve B09.B1 and a relief air cylinder B10. The flow amplification valve B08.B7, the first control solenoid valve B08.B5, and the second control solenoid valve B08.B6 are connected in series in sequence, and the flow amplification valve B08.B7 is connected to the band brake through the conversion valve B09.B1 and the function conversion valve B09.B2; when the first control solenoid valve B08.B5 and / or the second control solenoid valve B08.B6 lose power, the flow amplification valve B08.B7 is in the exhaust position, and the gas in the band brake is discharged through the function conversion valve B09.B2 and the conversion valve B09.B1 to the flow amplification valve B08.B7, thereby braking.

[0029] In the above embodiment, the first control solenoid valve B08.B5 is controlled by the holding brake signal, the second control solenoid valve B08.B6 is controlled by the emergency brake signal and the parking brake signal, and the pre-control air cylinder is connected to the second control solenoid valve B08.B6. When the first control solenoid valve and / or the second control solenoid valve B08.B6 loses power, the gas in the pre-control air cylinder is discharged through the first control solenoid valve and / or the second control solenoid valve B08.B6 accordingly. At this time, the flow amplification valve B08 .B7 is in the exhaust position, and the air pressure in the band brake reaches the exhaust port of the flow amplification valve B08.B7 through the function conversion valve B09.B2 and the conversion plug gate B09.B1 to be discharged, thereby producing a braking effect; among them, when emergency braking, parking braking or holding braking occurs, one of the first control solenoid valve B08.B5 and the second control solenoid valve B08.B6 loses power; when the system loses power, the first control solenoid valve B08.B5 and the second control solenoid valve B08.B6 lose power at the same time.

[0030] Furthermore, the first control solenoid valve B08.B5 and the second control solenoid valve B08.B6 are provided with air filling and exhaust plugging, by which the air filling or exhausting rate of the pre-control air cylinder can be adjusted, and the air filling or exhausting rate of the belt brake can be controlled according to the air filling or exhausting rate of the pre-control air cylinder.

[0031] In the above embodiment, Figure 2 As shown, the first port on the right side of the conversion valve is connected to the flow amplification valve B08.B7, the second port on the left side of the conversion valve is connected to the function conversion valve B09.B2, and the third port below the conversion valve B09.B1 is connected to the relief air cylinder B10.

[0032] When the band brake control system is in normal operating conditions, the conversion valve B09.B1 is in the normal position, the first port of the conversion valve B09.B1 is connected to the second port, and the band brake is connected to the conversion valve B09.B1 through the function conversion valve B09.B2. The function conversion valve B09.B2 communicates the passage between the flow amplification valve B08.B7 and the band brake. The charging / exhausting of the band brake is controlled by the flow amplification valve B08.B7, and the flow amplification valve B08.B7 is controlled by the first control solenoid valve B08.B5 and the second control solenoid valve B08.B6, that is, the first control solenoid valve B08.B5 and the second control solenoid valve B08.B6 control the charging or exhausting of the band brake through the flow amplification valve B08.B7.

[0033] When the band brake control system is in a forced relief condition, that is, the band brake is in a fault condition and needs to be forced relieved, the second port of the conversion valve B09.B1 is connected to the third port, and the band brake is connected to the conversion valve B09.B1 through the function conversion valve B09.B2, that is, the function conversion valve B09.B2 communicates the passage between the B10 module 50L relief air cylinder B10 and the band brake, and the gas in the relief air cylinder B10 fills the band brake with air to keep the band brake in a relieved state.

[0034] In the above embodiment, the function conversion valve B09.B2 is connected to the rescue pipe. When the air pressure in the rescue pipe is 0kPa, the function conversion valve B09.B2 connects the passage between the band brake and the conversion plug gate B09.B1; when the band brake control system is in the rescue condition, the function conversion valve B09.B2 connects the passage between the rescue pipe and the band brake, and controls the inflation or exhaust of the band brake through the pressurized gas in the rescue pipe.

