An emergency braking windproof control device and method

Abstract

This application proposes an emergency braking venting control device and method, belonging to the technical field of electric and diesel locomotives. It employs a first emergency braking solenoid valve, a second emergency braking solenoid valve, and an emergency braking isolation gate to control the train pipe venting valve, thereby achieving emergency venting of the train pipe. When one of the emergency braking solenoid valves malfunctions, the other emergency braking solenoid valve is activated to vent the train pipe. When both emergency braking solenoid valves are energized and cannot reset, the emergency fault isolation gate is activated, enabling temporary train operation and ensuring the safety of emergency train operation. This application guarantees the normal operation of the train pipe venting function of the braking system in emergency situations.

Description

Technical Field

[0001] This application belongs to the field of electric and internal combustion locomotive technology, and specifically relates to an emergency braking windproof control device and method. Background Technology

[0002] Emergency braking is a highly safety-critical function of locomotive braking systems, requiring the rapid and proactive release of pressure from the train pipe during emergency braking. Currently, traditional locomotive braking systems incorporate an emergency venting control circuit, typically using a solenoid valve to control a venting valve to vent the train pipe. However, during operation, the solenoid valve may malfunction, such as becoming stuck or losing its potential, or its coil burning out. In these cases, the solenoid valve becomes uncontrollable, and the system cannot control it to drive the venting valve to vent the train pipe. This single point of failure causes the emergency braking train pipe venting function to fail, posing a risk to the braking system. Summary of the Invention

[0003] Based on the above technical problems, this application relates to an emergency braking windproof control device and method.

[0004] In a first aspect, this application proposes an emergency braking windproof control device, comprising: a first emergency braking solenoid valve, a second emergency braking solenoid valve, and an emergency braking isolation plug.

[0005] The first end of the first emergency brake solenoid valve is connected to an air source, the second end of the first emergency brake solenoid valve is connected to the third end of the second emergency brake solenoid valve, and the third end of the first emergency brake solenoid valve is open to the atmosphere; the first end of the second emergency brake solenoid valve is connected to an air source, and the second end of the second emergency brake solenoid valve is connected to the first end of the emergency brake isolation valve; the second end of the emergency brake isolation valve is connected to the control end of the train pipe vent valve, and the third end of the emergency brake isolation valve is open to the atmosphere.

[0006] The first emergency brake solenoid valve, the second emergency brake solenoid valve, or the emergency brake isolation valve control the train pipe vent valve in the event of emergency braking of the train, so as to exhaust air from the train pipe.

[0007] The emergency braking windproof control device further includes: a two-way valve for shutting off the control path and a main air shut-off valve. The first end of the two-way valve for shutting off the control path is connected to the brake control air source. The second end of the two-way valve for shutting off the control path is connected to the control end of the train pipe vent valve. The third end of the two-way valve for shutting off the control path is connected to the control end of the main air shut-off valve. The first end of the main air shut-off valve is connected to the air source. The second end of the main air shut-off valve is connected to the first end of the train pipe relay valve. In the event of emergency braking of the train, the second end of the two-way valve for shutting off the control path is connected to the third end of the two-way valve for shutting off the control path. The two-way valve for shutting off the control path controls the first end of the main air shut-off valve to disconnect from the second end of the main air shut-off valve, thereby disconnecting the train pipe relay valve and preventing the train pipe relay valve from supplying air to the train pipe.

[0008] The emergency braking windproof control device further includes: a sensor for detecting train pipe pressure, the sensor being disposed between the second end of the train pipe relay valve and the first end of the train pipe vent valve, both the second end of the train pipe relay valve and the first end of the train pipe vent valve being connected to the train pipe.

[0009] The first emergency braking solenoid valve and / or the second emergency braking solenoid valve are two-position three-way solenoid valves. When the two-position three-way solenoid valve is energized, the first end of the two-position three-way solenoid valve is connected to the second end of the two-position three-way solenoid valve, and the passage between the second end of the two-position three-way solenoid valve and the third end of the two-position three-way solenoid valve is cut off. When the two-position three-way solenoid valve is de-energized, the first end of the two-position three-way solenoid valve is cut off, and the second end of the two-position three-way solenoid valve is connected to the third end of the two-position three-way solenoid valve.

