A locomotive and its air backup braking system and method

Abstract

The present invention discloses a locomotive and its air backup brake system and method, the system comprising: a backup balancing air cylinder, a backup brake valve connected to the backup balancing air cylinder and a backup relay valve connected to the backup balancing air cylinder and a main air duct; and also comprising: an emergency brake protection unit, the emergency brake protection unit comprising a control air cylinder for storing compressed air with a pressure equal to that of a train pipe, the emergency brake protection unit being used to cut off the passage between the backup balancing air cylinder and the backup brake valve according to the pressure of the control air cylinder and the train pipe, and to open the passage between the backup balancing air cylinder and the atmosphere, to discharge the pressure of the backup balancing air cylinder to zero, and to cut off the passage between the backup relay valve and the main air duct at the same time; or to open the passage between the backup balancing air cylinder and the backup brake valve, and to cut off the passage between the backup balancing air cylinder and the atmosphere, and to open the passage between the backup relay valve and the main air duct at the same time.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicles, and in particular to a locomotive and an air backup braking system and method thereof. Background Art

[0002] At present, most of the locomotive brakes used on the railway are microcomputer-controlled locomotive air brakes, that is, air brakes that use electrical signals to transmit braking commands, use microcomputers / microcontrollers to process braking commands and control electrical components to control the various pressures of the braking system. Since microcomputers / microcontrollers and electrical components have a high failure rate and cannot be used in the event of a power failure, most locomotives are equipped with an air backup brake system to control the braking and relief of locomotives and trains when the locomotive brake fails. Figure 1 As shown, the existing air backup brake system in use is composed of a backup pressure regulating valve 101, a backup brake valve 102, a backup balancing air cylinder pressure gauge 103, a backup balancing air cylinder 104, a backup relay valve 105, etc.

[0003] After the air backup brake system is put into use, the driver operates the backup brake valve 102 to exhaust or charge the backup balancing air cylinder 104, and confirms the pressure of the backup balancing air cylinder 104 by checking the backup balancing air cylinder pressure gauge 103. The backup relay valve 105 controls the train pipe pressure according to the pressure of the backup balancing air cylinder 104, and the distribution valve or air brake valve on the locomotive or vehicle controls the brake cylinder pressure according to the train pipe pressure, thereby achieving braking and relief of the train.

[0004] The existing air backup brake system has the following problems: since the backup balancing air cylinder 104 is controlled by the backup brake valve 102, after emergency braking, the driver needs to manually operate the backup brake valve 102 to the brake position to discharge the air of the backup balancing air cylinder 104. It takes a period of time (about 25s to 60s) for the pressure of the backup balancing air cylinder 104 to be emptied. During this period of time, the backup relay valve 105 still controls the pressure of the train pipe according to the pressure of the backup balancing air cylinder 104 to fill the train pipe with air (i.e., replenish air). After emergency braking, the train pipe pressure has been emptied in a relatively short period of time (3s). If the backup relay valve 105 is still replenishing air to the train pipe, the train pipe pressure will not drop to zero, causing the train pipe pressure to fluctuate, causing the distribution valve or air brake valve of the locomotive or vehicle to relieve, resulting in the brake cylinder pressure dropping to zero, resulting in the serious consequence of emergency braking failure. In addition, if the driver forgets to operate the backup brake valve 102 to the braking position after emergency braking or mistakenly operates the backup brake valve 102 to the release position, there is a possibility that the backup equalizing air cylinder 104 continues to have pressure, causing the backup relay valve 105 to continue to supply air to the train pipe, resulting in the serious consequence that the emergency brake cannot be applied.

[0005] At present, the patent application publication number CN105197000A discloses a control method and a braking device for a locomotive and its backup brake, and adds a solenoid valve and a pneumatic valve to the air backup brake system. The solenoid valve is energized during emergency braking, controls the action of the pneumatic valve, cuts off the passage between the backup balancing air cylinder and the backup brake valve, and empties the pressure of the backup balancing air cylinder, thereby achieving the function of emptying the air of the backup balancing air cylinder during emergency braking, and avoiding the situation in which the train pipe is filled with air due to the backup brake valve not being operated to the braking position or being misoperated during emergency braking. However, the problem with this solution is that it still takes some time for the backup balancing air cylinder to be emptied through the pneumatic valve, and during this period of time, the backup relay valve is still filling the train pipe with air; the control command of the solenoid valve during emergency braking comes from the external system, and when a circuit fails, the emergency braking command cannot be transmitted to the solenoid valve.

[0006] Therefore, for the air backup brake system, it is necessary to find a method that can quickly cut off the backup relay valve's air supply (charging air) to the train pipe during emergency braking, and can independently judge and identify emergency braking, output control instructions, cut off the train pipe air supply, and avoid emergency braking failure due to train pipe air supply. Summary of the invention

[0007] Aiming at the technical problem that after emergency braking, the pressure of the backup equalizing air cylinder fails to drop to zero in time or does not drop to zero at all, causing air replenishment in the train pipe and thus causing emergency braking failure, the present invention proposes a locomotive and its air backup brake system and method.

