Train parking brake release structure and train parking brake device

Abstract

This application discloses a release structure and device for train parking brakes, applicable to the field of rail transit technology. During normal train operation, the parking brake isolation valve is open, and the parking brake caliper unit is in a brake release state. When the parking brake isolation valve closes, the gas in the brake cylinder of the parking brake caliper unit is discharged into the atmosphere through the parking brake isolation valve, at which point the parking brake caliper unit is in a braking application state. When the parking brake isolation valve closes, the energization state of the solenoid valve changes to open its own pipe, at which point the solenoid valve opens, and the first bidirectional valve charges the brake cylinder of the parking brake caliper unit through the first air inlet, thus releasing the braking application state of the parking brake caliper unit. With the release structure proposed in this application, after the parking brake caliper unit automatically applies parking brake due to isolation, it is no longer necessary for the driver and passengers to get off the train for manual release, improving operational convenience.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to a train parking brake relief structure and a train parking brake device. Background Technology

[0002] Currently, the parking braking equipment of rail transit vehicles is equipped with a parking brake isolation valve. This parking brake isolation valve is located on the pipeline between the pulse solenoid valve for applying / releasing the parking brake and the parking brake caliper unit. When the parking brake isolation valve is closed, the compressed air inside the brake cylinder of the parking brake caliper unit is discharged into the atmosphere through the pipeline via the parking brake isolation valve. The parking brake caliper unit automatically applies the parking brake. According to the vehicle operation manual, at this time, the driver and passengers need to manually release the braking state of the parking brake caliper unit to put it in the brake release state.

[0003] However, manually easing the braking application of the parking brake caliper unit each time increases the workload of the driver and passengers, and is very inconvenient in actual operation.

[0004] Therefore, improving the convenience for drivers and passengers in easing the braking application state of the parking brake caliper unit is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this application is to provide a train parking brake relief structure and a train parking brake device to solve the problem of inconvenient operation of the current parking brake caliper unit when the brake is applied.

[0006] To solve the above-mentioned technical problems, this application provides a train parking brake relief structure, including: a first two-way valve and a solenoid valve;

[0007] The solenoid valve is located between the train's main air duct and the first air inlet of the first bidirectional valve. When the solenoid valve is opened, the train's main air duct is connected to the first air inlet of the first bidirectional valve.

[0008] The parking brake isolation valve of the train is located between the main air duct of the train and the second air inlet of the first two-way valve. When the valve of the parking brake isolation valve is opened, the main air duct of the train is connected to the second air inlet of the first two-way valve.

[0009] The control terminal of the solenoid valve is connected to the parking brake isolation valve. After the parking brake isolation valve is closed, the energization state of the solenoid valve changes to open its own valve.

[0010] The outlet of the first two-way valve is connected to the brake cylinder of the parking brake caliper unit of the train. When the outlet of the first two-way valve fills the brake cylinder of the parking brake caliper unit with air, the parking brake caliper unit is in the brake release state; otherwise, the parking brake caliper unit is in the brake application state.

[0011] Preferably, it further includes: an exhaust isolation valve;

[0012] The exhaust isolation valve and the solenoid valve are located between the train's main air duct and the first air inlet of the first bidirectional valve.

[0013] Preferably, it further includes: a relay;

[0014] The electrical contacts of the parking brake isolation valve and the coil of the relay form a first series structure, and the switch of the relay and the control terminal of the solenoid valve form a second series structure. The first series structure and the second series structure are connected in parallel between the power supply and ground.

[0015] After the parking brake isolation valve is closed, the electrical contact closes; after the relay coil is energized, the relay switch closes; after the control terminal of the solenoid valve is energized, it opens its own valve.

[0016] Preferably, it further includes: a controller;

[0017] The controller is connected to the parking brake isolation valve and is used to detect the valve status of the parking brake isolation valve; the controller is also connected to the control terminal of the solenoid valve and is used to control the energization state of the solenoid valve to open its own valve when the parking brake isolation valve is closed.

[0018] Preferably, it further includes: a physical release switch;

[0019] The physical release switch is connected to the parking brake caliper unit and is used to control the parking brake caliper unit to enter the brake release state.

[0020] To solve the above-mentioned technical problems, this application also provides a train parking brake device, including the above-mentioned train parking brake relief structure.

