Electric brake control device, electric brake motor and train of track engineering vehicle

Abstract

The application provides an electric control brake device, an electric control brake motor and a train for a track engineering vehicle, which comprises a brake controller, an electric air control unit and a foundation brake unit; the electric air control unit comprises a separate brake module and a brake cylinder control module; the brake controller and the foundation brake unit are electrically connected with the separate brake module and the brake cylinder control module respectively; the brake controller is used for sending a separate brake instruction to the separate brake module and the brake cylinder control module when receiving the separate brake instruction, and the separate brake module and the brake cylinder control module respond to the separate brake instruction to control the air charging or discharging of a brake cylinder pre-control pipe, so that the foundation brake unit works. The electric air control unit timely receives the separate brake instruction, and then timely outputs or discharges the brake cylinder pre-control pressure, timely controls the working of the foundation brake unit, and improves the electric air brake speed of the track engineering vehicle.

Description

Technical Field

[0001] This invention relates to the field of electro-pneumatic braking control technology, and in particular to an electric braking device, an electric control motor, and a train for a rail engineering vehicle. Background Technology

[0002] A locomotive brake is a type of brake installed on a locomotive. It consists of components such as an air compressor that generates and stores pressurized air, a main air reservoir, and brake valves that issue and transmit braking and releasing commands. Currently, the air brakes used in rail engineering vehicles mainly employ the JZ-7 air brake, a purely mechanical product. The JZ-7 air brake achieves braking and releasing control of the rail engineering vehicle through changes in compressed air pressure.

[0003] However, the JZ-7 air brake is a purely mechanical product and lacks information, intelligent and automated control functions, resulting in a slow electro-pneumatic braking speed for rail engineering vehicles. Summary of the Invention

[0004] Therefore, it is necessary to provide an electric control braking device, an electric control motor, and a train for a rail engineering vehicle to address the aforementioned technical problems.

[0005] An electrically controlled braking device for a rail engineering vehicle includes: a brake controller, an electro-pneumatic control unit, and a basic braking unit; the electro-pneumatic control unit includes a separate braking module and a brake cylinder control module.

[0006] The brake controller and the basic brake unit are electrically connected to the individual brake module and the brake cylinder control module, respectively.

[0007] The brake controller is used to send a separate braking command to the separate braking module and the brake cylinder control module when a separate braking command is received. The separate braking module and the brake cylinder control module respond to the separate braking command by controlling the pre-control tube of the brake cylinder to charge or exhaust air so that the basic braking unit can work.

[0008] In one embodiment, the electro-pneumatic control unit includes a train pipe control module and an air brake valve module, and the brake controller and the basic braking unit are respectively connected to the train pipe control module and the air brake valve module;

[0009] The brake controller is used to send the automatic braking command to the train pipe control module when it receives the automatic braking command. The train pipe control module receives the automatic braking command and outputs the train pipe voltage signal. The brake cylinder control module and the air brake valve module respond to the train pipe voltage signal and control the brake cylinder pre-control pipe to charge or exhaust air so that the basic braking unit can work.

[0010] In one embodiment, the device includes a rapid exhaust valve and an emergency braking solenoid valve; the electro-pneumatic control unit includes an auxiliary function module, which is connected to the brake controller and the basic braking unit respectively; the brake controller is used to control the exhaust valve of the brake controller to discharge gas from the train pipe when the emergency braking command is received, and the train pipe is depressurized, so that the rapid exhaust valve discharges air from the train pipe when the train pipe is depressurized;

[0011] The emergency braking solenoid valve is used to open when the emergency braking command is received to release gas from the train pipe and depressurize the train pipe. The quick exhaust valve releases air from the train pipe when the train pipe is depressurized.

[0012] The auxiliary function module is used to detect whether the emergency brake button receives an emergency brake command. When the emergency brake button receives the emergency brake command, the auxiliary function module responds to the emergency brake command and controls the emergency brake solenoid valve to discharge gas from the train pipe to reduce the pressure in the train pipe. When the train pipe is depressurized, the quick exhaust valve discharges air from the train pipe.

[0013] In one embodiment, the electro-pneumatic control unit includes an air brake valve module, and the brake controller and the basic braking unit are respectively connected to the air brake valve module; the device includes a train pipe air pressure sensor, which is used to detect the air pressure of the train pipe. When the train pipe depressurization is detected, a train pipe depressurization signal is generated and transmitted to the electro-pneumatic control unit; the brake cylinder control module and the air brake valve module are used to charge air into the brake cylinder pre-control pipe in response to the train pipe depressurization signal, and the auxiliary function module charges air into the brake cylinder of the basic braking unit according to the pressure of the brake cylinder pre-control pipe.

[0014] In one embodiment, the electro-pneumatic control unit is used to receive an air brake isolation command, and the brake cylinder control module controls the brake cylinder pre-control tube to isolate, so as to isolate the air brake; the electro-pneumatic control unit receives an air brake recovery command, and the brake cylinder control module controls the brake cylinder pre-control tube to turn on, so as to restore the air brake.

[0015] In one embodiment, the device includes a bypass braking solenoid valve connected to the electro-pneumatic braking unit;

[0016] When the bypass brake solenoid valve is energized, it opens the passage from the main air flow area to the brake cylinder and closes the passage from the brake cylinder to the atmosphere. It reduces the pressure in the main air flow area through the pressure regulating valve and inputs the main air into the brake cylinder of the basic brake unit.

[0017] When the bypass brake solenoid valve is de-energized, it disconnects the passage from the main airflow area to the brake cylinder and opens the passage from the brake cylinder to the atmosphere, thus venting the compressed air from the brake cylinder to the atmosphere.

[0018] In one embodiment, the device further includes a parking brake cylinder solenoid valve, which is connected to the electro-pneumatic braking unit, and the basic braking unit includes a parking unit.

[0019] When the parking brake cylinder solenoid valve is energized, it opens the passage from the main air flow area to the parking brake cylinder and closes the passage from the parking brake cylinder to the atmosphere. The main air flows through the parking brake cylinder solenoid valve to the parking brake cylinder with the parking unit to relieve parking braking.

