A subway engineering vehicle automatic end-changing parking control system and vehicle

Abstract

The present application relates to a kind of subway engineering vehicle automatic end parking control system and vehicle, and parking system includes: brake cylinder;Parking cylinder;Switching valve is provided with air inlet, gas outlet, pre-control port and first exhaust port;First solenoid valve is provided with inlet, outlet and second exhaust port;The inlet of the first solenoid valve is connected to the brake cylinder, the outlet of the first solenoid valve is connected to the pre-control port of the switching valve;Wherein, when the first solenoid valve is closed by power loss, the brake cylinder is connected with the parking cylinder by the switching valve;When the first solenoid valve is opened by power, the brake cylinder is connected with the pre-control port of the switching valve by the first solenoid valve, and the parking cylinder is connected with the first exhaust port of the switching valve;The present application controls different passageways in switching valve by the power loss of first solenoid valve, prevents brake cylinder pressure rise and makes parking brake be relieved, to ensure the success of automatic end.

Description

Technical Field

[0001] This invention relates to the field of parking braking technology, and in particular to a parking control system and vehicle for automatic end-changing of subway engineering vehicles. Background Technology

[0002] Subway engineering vehicles are commonly used in maintenance depots to perform shunting operations on subway trains, flatbed cars, and rail grinding vehicles, or to tow rescue trains in emergencies. End-switching is a procedure used during system operation, transferring the engineering vehicle's control end from one end to the other. Traditionally, this involves the driver and crew lowering the pantograph and disconnecting the main circuit breaker at the control end, then raising the pantograph and reconnecting the main circuit breaker at the other end, a cumbersome process. Therefore, current subway battery-powered engineering vehicles are equipped with automatic end-switching functionality. This allows end-switching to be performed without lowering the pantograph, with the main circuit breaker closed, and with equipment such as the compressor continuously operating. Furthermore, upon successful end-switching, the pantograph, main circuit breaker, and compressor are automatically switched to control at the control end.

[0003] When the subway battery-powered engineering vehicle automatically switches ends, the "automatic end-switching" program is activated by pressing the automatic end-switching button on the driver's cab control panel. During the period from activation to the driver removing the key from one control panel and another control panel being occupied, all computer displays will show "Automatic end-switching in progress." If one end of the driver's cab control panel is occupied again within the effective time of automatic end-switching (timed from program activation, typically 2 minutes), the "automatic end-switching" program should end, and the computer display will show "Automatic end-switching completed," indicating a successful automatic end-switching.

[0004] Currently, the automatic end-changing of engineering vehicles requires the following three conditions to be met simultaneously: (1) the driver controller is in the "zero" position, and the mode selection switch is in the "zero" position, i.e., there is no direction selection signal; (2) the locomotive is stationary; (3) parking brake is applied.

[0005] The parking control principle of subway construction vehicles is shown in the attached figure. Figure 1 As shown, during the automatic end-changing of the subway engineering vehicle, the driver and conductor need to press the stop application button on the control panel. This activates the double-pulse solenoid valve, and the pressure in the stop cylinder is released to the atmosphere through the stop plug and the comparator valve. Simultaneously, the main brake is set to the multiple-connection position, the small brake is set to the running position, and the key switch disconnects the power to the brake controller. All solenoid valves inside the brake cabinet are de-energized, and the brake solenoid valve, due to de-energization, releases the equalizing air cylinder pressure to the atmosphere at the normal braking rate. When the train pipe pressure drops below 260 kPa, the valve port of the pressure boosting section of the distribution valve is opened under the action of the pressure difference. The main airflow enters the volume chamber through the valve port, and the brake cylinder pressure eventually rises to 450 kPa ± 20 kPa. This pressure then enters the stop cylinder through the comparator valve, and the stop pressure switch activates, giving a stop brake release signal.

[0006] The subway engineering vehicle experiences issues with unsuccessful automatic end-changing during operation, causing inconvenience to customers. The following two situations lead to automatic end-changing failure: First, although the parking brake is applied, it fails to complete all end-changing procedures and operations within the valid automatic end-changing time (end-changing timeout); second, although all end-changing procedures and operations are completed within the valid automatic end-changing time, the parking brake is released before the completion of all end-changing procedures and operations.