[0008] In the first aspect, an embodiment of the present application provides an air backup brake system, comprising: a backup balancing air cylinder, a backup brake valve connected to the backup balancing air cylinder, and a backup relay valve connected to the backup balancing air cylinder and a main air duct; characterized in that it also includes: an emergency braking protection unit, the emergency braking protection unit comprising a control air cylinder for storing compressed air with a pressure equal to that of a train pipe, the emergency braking protection unit being used to cut off the passage between the backup balancing air cylinder and the backup brake valve according to the pressure of the control air cylinder and the train pipe, and to open the passage between the backup balancing air cylinder and the atmosphere, to discharge the pressure of the backup balancing air cylinder to zero, and at the same time cut off the passage between the backup relay valve and the main air duct; or; to open the passage between the backup balancing air cylinder and the backup brake valve, and cut off the passage between the backup balancing air cylinder and the atmosphere, and at the same time open the passage between the backup relay valve and the main air duct.

[0009] The above-mentioned air backup brake system, wherein the emergency brake protection unit also includes a pressure comparison valve and a contraction hole, the control air cylinder is connected to the train pipe through the contraction hole, the first control port of the pressure comparison valve is connected to the passage between the train pipe and the contraction hole, the second control port of the pressure comparison valve is connected to the passage between the control air cylinder and the contraction hole, and the pressure comparison valve outputs a first control signal according to the pressure of the first control port and the pressure of the second control port.

[0010] The above-mentioned air backup brake system, wherein, when the pressure of the second control port is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is greater than a pressure setting value, the pressure comparison valve outputs a first control signal; when the pressure of the second control port is less than the pressure of the first control port, or, when the pressure of the second control port is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is less than the pressure setting value, the pressure comparison valve stops outputting the first control signal.

[0011] The above-mentioned air backup brake system, wherein the emergency brake protection unit also includes a first pneumatic valve and a second pneumatic valve, the first pneumatic valve is arranged between the backup brake valve and the backup balancing air cylinder, and is used to cut off the passage between the backup brake valve and the backup balancing air cylinder, and connect the passage between the backup balancing air cylinder and the atmosphere, or, to open the passage between the backup brake valve and the backup balancing air cylinder, and cut off the passage between the backup balancing air cylinder and the atmosphere; the second pneumatic valve is arranged between the backup relay valve and the main air duct, and is used to cut off or open the passage between the backup relay valve and the main air duct.

[0012] The above-mentioned air backup brake system, wherein the first pneumatic valve and the second pneumatic valve are connected to the pressure comparison valve. When the pressure of the second control port is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is greater than the pressure setting value, the pressure comparison valve outputs a first control signal to the first pneumatic valve and the second pneumatic valve, controls the first pneumatic valve to operate, cuts off the passage between the backup brake valve and the backup balancing air cylinder, and opens the passage between the backup balancing air cylinder and the atmosphere, controls the pressure of the backup balancing air cylinder to be discharged to the atmosphere; at the same time, controls the second pneumatic valve to operate, cuts off the passage between the backup relay valve and the main air duct.

[0013] The above-mentioned air backup brake system, wherein, when the pressure of the second control port is less than the pressure of the first control port, or, when the pressure of the second control port is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is less than the pressure setting value, the pressure comparison valve stops outputting the first control signal, the first pneumatic valve is reset, and the passage between the backup brake valve and the backup balancing air cylinder is opened; at the same time, the second pneumatic valve is reset, and the passage between the backup relay valve and the main air duct is opened.

[0014] The above-mentioned air backup brake system, wherein the emergency brake protection unit also includes a bistable pneumatic valve, the pressure comparison valve is connected to the bistable pneumatic valve, and the bistable pneumatic valve is connected to the first pneumatic valve and the second pneumatic valve. When the pressure of the second control port of the pressure comparison valve is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is greater than the pressure setting value, the pressure comparison valve outputs a first control signal to the bistable pneumatic valve, and the bistable pneumatic valve outputs a second control signal to the first pneumatic valve and the second pneumatic valve after receiving the first control signal, controls the first pneumatic valve to operate, cuts off the passage between the backup brake valve and the backup balancing air cylinder, and opens the passage between the backup balancing air cylinder and the atmosphere, controls the pressure of the backup balancing air cylinder to be discharged to the atmosphere; at the same time, controls the second pneumatic valve to operate, cuts off the passage between the backup relay valve and the main air duct.

[0015] The above-mentioned air backup brake system, wherein the emergency brake protection unit also includes an emergency reset valve connected to the bistable pneumatic valve. When the brake is released, the emergency reset valve is operated to output a third control signal to the bistable pneumatic valve. After receiving the third control signal, the bistable pneumatic valve stops outputting the second control signal, and the first pneumatic valve is reset to open the passage between the backup brake valve and the backup balancing air cylinder; at the same time, the second pneumatic valve is reset to open the passage between the backup relay valve and the main air duct.

[0016] In a second aspect, an embodiment of the present application provides an air backup braking method, which is applied to the air backup braking system described in the first aspect, wherein the air backup braking system comprises: a backup balancing air cylinder, a backup brake valve connected to the backup balancing air cylinder, and a backup relay valve connected to the backup balancing air cylinder and a main air duct, wherein the air backup braking method comprises:

[0017] Pressure difference judgment step: obtain the pressure of the control air cylinder and the train pipe through the pressure comparison valve. When the pressure of the control air cylinder is greater than the pressure of the train pipe, judge whether the pressure difference between the control air cylinder and the train pipe is greater than the pressure setting value;

[0018] Emergency braking protection steps: If yes, cut off the passage between the backup balancing air cylinder and the backup brake valve, open the passage between the backup balancing air cylinder and the atmosphere, discharge the pressure of the backup balancing air cylinder to zero, and cut off the passage between the backup relay valve and the main air duct; if no, open the passage between the backup balancing air cylinder and the backup brake valve, cut off the passage between the backup balancing air cylinder and the atmosphere, and open the passage between the backup relay valve and the main air duct.