[0010] The emergency braking isolation valve is a two-position three-way valve. When the handle of the emergency braking isolation valve is in the normal position, the third end of the emergency braking isolation valve is cut off, and the first end of the emergency braking isolation valve is connected to the second end. When the handle of the emergency braking isolation valve is in the cut-off position, the first end of the emergency braking isolation valve is cut off, and the second end of the emergency braking isolation valve is connected to the third end. The third end of the emergency braking isolation valve is open to the atmosphere.

[0011] The bidirectional valve for the shutdown control path is a pressure comparison valve. When the pressure at the first end of the bidirectional valve for the shutdown control path is greater than the pressure at the second end of the bidirectional valve for the shutdown control path, the third end of the bidirectional valve for the shutdown control path is connected to the first end of the bidirectional valve for the shutdown control path. When the pressure at the second end of the bidirectional valve for the shutdown control path is greater than the pressure at the first end of the bidirectional valve for the shutdown control path, the third end of the bidirectional valve for the shutdown control path is connected to the second end of the bidirectional valve for the shutdown control path. When the pressure at the first end of the bidirectional valve for the shutdown control path is equal to the pressure at the second end of the bidirectional valve for the shutdown control path, the first end of the bidirectional valve for the shutdown control path, the second end of the bidirectional valve for the shutdown control path, and the third end of the bidirectional valve for the shutdown control path are connected.

[0012] The main air shut-off valve is a two-position two-way solenoid valve. When there is air pressure at the control end of the main air shut-off valve, the first end of the main air shut-off valve is not connected to the second end of the main air shut-off valve; when there is no air pressure at the control end of the main air shut-off valve, the first end of the main air shut-off valve is connected to the second end of the main air shut-off valve.

[0013] Secondly, this application proposes an emergency braking windproof control method, implemented based on the aforementioned emergency braking windproof control device, the method comprising:

[0014] In the event of emergency braking of the train, the first emergency braking solenoid valve or the second emergency braking solenoid valve is activated to ventilate the train pipes.

[0015] During the ventilation process, if any emergency brake solenoid valve fails to activate, switch to another emergency brake solenoid valve to ventilate the train pipe; if both the first and second emergency brake solenoid valves remain energized and cannot be reset, disconnect the first and second emergency brake solenoid valves and activate the emergency brake isolation plug to ventilate the train pipe.

[0016] When any emergency brake solenoid valve fails to activate, switching to another emergency brake solenoid valve to ventilate the train pipe includes:

[0017] The train pipe pressure is monitored in real time during the process of venting the train pipe through the current emergency brake solenoid valve.

[0018] If the train pipe pressure does not show a downward trend, it is determined that the current emergency brake solenoid valve cannot be activated;

[0019] Switch to another emergency brake solenoid valve to ventilate the train pipe.

[0020] The emergency braking windproof control method further includes:

[0021] In the event of emergency braking of the train, the two-way valve of the cut-off control path disconnects the first end of the main air cut-off valve from the second end of the main air cut-off valve, thereby disconnecting the train pipe relay valve and preventing the train pipe relay valve from supplying air to the train pipe.

[0022] Beneficial effects:

[0023] This application proposes an emergency braking wind control device and method. By combining the air circuits of two emergency braking solenoid valves, the problem of trains being unable to perform ventilation due to coil failure of a single emergency braking solenoid valve can be solved. If one emergency braking solenoid valve fails, the other emergency braking solenoid valve can control the venting valve to vent, thus ensuring the normal operation of the train's ventilation function in emergency situations. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of an emergency braking windproof control device according to an embodiment of this application;

[0025] in,

[0026] 100-First emergency brake solenoid valve, 101-Second emergency brake solenoid valve, 102-Emergency brake isolation valve, 103-Train pipe windproof valve, 104-Train pipe sensor, 106-Train pipe relay valve, 105-Break-off control path bidirectional valve, 107-Main air shut-off valve. Detailed Implementation

[0027] The present disclosure will be further described below with reference to the embodiments shown in the accompanying drawings.