[0021] Preferably, it further includes: a barometric pressure sensor;

[0022] The air pressure sensor is installed in the pipe between the outlet of the first two-way valve and the brake cylinder of the parking brake caliper unit, and is used to detect the pressure in the pipe and send the detection result to the driver's cab.

[0023] Preferably, it further includes: an indicator;

[0024] The indicator is connected to the air pressure sensor and is used to provide a braking warning when the pressure measured by the air pressure sensor is below the lower limit, and to provide a braking relief warning when the pressure measured by the air pressure sensor is above the upper limit.

[0025] Preferably, it further includes: a pulse solenoid valve and a second two-way valve;

[0026] The pulse solenoid valve is located between the train's main air duct and the first air inlet of the second bidirectional valve. The second air inlet of the second bidirectional valve is connected to the train's brake cylinder, and the air outlet of the second bidirectional valve is connected to the pipeline of the parking brake isolation valve.

[0027] Preferably, it further includes: a pressure relief valve;

[0028] The train's main air duct is connected to each component through the pressure relief valve.

[0029] This application provides a train parking brake release structure, comprising a first bidirectional valve and a solenoid valve. The solenoid valve is located between the train's main air duct and the first air inlet of the first bidirectional valve. When the solenoid valve is open, the train's main air duct and the first air inlet of the first bidirectional valve are connected. The train's parking brake isolation valve is located between the train's main air duct and the second air inlet of the first bidirectional valve. When the parking brake isolation valve is open, the train's main air duct and the second air inlet of the first bidirectional valve are connected. The control terminal of the solenoid valve is connected to the parking brake isolation valve. After the parking brake isolation valve is closed, the energization state of the solenoid valve changes to open its own pipe. The air outlet of the first bidirectional valve is connected to the brake cylinder of the train's parking brake caliper unit. When the air outlet of the first bidirectional valve fills the brake cylinder of the parking brake caliper unit, the parking brake caliper unit is in a brake release state; conversely, when the air outlet of the first bidirectional valve fills the brake cylinder, the parking brake caliper unit is in a brake application state. During normal operation, the parking brake isolation valve is open, and the first two-way valve charges the brake cylinder of the parking brake caliper unit through the second air inlet, putting the parking brake caliper unit in a brake-released state. When the parking brake isolation valve closes, the gas in the brake cylinder of the parking brake caliper unit is discharged into the atmosphere through the parking brake isolation valve, and the parking brake caliper unit is in a brake-applied state. When the parking brake isolation valve closes, the solenoid valve changes its energization state to open its own pipe, causing the solenoid valve to open. The first two-way valve then charges the brake cylinder of the parking brake caliper unit through the first air inlet, releasing the brake application. With the release structure proposed in this application, after the parking brake caliper unit automatically applies the parking brake, the driver and passengers no longer need to get out of the vehicle to manually release it, improving operational convenience. It also avoids the risk of brake engagement caused by the driver and passengers forgetting to manually release the parking brake after operating the parking brake isolation valve.

[0030] This application also provides a train parking brake device, which includes the above-mentioned train parking brake relief structure, and thus has the same beneficial effects as the above-mentioned train parking brake relief structure. Attached Figure Description

[0031] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of the structure of a train parking braking device provided in an embodiment of this application;

[0033] Figure 2 This is a schematic diagram of the circuit connection between a parking brake isolation valve and a solenoid valve, provided for an embodiment of this application. Detailed Implementation

[0034] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this application.

[0035] The core of this application is to provide a train parking brake relief structure and a train parking brake device to solve the problem of inconvenient operation of the current parking brake caliper unit when the brake is applied.

[0036] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0037] To avoid the risk of brake failure caused by drivers forgetting to manually release the parking brake after operating the parking brake isolation valve in traditional solutions, and to simplify the operator's procedures so that drivers and passengers do not need to get off the train to manually release the parking brake caliper unit, thus reducing their workload, this application provides a parking brake release structure, including: a first bidirectional valve and a solenoid valve. The solenoid valve is located between the train's main air duct and the first air inlet of the first bidirectional valve. When the solenoid valve is open, the train's main air duct and the first air inlet of the first bidirectional valve are connected. The train's parking brake isolation valve is located between the train's main air duct and the second air inlet of the first bidirectional valve. When the parking brake isolation valve is open, the train's main air duct and the second air inlet of the first bidirectional valve are connected. The control terminal of the solenoid valve is connected to the parking brake isolation valve. After the parking brake isolation valve is closed, the energization state of the solenoid valve changes to open its own valve. The outlet of the first two-way valve is connected to the brake cylinder of the parking brake caliper unit of the train. When the outlet of the first two-way valve fills the brake cylinder of the parking brake caliper unit with air, the parking brake caliper unit is in the brake release state. Conversely, the parking brake caliper unit is in the brake application state.