[0019] In a third aspect, an embodiment of the present application provides a locomotive, comprising the air backup brake system described in the first aspect.

[0020] Compared with the prior art, the advantages and positive effects of the present invention are:

[0021] 1. A control air cylinder and a contraction hole are set at the control port on one side of the pressure comparison valve. The control port on one side of the pressure comparison valve is connected to the train pipe pressure through the contraction hole, and the control port on the other side of the pressure comparison valve is directly connected to the train pipe pressure. By configuring and matching the appropriate control air cylinder volume and contraction hole diameter, when the emergency braking train pipe decompression rate is greater than the set value of the pressure comparison valve, the pressure comparison valve will operate and output the emergency braking control signal. When the train pipe is decompressed during normal braking, the train pipe decompression rate does not reach the set value of the pressure comparison valve, the pressure comparison valve will not operate, and will not output the emergency braking control signal. Therefore, the emergency braking control signal can be judged and output by the train pipe decompression rate, without the need for an external system to provide an emergency braking control signal, thus avoiding the problem of being unable to apply emergency braking due to external system failure.

[0022] 2. During emergency braking, the pressure comparison valve is activated and the emergency braking control signal is output. The second pneumatic valve can quickly cut off the total air flow of the backup relay valve to ensure that the backup relay valve does not fill the train pipe with air, thereby ensuring reliable application of emergency braking.

[0023] 3. During emergency braking, the pressure comparison valve is activated and the emergency braking control signal is output. The first pneumatic valve simultaneously empties the backup balancing air cylinder pressure. After the pressure comparison valve is reset, the total air supply to the backup relay valve is restored. If the backup brake valve is not in the relief position, it can still ensure that the backup relay valve does not fill the train pipe with air, thereby ensuring reliable application of emergency braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is the schematic diagram of the existing air backup brake system;

[0025] Figure 2 A schematic diagram of an air backup brake system with emergency brake protection function provided by the present invention;

[0026] Figure 3Another principle diagram of an air backup brake system with emergency brake protection function provided by the present invention;

[0027] Figure 4 A schematic diagram of the steps of an air backup braking method provided by the present invention. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application 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 application and are not intended to limit the present application. Based on the embodiments provided in the present application, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present application.

[0029] Obviously, the drawings described below are only some examples or embodiments of the present application. For ordinary technicians in this field, the present application 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 in this application, some changes in design, manufacturing or production based on the technical content disclosed in this application are just conventional technical means, and should not be understood as insufficient content disclosed in this application.

[0030] Reference to "embodiments" in this application 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 application. The appearance of the phrase in various locations 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 this application may be combined with other embodiments without conflict.

[0031] Unless otherwise defined, the technical terms or scientific terms involved in this application should be understood by people with ordinary skills in the technical field to which this application belongs. The words "one", "a", "a", "the" and the like involved in this application do not indicate a quantitative limitation, and may represent the singular or plural. The terms "include", "comprise", "have" and any of their variations involved 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 inherent to these processes, methods, products or devices. The words "connect", "connected", "coupled" and the like involved in this application are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The "multiple" involved in this application refers to two or more. "And / or" describes the association relationship of associated objects, indicating that there may be three relationships, for example, "A and / or B" can represent: 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 ordering of the objects.

[0032] The present invention is described in detail below in conjunction with 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 the field based on these embodiments are all within the scope of protection of the present invention.

[0033] Before elaborating on each embodiment of the present invention in detail, the core inventive concept of the present invention is summarized and elaborated in detail through the following several embodiments.

[0034] The purpose of the present invention is to provide an air backup brake system and method with emergency brake protection function, which is used to quickly cut off the air supply function of the backup relay valve to the train pipe during emergency braking of the air backup brake system, and at the same time evacuate the backup equalizing air cylinder pressure to ensure that the train pipe pressure is zero during emergency braking and the emergency brake can be reliably applied.

[0035] Figure 2 The schematic diagram of an air backup brake system with emergency brake protection provided by the present invention is as follows: Figure 2 As shown, this embodiment discloses a specific implementation of an air backup brake system (hereinafter referred to as "system").

[0036] The above-mentioned air backup brake system includes: a backup balancing air cylinder, a backup brake valve connected to the backup balancing air cylinder, and a backup relay valve connected to the backup balancing air cylinder and the main air duct; it also includes: an emergency brake protection unit, the emergency brake protection unit includes a control air cylinder for storing compressed air with a pressure equal to that of the train pipe, the emergency brake protection unit cuts off the passage between the backup balancing air cylinder and the backup brake valve according to the pressure of the control air cylinder and the train pipe, and opens the passage between the backup balancing air cylinder and the atmosphere, discharges the pressure of the backup balancing air cylinder to zero, and simultaneously cuts off the passage between the backup relay valve and the main air duct; or; opens the passage between the backup balancing air cylinder and the backup brake valve, cuts off the passage between the backup balancing air cylinder and the atmosphere, and simultaneously opens the passage between the backup relay valve and the main air duct.