[0028] Emergency braking is a highly safety-critical function of locomotive braking systems, requiring the rapid and proactive release of pressure from the train pipe during emergency braking. Currently, traditional locomotive braking systems incorporate an emergency venting control circuit, typically using a solenoid valve to control a venting valve to vent the train pipe. However, during operation, the solenoid valve may malfunction, such as becoming stuck or losing its potential, or its coil burning out. In these cases, the solenoid valve becomes uncontrollable, and the system cannot control it to drive the venting valve to vent the train pipe. This single point of failure causes the emergency braking train pipe venting function to fail, posing a risk to the braking system.

[0029] This application proposes an emergency braking wind control device and method. Considering that emergency braking requires ensuring ventilation in the train pipes, and that solenoid valves generally have a high failure rate (failure modes typically include: the solenoid valve not operating when energized, remaining in the de-energized position; the solenoid valve not resetting when de-energized, remaining in the energized position; and a solenoid valve coil malfunction, preventing energization to drive the valve core, resulting in the solenoid valve remaining in the de-energized position), this application addresses the problem of the solenoid valve's inability to properly transition from de-energized to energized states by using redundant solenoid valves to ensure that a single solenoid valve failure does not prevent ventilation from the train pipes.

[0030] This application ensures that during emergency braking, the input air pressure of the relay valve is simultaneously cut off from the air circuit to prevent the vehicle from releasing air after the train pipe is filled with air during emergency braking.

[0031] This application incorporates two emergency braking solenoid valves connected via an air circuit design, enabling both valves to control the train pipe venting valve. This effectively solves the problem of a single emergency braking solenoid valve failure in traditional locomotive braking systems preventing the system from performing emergency braking venting, thus avoiding safety hazards and improving safety and reliability. Furthermore, this application can detect faults in the emergency braking solenoid valve circuit and automatically guide the redundant emergency braking solenoid valve to achieve the emergency braking train pipe venting function.

[0032] Example 1:

[0033] An emergency braking windproof control device, such as Figure 1 As shown, it includes: a first emergency brake solenoid valve 100, a second emergency brake solenoid valve 101, and an emergency brake isolation valve 102; the first emergency brake solenoid valve 100, the second emergency brake solenoid valve 101, and the emergency brake isolation valve 102 constitute an emergency brake control path.

[0034] The first terminal A1 of the first emergency brake solenoid valve 100 is connected to an air source (the air source is...) Figure 1 The first emergency brake solenoid valve 100 is connected to the main air source in the system. The second end A2 of the first emergency brake solenoid valve 100 is connected to the third end A3 of the second emergency brake solenoid valve 101. The third end A3 of the first emergency brake solenoid valve 100 is open to the atmosphere. The first end A1 of the second emergency brake solenoid valve 101 is connected to the air source (which is...). Figure 1 The second end A2 of the second emergency brake solenoid valve 101 is connected to the first end A1 of the emergency brake isolation valve 102; the second end A2 of the emergency brake isolation valve 102 is connected to the control end C1 of the train pipe vent valve 103; and the third end A3 of the emergency brake isolation valve 102 is open to the atmosphere.

[0035] The first emergency brake solenoid valve 101, the second emergency brake solenoid valve 102, or the emergency brake isolation valve 102 control the train pipe vent valve 103 in the event of emergency braking of the train, so as to realize the exhaust of air from the train pipe.

[0036] The emergency braking windproof control device further includes: a two-way valve 105 for cutting off the control path and a main air cut-off valve 107. The two-way valve 105 and the main air cut-off valve 107 form an emergency braking air supply cut-off control path. The first end A1 of the two-way valve 105 is connected to the brake control air source (the brake control air source is an air source whose size can be manually set). The second end A2 of the two-way valve 105 is connected to the control end C1 of the train pipe vent valve 103. The third end A3 of the two-way valve 105 is connected to the control end C1 of the main air cut-off valve 107. The first end A1 of the main air cut-off valve 107 is connected to the air source (which is... Figure 1 The main air supply is connected to the main air supply source. The second end A2 of the main air shut-off valve 107 is connected to the first end A1 of the train pipe relay valve 106. In the event of emergency braking of the train, the second end A2 of the shut-off control passage bidirectional valve 105 is connected to the third end A2 of the shut-off control passage bidirectional valve 105. The shut-off control passage bidirectional valve 105 controls the first end A1 of the main air shut-off valve 107 to disconnect from the second end A2 of the main air shut-off valve 107, so as to disconnect the train pipe relay valve 106 and prevent the train pipe relay valve 106 from supplying air to the train pipe.