[0007] In existing technology, the brake cylinder pressure and the parking air cylinder pressure enter the parking cylinder through a comparison valve and a parking plug. While this design prevents excessive braking force caused by the simultaneous superposition of parking braking force and brake cylinder pressure, there is a possibility that the parking brake may be released once the brake cylinder pressure rises to a certain value. If the parking brake is released, the automatic end-changing process will fail. In other words, if all end-changing procedures and operations are completed before the brake cylinder pressure reaches 450 kPa and within the effective time of automatic end-changing, then the automatic end-changing process is successful; otherwise, it fails. Summary of the Invention

[0008] To address the shortcomings of related technologies, this invention provides a parking control system and vehicle for automatic end-changing of subway engineering vehicles, ensuring that the pressure of the brake cylinder does not affect the application and release of parking, thus guaranteeing successful automatic end-changing.

[0009] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0010] A parking control system for automatic end-changing of subway engineering vehicles includes:

[0011] Brake cylinder;

[0012] Storage tank;

[0013] Switching valve: It is provided with an air inlet, an air outlet, a pre-control port and a first exhaust port; the air inlet of the switching valve is connected to the brake cylinder, and the air outlet of the switching valve is connected to the parking cylinder;

[0014] The switching valve is configured such that when there is no pressure at the pre-control port, the air inlet is connected to the air outlet; when there is pressure at the pre-control port, the passage formed by the air inlet and the air outlet is cut off, and the air outlet is connected to the first exhaust port.

[0015] First solenoid valve: It is provided with an inlet, an outlet and a second exhaust port; the inlet of the first solenoid valve is connected to the brake cylinder and the outlet of the first solenoid valve is connected to the pre-control port of the switching valve.

[0016] The first solenoid valve is configured such that when the first solenoid valve is de-energized, the first solenoid valve is closed, that is, no passage is formed between the inlet and outlet of the first solenoid valve; when the first solenoid valve is energized, the first solenoid valve is opened, that is, the inlet and outlet of the first solenoid valve are connected.

[0017] Specifically, when the first solenoid valve is de-energized and closed, the brake cylinder is connected to the parking cylinder through the switching valve, and the second exhaust port forms a passage with the pre-control port of the switching valve; when the first solenoid valve is energized and opened, the brake cylinder is connected to the pre-control port of the switching valve through the first solenoid valve, and the parking cylinder is connected to the first exhaust port of the switching valve.

[0018] In some embodiments of the present invention, it further includes:

[0019] Main air cylinder;

[0020] The second solenoid valve has its inlet connected to the main air cylinder and its outlet connected to the parking cylinder. The second solenoid valve is used to receive parking brake application signals and parking brake release signals. When the second solenoid valve is activated to release the parking brake signal, the main air cylinder is connected to the parking cylinder. When the second solenoid valve is activated to apply the parking brake signal, the passage between the main air cylinder and the parking cylinder is cut off.

[0021] In some embodiments of the present invention, it further includes:

[0022] Two-way valve: It is provided with a first inlet, a second inlet and an outlet; the first inlet of the two-way valve is connected to the air outlet of the switching valve; the second inlet of the two-way valve is connected to the outlet of the second solenoid valve; the outlet of the two-way valve is connected to the parking cylinder.

[0023] In some embodiments of the present invention, it further includes:

[0024] Plug: One end of which is connected to the outlet of the two-way valve, and the other end is connected to the parking cylinder.

[0025] In some embodiments of the present invention, it further includes:

[0026] A pressure switch is installed between the stop valve and the parking cylinder to provide feedback on the pressure of the parking cylinder.

[0027] In some embodiments of the present invention, it further includes:

[0028] Pressure relief valve: Its inlet is connected to the main air cylinder, and its outlet is connected to the inlet of the second solenoid valve.

[0029] In some embodiments of the present invention, a controller is also included, which is electrically connected to the first solenoid valve and the second solenoid valve.

[0030] In addition, the present invention also provides a vehicle, including the above-mentioned parking control system for automatic end-changing of subway engineering vehicles.

[0031] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0032] 1. The first solenoid valve and the switching valve are located on one side of the brake cylinder pipeline. By energizing or de-energizing the first solenoid valve, different passages inside the switching valve are controlled to prevent the brake cylinder pressure from rising and causing the parking brake to be released, thereby ensuring the success of automatic end switching.