[0037] In the above embodiment, the emergency braking protection unit also includes a pressure comparison valve and a shrinkage hole. The control air cylinder is connected to the train pipe through the shrinkage hole. The first control port of the pressure comparison valve is connected to the passage between the train pipe and the shrinkage hole. The second control port of the pressure comparison valve is connected to the passage between the control air cylinder and the shrinkage hole. The pressure comparison valve outputs a first control signal according to the pressure of the first control port and the pressure of the second control port.

[0038] Specifically, the contraction hole is used to charge and exhaust air to the control air cylinder. The train pipe is connected to the control air cylinder through the contraction hole. When the pressure of the train pipe is higher than the pressure of the control air cylinder, the train pipe charges the control air cylinder through the contraction hole. When the pressure of the train pipe is lower than the pressure of the control air cylinder, the control air cylinder exhausts air to the train pipe through the contraction hole.

[0039] When the train pipe pressure changes, due to the throttling effect of the shrinkage hole, the pressure change of the control air cylinder lags behind the pressure change of the train pipe, and a pressure difference is formed between the two ports of the shrinkage hole, that is, the pressure difference between the control air cylinder and the train pipe. The size of this pressure difference is related to the train pipe decompression rate, the diameter of the shrinkage hole and the volume of the control air cylinder.

[0040] Further, when the pressure of the second control port is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is greater than a pressure setting value, the pressure comparison valve outputs a first control signal; when the pressure of the second control port is less than the pressure of the first control port, or when the pressure of the second control port is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is less than the pressure setting value, the pressure comparison valve stops outputting the first control signal.

[0041] Specifically, the train pipe pressure decompression rate during emergency braking is greater than the train pipe pressure decompression rate during normal braking. Correspondingly, the pressure difference between the control air cylinder and the train pipe during emergency braking is greater than the pressure difference during normal braking. The system can determine whether emergency braking is applied by the size of the pressure difference.

[0042] When the pressure at the second control port of the pressure comparison valve is greater than the pressure at the first control port of the pressure comparison valve, and the difference between the pressure at the second control port and the pressure at the first control port is greater than the pressure setting value, the pressure comparison valve is activated and outputs a first control signal.

[0043] In some embodiments, by changing the diameter of the shrinkage hole and the size of the volume of the control air cylinder, the length of time the first control signal acts after emergency braking can be set.

[0044] In some embodiments, the pressure comparison valve is also equipped with an electric contact switch. During emergency braking, after the pressure comparison valve is actuated, the electric contact switch is actuated to connect the circuit and output an emergency braking electrical signal to the outside, making it easier for the locomotive control system to identify the emergency braking state and perform a series of operations such as cutting off traction.

[0045] Therefore, the emergency brake control signal is judged and outputted through the train pipe decompression rate, and no external system is required to provide the emergency brake control signal, thus avoiding the situation where the emergency brake command cannot be transmitted when a circuit fails.

[0046] In the above embodiment, the emergency brake protection unit also includes a first pneumatic valve and a second pneumatic valve. The first pneumatic valve is arranged between the backup brake valve and the backup balancing air cylinder, and is used to cut off the passage between the backup brake valve and the backup balancing air cylinder, and connect the passage between the backup balancing air cylinder and the atmosphere, or, to open the passage between the backup brake valve and the backup balancing air cylinder, and cut off the passage between the backup balancing air cylinder and the atmosphere; the second pneumatic valve is arranged between the backup relay valve and the main air duct, and is used to cut off or open the passage between the backup relay valve and the main air duct.

[0047] In some embodiments, the first pneumatic valve and the second pneumatic valve are connected to the pressure comparison valve. When the pressure of the second control port is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is greater than the pressure setting value, the pressure comparison valve outputs a first control signal to the first pneumatic valve and the second pneumatic valve to control the operation of the first pneumatic valve, cut off the passage between the backup brake valve and the backup balancing air cylinder, and open the passage between the backup balancing air cylinder and the atmosphere, and control the pressure of the backup balancing air cylinder to be discharged to the atmosphere; at the same time, the operation of the second pneumatic valve is controlled to cut off the passage between the backup relay valve and the main air duct.

[0048] Furthermore, when the pressure of the second control port is less than the pressure of the first control port, or when the pressure of the second control port is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is less than the pressure setting value, the pressure comparison valve stops outputting the first control signal, the first pneumatic valve is reset, and the passage between the backup brake valve and the backup balancing air cylinder is opened; at the same time, the second pneumatic valve is reset, and the passage between the backup relay valve and the main air duct is opened.

[0049] Specifically, during normal braking, since the rate of pressure drop in the train pipe is relatively slow, the pressure difference between the control air cylinder and the train pipe is relatively small, which is not enough to activate the pressure comparison valve.