[0037] The emergency braking windproof control device further includes a sensor 104 for detecting train pipe pressure. The sensor 104 is disposed between the second end A2 of the train pipe relay valve 106 and the first end A1 of the train pipe vent valve 103. Both the second end A2 of the train pipe relay valve 106 and the first end A1 of the train pipe vent valve 103 are connected to the train pipe.

[0038] The first emergency braking solenoid valve 100 and / or the second emergency braking solenoid valve 101 are two-position three-way solenoid valves. When the two-position three-way solenoid valve is energized, the first end A1 of the two-position three-way solenoid valve is connected to the second end A2 of the two-position three-way solenoid valve, and the passage between the second end A2 of the two-position three-way solenoid valve and the third end A3 of the two-position three-way solenoid valve is cut off. When the two-position three-way solenoid valve is de-energized, the first end A1 of the two-position three-way solenoid valve is cut off, the second end A2 of the two-position three-way solenoid valve is connected to the third end A3 of the two-position three-way solenoid valve, and the third end A3 of the first emergency braking solenoid valve 100 is connected to the atmosphere. The third end A3 of the second emergency braking solenoid valve 101 is connected to the second end of the second emergency braking solenoid valve 101.

[0039] The emergency braking isolation valve 102 is a two-position three-way valve, which is a two-position three-way valve with an electric interlock switch. When the handle of the emergency braking isolation valve 102 is in the normal position, the third end A3 of the emergency braking isolation valve 102 is cut off, and the first end A1 of the emergency braking isolation valve 102 is connected to the second end A2 of the emergency braking isolation valve 102. When the handle of the emergency braking isolation valve 102 is in the cut-off position, the first end A1 of the emergency braking isolation valve 102 is cut off, and the second end A2 of the emergency braking isolation valve 102 is connected to the third end A3 of the emergency braking isolation valve 102. The third end A3 of the emergency braking isolation valve 102 is connected to the atmosphere.

[0040] The train pipe windproof valve 103 is a two-position two-way solenoid valve. When there is wind pressure at the control terminal C1 of the train pipe windproof valve 103, the first terminal A1 of the train pipe windproof valve 103 is connected to the second terminal A2 of the train pipe windproof valve 103. When there is no wind pressure at the control terminal C1 of the train pipe windproof valve 103, the first terminal A1 of the train pipe windproof valve 103 is connected to the second terminal A2 of the train pipe windproof valve 103. The second terminal of the train pipe windproof valve 103 is connected to the atmosphere.

[0041] The bidirectional valve 105 of the interruption control passage is a pressure comparison valve. When the pressure at the first end A1 of the bidirectional valve 105 is greater than the pressure at the second end A2 of the bidirectional valve 105, the third end A3 of the bidirectional valve 105 is connected to the first end A1 of the bidirectional valve 105. When the pressure at the second end A2 of the bidirectional valve 105 is greater than the pressure at the first end A1 of the bidirectional valve 105, the third end A3 of the bidirectional valve 105 is connected to the second end A2 of the bidirectional valve 105. When the pressure at the first end A1 of the bidirectional valve 105 is equal to the pressure at the second end A2 of the bidirectional valve 105, the first end A1, the second end A2, and the third end A3 of the bidirectional valve 105 are connected. The pressure at the first end A1 of the bidirectional valve 105 of the interruption control passage can be controlled by the brake control air source.