[0020] When the parking brake cylinder solenoid valve is de-energized, it cuts off the passage from the main airflow area to the parking brake cylinder and opens the passage from the parking brake cylinder to the atmosphere. The compressed air in the parking brake cylinder with the parking unit is discharged to the atmosphere through the parking brake cylinder solenoid valve.

[0021] In one embodiment, the device includes a brake hose;

[0022] The electro-pneumatic braking unit is used to receive train braking commands, control changes in train air pressure, and control the air pressure of another train's train air pressure through the brake hose.

[0023] An electric control motor for a rail engineering vehicle, comprising the electric control braking device for a rail engineering vehicle as described in any of the above embodiments.

[0024] A train comprising the electric control motor of the track engineering vehicle described in any of the above embodiments.

[0025] The electro-pneumatic braking device of the aforementioned rail engineering vehicle receives individual braking commands from the brake controller via an electro-pneumatic control unit. The individual braking module and brake cylinder control module of the electro-pneumatic control unit respond to these commands, outputting or releasing pre-control pressure in the brake cylinders to control the operation of the basic braking unit. Therefore, the electro-pneumatic control unit can promptly receive individual braking commands and then promptly output or release pre-control pressure in the brake cylinders, thereby controlling the operation of the basic braking unit and improving the electro-pneumatic braking speed of the rail engineering vehicle. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the electric control braking device of a track engineering vehicle in one embodiment;

[0027] Figure 2 This is a partial structural block diagram of the electric control braking device of a track engineering vehicle in one embodiment;

[0028] Figure 3This is a partial structural block diagram of the electric control braking device of a track engineering vehicle in one embodiment.

[0029] Reference numerals: 1. Driver's cab components; 2. Brake cabinet; 3. Electric screw air compressor; 4. Air purification unit; 5. Main air cylinder; 6. Bypass brake; 7. Parking brake release control line; 8. Basic brake unit; 9. Quick exhaust valve; 10. Main air hose; 11. Brake hose. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0031] Example 1

[0032] See Figure 1 An electrically controlled braking device for a rail engineering vehicle includes: a brake controller, an electro-pneumatic control unit, and a basic braking unit; the electro-pneumatic control unit includes a separate braking module and a brake cylinder control module.

[0033] The brake controller and the basic brake unit are electrically connected to the individual brake module and the brake cylinder control module, respectively.

[0034] The brake controller is used to send a separate braking command to the separate braking module and the brake cylinder control module when a separate braking command is received. The separate braking module and the brake cylinder control module respond to the separate braking command by controlling the pre-control tube of the brake cylinder to charge or exhaust air so that the basic braking unit can work.

[0035] In this embodiment, the brake controller is located in the train driver's cab and is used to receive control commands input by the user and transmit these commands to the electro-pneumatic control unit. The electro-pneumatic control unit controls the opening and closing of different solenoid valves according to the received control commands, controlling the airflow to achieve braking of the train. A separate braking module receives individual braking commands and determines the operating mode of the brake cylinder based on these commands. The brake cylinder control module controls the operation of the brake cylinder according to the operating mode corresponding to the individual braking command. The basic braking unit performs braking, controlling the wheel rotation through the brakes to achieve braking.

[0036] In this embodiment, the electric braking device of the rail engineering vehicle of this application receives individual braking commands output by the brake controller through the electro-pneumatic control unit. The individual braking module and brake cylinder control module of the electro-pneumatic control unit respond to the individual braking commands, outputting or releasing the pre-control pressure of the brake cylinder, and controlling the operation of the basic braking unit. Therefore, the electro-pneumatic control unit can receive individual braking commands in a timely manner, and then output or release the pre-control pressure of the brake cylinder in a timely manner, thereby controlling the operation of the basic braking unit and improving the electro-pneumatic braking speed of the rail engineering vehicle.

[0037] In one embodiment, the individual braking command is obtained through a separate brake lever of the brake controller. In this embodiment, the user can generate an individual braking command by pushing the separate brake lever, making the acquisition of individual braking commands more convenient.

[0038] See Figure 2 and Figure 3 In one embodiment, the individual braking module and the brake cylinder control module are used to respond to individual braking commands, output brake cylinder pre-control pressure values, and control the pre-control tube of the brake cylinder to charge or vent. An auxiliary function module is used to respond to pre-control tube pressure change signals and control the brake cylinder of the unit brake of the basic braking unit 8 to charge or vent. The pre-control tube pressure change signal is obtained by detecting the air pressure in the brake cylinder pre-control tube using a pressure sensor. In this embodiment, the volume of gas charged or discharged into the brake cylinder pre-control tube is determined according to the pre-control pressure value, causing pressure changes in the pre-control tube. The pressure sensor detects the air pressure in the brake cylinder pre-control tube in real time. When the brake cylinder pre-control tube is charged or vented, the pressure sensor detects the pressure change, generates a pre-control tube pressure change signal, and sends this signal to the individual braking module. The individual braking module determines the operating mode of the brake cylinder based on the pre-control tube pressure change signal. The brake cylinder control module controls the brake cylinder of the unit brake of the basic braking unit 8 to charge or vent according to the operating mode of the brake cylinder corresponding to the individual braking command, thereby achieving braking and release control of the work vehicle.