[0050] During emergency braking, due to the rapid drop in the pressure in the train pipe, the pressure in the control air cylinder has no time to drop, so that the pressure difference between the control air cylinder and the train pipe is large enough to activate the pressure comparison valve, that is, when the pressure difference is greater than the pressure setting value, the pressure comparison valve outputs the first control signal to the first pneumatic valve and the second pneumatic valve, and the first pneumatic valve and the second pneumatic valve are activated. After the first pneumatic valve is activated, the passage between the backup balancing air cylinder and the backup brake valve is cut off, and the passage between the backup balancing air cylinder and the atmosphere is opened, and the pressure of the backup balancing air cylinder is discharged to the atmosphere. After the second pneumatic valve is activated, the passage between the backup relay valve and the total air is cut off, so that the backup relay valve has no air source to supply air to the train pipe. After emergency braking, the backup relay valve cannot charge air to the train pipe;

[0051] After a period of emergency braking, when the pressure difference between the control air cylinder and the train pipe is not enough to actuate the pressure comparison valve, that is, when the pressure difference is less than the pressure setting value, the pressure comparison valve is reset, the pressure comparison valve stops outputting the control signal, the first pneumatic valve and the second pneumatic valve are reset, the backup balancing air cylinder is connected to the backup brake valve, and the air inlet of the backup relay valve is connected to the total air. At this time, because the driver has operated the backup brake valve to drain the pressure of the backup balancing air cylinder, as long as the backup brake valve is not in the relief position, the pressure of the backup balancing air cylinder will remain at zero. Because the backup balancing air cylinder pressure is zero, the backup relay valve will control the train pipe pressure to remain at zero, and will not supply air to the train pipe, ensuring that the emergency brake is effectively applied.

[0052] During emergency braking, the emergency braking control signal (i.e., the first control signal) is output through the action of the pressure comparison valve, and the second pneumatic valve can quickly cut off the total air of the backup relay valve to ensure that the backup relay valve does not charge the train pipe with air. The first pneumatic valve simultaneously empties the backup balancing air cylinder pressure to ensure reliable application of emergency braking. After the pressure comparison valve is reset, the total air supply of the backup relay valve is restored. If the backup brake valve is not in the relief position, it can still ensure that the backup relay valve does not charge the train pipe with air, ensuring reliable application of emergency braking.

[0053] Please refer to the following Figure 2 , in combination with a specific embodiment, an air backup brake system with emergency brake protection function proposed by the present invention is further described in detail, the air backup brake system includes: a backup pressure regulating valve 101, a backup brake valve 102, a backup balancing air cylinder pressure gauge 103, a backup balancing air cylinder 104, a backup relay valve 105, and also includes a pressure comparison valve 301, a control air cylinder 302, a shrinkage hole 303, a first pneumatic valve 202 and a second pneumatic valve 304.

[0054] The air inlet of the pressure comparison valve 301 is connected to the total air, the air outlet of the pressure comparison valve 301 is connected to the control port of the first pneumatic valve 202 and the control port of the second pneumatic valve 304, the exhaust port of the pressure comparison valve 301 is connected to the atmosphere, the first control port of the pressure comparison valve 301 is connected to the train pipe, and the second control port of the pressure comparison valve 301 is connected to the second port of the shrinkage hole 303 and the control air cylinder 302;

[0055] The control air cylinder 302 is connected to the second control port of the pressure comparison valve 301 and the second port of the shrinkage hole 303;

[0056] The first port of the shrinkage hole 303 is connected to the train pipe and the first control port of the pressure comparison valve 301, and the second port of the shrinkage hole 303 is connected to the second control port of the pressure comparison valve 301 and the control air cylinder 302;

[0057] The air inlet of the first pneumatic valve 202 is connected to the air outlet of the backup brake valve 102, the air outlet of the first pneumatic valve 202 is connected to the backup balancing air cylinder 104, the exhaust port of the first pneumatic valve 202 is connected to the atmosphere, and the control port of the first pneumatic valve 202 is connected to the air outlet of the pressure comparison valve 301;

[0058] The air inlet of the second pneumatic valve 304 is connected to the main air, the air outlet of the second pneumatic valve 304 is connected to the air inlet of the backup relay valve 105 , and the control port of the second pneumatic valve 304 is connected to the air outlet of the pressure comparison valve 301 .

[0059] The air inlet of the second pneumatic valve 304 is connected to the main air, the air outlet of the second pneumatic valve 304 is connected to the air inlet of the backup relay valve 105 , and the control port of the second pneumatic valve 304 is connected to the air outlet of the pressure comparison valve 301 .

[0060] The contraction hole 303 is used to charge and exhaust the control air cylinder 302. The train pipe is connected to the control air cylinder 302 through the contraction hole 303. When the pressure of the train pipe is higher than that of the control air cylinder 302, the train pipe charges the control air cylinder 302 through the contraction hole 303. When the pressure of the train pipe is lower than that of the control air cylinder 302, the control air cylinder 302 exhausts air to the train pipe through the contraction hole 303. The control air cylinder 302 is used to store compressed air with the same pressure as the train pipe.

[0061] During normal braking, the train pipe pressure decompression rate is a1, and the corresponding pressure difference between the control air cylinder 302 and the train pipe is ΔP1; during emergency braking, the train pipe pressure decompression rate is a2 (greater than the normal braking train pipe pressure decompression rate a1), and the corresponding pressure difference between the control air cylinder 302 and the train pipe is ΔP2; ΔP2 is greater than ΔP1; the system can determine whether emergency braking is applied by the size of ΔP.