[0038] The purpose of this application is to enable the vehicle to automatically supply air to the parking brake caliper unit through a separate pipeline after the parking brake isolation valve is operated, thus putting it in a brake-released state. Simultaneously, a monitoring pressure switch can be installed to accurately relay the parking brake status to the driver. Furthermore, when the parking brake isolation valve is restored, the pipeline automatically releases air, and the original parking brake pipeline then controls the application / release of the parking brake.

[0039] The following will illustrate one specific implementation method. Figure 1 This application provides a schematic diagram of the structure of a train parking braking device according to an embodiment of the present application; as shown below. Figure 1As shown, the device includes a pressure relief valve 2, a pulse solenoid valve 3, a second two-way valve 4, a parking brake isolation valve 5, a pressure switch 6, a first two-way valve 8, an exhaust isolation valve 9, and a solenoid valve 10. During normal train operation, the parking brake isolation valve 5 is always open, and the main air duct 1 supplies air to the brake cylinder of the parking brake caliper unit 7 through this branch, keeping the parking brake caliper unit 7 in a brake-released state. When the parking brake isolation valve 5 is closed, the compressed air in the pressure switch 6 and the compressed air inside the brake cylinder of the parking brake caliper unit 7 flow through the first two-way valve 8 to the exhaust port of the parking brake isolation valve 5 to be discharged into the atmosphere. After the parking brake isolation valve 5 is closed, the compressed air from the main air duct 1 passes through the pressure limiting valve 2, the solenoid valve 10, and the exhaust isolation valve 9, and enters the first two-way valve 8. The slider inside the first two-way valve 8 moves to the right, closing the air connection between the parking brake caliper unit 7 and the parking brake isolation valve 5, and connecting the air connection between the exhaust isolation valve 9 and the parking brake caliper unit 7. The compressed air enters the pressure switch 6 and the parking brake caliper unit 7, and the parking brake is in a released state.

[0040] In practical applications, the circuit connection between the parking brake isolation valve 5 and the solenoid valve 10 is not specifically limited. Here, a specific circuit structure is provided. Figure 2 A circuit connection diagram of a parking brake isolation valve and a solenoid valve is provided for an embodiment of this application; as shown. Figure 2 As shown, after the parking brake isolation valve 5 is closed, the electrical contacts on the parking brake isolation valve 5 close, the coil 11 of the control relay is energized, the relay switch 12 closes, and then the solenoid valve 10 is energized. The compressed air from the main air duct 1 enters the first two-way valve 8 through the pressure limiting valve 2, the solenoid valve 10 and the exhaust isolation valve 9.

[0041] According to the current design of parking brake modules in rail transit vehicles, after parking brake isolation, the parking brake caliper unit automatically applies the parking brake, but manual release is required. Furthermore, because the pressure switch for monitoring the parking brake status is located on the downstream pipeline of the isolation valve, this pressure switch still indicates that the parking brake is in the applied state. Since manual release is a manual operation, under these conditions, whether manual release has been performed cannot be indicated by the pressure switch. The driver in the cab cannot correctly judge the parking brake status, posing a risk that some parking brake caliper units may be forgotten to be manually released after isolation, leading to train operation with the brakes engaged. The proposed solution, however, immediately puts the parking brake caliper unit in the released state after the isolation valve is operated, regardless of whether the caliper unit was in the applied or released state before the operation. The driver and passengers do not need to get off the train to manually release the parking brake, reducing their workload; moreover, the pressure switch can correctly indicate the status of the parking brake caliper unit, allowing the driver to correctly judge its status.