[0039] See Figure 2 and Figure 3In one embodiment, the electro-pneumatic control unit includes a train pipe control module and an air brake valve module. The brake controller and the basic braking unit 8 are respectively connected to the train pipe control module and the air brake valve module. The brake controller sends an automatic braking command to the train pipe control module upon receiving it. The train pipe control module receives the automatic braking command and outputs a train pipe pressure change signal. The brake cylinder control module and the air brake valve module respond to the train pipe pressure change signal, controlling the pre-control pipe of the brake cylinder to charge or exhaust air, thereby activating the basic braking unit 8. In this embodiment, the train pipe control module receives the automatic braking command and controls the train pipe to depressurize or increase pressure according to the command. As the air pressure in the train pipe changes, the brake cylinder control module and the air brake valve module acquire the train pipe pressure change signal. This signal is obtained by detecting the air pressure in the train pipe using an air pressure sensor. The automatic braking command controls the train pipe to depressurize or increase pressure, causing the air pressure in the train pipe to increase or decrease. The parameters recorded in the air pressure signal detected by the air pressure sensor increase or decrease, thus obtaining the train pipe pressure change signal. The brake cylinder control module and the air brake valve module control the opening and closing of different valves, causing the brake cylinder to be filled with or discharged with gas, and the brake cylinder pre-control pressure changes, thereby controlling the operation of the basic brake unit 8.

[0040] See Figure 2 and Figure 3 In one embodiment, the automatic braking command is obtained through the automatic braking handle of the brake controller. In this embodiment, the user can generate the automatic braking command by pushing the automatic braking handle, making the acquisition of the automatic braking command more convenient.

[0041] See Figure 2 and Figure 3 In one embodiment, the train pipe control module receives automatic braking commands and controls the train pipe to depressurize or increase pressure. The brake cylinder control module and the air brake valve module respond to the train pipe pressure change signal and control the brake cylinder to fill or discharge gas. The train pipe pressure change signal is obtained by detecting the air pressure in the train pipe through a pressure sensor. The auxiliary function module responds to the brake cylinder pressure change signal and controls the brake cylinder of the unit brake of the basic braking unit 8 to fill or discharge gas. In this embodiment, the train pipe control module first controls the train pipe to depressurize or increase pressure, causing the brake cylinder control module and the air brake valve module to respond and control the brake cylinder to fill and discharge gas, thus enabling the brake cylinder to operate and achieving brake release control of the work vehicle.

[0042] See Figure 2 and Figure 3In one embodiment, the device includes a rapid exhaust valve 9 and an emergency brake solenoid valve; the electro-pneumatic control unit includes an auxiliary function module, which is connected to the brake controller and the basic brake unit 8 respectively; the device includes: the brake controller, when receiving the emergency brake command, controls the exhaust valve of the brake controller to discharge gas from the train pipe, depressurizing the train pipe, so that the rapid exhaust valve 9 discharges air from the train pipe when the train pipe is depressurized; the emergency brake solenoid valve, when receiving the emergency brake command, opens to discharge gas from the train pipe, depressurizing the train pipe, and the rapid exhaust valve 9 discharges air from the train pipe when the train pipe is depressurized; the auxiliary function module is used to detect whether the emergency brake button receives an emergency brake command, and when the emergency brake button receives the emergency brake command, the auxiliary function module responds to the emergency brake command by controlling the emergency brake solenoid valve to discharge gas from the train pipe, depressurizing the train pipe, and the rapid exhaust valve 9 discharges air from the train pipe when the train pipe is depressurized.

[0043] In this embodiment, to achieve emergency braking control for both single-unit and convoy operation of the work vehicle, emergency braking is controlled through three triggering methods. The first method involves receiving an emergency braking command from the brake controller, which opens the brake controller's exhaust valve to rapidly release gas from the train pipe, depressurizing the train pipe and causing the rapid exhaust valve 9 to open, quickly purging the gas from the train pipe. The second method involves generating an emergency braking command when the emergency brake valve moves to the open position, opening the emergency brake valve to release gas from the train pipe, depressurizing the train pipe, and automatically opening the rapid exhaust valve 9 to quickly purge the air from the train pipe. The third method involves detecting an emergency braking command via the emergency brake button, with the auxiliary function module responding by controlling the emergency brake solenoid valve to open. The emergency brake solenoid valve releases gas from the train pipe, depressurizing the train pipe and causing the rapid exhaust valve 9 to open, also releasing gas from the train pipe. After the above three types of quick-release exhaust valves 9 discharge the gas from the train pipe, the train pipe air pressure sensor detects the train pipe decompression signal and transmits the train pipe decompression signal to the electro-pneumatic control unit. The brake cylinder control module and the air brake valve module respond to the train pipe decompression signal and control the brake cylinder pre-control pipe to charge air. The auxiliary function module controls the brake cylinder of the unit brake of the basic brake unit 8 to charge air, thereby realizing the emergency braking of the work vehicle.

[0044] See Figure 2 and Figure 3In one embodiment, the electro-pneumatic control unit includes an air brake valve module, and the brake controller and the basic braking unit 8 are respectively connected to the air brake valve module. The device includes a train pipe air pressure sensor, which detects the air pressure in the train pipe. When train pipe decompression is detected, a train pipe decompression signal is generated and transmitted to the electro-pneumatic control unit. The device includes a brake cylinder control module and the air brake valve module, which respond to the train pipe decompression signal by charging air into the pre-control pipe of the moving cylinder. The auxiliary function module charges air into the brake cylinder of the basic braking unit 8 according to the pressure of the pre-control pipe of the brake cylinder. In this embodiment, after the train pipe decompression signal is generated, the brake cylinder control module and the air brake valve module respond to the train pipe decompression signal by charging air into the pre-control pipe of the moving cylinder. The auxiliary function module controls the operation of the basic braking unit 8 to achieve emergency braking of the work vehicle. All three methods of triggering emergency braking involve a train pipe decompression process, so this design example can be applied to all three methods of triggering emergency braking to control the emergency braking of the train during train pipe decompression.

