A JZ-7 remote control brake system

Abstract

The application provides a JZ-7 remote control braking system, which comprises a total air pipe, a first passage, a second passage and a third passage, a relay valve, an equalizing air cylinder, a first high-speed electric air valve, an overcharge air cylinder, a control device, a CCU and a remote network control unit, the total air pipe is connected with the overcharge pipe of the relay valve after being communicated with the first passage, and the gas outlet of the first passage is also communicated with the exhaust port of the overcharge air cylinder; the total air pipe is connected with the equalizing pipe of the relay valve after being communicated with the second passage, and the gas outlet of the second passage is also communicated with the first high-speed electric air valve and the equalizing air cylinder respectively; the total air pipe is connected with the cut-off pipe of the relay valve after being communicated with the third passage, and the train pipe of the relay valve is also connected with an electric air release valve. The application can realize remote networking operation of the braking system, and the locomotive can implement braking and relieving functions without operating the automatic brake valve.

Description

Technical Field

[0001] This invention relates to the field of locomotive automation, and more particularly to a JZ-7 remote control braking system. Background Technology

[0002] Currently, most diesel locomotives use the JZ-7 braking system. The system's normal operation relies on the JZ-7 automatic brake valve (the main brake) to apply and release the brakes. The driver needs to manually operate the main brake according to driving requirements. Now, many industrial and mining vehicles in China are requiring upgrades to their existing braking systems to achieve intelligent, terminal-based operation. Summary of the Invention

[0003] The purpose of this invention is to provide a JZ-7 remote control braking system that enables remote network operation of the braking system, allowing the locomotive to apply braking relief without operating the automatic brake valve or the main brake.

[0004] To achieve the above objectives, the technical solution adopted by this invention is: a JZ-7 remote control braking system, comprising a main air duct, a first passage, a second passage, and a third passage, as well as a relay valve, a balancing cylinder, a first high-speed electro-pneumatic valve, an overcharge cylinder, a control device, a CCU, and a remote network control unit. The main air duct is connected to the overcharge pipe of the relay valve after being connected to the first passage, and the air outlet of the first passage is also connected to the exhaust port of the overcharge cylinder. The main air duct is connected to the balancing pipe of the relay valve after being connected to the second passage, and the air outlet of the second passage is also connected to the first high-speed electro-pneumatic valve and the balancing cylinder, respectively. The main air duct is connected to the shut-off pipe of the relay valve after being connected to the third passage, and the train pipe of the relay valve is also connected to an electric vent valve. The control device is electrically connected to each electrical component, the control device is communicatively connected to the CCU, and the CCU is communicatively connected to the remote network control unit.

[0005] Preferably, the first passage includes a first normally open plug valve, a first dust filter, a first pressure regulating valve, and a first two-position three-way solenoid valve connected in series via a pipeline.

[0006] Preferably, the second passage includes a first normally open plug valve, a first dust filter, a second pressure regulating valve, and a second high-speed electro-pneumatic valve connected in series via a pipeline.

[0007] Preferably, the third passage includes a second normally open plug valve, a second dust filter, and a second two-position three-way solenoid valve connected in series via a pipeline.

[0008] Preferably, the outlet of the second passage is also connected to a pressure sensor.

[0009] Preferably, the adjustment pressure value of the second pressure regulating valve is 500 or 600 kPa.

[0010] Preferably, the adjustment pressure value of the first pressure regulating valve is 530-540 kPa or 630-640 kPa.

[0011] The beneficial effects of this invention are:

[0012] 1. Compared with the original JZ-7 braking system, the present invention can achieve overcharging, normal braking relief and emergency braking without operating the locomotive and rolling stock brakes, and can be operated remotely via a terminal.

[0013] 2. Compared with the original JZ-7 braking system, this invention achieves intelligent operation by configuring a high-speed electro-pneumatic valve. The main characteristics of the high-speed electro-pneumatic valve are fast response speed and long mechanical life. The control unit controls the high-speed electro-pneumatic valve to quickly gain and lose power through PWM (Pulse Width Modulation) to charge and exhaust air, achieving precise control of braking pressure. A pressure sensor is installed on the equalization tube, which can promptly and accurately feed back the equalization tube pressure information to the remote network control unit, achieving precise control.