[0062] The pressure comparison valve 301 is used to output a control signal (ie, a first control signal) during emergency braking to control the first pneumatic valve 202 and the second pneumatic valve 304 to operate.

[0063] The pressure comparison valve 301 is provided with a pressure setting value P0. When the pressure at the second control port of the pressure comparison valve 301 is greater than the pressure at the first control port of the pressure comparison valve 301, and the difference between the pressure at the second control port of the pressure comparison valve 301 and the pressure at the first control port of the pressure comparison valve 301 is greater than P0, the pressure comparison valve 301 is actuated. The system sets the pressure setting value P0 of the pressure comparison valve 301 to the pressure difference ΔP2 of the emergency brake, so that the pressure comparison valve 301 is actuated and outputs a control signal after the system determines that the emergency brake has been applied.

[0064] When the train pipe is decompressed and braking is implemented, the train pipe pressure drops, and the pressure in the control air cylinder 302 is discharged to the train pipe through the contraction hole 303. Since the contraction hole 303 limits the exhaust flow of the control air cylinder 302, the pressure in the control air cylinder 302 drops slower than that of the train pipe, so that the pressure of the control air cylinder 302 is higher than that of the train pipe, and the pressure at the second control port of the pressure comparison valve 301 is higher than the pressure at the first control port of the pressure comparison valve 301.

[0065] During normal braking, since the rate of pressure drop in the train pipe is relatively low, the pressure in the control air cylinder 302 is discharged to the train pipe through the contraction hole 303, the pressure of the control air cylinder 302 is higher than the pressure of the train pipe, and the pressure of the second control port of the pressure comparison valve 301 is higher than the pressure of the first control port of the pressure comparison valve 301, but the pressure difference between the control air cylinder 302 and the train pipe is relatively small, which is not enough to activate the pressure comparison valve 301.

[0066] During emergency braking, due to the rapid drop in the pressure of the train pipe, the pressure in the control air cylinder 302 has no time to drop, so that the pressure difference between the control air cylinder 302 and the train pipe is large enough to cause the pressure comparison valve 301 to operate. The pressure comparison valve 301 outputs a pressure signal to the control port of the first pneumatic valve 202 and the control port of the second pneumatic valve 304, and the first pneumatic valve 202 and the second pneumatic valve 304 operate. After the first pneumatic valve 202 operates, the passage between the backup balancing air cylinder 104 and the air outlet of the backup brake valve 102 is cut off, and the passage between the backup balancing air cylinder 104 and the atmosphere is opened, and the pressure of the backup balancing air cylinder 104 is discharged to the atmosphere. After the second pneumatic valve 304 operates, the passage between the air inlet of the backup relay valve 105 and the total air is cut off, so that the backup relay valve 105 has no air source to supply air to the train pipe. After emergency braking, the backup relay valve 105 cannot charge air to the train pipe.

[0067] After a period of emergency braking, when the pressure difference between the control air cylinder 302 and the train pipe is not enough to actuate the pressure comparison valve 301, the pressure comparison valve 301 is reset, and the pressure comparison valve 301 does not output a control signal. The first pneumatic valve 202 and the second pneumatic valve 304 are reset, and the backup balancing air cylinder 104 is connected to the air outlet of the backup brake valve 105, and the air inlet of the backup relay valve 105 is connected to the total air. At this time, because the driver has operated the backup brake valve 102 to drain the pressure of the backup balancing air cylinder 104, as long as the backup brake valve 102 is not in the relief position, the pressure of the backup balancing air cylinder 104 will remain at zero. Because the pressure of the backup balancing air cylinder 104 is zero, the backup relay valve 105 will control the pressure of the train pipe to remain at zero, and will not replenish air to the train pipe, ensuring that the emergency brake is effectively applied.

[0068] Among them, by changing the diameter d of the shrinkage hole 303 and the size of the volume V of the control air cylinder 302, the length of the action time t of the first control signal after emergency braking can be set. During the action time t of the first control signal, the system cuts off the total air of the backup relay valve, and at the same time cuts off the total air of the backup relay valve during this period of time, and at the same time empties the backup balancing air cylinder pressure.

[0069] In addition, the pressure comparison valve 301 is provided with an electric contact switch S1. After the emergency braking pressure comparison valve 301 is actuated, the electric contact switch S1 is actuated to connect the circuit and output an emergency braking electrical signal to the outside, so as to facilitate the locomotive control system to identify the emergency braking state and perform a series of operations such as cutting off traction.

[0070] In some embodiments, the emergency brake protection unit also includes a bistable pneumatic valve, the pressure comparison valve is connected to the bistable pneumatic valve, and the bistable pneumatic valve is connected to the first pneumatic valve and the second pneumatic valve. When the pressure of the second control port of the pressure comparison valve is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is greater than the pressure setting value, the pressure comparison valve outputs a first control signal to the bistable pneumatic valve, and the bistable pneumatic valve outputs a second control signal to the first pneumatic valve and the second pneumatic valve after receiving the first control signal, controls the first pneumatic valve to operate, cuts off the passage between the backup brake valve and the backup balancing air cylinder, and opens the passage between the backup balancing air cylinder and the atmosphere, controls the pressure of the backup balancing air cylinder to be discharged to the atmosphere; at the same time, controls the second pneumatic valve to operate, cuts off the passage between the backup relay valve and the main air duct.