[0042] The main air shut-off valve 107 is a two-position two-way solenoid valve. When there is air pressure at the control terminal C1 of the main air shut-off valve 107, the first terminal A1 and the second terminal A2 of the main air shut-off valve 107 are not connected. When there is no air pressure at the control terminal C1 of the main air shut-off valve 107, the first terminal A1 and the second terminal A2 of the main air shut-off valve 107 are connected.

[0043] The train pipe relay valve 106 is a train pipe air filling and exhaust control valve. When there is air pressure input at the input port C1 of the train pipe relay valve 106, the train pipe pressure will be output according to the pressure change at the input port C1 of the train pipe relay valve 106. When the pressure at the input port C1 of the train pipe relay valve 106 rises, the second end A2 of the train pipe relay valve 106 outputs the train pipe pressure. When the pressure at the input port C1 of the train pipe relay valve 106 falls, the output pressure at the second end A2 of the train pipe relay valve 106 is the same as the pressure at the input port C1 of the train pipe relay valve 106, ensuring that the output pressure at the second end A2 of the train pipe relay valve 106 is consistent with the pressure at the input port C1 of the train pipe relay valve 106.

[0044] The train pipe sensor 104 can monitor changes in train pipe pressure and flow rate, and feed the pressure signal back to the train's own braking system to determine whether the train pipe vent valve 103 is activated and the train pipe pressure status.

[0045] It is understood that the energization and de-energization of the various valves and the acquisition of sensor data all need to be connected to the main control module and controlled in a unified manner. Those skilled in the art can directly design the main control module based on the description in this application, and this application will not elaborate further.

[0046] The operation process and principle of each solenoid valve in the emergency braking windproof control device are described in detail below:

[0047] When the train is running normally (i.e., in non-braking state), both the first emergency brake solenoid valve 100 and the second emergency brake solenoid valve 101 are de-energized. The first end A1 of the emergency fault isolation valve 102 is connected to the second end of the emergency fault isolation valve 102. At this time, the air pressure at the control end C1 of the train pipe vent valve 103 passes through the second end A2 of the emergency fault isolation valve 102 to the first end A1 of the emergency fault isolation valve 102, then through the second end A2 of the second emergency brake valve to the third end A3 of the second emergency brake valve, then through the second end A2 of the first emergency brake valve to the third end A3 of the first emergency brake valve, and finally the third end A3 of the first emergency brake valve is connected to the atmosphere, closing the vent passage of the train pipe. The brake control air source is set so that there is no air pressure at the third end of the two-way valve 105 of the cut-off control passage. The first end A1 of the main air cut-off valve 107 is connected to the second end A2 of the main air cut-off valve 107. The main air source reaches the first end of the train pipe relay valve 106, causing the train pipe relay valve 106 to operate. At this time, air is charged into the train pipe through the second end of the train pipe relay valve 106.

[0048] When emergency braking is performed normally (i.e., after emergency braking, the first emergency braking solenoid valve 100 and the second emergency braking solenoid valve 101 are in normal operating condition and there is no failure state), it is necessary to quickly vent the air pressure in the train pipe. Therefore, the main control module drives one of the first emergency braking solenoid valve 100 or the second emergency braking solenoid valve 101. For example, when the first emergency braking solenoid valve 100 is energized, the main air source flows through the first terminal A1 of the first emergency braking solenoid valve 100 to the second terminal A2 of the first emergency braking solenoid valve 100, and then through the third terminal A3 of the second emergency braking solenoid valve 101 to the second terminal A2 of the second emergency braking solenoid valve 101, through the emergency fault... The isolation valve 102 (at this time, the first end A1 of the emergency fault isolation valve 102 is connected to the second end A2 of the emergency fault isolation valve 102) reaches the control end C1 of the train pipe windproof valve 103, driving the train pipe windproof valve 103 to operate, opening the passage between the first end A1 and the second end A2 of the train pipe windproof valve 103, communicating the train pipe with the atmosphere. At the same time, the main control module controls the air source input pressure through the brake, reaching the control end C1 of the main air cut-off valve 107, closing the input of the main air source of the train pipe relay valve 106, ensuring that the second end A2 of the train pipe relay valve 106 will not charge the train pipe with air during emergency braking.