[0033] 2. The need for frequent pantograph lowering and raising is eliminated, which can effectively avoid accidents such as flashover of high-voltage equipment on the vehicle roof and failure of the contact network in foggy, hazy, rainy and snowy weather, as well as pantograph freezing and inability to be raised, thus improving the efficiency of engineering vehicle end-changing and line-switching operations. Attached Figure Description

[0034] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0035] Figure 1 Schematic diagram of the parking control principle for subway construction vehicles;

[0036] Figure 2 This is a schematic diagram of the parking control system for automatic end-changing of subway engineering vehicles according to the present invention;

[0037] Figure 3 This is a parking control logic diagram for the automatic end-changing system of subway engineering vehicles according to the present invention;

[0038] In the above diagram: 1. Brake cylinder; 2. Parking cylinder; 3. Switching valve; 301. Switching valve inlet; 302. Switching valve outlet; 303. Switching valve pre-control port; 304. First exhaust port; 4. First solenoid valve; 401. First solenoid valve inlet; 402. First solenoid valve outlet; 403. Second exhaust port; 5. Main air cylinder; 6. Second solenoid valve; 7. Two-way valve; 701. Two-way valve first inlet; 702. Two-way valve second inlet; 703. Two-way valve outlet; 8. Plug valve; 9. Pressure switch; 10. Pressure relief valve. Detailed Implementation

[0039] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0040] In the description of this invention, it should be understood that the terms "center", "lateral", "longitudinal", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0041] The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include one or more of that feature.

[0042] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0043] As attached Figure 2 and attached Figure 3 As shown, in an illustrative embodiment of the parking control system for automatic end-changing of subway engineering vehicles according to the present invention, it includes:

[0044] Brake cylinder 1;

[0045] Parking cylinder 2;

[0046] Switching valve 3: It is provided with an air inlet 301, an air outlet 302, a pre-control port 303 and a first exhaust port 304; the air inlet 301 of the switching valve 3 is connected to the brake cylinder 1, and the air outlet 302 of the switching valve 3 is connected to the parking cylinder 2; the first exhaust port 304 is connected to the atmosphere for depressurization.

[0047] The switching valve 3 is configured such that when there is no pressure in the pre-control port 303, the air inlet 301 and the air outlet 302 are connected; when there is pressure in the pre-control port 303, the passage formed by the air inlet 301 and the air outlet 302 is cut off, and the air outlet 302 is connected to the first exhaust port 304.

[0048] The first solenoid valve 4 is provided with an inlet 401, an outlet 402 and a second exhaust port 403; the inlet 401 of the first solenoid valve 4 is connected to the brake cylinder 1, and the outlet 402 of the first solenoid valve 4 is connected to the pre-control port 303 of the switching valve 3; the second exhaust port 403 is connected to the atmosphere, and when the first solenoid valve 4 is de-energized, the pressure at its outlet is discharged.

[0049] The first solenoid valve 4 is configured such that when the first solenoid valve 4 is de-energized, the first solenoid valve 4 is closed, that is, no passage is formed between the inlet 401 and the outlet 402 of the first solenoid valve 4, and the pressure of the outlet 402 is discharged through the second exhaust port 403; when the first solenoid valve 4 is energized, the first solenoid valve 4 is opened, that is, the inlet 401 and the outlet 402 of the first solenoid valve 4 are connected.

[0050] When the first solenoid valve 4 is de-energized and closed, the brake cylinder 1 is connected to the parking cylinder 2 through the switching valve 3, and the second exhaust port 403 forms a passage with the pre-control port 303 of the switching valve; when the first solenoid valve 4 is energized and opened, the brake cylinder 1 is connected to the pre-control port 303 of the switching valve 3 through the first solenoid valve 4, and the parking cylinder 2 is connected to the first exhaust port 304 of the switching valve 3.

[0051] In the above illustrative embodiment, the first solenoid valve 4 is a normally closed valve. When there is no switching command, it closes due to power failure. The pressure in the pre-control port 303 is discharged to the atmosphere through the second exhaust port 403 of the first solenoid valve 4, so that no pressure is generated in the pre-control port 303 of the switching valve. This controls the connection between the air inlet 301 and the air outlet 302 inside the switching valve 3, and the pressure of the brake cylinder 1 enters the parking cylinder 2 to realize the application and release of the parking brake. When automatic switching is performed, the first solenoid valve 4 is energized and opens. The pressure of the brake cylinder 1 reaches the pre-control port 303 of the switching valve 3 through the first solenoid valve 4, thereby controlling the disconnection between the air inlet 301 and the air outlet 302 inside the switching valve 3. The air outlet 302 is connected to the first exhaust port 304, and the pressure between the parking cylinder 2 and the switching valve 3 is discharged to the atmosphere through the first exhaust port 304.