[0045] See Figure 2 and Figure 3 In one embodiment, the electro-pneumatic control unit is used to receive an air brake isolation command, and the brake cylinder control module controls the brake cylinder pre-control tube to isolate, so as to isolate the air brake; the electro-pneumatic control unit receives an air brake recovery command, and the brake cylinder control module controls the brake cylinder pre-control tube to turn on, so as to restore the air brake. In this embodiment, to achieve air-electric interlock control, when the work vehicle applies resistance braking or regenerative braking, an air brake isolation command is generated. The brake cylinder control module responds to the air brake isolation command, controls the brake cylinder pre-control tube to isolate, cuts off the air supply path to the brake cylinder of the unit brake of the basic braking unit 8, and expels the air from the brake cylinder. At this time, the air brake is isolated. When the resistance braking or regenerative braking is released, an air brake recovery command is generated. The brake cylinder control module responds to the air brake recovery command, controls the brake cylinder pre-control tube to conduct, and conducts the air supply path to the brake cylinder of the unit brake of the basic braking unit 8. At this time, the air brake is recovered, thereby achieving air-electric interlock control. In this way, when the work vehicle's air braking system is combined with resistance braking or regenerative braking, the air-electric interlock control can prevent the superposition of air braking and resistance or regenerative braking, which could cause excessive braking force and lead to braking skidding and wheel tread damage accidents.

[0046] See Figure 2 and Figure 3In one embodiment, the electric braking device of the rail engineering vehicle includes a bypass brake solenoid valve, which is connected to the electro-pneumatic braking unit. When the bypass brake solenoid valve is energized, it opens the passage from the main airflow area to the brake cylinder and closes the passage from the brake cylinder to the atmosphere. It reduces the pressure in the main airflow area through a pressure regulating valve and inputs the main air into the brake cylinder of the basic braking unit 8. When the bypass brake solenoid valve is de-energized, it closes the passage from the main airflow area to the brake cylinder and opens the passage from the brake cylinder to the atmosphere, discharging the compressed air from the brake cylinder to the atmosphere. In this embodiment, when the operator presses the bypass brake button on the work platform, the electro-pneumatic braking unit energizes the bypass brake solenoid valve, switching its state to open the passage from the main airflow area to the brake cylinder and disconnect the passage from the brake cylinder to the atmosphere. The main air pressure is reduced via a pressure regulating valve, and the reduced pressure is then introduced into the brake cylinder of the unit brake of the basic braking unit 8 through the bypass brake solenoid valve, thus braking the work vehicle. When the bypass brake button is reset, the electro-pneumatic braking unit de-energizes the bypass brake solenoid valve, switching its state to cut off the passage from the main airflow area to the brake cylinder, stopping the main airflow into the brake cylinder, and opening the passage from the brake cylinder to the atmosphere. The air in the brake cylinder of the unit brake of the basic braking unit 8 is then discharged to the atmosphere through the bypass brake solenoid valve, thus releasing the work vehicle.

[0047] See Figure 2 and Figure 3In one embodiment, the electric braking device of the track engineering vehicle further includes a parking brake cylinder solenoid valve, which is connected to the electro-pneumatic braking unit. The basic braking unit 8 includes a parking unit. When the parking brake cylinder solenoid valve is energized, it opens the passage from the main airflow area to the parking brake cylinder and closes the passage from the parking brake cylinder to the atmosphere. The main airflow is supplied to the parking brake cylinder with the parking unit through the parking brake cylinder solenoid valve to relieve parking braking. When the parking brake cylinder solenoid valve is de-energized, it cuts off the passage from the main airflow area to the parking brake cylinder and opens the passage from the parking brake cylinder to the atmosphere. The compressed air in the parking brake cylinder with the parking unit is discharged to the atmosphere through the parking brake cylinder solenoid valve. In this embodiment, when the operator presses the parking brake release button on the driver's console, the parking brake cylinder solenoid valve is energized, and its state changes. This opens the passage from the main airflow area to the parking brake cylinder and closes the passage from the parking brake cylinder to the atmosphere. The main airflow then supplies air to the parking brake cylinder of the basic braking unit 8 with the parking unit brake via the parking brake cylinder solenoid valve, thus releasing the parking brake of the work vehicle. When the parking brake release button is reset, the parking brake cylinder solenoid valve is de-energized, and its state changes. This cuts off the passage from the main airflow area to the parking brake cylinder and opens the passage from the parking brake cylinder to the atmosphere. Through the parking brake cylinder solenoid valve, the gas in the parking brake cylinder of the basic braking unit 8 with the parking unit brake is discharged to the atmosphere, thus applying the parking brake to the work vehicle.

[0048] See Figure 2 and Figure 3 In one embodiment, the device includes a brake hose 11; the electro-pneumatic braking unit receives a train braking command, controls the change in train pipe air pressure, and controls the train pipe air pressure of another train through the brake hose 11. In this embodiment, when the operator pushes the automatic brake handle of the brake controller in the driver's cab to generate a train braking command, the train pipe control module responds to the train braking command, controls the train pipe pressure to decrease or increase, and connects the train pipes of different trains through the brake hose 11, so that the train pipes of other operating vehicles are depressurized or pressurized.

[0049] Example 2

[0050] An electric braking device for a rail engineering vehicle includes a brake controller, an electro-pneumatic control unit, and a basic braking unit 8; the brake controller includes a separate brake handle; the electro-pneumatic control unit includes a brake cylinder control module, a separate control module, and an auxiliary function module; the basic braking unit 8 includes a unit brake;

[0051] The brake controller is used to obtain individual braking commands through individual brake handles and send the individual braking commands to the electro-pneumatic braking unit.

[0052] The individual braking module and the brake cylinder control module are used to receive individual braking commands and control the pre-control tube of the brake cylinder to charge or exhaust air.

[0053] The auxiliary function module is used to respond to the brake cylinder pre-control tube pressure change signal and control the brake cylinder of the unit brake of the basic braking unit 8 to charge or vent air. The brake cylinder pre-control tube pressure change signal is detected by the brake cylinder pre-control tube air pressure sensor when the brake cylinder pre-control tube is charged or vented.

[0054] In this embodiment, by obtaining a separate braking command, the brake cylinder of the control unit brake is charged or vented to realize the braking and release control of the work vehicle. It is used for braking release control when the work vehicle is alone, and the braking force is adjustable.

[0055] To achieve automatic braking, in one embodiment, the brake controller includes an automatic brake handle, and the electro-pneumatic control unit includes a train pipe control module and an air brake valve module.