[0071] In the above embodiment, the emergency brake protection unit also includes an emergency reset valve connected to the bistable pneumatic valve. When the brake is released, the emergency reset valve is operated to output a third control signal to the bistable pneumatic valve. After receiving the third control signal, the bistable pneumatic valve stops outputting the second control signal, and the first pneumatic valve is reset to open the passage between the backup brake valve and the backup balancing air cylinder; at the same time, the second pneumatic valve is reset to open the passage between the backup relay valve and the main air duct.

[0072] Please refer to the following Figure 3 , further describing in detail another embodiment of an air backup brake system with emergency brake protection function proposed by the present invention, Figure 3 exist Figure 2 On the basis of the principle in the invention, an emergency reset plug gate 401 and a bistable pneumatic valve 402 are added.

[0073] The air inlet of the emergency reset plug door 401 is connected to the general air, the air outlet of the emergency reset plug door 401 is connected to the second control port of the bistable pneumatic valve 402, and the exhaust port of the emergency reset plug door 401 is connected to the atmosphere;

[0074] The air inlet of the bistable pneumatic valve 402 is connected to the general air, the air outlet of the bistable pneumatic valve 402 is connected to the control port of the first pneumatic valve 202 and the control port of the second pneumatic valve 304, the first control port of the bistable pneumatic valve 402 is connected to the air outlet of the pressure comparison valve 301, and the second control port of the bistable pneumatic valve 402 is connected to the air outlet of the emergency reset plug 401;

[0075] During emergency braking, the pressure comparison valve 301 outputs a control signal to the first control port of the bistable pneumatic valve 402. After the bistable pneumatic valve 402 is actuated, the control signal is output to the control port of the first pneumatic valve 202 and the control port of the second pneumatic valve 304. The first pneumatic valve 202 and the second pneumatic valve 304 are actuated to exhaust the pressure of the backup balancing air cylinder 104 and immediately cut off the air supply of the backup relay valve 105. After a period of time, the pressure comparison valve 301 is reset and does not output a control signal. At this time, although there is no control pressure at the first control port of the bistable pneumatic valve 402, the bistable pneumatic valve 402 still maintains its original working position and continuously outputs control pressure to the control port of the first pneumatic valve 202 and the control port of the second pneumatic valve 304 to ensure that the pressure of the backup balancing air cylinder 104 is zero, while still cutting off the air supply of the backup relay valve 105. At this time, the bistable pneumatic valve 402 ensures that after the pressure comparison valve 301 is reset, even if the backup brake valve 102 has pressure output, the backup balancing air cylinder 104 still cannot be filled with air, ensuring that after emergency braking, the train pipe will not be replenished with air.

[0076] When relief operation is required, the emergency reset valve 401 is manually operated, and the emergency reset valve 401 outputs a control signal to the second control port of the bistable pneumatic valve 402. The bistable pneumatic valve 402 is actuated and does not output a control signal. The first pneumatic valve 202 and the second pneumatic valve 304 are reset, and the backup brake valve 102 can be operated to charge the backup balancing air cylinder 104. The backup relay valve 105 has a total air supply and can output the train pipe pressure.

[0077] In combination with the air backup brake system disclosed in the above embodiment, this embodiment discloses a specific implementation example of an air backup brake method (hereinafter referred to as “method”).

[0078] Reference Figure 4 As shown, the method includes:

[0079] Step S1: Obtain the pressure of the control air cylinder and the train pipe through the pressure comparison valve. When the pressure of the control air cylinder is greater than the pressure of the train pipe, determine whether the pressure difference between the control air cylinder and the train pipe is greater than the pressure setting value;

[0080] Step S2: If yes, then cut off the passage between the backup balancing air cylinder and the backup brake valve, open the passage between the backup balancing air cylinder and the atmosphere, discharge the pressure of the backup balancing air cylinder to zero, and cut off the passage between the backup relay valve and the main air duct; if no, open the passage between the backup balancing air cylinder and the backup brake valve, cut off the passage between the backup balancing air cylinder and the atmosphere, and open the passage between the backup relay valve and the main air duct.

[0081] For the technical solutions of the air backup braking method disclosed in this embodiment and the air backup braking system disclosed in the above embodiment for the other parts which are the same as those in the above embodiment, please refer to the above embodiment and will not be described in detail here.

[0082] In addition, the locomotive provided by the present invention includes the air backup brake system described in the above-mentioned specific embodiments; other parts of the locomotive can refer to the existing technology and will not be elaborated in this article.

[0083] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described 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.

[0084] The above-mentioned embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. An air backup brake system, comprising: A backup balancing air cylinder, a backup brake valve connected to the backup balancing air cylinder, and a backup relay valve connected to the backup balancing air cylinder and a main air duct; characterized in that it also includes: an emergency brake protection unit, the emergency brake protection unit includes a control air cylinder for storing compressed air with a pressure equal to that of a train pipe, and also includes a first pneumatic valve and a second pneumatic valve, the first pneumatic valve is arranged between the backup brake valve and the backup balancing air cylinder, and the second pneumatic valve is arranged between the backup relay valve and the main air duct; The emergency brake protection unit is used to cut off the passage between the backup brake valve and the backup balancing air cylinder through the first pneumatic valve according to the pressure of the control air cylinder and the train pipe, and connect the passage between the backup balancing air cylinder and the atmosphere to discharge the pressure of the backup balancing air cylinder to zero, and at the same time cut off the passage between the backup relay valve and the main air duct through the second pneumatic valve; Alternatively, the passage between the backup brake valve and the backup balancing air cylinder is opened through the first pneumatic valve, and the passage between the backup balancing air cylinder and the atmosphere is cut off, and at the same time, the passage between the backup relay valve and the main air duct is opened through the second pneumatic valve.