[0042] This application provides a train parking brake release structure, including a first bidirectional valve and a solenoid valve. The solenoid valve is located between the train's main air duct and the first air inlet of the first bidirectional valve. When the solenoid valve is open, the train's main air duct and the first air inlet of the first bidirectional valve are connected. The train's parking brake isolation valve is located between the train's main air duct and the second air inlet of the first bidirectional valve. When the parking brake isolation valve is open, the train's main air duct and the second air inlet of the first bidirectional valve are connected. The control terminal of the solenoid valve is connected to the parking brake isolation valve. After the parking brake isolation valve is closed, the energization state of the solenoid valve changes to open its own pipe. The air outlet of the first bidirectional valve is connected to the brake cylinder of the train's parking brake caliper unit. When the air outlet of the first bidirectional valve fills the brake cylinder of the parking brake caliper unit, the parking brake caliper unit is in a brake release state; conversely, when the air outlet of the first bidirectional valve fills the brake cylinder, the parking brake caliper unit is in a brake application state. During normal operation, the parking brake isolation valve is open, and the first two-way valve charges the brake cylinder of the parking brake caliper unit through the second air inlet, putting the parking brake caliper unit in a brake-released state. When the parking brake isolation valve closes, the gas in the brake cylinder of the parking brake caliper unit is discharged into the atmosphere through the parking brake isolation valve, and the parking brake caliper unit is in a brake-applied state. When the parking brake isolation valve closes, the solenoid valve changes its energization state to open its own pipe, causing the solenoid valve to open. The first two-way valve then charges the brake cylinder of the parking brake caliper unit through the first air inlet, releasing the brake application. With the release structure proposed in this application, after the parking brake caliper unit automatically applies the parking brake, the driver and passengers no longer need to get out of the vehicle to manually release it, improving operational convenience. It also avoids the risk of brake engagement caused by the driver and passengers forgetting to manually release the parking brake after operating the parking brake isolation valve.

[0043] As mentioned in the above embodiments, an exhaust isolation valve can also be provided in the train parking brake release structure. The exhaust isolation valve and the solenoid valve are located between the train's main air duct and the first air inlet of the first two-way valve. The exhaust isolation valve is mainly used for the replacement of the parking brake caliper unit. After the exhaust isolation valve is closed, the compressed air in the parking brake caliper unit can be discharged to facilitate the replacement of the parking brake caliper unit.

[0044] As mentioned in the above embodiments, this application does not specifically limit the circuit connection between the parking brake isolation valve and the solenoid valve. Two specific structures are provided below. First, the train parking brake release structure further includes: a relay; the electrical contacts of the parking brake isolation valve and the relay coil form a first series structure, and the relay switch and the solenoid valve control terminal form a second series structure. The first and second series structures are connected in parallel between the power supply and ground. After the parking brake isolation valve is closed, the electrical contacts close; after the relay coil is energized, the relay switch closes; after the solenoid valve control terminal is energized, it opens its own valve. Second, the train parking brake release structure further includes: a controller; the controller is connected to the parking brake isolation valve and is used to detect the valve state of the parking brake isolation valve; the controller is also connected to the solenoid valve control terminal and is used to control the change in the energizing state of the solenoid valve to open its own valve when the parking brake isolation valve is closed. In practical applications, one of the above methods or other methods can be selected to achieve the change in the energizing state of the solenoid valve to open its own valve after the parking brake isolation valve is closed.

[0045] To prevent the automatic brake release structure from failing in the above embodiments, this embodiment also includes a physical release switch. The physical release switch is connected to the parking brake caliper unit and is used to manually control the parking brake caliper unit to enter the brake release state. This allows for brake release via the physical release switch in the event of automatic brake release structure failure.

[0046] To address the aforementioned technical problems, this application provides a train parking brake device, including the train parking brake relief structure described in the above embodiments.

[0047] Since the embodiments of the train parking brake equipment and the train parking brake release structure correspond to each other, please refer to the description of the embodiments of the train parking brake release structure for the embodiments of the train parking brake equipment, which will not be repeated here.

[0048] The train parking brake device provided in this embodiment corresponds to the train parking brake release structure described above, and therefore has the same beneficial effects as the train parking brake release structure described above.

[0049] In practical applications, to ensure the driver is promptly aware of the status of the parking brake caliper unit, the train parking brake device provided in this embodiment further includes: a pressure sensor; the pressure sensor is installed in the pipe between the outlet of the first two-way valve and the brake cylinder of the parking brake caliper unit, and is used to detect the pressure in the pipe and send the detection result to the driver's cab. The pressure sensor is generally as follows... Figure 1The pressure switch shown transmits the parking braking status feedback to the driver in the cab via an electrical signal. Specifically, this is indicated by an indicator connected to a pressure sensor. The indicator is used to prompt braking when the pressure measured by the pressure sensor is below the lower limit, and to prompt braking release when the pressure measured by the pressure sensor is above the upper limit.