[0056] The brake controller is used to obtain automatic braking commands through the automatic brake handle and send the automatic braking commands to the electro-pneumatic brake unit;

[0057] The train pipe control module is used to receive automatic braking commands and control the train pipe pressure reduction or increase.

[0058] The brake cylinder control module and the air brake valve module are used to respond to the train pipe pressure change signal and control the brake cylinder pre-control pipe to charge or exhaust air. The train pipe pressure change signal is obtained by detecting the air pressure of the train pipe through the train pipe air pressure sensor.

[0059] The auxiliary function module is used to respond to the brake cylinder pre-control tube pressure change signal and control the brake cylinder of the unit brake of the basic braking unit 8 to charge or vent air. The brake cylinder pre-control tube pressure change signal is obtained by detecting the air pressure of the brake cylinder pre-control tube through the brake cylinder pre-control tube air pressure sensor.

[0060] To trigger emergency braking, see [link / reference] Figure 2 and Figure 3 In one embodiment, the electric braking device of the rail engineering vehicle includes a fast exhaust valve 9, and the brake controller includes an automatic brake handle.

[0061] The brake controller is used to receive emergency braking commands through the automatic brake handle, control the opening of the brake controller's exhaust valve to release air from the train pipe, and reduce the pressure in the train pipe;

[0062] The quick-release valve 9 is used to open when the train pipe is depressurized to release air from the train pipe;

[0063] The auxiliary function module is used to respond to emergency braking commands, control the emergency braking solenoid valve to be energized and conduct, and exhaust air from the train pipe.

[0064] To trigger emergency braking, see [link / reference] Figure 2 and Figure 3 In one embodiment, the electric control braking device of the rail engineering vehicle includes a quick exhaust valve 9. When the emergency brake valve is in the open position, the emergency brake valve discharges air from the train pipe, and the train pipe is depressurized. The quick exhaust valve 9 opens when the train pipe is depressurized, and discharges air from the train pipe.

[0065] To trigger emergency braking, see [link / reference] Figure 2 and Figure 3 In one embodiment, the electric control braking device of the rail engineering vehicle includes a quick exhaust valve 9; an auxiliary function module is used to respond to an emergency braking command, control the emergency braking solenoid valve to be energized and conduct, and exhaust air from the train pipe, wherein the emergency braking command is obtained through an emergency braking button; the quick exhaust valve 9 opens when the train pipe is depressurized to exhaust air from the train pipe.

[0066] To perform emergency braking after it has been triggered, see [link to emergency braking instructions]. Figure 2 and Figure 3 In one embodiment, the electro-pneumatic control unit includes an air brake valve module;

[0067] The brake cylinder control module and the air brake valve module are used to respond to the train pipe decompression signal and control the pre-control tube of the brake cylinder to charge air. The train pipe decompression signal is obtained by the train pipe air pressure sensor detecting the air pressure in the train pipe when the train pipe is decompressed by exhausting air.

[0068] The auxiliary function module is used to control the air supply of the brake cylinder of the unit brake of the basic braking unit 8 according to the air pressure of the brake cylinder pre-control tube. The air pressure of the brake cylinder pre-control tube is obtained by detecting the air pressure of the brake cylinder pre-control tube through the brake cylinder pre-control tube air pressure sensor.

[0069] To isolate the air brakes, see [link / reference]. Figure 2 and Figure 3 In one embodiment, the brake cylinder control module is used to respond to an air brake isolation command by isolating the brake cylinder pre-control tube, cutting off the air supply path to the brake cylinder of the unit brake of the basic brake unit 8, and venting the air from the brake cylinder. The air brake isolation command is generated when the work vehicle applies resistance braking or regenerative braking.

[0070] To restore air braking, see Figure 2 and Figure 3 In one embodiment, the brake cylinder control module is used to respond to an air brake recovery command by controlling the brake cylinder pre-control tube to open the passage for charging air to the brake cylinder of the unit brake of the basic brake unit 8, wherein the air brake recovery command is generated after the regenerative braking or regenerative braking is released.

[0071] To achieve bypass braking 6, see [link / reference]. Figure 2 and Figure 3 In one embodiment, the electric braking device of the track engineering vehicle includes a bypass brake solenoid valve, which is connected to the electro-pneumatic braking unit. When the bypass brake button is triggered, the bypass brake solenoid valve is energized, opening the passage from the main airflow area to the brake cylinder and closing the passage from the brake cylinder to the atmosphere. The pressure is reduced in the main airflow area through the pressure regulating valve, and the bypass brake solenoid valve inputs the main air into the brake cylinder of the basic braking unit 8. When the bypass brake button is reset, the bypass brake solenoid valve is de-energized, closing the passage from the main airflow area to the brake cylinder and opening the passage from the brake cylinder to the atmosphere. The bypass brake solenoid valve discharges the compressed air from the brake cylinder to the atmosphere.

[0072] In one embodiment, see Figure 2 and Figure 3 The electric braking device of the track engineering vehicle also includes a parking brake cylinder solenoid valve, which is connected to the electro-pneumatic braking unit. The basic braking unit 8 includes a parking unit. When the parking brake release button is triggered, the parking brake cylinder solenoid valve is energized, opening the passage from the main airflow area to the parking brake cylinder and closing the passage from the parking brake cylinder to the atmosphere. The main airflow is supplied to the parking brake cylinder with the parking unit through the parking brake cylinder solenoid valve to release the parking brake. When the parking brake release button is reset, the parking brake cylinder solenoid valve is de-energized, cutting off the passage from the main airflow area to the parking brake cylinder and opening the passage from the parking brake cylinder to the atmosphere. The compressed air in the parking brake cylinder with the parking unit is discharged to the atmosphere through the parking brake cylinder solenoid valve.

[0073] See Figure 2 and Figure 3 In one embodiment, the device includes a brake hose 11, and the electro-pneumatic braking unit includes a train pipe control module; the brake controller is used to obtain a train braking command through the automatic brake handle and send the train braking command to the train pipe control module; the train pipe control module receives the train braking command and controls the train pipe to depressurize or increase pressure; the brake hose 11 is used to connect the train pipes of different trains, so that the train pipes of different trains depressurize or increase pressure.