[0035] The band brake control system designed by the present invention can apply band brakes in three working conditions: emergency braking, parking braking, and holding braking, and meets the control requirements of air filling relief / exhaust braking. It also comprehensively considers multiple working conditions, including normal working conditions, fault working conditions, and rescue working conditions, and achieves system safety guidance when a system failure occurs. The three working conditions cannot affect each other. When any one working condition is triggered, it cannot be contacted through the signals of the other two working conditions.

[0036] In some embodiments, the power on and off of the second control solenoid valve B08, B6 is controlled by an emergency loop hard-wire signal, a parking application signal, and a parking relief signal through a logic circuit, such as Figure 3As shown, the logic circuit includes: a first relay K1 controlled by a parking relief signal, a second relay controlled by a parking application signal, a third relay KE and a fourth relay KP controlled by an emergency loop hard-line signal, the fourth relay KP and the first relay K1 are both connected to the power supply through the normally open contact of the first relay K1 and the normally closed contact of the second relay K2, and the second control solenoid valve B08.B6 is connected to the power supply through the normally open contact of the third relay KE and the normally open contact of the fourth relay KP.

[0037] Specifically, the normally open contacts of the third relay KE and the normally open contacts of the fourth relay KP form circuit 1. The external 110V power supply supplies power to the second control solenoid valve B08.B6 after passing through circuit 1. The emergency loop hard-wired signal controls the third relay KE, and then controls the power gain and loss of the second control solenoid valve B08.B6; the parking application signal / parking relief signal controls the fourth relay KP, and then controls the power gain and loss of the second control solenoid valve B08.B6.

[0038] In the above embodiment, the parking application signal and the parking relief signal are pulse signals. When the parking relief signal is generated, the first relay K1 is energized, the normally open contact of the first relay K1 is controlled to be closed, and the power supply controls the fourth relay KP and the first relay K1 to be continuously energized; when the parking application signal is generated, the second relay K2 is energized, the normally closed contact of the second relay K2 is controlled to be opened, and the first relay K1 and the fourth relay KP are de-energized.

[0039] Specifically, the parking relief signal controls relay K1, while the parking force signal controls relay K2. Relay K1's normally open contact and relay K2's normally closed contact form circuit 2. An external 110V power supply passes through circuit 2 to power relays KP and K1. When a parking relief pulse signal is generated, relay K1 is continuously energized via circuit 2, which in turn continuously energizes relay KP, thereby locking the parking relief pulse signal. When a parking force pulse signal is generated, relay K2 is energized, opening its normally closed contact, disconnecting circuit 2, and de-energizing relays KP and K1, releasing the lock on the parking relief pulse signal.

[0040] In non-emergency situations, an emergency loop hard-wire signal is generated, closing the normally open contact of the third relay KE. In emergency situations, the emergency loop hard-wire signal disappears. When both the emergency loop hard-wire signal and the parking relief signal are generated simultaneously, the normally open contacts of the third relay KE and the fourth relay KP close, energizing the second control solenoid valve B08.B6. When the emergency loop hard-wire signal is not generated or the parking application signal is generated, the second control solenoid valve B08.B6 loses power. If the emergency loop hard-wire signal or the parking application signal disconnects circuit 1 and de-energizes the second control solenoid valve B08.B6, it will only be energized if the parking relief signal is generated in non-emergency situations.

[0041] On the other hand, the holding brake signal is controlled by the main BCU, such as Figure 4 As shown, the main BCU needs to output a holding brake signal via a MOS transistor. If the main BCU loses power abnormally, the MOS transistor cannot output the holding brake signal. To ensure the reliability of applying the band brake during the holding brake condition, signal redundancy is necessary. In this embodiment, the four main BCUs are hard-wired in series. As long as one main BCU outputs the holding brake signal, the band brake can be applied. The power supply of the first control solenoid valve B08.B5 is controlled by the holding brake signal. The holding brake signal is output by the main BCU and transmitted to the fifth relay Kb via a MOS transistor. The first control solenoid valve B08.B5 is connected to the power supply through the normally closed contact of the fifth relay Kb. When at least one main BCU outputs the holding brake signal, the fifth relay Kb is energized, controlling the normally closed contact of the fifth relay Kb to open, and the first control solenoid valve B08.B5 is de-energized.