[0014] 3. Compared with the original JZ-7 braking system, an electric vent valve is bypassed on the train pipe to replace the automatic brake valve, i.e., the emergency brake position operation, thus realizing the electronic control operation of emergency braking. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the braking pneumatic principle of the present invention.

[0017] Figure 2 This is a simplified diagram of the relay valve braking position of the present invention.

[0018] Figure 3 This is a simplified diagram of the relay valve release position according to the present invention.

[0019] Figure 4 This is a simplified diagram of the overcharge position of the relay valve in this invention.

[0020] In the diagram, 1. First normally open plug valve, 2. First dust filter, 3. Second pressure regulating valve, 4. First pressure regulating valve, 5. First two-position three-way solenoid valve, 6. Second high-speed electro-pneumatic valve, 7. First high-speed electro-pneumatic valve, 8. Equalizing cylinder, 9. Pressure sensor, 10. Overcharge cylinder, 11. Second two-position three-way solenoid valve, 12. Relay valve, 13. Second dust filter, 14. Second normally open plug valve, 15. Main air duct, 16. Electric vent valve, 17. Overcharge pipe, 18. Equalizing pipe, 19. Train pipe, 20. Shutdown pipe. Detailed Implementation

[0021] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0022] The structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the conditions under which the present invention can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and objectives that the present invention can produce, should still fall within the scope of the technical content disclosed in the present invention.

[0023] It should also be noted that, unless otherwise defined, the technical or scientific terms used herein should have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The term "plural" as used in the patent application specification and claims means two or more; the terms "upper," "lower," "left," "right," "front end," "rear end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Changes or adjustments to these relative relationships, without substantially altering the technical content, should also be considered within the scope of the invention's implementation.

[0024] The present invention will now be described in further detail with reference to the embodiments and the accompanying drawings.

[0025] This invention discloses a JZ-7 remote control braking system. For example... Figure 1 As shown, the embodiment includes a main air duct 15, a first passage, a second passage, and a third passage, as well as a relay valve 12, a balancing air cylinder 8, a first high-speed electro-pneumatic valve 7, an overcharge air cylinder 10, and a control device, a CCU, and a remote network control unit. The existing JZ-7 braking system's relay valve 12 pipeline is modified so that the pipeline connecting the automatic brake valve (i.e., the main brake) and the relay valve 12 is no longer connected; instead, the three passages are directly introduced from the main air duct 15.

[0026] The control device is electrically connected to each electrical component, the control device is communicatively connected to the CCU, and the CCU is communicatively connected to the remote network control unit.

[0027] The main air duct 15 is connected to the first passage and then to the overcharge pipe 17 of the relay valve 12. The first passage includes a first normally open plug valve 1, a first dust filter 2, a first pressure regulating valve 4, and a first two-position three-way solenoid valve 5 connected in series through a pipeline. The air outlet of the first passage is also connected to the exhaust port of the overcharge cylinder 10.

[0028] like Figure 2 As shown, when the control unit receives an overcharge command from the CCU, it energizes the first two-position three-way solenoid valve 5. This first two-position three-way solenoid valve 5 is normally de-energized, only energized when an overcharge command is received, thus enabling rapid air charging of the locomotive. The adjustment pressure value of the first pressure regulating valve 4 is 530-540 kPa or 630-640 kPa. When the braking system air pressure reaches the required level, the control unit receives an overcharge elimination command from the CCU and de-energizes the first two-position three-way solenoid valve 5. The overcharge pressure is then quickly eliminated through the exhaust port of the first two-position three-way solenoid valve 5 and the exhaust port of the overcharge air cylinder 10.

[0029] The main duct 15 is connected to the second passage and then to the equalizing pipe 18 of the relay valve 12. The second passage includes a first normally open plug valve 1, a first dust filter 2, a second pressure regulating valve 3, and a second high-speed electro-pneumatic valve 6 connected in series through a pipeline. The adjustment pressure value of the second pressure regulating valve 3 is 500 or 600 kPa. The air outlet of the second passage is also connected to the first high-speed electro-pneumatic valve 7 and the equalizing cylinder 8, respectively. A pressure sensor 9 is also connected to the air outlet of the second passage.