[0074] Example 3

[0075] See appendix Figure 2 An electric control braking device for a rail engineering vehicle includes a driver's cab component 1, a brake cabinet 2, an electric screw air compressor 3, an air purification unit 4, a main air cylinder 5, a bypass brake 6, a parking brake release control pipeline 7, a basic braking unit 8, a quick exhaust valve 9, a main air hose 10, a brake hose 11, and their pipelines, etc.

[0076] The electric braking device of the rail engineering vehicle of the present invention has functions of individual braking, service braking, air-electric interlocking control, emergency braking, bypass braking, parking braking and train braking, and is used for braking relief control of hydrogen-powered work vehicles.

[0077] The electric control braking device of the rail engineering vehicle of the present invention mainly consists of driver's cab component 1, brake cabinet 2, electric screw air compressor 3, air purification unit 4, main air cylinder 5, bypass brake 6, parking brake release control pipeline 7, basic braking unit 8, quick exhaust valve 9, main air hose 10, brake hose 11 and its pipelines.

[0078] The driver's cab component 1 includes a brake controller, a wind pressure gauge, an emergency brake valve, and a brake display screen.

[0079] The brake controller of the driver's cab component 1 is a combined structure, equipped with an automatic braking unit, a separate braking unit, an emergency braking exhaust valve, and corresponding control circuits. The brake controller samples the brake handle position via an encoder and sends control commands to other intelligent node modules via a CAN network to control the braking and release of the train and locomotive. The brake controller is installed in both the I and II end driver's cabs, meeting the operational requirements for bidirectional operation of the work vehicle.

[0080] The brake cabinet 2 adopts an integrated design, integrating the electro-pneumatic control unit, electrical interface unit, junction box, cables and pipelines into one brake cabinet 2, which is installed in the driver's cab at end I.

[0081] The electro-pneumatic control unit integrated in the brake cabinet 2 consists of modules such as a train pipe control module, a brake cylinder control module, a separate control module, an air brake valve module, an auxiliary function module, and a power supply module. It is a brake system control and execution component that can respond to commands from the brake controller, brake display screen, or other related vehicle systems to achieve brake release control of the hydrogen-powered overhead contact line work vehicle.

[0082] The electrical interface unit integrated in the brake cabinet 2 has network communication capabilities and functions such as monitoring, alarming and recording the operating status of the braking system, and performing stand-alone self-tests. It mainly consists of a CPU module, a CAN communication module, an MVB communication module, a power supply module, a log recording module, and an I / O module.

[0083] The electric screw air compressor 3, air purification unit 4, main air cylinder 5 and other accessories constitute an air source system for generating, purifying and storing dry and clean compressed air for use by the air braking system and other air-using equipment. The air source system is designed to isolate the air used for braking from the air used by other equipment.

[0084] The bypass brake 6 is designed to allow platform operators to brake the work vehicle in case of abnormal situations during operation. It mainly consists of a solenoid valve, a pressure regulating valve, a stop valve, and a button. It adopts a direct-acting braking control method and has an operation button on the work platform. The braking force can be maintained, and the brake can only be released when the bypass brake button is reset.

[0085] The parking brake release control pipeline 7 mainly consists of a two-position three-way solenoid valve, a plug, a button, a pressure switch, and a parking brake release indicator light. It is used for the application and release control of the parking brake and has the function of automatically applying the parking brake when the vehicle is powered off.

[0086] The basic braking unit 8 is a unit brake, installed on the bogie, and is the braking actuation component. Each bogie is equipped with 4 unit brakes, 2 of which have parking functions and are arranged diagonally.

[0087] The rapid exhaust valve 9 is installed on the train pipe and accelerates the exhaust of air from the train pipe during emergency braking.

[0088] The main air hose 10 is installed at both ends of the work vehicle and is used as the main air hose 10 for other vehicles connected to the work vehicle.

[0089] The brake hose 11 is installed at both ends of the work vehicle and is used for the brake hoses 11 of other vehicles connected to the vehicle.

[0090] Individual braking is used for brake release control when the work vehicle is operating alone, and the braking force is adjustable. The working principle of individual braking is as follows: by operating the individual brake handle of the brake controller in the driver's cab component 1, the individual braking module and brake cylinder control module of the electro-pneumatic braking unit in the brake cabinet 2 receive the command and output or discharge the brake cylinder pre-control pressure, charge or discharge air into the brake cylinder pre-control pipe, that is, output the brake cylinder pre-control pressure value and discharge the gas corresponding to the cylinder pre-control pressure value. The auxiliary function module responds to the change of brake cylinder pre-control pipe pressure and controls the charging and discharging of the unit brake cylinder of the basic braking unit 8, thereby realizing the braking and release control of the work vehicle.

[0091] Automatic braking is used for brake release control when the work vehicle is used alone or in a formation, and the braking force is adjustable. The working principle of automatic braking is as follows: when the automatic brake handle of the brake controller in the driver's cab component 1 is operated, the train pipe control module of the electro-pneumatic control unit in the brake cabinet 2 receives the command and controls the train pipe to depressurize or increase pressure. The brake cylinder control module and the air brake valve module respond to the train pipe depressurization or increase signal and output or discharge the pre-controlled pressure of the brake cylinder. The auxiliary function module responds to the change of the pre-controlled pressure of the brake cylinder and controls the charging and venting of the unit brake cylinder of the basic braking unit 8 to realize the brake release control of the work vehicle.

[0092] Emergency braking is used for emergency braking control when the work vehicle is used alone or in a group, and the braking force is not adjustable. The electro-pneumatic braking system of this invention has three triggering modes for emergency braking.