[0049] In both of the above situations, the first emergency brake solenoid valve 100 and the second emergency brake solenoid valve 101 can be used alternately for emergency brake ventilation control. At the same time, in order to improve the service life of the solenoid valves, the first emergency brake solenoid valve 100 or the second emergency brake solenoid valve 101 can be selected for emergency brake train pipe ventilation control based on whether the day is odd or even.

[0050] During emergency braking, if the first emergency braking solenoid valve 100 fails to reach the normal potential due to a malfunction, the control terminal C1 of the train pipe windproof valve 103 will have no air pressure. Based on the emergency braking command and the pressure of the train pipe monitored by the train pipe sensor 104, it can be determined that there is no air pressure in the train pipe. Specifically, if the pressure monitored by the train pipe sensor 104 gradually decreases to zero after emergency braking, it is in a normal state; otherwise, there is no air pressure in the train pipe, and the first emergency braking solenoid valve 100 fails to reach the normal potential. At this time, the train pipe vent valve 103 does not operate, indicating a fault in the first emergency brake solenoid valve 100. This automatically directs the system to the second emergency brake solenoid valve 101, energizing it. The main air source will then pass through the passage of the second emergency brake solenoid valve 101 and the emergency fault isolation plug 102 to the control terminal C1 of the train pipe vent valve 103, driving the train pipe vent valve 103 to release the train pipe pressure and achieve the emergency ventilation function of the emergency brake train pipe. Similarly, when the second emergency brake solenoid valve 101 malfunctions, it will control the first emergency brake solenoid valve 100 to be energized, thereby achieving the emergency ventilation function of the train pipe during emergency braking.

[0051] During emergency braking, if the first emergency braking solenoid valve 100 and the second emergency braking solenoid valve 101 remain energized and cannot be reset, the fault leads to the exhaust of air from the train pipe, which is a safe state. Therefore, the fault can be isolated by controlling the emergency fault isolation valve 102. Specifically, the second end A2 of the emergency fault isolation valve 102 is connected to the third end A3 of the emergency fault isolation valve 102, and the third end A3 of the emergency fault isolation valve 102 is open to the atmosphere. The influence of the emergency braking solenoid valve control path on the train pipe windproof valve 103 is used to achieve temporary train operation and ensure the emergency operation safety of the train.

[0052] This embodiment of an emergency braking windproof control device employs a first emergency braking solenoid valve 100, a second emergency braking solenoid valve 101, and an emergency braking isolation valve 102 to form an emergency braking control path, used to control the train pipe windproof valve 103 to achieve emergency air release from the train pipe. When one of the emergency braking solenoid valves fails, the other emergency braking solenoid valve is activated to release air from the train pipe. When the first emergency braking solenoid valve 100 and the second emergency braking solenoid valve 101 remain energized and cannot be reset, the emergency fault isolation valve 102 is activated to enable temporary train operation, ensuring the safety of emergency train operation. This ensures the normal operation of the train pipe ventilation function of the braking system in emergency situations. This embodiment also employs a two-way valve 105 and a main air cutoff valve 107 to form an emergency braking air supply cutoff control path. During emergency braking of the train, the air supply to the train pipe via the train pipe relay valve 106 is cut off. This ensures that the train pipe is not continuously refilled by the relay valve during ventilation, preventing the train pipe from being simultaneously ventilated and refilled, which could lead to unexpected release of the vehicle braking system.

[0053] Example 2:

[0054] This embodiment proposes an emergency braking windproof control method, implemented based on the emergency braking windproof control device, the method comprising:

[0055] In the event of emergency braking of the train, the first emergency braking solenoid valve 100 or the second emergency braking solenoid valve 101 is activated to ventilate the train pipe.

[0056] During the ventilation process, if any emergency brake solenoid valve fails to activate, switch to another emergency brake solenoid valve to ventilate the train pipe; if both the first emergency brake solenoid valve 100 and the second emergency brake solenoid valve 101 remain energized and cannot be reset, disconnect the first emergency brake solenoid valve 100 and the second emergency brake solenoid valve 101, and activate the emergency brake isolation plug 102 to ventilate the train pipe.