[0052] The combined use of the first solenoid valve 4 and the switching valve 3 ensures that, under the premise that the parking brake application and release functions are normal, the automatic end switching is no longer affected by the brake cylinder pressure, thus guaranteeing the success of the automatic end switching.

[0053] In some embodiments, it also includes:

[0054] Main air cylinder 5;

[0055] The second solenoid valve 6 has its inlet connected to the main air cylinder 5 and its outlet connected to the parking cylinder 2. The second solenoid valve 6 is used to receive parking brake application signals and parking brake release signals. When the second solenoid valve 6 is activated to release the parking brake signal, the main air cylinder 5 is connected to the parking cylinder 2. When the second solenoid valve 6 is activated to apply the parking brake signal, the passage between the main air cylinder 5 and the parking cylinder 2 is cut off.

[0056] The main air reservoir 5 provides pressurized air to the second solenoid valve 6. When the parking brake release signal is activated, the second solenoid valve 6 connects the main air reservoir 5 and the parking cylinder 2, introducing pressurized air into the parking cylinder 2 to release the parking brake effect. When the parking brake application signal is activated, the second solenoid valve 6 discharges the pressurized air from the parking cylinder 2, generating the parking brake effect.

[0057] In some embodiments, the second solenoid valve 6 is a two-position three-way solenoid valve, which has a fast response speed, high control accuracy, and improves the precision and reliability of mechanical control.

[0058] In some embodiments, it also includes:

[0059] Two-way valve 7: It is provided with a first inlet 701, a second inlet 702 and an outlet 703; the first inlet 701 of the two-way valve 7 is connected to the air outlet 302 of the switching valve 3; the second inlet 702 of the two-way valve 7 is connected to the outlet of the second solenoid valve 6; the outlet 703 of the two-way valve 7 is connected to the parking cylinder 2.

[0060] When the air in the main air cylinder 5 and the brake cylinder 1 both reach the two-way valve 7, only the air with higher pressure can pass through the two-way valve 7 and reach the parking cylinder 2, which can prevent the parking braking force and the brake cylinder pressure from being superimposed at the same time, resulting in excessive braking force.

[0061] In some embodiments, it also includes:

[0062] Plug 8: One end is connected to the outlet 703 of the two-way valve 7, and the other end is connected to the parking cylinder 2. It is used to cut off the air supply from the main air cylinder 5 to the parking cylinder 2 for easy maintenance.

[0063] In some embodiments, it also includes:

[0064] Pressure switch 9, located between stop valve 8 and parking cylinder 2, is used to provide feedback on the pressure of parking cylinder 2. Pressure switch 9 detects the pressure of parking cylinder 2 and sends the pressure signal to the driver control system, allowing the system to operate accordingly based on the pressure conditions.

[0065] In some embodiments, it also includes:

[0066] Pressure relief valve 10: Its inlet is connected to the main air cylinder 5, and its outlet is connected to the inlet of the second solenoid valve 6. Pressure regulating valve 10 is used to control the pressure of the main air cylinder, avoid excessive pressure, and improve system safety.

[0067] In some embodiments, a controller is also included, which is electrically connected to the first solenoid valve 4 and the second solenoid valve 6. This is used to improve the accuracy of automatic control.

[0068] In addition, the present invention also provides a train, including the above-mentioned parking control system for automatic end-changing of subway engineering vehicles.

[0069] As attached Figure 3 As shown, after the driver presses the parking application button on the control panel, the key switch of this control terminal is turned off. When there is no automatic end-switching command on the control terminal, the first solenoid valve 4 is de-energized and closed. The pressure between the first solenoid valve 4 and the switching valve 3 is discharged to the atmosphere through the second exhaust port 403 of the first solenoid valve 4, so that no pressure is generated in the pre-control port 303. The control valve inlet 301 and outlet 302 are connected, and the pressure of the brake cylinder 1 enters the parking cylinder 2 through the two-way valve 7, realizing the release of the parking brake. When there is an automatic end-switching command on the control terminal, the first solenoid valve 4 is energized and opened, and the passage between the inlet 301 and outlet 302 of the switching valve is cut off. The pressure between the two-way valve 7 and the switching valve 3 is discharged to the atmosphere through the first exhaust port 304 of the switching valve 3, so as to prevent the pressure of the brake cylinder 1 from rising after the parking brake is applied, which would lead to the release of the parking brake. The pressure of the parking cylinder 2 is discharged to the atmosphere through the plug valve 8 and the two-way valve 7, maintaining the application of the parking brake until the automatic end-switching is successful.