[0093] Method 1: The driver's cab component 1's brake controller automatic brake handle is moved to the emergency brake position. The brake controller's exhaust valve opens, rapidly releasing pressurized air from the train pipe, reducing pressure in the train pipe. The rapid exhaust valve 9 responds to the train pipe pressure reduction signal and automatically opens, also rapidly releasing pressurized air from the train pipe. Simultaneously, the auxiliary function module responds to the brake controller's emergency brake signal, energizing the emergency brake solenoid valve to rapidly release pressurized air from the train pipe. After the emergency brake button is triggered, the auxiliary function module's emergency brake solenoid valve is energized, rapidly releasing pressurized air from the train pipe. The rapid exhaust valve 9 receives the train pipe pressure reduction signal and automatically opens, also rapidly releasing pressurized air from the train pipe.

[0094] The second method involves operating the emergency brake valve of the driver's cab component 1 to the open position. The emergency brake valve quickly releases the pressurized air from the train pipe, reducing the pressure in the train pipe. The quick exhaust valve 9 responds to the train pipe pressure reduction signal and automatically opens, also quickly releasing the pressurized air from the train pipe.

[0095] The third method: Press the emergency brake button on the driver's cab component 1. After the emergency brake button is pressed, the auxiliary function module responds to the control braking signal of the emergency brake button, controls the emergency brake solenoid valve to be energized and conduct, quickly releases the pressurized air in the train pipe, and depressurizes the train pipe. The quick exhaust valve 9 responds to the train pipe depressurization signal and opens automatically, also quickly releasing the pressurized air in the train pipe.

[0096] After the train pipe is rapidly vented and depressurized, both the brake cylinder control module and the air brake valve module respond to the train pipe depressurization signal and charge the brake cylinder pre-control pipe with air. The auxiliary function module charges the unit brake cylinder of the basic brake with air according to the pressure of the brake cylinder pre-control pipe, realizing the emergency braking of the work vehicle. After the emergency braking is implemented, the release operation can only be carried out after the braking system lock-up time has ended. The braking system release principle is the same as that of normal braking.

[0097] The pressure in the train pipe is used for generating and transmitting braking signals. The brake cylinder pre-control pressure is the output signal of the braking system, used to control the brake cylinder. The pressurized air in the venting train pipe is used for generating and transmitting braking signals in the braking system.

[0098] The present invention includes two ventilation methods: service braking and emergency braking. For service braking, only the train pipe control module in the electro-pneumatic control unit vents air; other components do not vent. Emergency braking has three triggering methods, all with the same ventilation method, including the emergency braking solenoid valve in the auxiliary function module and the rapid ventilation valve 9. After the emergency braking button is triggered, both the electro-pneumatic control unit and the rapid ventilation valve 9 release air from the train pipe, reducing the train pipe pressure and generating a train pipe decompression signal. The train pipe control module of the electro-pneumatic control unit responds to the train pipe decompression signal by charging air into the brake cylinder pre-control pipe.

[0099] Air-electric interlock control: This is used for interlocking control when the air braking system of the work vehicle is combined with resistor braking or regenerative braking. It prevents the superposition of air braking and resistor or regenerative braking, which could cause excessive braking force and lead to skidding and wheel tread damage. When the work vehicle applies resistor braking or regenerative braking, the brake cylinder control module of the electro-pneumatic control unit automatically isolates the brake cylinder pre-control tube. The brake cylinder control module cuts off the air supply path to the unit brake cylinder of the basic braking system and expels compressed air from the brake cylinder, thus isolating the air braking. When the resistor braking or regenerative braking is released, the brake cylinder control module of the electro-pneumatic control unit automatically reconnects the brake cylinder pre-control tube and reconnects the air supply path to the unit brake cylinder of the basic braking system, restoring the air braking; thus achieving air-electric interlock control.

[0100] The bypass brake 6 is designed to brake the work vehicle when workers on the work platform detect abnormalities during overhead contact line maintenance. It is a direct-acting brake. The working principle of bypass brake 6 is as follows: Pressing the bypass brake button on the work platform energizes the solenoid valve of bypass brake 6. The solenoid valve switches its state, opening the main air supply to the brake cylinder and disconnecting the brake cylinder from the atmosphere. The main air, after being depressurized by the pressure regulating valve, is then input into the unit brake cylinder of the basic braking unit 8 via the bypass brake solenoid valve. In other words, the pressure is first reduced by the pressure regulating valve, and then the bypass brake solenoid valve energizes and supplies air to the brake cylinder, thus braking the work vehicle. Resetting the bypass brake button de-energizes the bypass brake solenoid valve, switching its state and disconnecting the main air supply to the brake cylinder. The main air supply to the brake cylinder stops, and the brake cylinder is opened to the atmosphere. The compressed air in the unit brake cylinder of the basic braking unit 8 is then discharged to the atmosphere through the bypass brake solenoid valve, releasing the work vehicle. The bypass braking solenoid valve is controlled by the bypass braking button.

[0101] The parking brake is used for braking when the work vehicle is parked for an extended period. The parking brake works as follows: Pressing the parking brake release button on the driver's cab 1 energizes the parking brake cylinder solenoid valve, switching its state. This opens the main air supply to the parking brake cylinder and closes the air supply to the atmosphere. The main air supply then fills the parking brake cylinder with the parking unit brake in the basic braking unit 8 through the parking brake cylinder solenoid valve, releasing the parking brake. Resetting the parking brake release button de-energizes the parking brake cylinder solenoid valve, switching its state again. This cuts off the main air supply to the parking brake cylinder and opens the air supply to the atmosphere. The compressed air in the parking brake cylinder with the parking unit brake in the basic braking unit 8 is then discharged to the atmosphere through the parking brake cylinder solenoid valve, applying the parking brake. After the vehicle is powered off, the automatic parking brake application principle remains the same. The solenoid valve is a two-position, three-way valve; different states correspond to different air supply paths.

[0102] The train brake is used to control the release of the train's brakes when the work vehicle is acting as the main engine of the train. The working principle of the train brake is as follows: by operating the automatic brake handle of the brake controller in the driver's cab component 1, the train pipe control module of the brake cabinet 2 receives the instruction and controls the train pipe to depressurize or increase the pressure. The train pipe depressurization or increase signal is transmitted to other vehicles in the train through the brake hose 11, thereby realizing the control of the train's brake release.