[0057] When the train is running normally and not under emergency braking, the main air supply is cut off at the first end A1 of the first emergency braking solenoid valve 100 and the second emergency braking solenoid valve 101. There is no air pressure at the control end of the train pipe windproof valve 103, keeping the train pipe exhaust port closed.

[0058] When any emergency brake solenoid valve fails to activate, switching to another emergency brake solenoid valve to ventilate the train pipe includes:

[0059] The train pipe pressure is monitored in real time during the process of venting the train pipe through the current emergency brake solenoid valve.

[0060] If the train pipe pressure does not show a downward trend, it is determined that the current emergency brake solenoid valve cannot be activated;

[0061] Switch to another emergency brake solenoid valve to ventilate the train pipe.

[0062] The emergency braking windproof control method further includes:

[0063] In the event of emergency braking of the train, the two-way valve 105 of the cut-off control path controls the first end of the main air cut-off valve 107 to disconnect from the second end of the main air cut-off valve 107, thereby disconnecting the train pipe relay valve 106 and preventing the train pipe relay valve 106 from supplying air to the train pipe.

[0064] In this embodiment, the emergency braking wind control method, when a train is under emergency braking, switches to another emergency braking solenoid valve to ventilate the train pipe if either emergency braking solenoid valve fails to activate. If both the first emergency braking solenoid valve 100 and the second emergency braking solenoid valve 101 remain energized and cannot be reset, both valves are disconnected, and the emergency braking isolation valve 102 is activated to ventilate the train pipe. This ensures the normal operation of the train pipe venting function of the braking system in emergency situations, while also preventing the train pipe from being continuously recharged by the relay valve during venting, thus preventing the train pipe from being simultaneously vented and recharged, which could lead to unexpected release of the vehicle's braking system.

[0065] The various embodiments in this disclosure are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0066] The scope of protection of this disclosure is not limited to the embodiments described above. Obviously, those skilled in the art can make various modifications and variations to this disclosure without departing from its scope and spirit. If such modifications and variations fall within the scope of the claims of this disclosure and their equivalents, then the intent of this disclosure also includes such modifications and variations.

Claims

1. An emergency braking windproof control device, characterized in that, include: The first emergency brake solenoid valve, the second emergency brake solenoid valve, and the emergency brake isolation valve; The first emergency braking solenoid valve and / or the second emergency braking solenoid valve are two-position three-way solenoid valves; The first end of the first emergency brake solenoid valve is connected to an air source, the second end of the first emergency brake solenoid valve is connected to the third end of the second emergency brake solenoid valve, and the third end of the first emergency brake solenoid valve is open to the atmosphere; the first end of the second emergency brake solenoid valve is connected to an air source, and the second end of the second emergency brake solenoid valve is connected to the first end of the emergency brake isolation valve; the second end of the emergency brake isolation valve is connected to the control end of the train pipe vent valve, and the third end of the emergency brake isolation valve is open to the atmosphere. The first emergency brake solenoid valve, the second emergency brake solenoid valve, or the emergency brake isolation valve control the train pipe vent valve in the event of emergency braking of the train to achieve ventilation of the train pipe. The emergency braking windproof control device further includes: a two-way valve for shutting off the control path and a main air shut-off valve. The first end of the two-way valve for shutting off the control path is connected to the brake control air source. The second end of the two-way valve for shutting off the control path is connected to the control end of the train pipe vent valve. The third end of the two-way valve for shutting off the control path is connected to the control end of the main air shut-off valve. The first end of the main air shut-off valve is connected to the air source. The second end of the main air shut-off valve is connected to the first end of the train pipe relay valve. In the event of emergency braking of the train, the second end of the two-way valve for shutting off the control path is connected to the third end of the two-way valve for shutting off the control path. The two-way valve for shutting off the control path controls the first end of the main air shut-off valve to disconnect from the second end of the main air shut-off valve, thereby disconnecting the train pipe relay valve and preventing the train pipe relay valve from supplying air to the train pipe.