[0070] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0071] The above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A parking control system for automatic end-changing of subway engineering vehicles, characterized in that, include: Brake cylinder; Storage tank; Switching valve: It is provided with an air inlet, an air outlet, a pre-control port and a first exhaust port; the air inlet of the switching valve is connected to the brake cylinder, and the air outlet of the switching valve is connected to the parking cylinder; The switching valve is configured such that when there is no pressure at the pre-control port, the air inlet is connected to the air outlet; when there is pressure at the pre-control port, the passage formed by the air inlet and the air outlet is cut off, and the air outlet is connected to the first exhaust port. First solenoid valve: It is provided with an inlet, an outlet and a second exhaust port; the inlet of the first solenoid valve is connected to the brake cylinder and the outlet of the first solenoid valve is connected to the pre-control port of the switching valve. The first solenoid valve is configured such that when the first solenoid valve is de-energized, the first solenoid valve is closed, that is, no passage is formed between the inlet and outlet of the first solenoid valve; when the first solenoid valve is energized, the first solenoid valve is opened, that is, the inlet and outlet of the first solenoid valve are connected. The control system is configured to selectively cut off or restore the pressure effect of the brake cylinder on the parking cylinder by controlling the energization and de-energization of the first solenoid valve during automatic end-changing operations of a subway engineering vehicle. Specifically, when the first solenoid valve is energized and opened in response to an automatic switching command, the brake cylinder is connected to the pre-control port of the switching valve through the first solenoid valve. The switching valve operates under the pressure of the pre-control port, cutting off the passage between its air inlet and outlet, and simultaneously connecting its outlet to the first exhaust port, thereby connecting the parking cylinder to the first exhaust port of the switching valve. When there is no automatic switching command, the first solenoid valve is de-energized and closed, the brake cylinder is connected to the parking cylinder through the switching valve, and the second exhaust port forms a passage with the pre-control port of the switching valve.

2. The parking control system for automatic end-changing of subway engineering vehicles as described in claim 1, characterized in that, Also includes: Main air cylinder; The second solenoid valve has its inlet connected to the main air cylinder and its outlet connected to the parking cylinder. The second solenoid valve is used to receive parking brake application signals and parking brake release signals. When the second solenoid valve is activated to release the parking brake signal, the main air cylinder is connected to the parking cylinder. When the second solenoid valve is activated to apply the parking brake signal, the passage between the main air cylinder and the parking cylinder is cut off.

3. The parking control system for automatic end-changing of subway engineering vehicles as described in claim 2, characterized in that, Also includes: Two-way valve: It is provided with a first inlet, a second inlet and an outlet; the first inlet of the two-way valve is connected to the air outlet of the switching valve; the second inlet of the two-way valve is connected to the outlet of the second solenoid valve; the outlet of the two-way valve is connected to the parking cylinder.

4. The parking control system for automatic end-changing of subway engineering vehicles as described in claim 3, characterized in that, Also includes: Plug: One end of which is connected to the outlet of the two-way valve, and the other end is connected to the parking cylinder.

5. The parking control system for automatic end-changing of subway engineering vehicles as described in claim 4, characterized in that, Also includes: Pressure switch: Located between the stop valve and the parking cylinder, used to provide feedback on the pressure of the parking cylinder.

6. The parking control system for automatic end-changing of subway engineering vehicles as described in any one of claims 2, 3, 4, or 5, characterized in that, Also includes: Pressure relief valve: Its inlet is connected to the main air cylinder, and its outlet is connected to the inlet of the second solenoid valve.

7. The parking control system for automatic end-changing of subway engineering vehicles as described in claim 2, characterized in that, It also includes a controller, which is electrically connected to the first solenoid valve and the second solenoid valve.

8. A vehicle, characterized in that, The parking control system for automatic end-changing of subway engineering vehicles as described in any one of claims 1-7.

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