[0042] By designing a signal control logic circuit, this invention implements a lock-and-park release pulse signal, ensuring continuous power to the solenoid valve without requiring changes to the vehicle's operating system. By connecting the main BCU output in series, the band brake is applied as long as the BCU outputs a hold brake signal. This ensures the reliability and availability of the band brake in the event of a BCU power failure.

[0043] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0044] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art could make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.

Claims

1. A belt brake control system, characterized in that: include: A flow amplifying valve, a first control solenoid valve, and a second control solenoid valve are connected in series in sequence, and the flow amplifying valve is connected to the band brake through a conversion valve; the first port on the right side of the conversion valve is connected to the flow amplifying valve, and the second port on the left side of the conversion valve is connected to the function conversion valve; wherein, when emergency braking, parking braking or holding braking occurs, one of the first control solenoid valve and the second control solenoid valve loses power; when the band brake control system loses power, the first control solenoid valve and the second control solenoid valve lose power at the same time; when the first control solenoid valve and / or the second control solenoid valve lose power, the flow amplifying valve is in the exhaust position, and the gas in the band brake is discharged through the function conversion valve and the conversion valve to the flow amplifying valve, thereby performing braking.

2. The band brake control system according to claim 1, characterized in that: It also includes a relief air cylinder, the first port of the conversion valve is connected to the flow amplification valve, the second port of the conversion valve is connected to the function conversion valve, and the third port of the conversion valve is connected to the relief air cylinder.

3. The band brake control system according to claim 2, characterized in that: When the band brake control system is in normal working condition, the first port of the conversion valve is connected to the second port, the band brake is connected to the conversion valve through the function conversion valve, and the first control solenoid valve and the second control solenoid valve control the filling or exhaust of the band brake through the flow amplification valve.

4. The band brake control system according to claim 2, characterized in that: When the band brake control system is in a forced release condition, the second port of the conversion valve is connected to the third port, the band brake is connected to the conversion valve through the function conversion valve, and the gas in the release air cylinder fills the band brake with air to keep the band brake in a released state.

5. The band brake control system according to claim 1, characterized in that: The function conversion valve is also connected to the rescue pipe. When the band brake control system is in the rescue working condition, the function conversion valve connects the passage between the rescue pipe and the band brake, and controls the filling or exhaust of the band brake through the gas in the rescue pipe.

6. The band brake control system according to claim 1, characterized in that: The gain and loss of power of the second control solenoid valve is controlled by an emergency loop hard-wire signal, a parking application signal and a parking relief signal through a logic circuit. The logic circuit includes: a first relay controlled by a parking relief signal, a second relay controlled by a parking application signal, a third relay and a fourth relay controlled by an emergency loop hard-wire signal. The fourth relay and the first relay are both connected to the power supply through the normally open contact of the first relay and the normally closed contact of the second relay, and the second control solenoid valve is connected to the power supply through the normally open contact of the third relay and the normally open contact of the fourth relay.

7. The band brake control system according to claim 6, characterized in that: When the parking relief signal is generated, the first relay is energized, controlling the normally open contact of the first relay to close, and the power supply controls the fourth relay and the first relay to be continuously energized; When the parking application signal is generated, the second relay is energized, controlling the normally closed contact of the second relay to be opened, and the first relay and the fourth relay are de-energized.

8. The band brake control system according to claim 7, characterized in that: When the emergency loop hard-wire signal and the parking relief signal are generated at the same time, the normally open contact of the third relay and the normally open contact of the fourth relay are closed, and the second control solenoid valve is energized; when the emergency loop hard-wire signal is not generated or the parking application signal is generated, the second control solenoid valve is de-energized.

9. The band brake control system according to claim 1, characterized in that: The gain and loss of power of the first control solenoid valve is controlled by a holding brake signal, which is output by the main BCU and transmitted to the fifth relay through the MOS tube. The first control solenoid valve is connected to the power supply through the normally closed contact of the fifth relay.

10. The band brake control system according to claim 9, characterized in that: When at least one main BCU outputs a holding brake signal, the fifth relay is energized, controlling the normally closed contact of the fifth relay to be opened, and the first control solenoid valve is de-energized.

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