2. The air backup brake system according to claim 1, characterized in that: The emergency braking protection unit also includes a pressure comparison valve and a contraction hole. The control air cylinder is connected to the train pipe through the contraction hole. The first control port of the pressure comparison valve is connected to the passage between the train pipe and the contraction hole. The second control port of the pressure comparison valve is connected to the passage between the control air cylinder and the contraction hole. The pressure comparison valve outputs a first control signal according to the pressure of the first control port and the pressure of the second control port.

3. The air backup brake system according to claim 2, characterized in that: When the pressure of the second control port is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is greater than a pressure setting value, the pressure comparison valve outputs a first control signal; when the pressure of the second control port is less than the pressure of the first control port, or when the pressure of the second control port is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is less than the pressure setting value, the pressure comparison valve stops outputting the first control signal.

4. The air backup brake system according to claim 3, characterized in that: The first pneumatic valve and the second pneumatic valve are connected to the pressure comparison valve. When the pressure of the second control port is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is greater than the pressure setting value, the pressure comparison valve outputs a first control signal to the first pneumatic valve and the second pneumatic valve to control the operation of the first pneumatic valve, cut off the passage between the backup brake valve and the backup balancing air cylinder, and open the passage between the backup balancing air cylinder and the atmosphere, and control the pressure of the backup balancing air cylinder to be discharged to the atmosphere; at the same time, the operation of the second pneumatic valve is controlled to cut off the passage between the backup relay valve and the main air duct.

5. The air backup brake system according to claim 4, characterized in that: When the pressure of the second control port is less than the pressure of the first control port, or when the pressure of the second control port is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is less than the pressure setting value, the pressure comparison valve stops outputting the first control signal, the first pneumatic valve is reset, and the passage between the backup brake valve and the backup balancing air cylinder is opened; at the same time, the second pneumatic valve is reset, and the passage between the backup relay valve and the main air duct is opened.

6. The air backup brake system according to claim 3, characterized in that: The emergency brake protection unit also includes a bistable pneumatic valve, the pressure comparison valve is connected to the bistable pneumatic valve, and the bistable pneumatic valve is connected to the first pneumatic valve and the second pneumatic valve. When the pressure of the second control port of the pressure comparison valve is greater than the pressure of the first control port, and the pressure difference between the pressure of the second control port and the pressure of the first control port is greater than the pressure setting value, the pressure comparison valve outputs a first control signal to the bistable pneumatic valve, and after receiving the first control signal, the bistable pneumatic valve outputs a second control signal to the first pneumatic valve and the second pneumatic valve, controls the first pneumatic valve to operate, cuts off the passage between the backup brake valve and the backup balancing air cylinder, and opens the passage between the backup balancing air cylinder and the atmosphere, controls the pressure of the backup balancing air cylinder to be discharged to the atmosphere; at the same time, controls the second pneumatic valve to operate, cuts off the passage between the backup relay valve and the main air duct.

7. The air backup brake system according to claim 6, characterized in that: The emergency brake protection unit also includes an emergency reset valve connected to the bistable pneumatic valve. When the brake is released, the emergency reset valve is operated to output a third control signal to the bistable pneumatic valve. After receiving the third control signal, the bistable pneumatic valve stops outputting the second control signal, and the first pneumatic valve is reset to open the passage between the backup brake valve and the backup balancing air cylinder; at the same time, the second pneumatic valve is reset to open the passage between the backup relay valve and the main air duct.

8. An air backup brake method, applied to the air backup brake system according to any one of claims 1 to 7, the air backup brake system comprising: A backup balancing air cylinder, a backup brake valve connected to the backup balancing air cylinder, and a backup relay valve connected to the backup balancing air cylinder and the main air duct, characterized in that the air backup braking method includes: Pressure difference judgment step: obtain the pressure of the control air cylinder and the train pipe through the pressure comparison valve. When the pressure of the control air cylinder is greater than the pressure of the train pipe, judge whether the pressure difference between the control air cylinder and the train pipe is greater than the pressure setting value; Emergency braking protection steps: If yes, the passage between the backup balancing air cylinder and the backup brake valve is cut off through the first pneumatic valve, and the passage between the backup balancing air cylinder and the atmosphere is opened, the pressure of the backup balancing air cylinder is discharged to zero, and the passage between the backup relay valve and the main air duct is cut off through the second pneumatic valve; if no, the passage between the backup balancing air cylinder and the backup brake valve is opened through the first pneumatic valve, and the passage between the backup balancing air cylinder and the atmosphere is cut off, and the passage between the backup relay valve and the main air duct is opened through the second pneumatic valve.

9. A locomotive, characterized in that: An air backup brake system comprising the air backup brake system according to any one of claims 1 to 7.

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