2. The emergency braking windproof control device according to claim 1, characterized in that, The emergency braking windproof control device further includes: a sensor for detecting train pipe pressure, the sensor being disposed between the second end of the train pipe relay valve and the first end of the train pipe vent valve, both the second end of the train pipe relay valve and the first end of the train pipe vent valve being connected to the train pipe.

3. The emergency braking windproof control device according to claim 1, characterized in that, When the two-position three-way solenoid valve is energized, the first end of the two-position three-way solenoid valve is connected to the second end of the two-position three-way solenoid valve, and the passage between the second end of the two-position three-way solenoid valve and the third end of the two-position three-way solenoid valve is cut off. When the two-position three-way solenoid valve is de-energized, the first end of the two-position three-way solenoid valve is cut off, and the second end of the two-position three-way solenoid valve is connected to the third end of the two-position three-way solenoid valve.

4. The emergency braking windproof control device according to claim 1, characterized in that, The emergency braking isolation valve is a two-position three-way valve. When the handle of the emergency braking isolation valve is in the normal position, the third end of the emergency braking isolation valve is cut off, and the first end of the emergency braking isolation valve is connected to the second end. When the handle of the emergency braking isolation valve is in the cut-off position, the first end of the emergency braking isolation valve is cut off, and the second end of the emergency braking isolation valve is connected to the third end. The third end of the emergency braking isolation valve is open to the atmosphere.

5. The emergency braking windproof control device according to claim 2, characterized in that, The bidirectional valve for the shutdown control path is a pressure comparison valve. When the pressure at the first end of the bidirectional valve for the shutdown control path is greater than the pressure at the second end of the bidirectional valve for the shutdown control path, the third end of the bidirectional valve for the shutdown control path is connected to the first end of the bidirectional valve for the shutdown control path. When the pressure at the second end of the bidirectional valve for the shutdown control path is greater than the pressure at the first end of the bidirectional valve for the shutdown control path, the third end of the bidirectional valve for the shutdown control path is connected to the second end of the bidirectional valve for the shutdown control path. When the pressure at the first end of the bidirectional valve for the shutdown control path is equal to the pressure at the second end of the bidirectional valve for the shutdown control path, the first end of the bidirectional valve for the shutdown control path, the second end of the bidirectional valve for the shutdown control path, and the third end of the bidirectional valve for the shutdown control path are connected.

6. The emergency braking windproof control device according to claim 2, characterized in that, The main air shut-off valve is a two-position two-way solenoid valve. When there is air pressure at the control end of the main air shut-off valve, the first end of the main air shut-off valve is not connected to the second end of the main air shut-off valve; when there is no air pressure at the control end of the main air shut-off valve, the first end of the main air shut-off valve is connected to the second end of the main air shut-off valve.

7. An emergency braking windproof control method, characterized in that, Based on the emergency braking windproof control device according to any one of claims 1 to 6, the method includes: In the event of emergency braking of the train, the first emergency braking solenoid valve or the second emergency braking solenoid valve is activated to ventilate the train pipes. During the ventilation process, if any emergency brake solenoid valve fails to activate, switch to another emergency brake solenoid valve to ventilate the train pipe; if both the first and second emergency brake solenoid valves remain energized and cannot be reset, disconnect the first and second emergency brake solenoid valves and activate the emergency brake isolation plug to ventilate the train pipe. The emergency braking windproof control method further includes: In the event of emergency braking of the train, the two-way valve of the cut-off control path disconnects the first end of the main air cut-off valve from the second end of the main air cut-off valve, thereby disconnecting the train pipe relay valve and preventing the train pipe relay valve from supplying air to the train pipe.

8. The emergency braking windproof control method according to claim 7, characterized in that, When any emergency brake solenoid valve fails to activate, switching to another emergency brake solenoid valve to ventilate the train pipe includes: The train pipe pressure is monitored in real time during the process of venting the train pipe through the current emergency brake solenoid valve. If the train pipe pressure does not show a downward trend, it is determined that the current emergency brake solenoid valve cannot be activated; Switch to another emergency brake solenoid valve to ventilate the train pipe.

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