[0050] In practical applications, train parking brake equipment generally includes: a pulse solenoid valve, a second two-way valve, and a pressure relief valve. The pulse solenoid valve is located between the train's main air duct and the first air inlet of the second two-way valve. The second air inlet of the second two-way valve is connected to the train's brake cylinder, and the air outlet of the second two-way valve is connected to the parking brake isolation valve. The train's main air duct is connected to each component through the pressure relief valve.

[0051] The foregoing has provided a detailed description of a train parking brake release structure and a train parking brake device provided in this application. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of this application.

[0052] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the aforementioned element.

Claims

1. A release structure for train parking brake, characterized in that, include: The first two-way valve and the solenoid valve; The solenoid valve is located between the train's main air duct and the first air inlet of the first bidirectional valve. When the solenoid valve is opened, the train's main air duct is connected to the first air inlet of the first bidirectional valve. The parking brake isolation valve of the train is located between the main air duct of the train and the second air inlet of the first two-way valve. When the valve of the parking brake isolation valve is opened, the main air duct of the train is connected to the second air inlet of the first two-way valve. The control terminal of the solenoid valve is connected to the parking brake isolation valve. After the parking brake isolation valve is closed, the energization state of the solenoid valve changes to open its own valve. After the parking brake isolation valve is closed, the parking brake caliper unit is in the braking application state. When the solenoid valve is opened, the braking application state of the parking brake caliper unit is relieved. The outlet of the first two-way valve is connected to the brake cylinder of the parking brake caliper unit of the train. When the outlet of the first two-way valve fills the brake cylinder of the parking brake caliper unit with air, the parking brake caliper unit is in the brake release state; otherwise, the parking brake caliper unit is in the brake application state.

2. The train parking brake release structure according to claim 1, characterized in that, Also includes: Exhaust isolation valve; The exhaust isolation valve and the solenoid valve are located between the train's main air duct and the first air inlet of the first bidirectional valve.

3. The train parking brake release structure according to claim 1, characterized in that, Also includes: Relay; The electrical contacts of the parking brake isolation valve and the coil of the relay form a first series structure, and the switch of the relay and the control terminal of the solenoid valve form a second series structure. The first series structure and the second series structure are connected in parallel between the power supply and ground. After the parking brake isolation valve is closed, the electrical contact closes; after the relay coil is energized, the relay switch closes. When the control terminal of the solenoid valve is energized, it opens its own valve.

4. The train parking brake release structure according to claim 1, characterized in that, Also includes: Controller; The controller is connected to the parking brake isolation valve and is used to detect the valve status of the parking brake isolation valve; the controller is also connected to the control terminal of the solenoid valve and is used to control the energization state of the solenoid valve to open its own valve when the parking brake isolation valve is closed.

5. The train parking brake release structure according to claim 1, characterized in that, Also includes: Physical release switch; The physical release switch is connected to the parking brake caliper unit and is used to control the parking brake caliper unit to enter the brake release state.

6. A train parking braking device, characterized in that, Includes the train parking brake relief structure as described in any one of claims 1 to 5.

7. The train parking braking device according to claim 6, characterized in that, Also includes: Barometric pressure sensor; The air pressure sensor is installed in the pipe between the outlet of the first two-way valve and the brake cylinder of the parking brake caliper unit, and is used to detect the pressure in the pipe and send the detection result to the driver's cab.

8. The train parking braking device according to claim 7, characterized in that, Also includes: Indicator; The indicator is connected to the air pressure sensor and is used to provide a braking warning when the pressure measured by the air pressure sensor is below the lower limit, and to provide a braking relief warning when the pressure measured by the air pressure sensor is above the upper limit.

9. The train parking braking device according to claim 6, characterized in that, Also includes: Pulse solenoid valve, second two-way valve; The pulse solenoid valve is located between the train's main air duct and the first air inlet of the second bidirectional valve. The second air inlet of the second bidirectional valve is connected to the train's brake cylinder, and the air outlet of the second bidirectional valve is connected to the pipeline of the parking brake isolation valve.

10. The train parking braking device according to claim 6, characterized in that, Also includes: Pressure relief valve; The train's main air duct is connected to each component through the pressure relief valve.

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