[0103] This invention provides a control scheme for an electro-pneumatic braking system suitable for rail engineering vehicles. This scheme has been applied and verified on a hydrogen-powered overhead contact line operation vehicle. It is used to address the shortcomings of the JZ-7 air braking system in achieving information-based, intelligent (fault self-diagnosis, fault-oriented safety) and automated control, thereby improving the control level of the braking system in terms of intelligence and automation, and thus enhancing the information-based and intelligent control level of the hydrogen-powered operation vehicle.

[0104] Example 4

[0105] An electric control motor for a rail engineering vehicle, comprising the electric control braking device for a rail engineering vehicle as described in any of the above embodiments.

[0106] Example 5

[0107] A train comprising the electric control motor of the track engineering vehicle described in any of the above embodiments.

[0108] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above 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.

[0109] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An electrically controlled braking device for a rail engineering vehicle, characterized in that, include: Brake controller, electro-pneumatic control unit, and basic braking unit; the electro-pneumatic control unit includes a separate braking module and a brake cylinder control module; The brake controller and the basic brake unit are electrically connected to the individual brake module and the brake cylinder control module, respectively. The brake controller is used to send a separate braking command to the separate braking module and the brake cylinder control module when a separate braking command is received. The separate braking module and the brake cylinder control module respond to the separate braking command by controlling the pre-control tube of the brake cylinder to charge or de-charge air so that the basic braking unit can work. The device includes a fast exhaust valve and an emergency braking solenoid valve; the electro-pneumatic control unit includes an auxiliary function module, which is connected to the brake controller and the basic braking unit respectively. The brake controller is used to control the exhaust valve of the brake controller to discharge gas from the train pipe when the emergency braking command is received, and the train pipe is depressurized, so that the fast exhaust valve discharges air from the train pipe when the train pipe is depressurized. The emergency braking solenoid valve is used to open when the emergency braking command is received to release gas from the train pipe and depressurize the train pipe. The quick exhaust valve releases air from the train pipe when the train pipe is depressurized. The auxiliary function module is used to detect whether the emergency brake button receives an emergency brake command. When the emergency brake button receives the emergency brake command, the auxiliary function module responds to the emergency brake command and controls the emergency brake solenoid valve to discharge gas from the train pipe to reduce the pressure in the train pipe. When the train pipe is depressurized, the quick exhaust valve discharges air from the train pipe.

2. The apparatus according to claim 1, characterized in that, The electro-pneumatic control unit includes a train pipe control module and an air brake valve module, and the brake controller and the basic braking unit are respectively connected to the train pipe control module and the air brake valve module; The brake controller is used to send the automatic braking command to the train pipe control module when it receives the automatic braking command. The train pipe control module receives the automatic braking command and outputs the train pipe voltage signal. The brake cylinder control module and the air brake valve module respond to the train pipe voltage signal and control the brake cylinder pre-control pipe to charge or exhaust air so that the basic braking unit can work.

3. The apparatus according to claim 1, characterized in that, The electro-pneumatic control unit includes an air brake valve module, and the brake controller and the basic braking unit are respectively connected to the air brake valve module; the device includes a train pipe air pressure sensor, which is used to detect the air pressure of the train pipe. When the train pipe depressurization is detected, a train pipe depressurization signal is generated and transmitted to the electro-pneumatic control unit. The brake cylinder control module and the air brake valve module are used to charge air into the brake cylinder pre-control pipe in response to the train pipe decompression signal. The auxiliary function module charges air into the brake cylinder of the basic braking unit according to the pressure of the brake cylinder pre-control pipe.

4. The apparatus according to claim 1, characterized in that, The electro-pneumatic control unit is used to receive air brake isolation commands, and the brake cylinder control module controls the brake cylinder pre-control tube to isolate the air brake; the electro-pneumatic control unit receives air brake recovery commands, and the brake cylinder control module controls the brake cylinder pre-control tube to conduct, so as to restore the air brake.

5. The apparatus according to claim 1, characterized in that, The device includes a bypass braking solenoid valve, which is connected to the electro-pneumatic braking unit; When the bypass brake solenoid valve is energized, it opens the passage from the main air flow area to the brake cylinder and closes the passage from the brake cylinder to the atmosphere. It reduces the pressure in the main air flow area through the pressure regulating valve and inputs the main air into the brake cylinder of the basic brake unit. When the bypass brake solenoid valve is de-energized, it disconnects the passage from the main airflow area to the brake cylinder and opens the passage from the brake cylinder to the atmosphere, thus venting the compressed air from the brake cylinder to the atmosphere.

6. The apparatus according to claim 1, characterized in that, The device also includes a parking brake cylinder solenoid valve, which is connected to the electro-pneumatic braking unit, and the basic braking unit includes a parking unit; When the parking brake cylinder solenoid valve is energized, it opens the passage from the main air flow area to the parking brake cylinder and closes the passage from the parking brake cylinder to the atmosphere. The main air flows through the parking brake cylinder solenoid valve to the parking brake cylinder with the parking unit to relieve parking braking. When the parking brake cylinder solenoid valve is de-energized, it cuts off the passage from the main airflow area to the parking brake cylinder and opens the passage from the parking brake cylinder to the atmosphere. The compressed air in the parking brake cylinder with the parking unit is discharged to the atmosphere through the parking brake cylinder solenoid valve.

7. The apparatus according to claim 1, characterized in that, The device includes a brake hose; The electro-pneumatic braking unit is used to receive train braking commands, control changes in train air pressure, and control the air pressure of another train's train air pressure through the brake hose.

8. An electric control motor for a rail engineering vehicle, characterized in that, The electric control braking device of the rail engineering vehicle as described in any one of claims 1 to 7.

9. A train, characterized in that, Includes the electric control motor of the rail engineering vehicle as described in claim 8.

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