[0030] The main duct 15 is connected to the third passage and then to the shut-off pipe 20 of the relay valve 12. The third passage includes a second normally open plug valve 14, a second dust filter 13, and a second two-position three-way solenoid valve 11 connected in series via pipes. The second dust filter 13 is connected to the main duct of the relay valve 12 via a pipe. The train pipe 19 of the relay valve 12 is also connected to an electric vent valve 16.

[0031] like Figure 3As shown, when the control unit receives the CCU braking command, the first high-speed electro-pneumatic valve 7 and the second high-speed electro-pneumatic valve 6 activate, precisely performing exhaust and refill operations according to the pressure value set by the control unit. The first high-speed electro-pneumatic valve 7 has a constriction orifice for energized exhaust and de-energized closure, achieving a precise pressure reduction value for the equalization pipe 18. With the equalization pipe 18 achieving this precise pressure reduction value, the inner diaphragm plate of the relay valve 12 moves to the left, controlling the air pressure in the train pipe 19 to be discharged to the atmosphere through the exhaust port of the relay valve 12, achieving a precise pressure reduction value. Simultaneously, the control unit energizes the second two-position three-way solenoid valve 11, allowing air from the pipeline to enter the shut-off pipe 20 of the relay valve 12. At this time, the main air duct 15's air supply passage closes, and the braking system initiates braking action.

[0032] like Figure 4 As shown, when the control unit receives the CCU release command, the first high-speed electro-pneumatic valve 7 and the second high-speed electro-pneumatic valve 6 are activated. According to the pressure value set by the control unit, they precisely perform the air supply operation on the equalization pipe 18, and the equalization pipe 18 obtains precise air supply pressure. The inner diaphragm plate of the relay valve 12 moves to the right, thereby controlling the train pipe 19 to obtain precise air supply pressure. At the same time, the control unit controls the second two-position three-way solenoid valve 11 to de-energize, and the air in the pipeline is discharged to the atmosphere through the constriction orifice of the second two-position three-way solenoid valve 11. At this time, the air supply passage of the main air pipe 15 is opened, and the air in the main air pipe 15 enters the train pipe 19, and the braking system implements the release action.

[0033] When the control unit receives an emergency command from the CCU, the electric vent valve 16, which is bypassed in the train pipe 19 passage of the relay valve 12, is de-energized, the locomotive train pipe 19 exhausts a large amount of air, and the locomotive applies emergency braking.

[0034] It should be noted that the parts not described in detail in the above embodiments are all prior art.

[0035] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention should be covered within the protection scope of the present invention.

Claims

1. A JZ-7 remote control braking system, characterized in that: The system includes a main air duct (15), a first passage, a second passage, and a third passage, as well as a relay valve (12), a balancing cylinder (8), a first high-speed electro-pneumatic valve (7), an overcharge cylinder (10), and control devices, a CCU, and a remote network control unit. The main air duct (15) is connected to the overcharge pipe (17) of the relay valve (12) after being connected to the first passage. The outlet of the first passage is also connected to the exhaust port of the overcharge cylinder (10). The main air duct (15) is connected to the balancing pipe (18) of the relay valve (12) after being connected to the second passage. The outlet of the second passage is also connected to the first high-speed electro-pneumatic valve (7) and the balancing cylinder (8), respectively. The main air duct (15) is connected to the shut-off pipe (20) of the relay valve (12) after being connected to the third passage. The train pipe of the relay valve (12) (19) It is also connected to an electric vent valve (16). The control device is electrically connected to each electrical component. The control device is connected to the CCU. The CCU is connected to the remote network control unit. The first passage includes a first normally open plug valve (1), a first dust filter (2), a first pressure regulating valve (4), and a first two-position three-way solenoid valve (5) connected in series through a pipeline. The second passage includes a first normally open plug valve (1), a first dust filter (2), a second pressure regulating valve (3), and a second high-speed electro-pneumatic valve (6) connected in series through a pipeline. The outlet of the second passage is also connected to a pressure sensor (9). The third passage includes a second normally open plug valve (14), a second dust filter (13), and a second two-position three-way solenoid valve (11) connected in series through a pipeline.

2. The JZ-7 remote control braking system according to claim 1, characterized in that: The adjustment pressure value of the second pressure regulating valve (3) is 500 or 600 kPa.

3. The JZ-7 remote control braking system according to claim 1, characterized in that: The adjustment pressure value of the first pressure regulating valve (4) is 530-540 kPa or 630-640 kPa.

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