Double-loop air braking system based on virtual rail train

Abstract

The embodiment of the invention provides a double-loop air braking system based on a virtual rail train. The virtual rail train comprises a head train MC01, a trailer T02 and a tail train MC03. The double-loop air braking system comprises a first air braking loop, a second air braking loop and a third air braking loop, the first air braking loop is used for being responsible for applying air braking and relieving air braking to a master control vehicle, and the master control vehicle is one of a head vehicle MC01 and a tail vehicle MC03 as master control driving; and the second air braking loop is used for applying air braking and relieving air braking to vehicles outside the main control end vehicle. The double-loop air braking system based on the virtual rail train is high in reliability.

Description

Technical Field

[0001] The present application relates to the technical field of rail trains, and in particular to a dual-circuit air brake system based on a virtual rail train. Background Art

[0002] As the number of vehicles increases year by year, urban traffic congestion is becoming more and more serious, affecting the normal work and life of urban residents. The city's demand for low-cost, fast, large-capacity, and flexible transportation tools is becoming increasingly urgent. Virtual rail transit trains have been widely used as a new type of transportation solution. Virtual rail trains are road trains guided by ground virtual tracks. They are named because their tracks are not traditional steel rails but induction markers laid on the ground using special materials.

[0003] There is no mature and widely used solution for virtual rail train braking system. The virtual rail train braking system can be designed by referring to the EMU braking system, trailer and commercial vehicle braking system solutions.

[0004] The braking system of the virtual rail train is designed according to the "fault-oriented safety principle". When the braking system fails, effective measures including emergency braking will be taken to ensure the safety of the vehicle and passengers. The braking system of the virtual rail train adopts a straight-through braking system and is equipped with a pneumatic braking control system with a dual-circuit structure. The system has stable and reliable performance and short response time, which provides a guarantee for the safe operation of the vehicle.

[0005] The existing technical solution 1 is the EMU braking system:

[0006] The EMU braking system is a microcomputer-controlled direct-type electro-pneumatic braking system. The braking system uses a combination of regenerative braking and air braking. Both the EMU and the trailer use disc brakes, of which the trailer uses axle-mounted brake discs and the EMU uses wheel-mounted brake discs. The braking force of the EMU is provided by air friction braking and regenerative braking, and the brake control unit (BCU) and traction control unit (TCU) are responsible for controlling the implementation of air friction braking and regenerative braking.

[0007] The brake control unit BCU is the core of the entire brake system. BCU realizes the following functions: braking performance calculation, whole train braking force calculation, friction brake control, brake device diagnosis, vehicle WSP control, DNRA detection, signal interaction, bogie diagnosis, vehicle weight signal collection, etc.

[0008] The disadvantages of the existing technical solution 1 are as follows:

[0009] (1) The principle of the EMU braking system used in virtual rail trains is too complicated.

[0010] (2) The weight of the EMU braking system equipment used for the virtual rail train is too heavy and exceeds the design requirements.

[0011] (3) The cost of the EMU braking system used in virtual rail trains cannot meet the economic requirements.

[0012] (4) The EMU braking system consists of the main and auxiliary air compressors, air cylinders, BCU, brake valve plates, anti-skid exhaust valves, height valves, etc., which are arranged in a dispersed manner.

[0013] (5) The vehicle-controlled braking system of the EMU cannot meet the control requirements of virtual rail trains.

[0014] The second existing technical solution is a trailer braking system:

[0015] The trailer braking system generally adopts dual-circuit air pressure braking. The working principle is shown in Figure 1 . In the dual-circuit brake system, one pipeline of the trailer is led out from the tractor's air tank to inflate the trailer's air tank, which is called the charging pipeline. The other pipeline is led out from the tractor's brake control valve to output the control air source to the trailer, which is called the control pipeline. When braking in service, step on the brake pedal, and the control air source acts on the emergency relay valve A to inflate the brake air chambers C and D to achieve service braking; when parking braking, operate the straight-through switch B handle on the semi-trailer to apply or release the parking brake on the trailer. When the trailer is accidentally disconnected from the tractor, the air source of the charging pipeline is interrupted, and the compressed air in the trailer's air tank E enters the brake air chambers C and D through the emergency relay valve A, and the semi-trailer achieves emergency braking.

[0016] The disadvantages of the existing technical solution 2 are as follows:

[0017] (1) The tractor uses a dual-circuit braking system, but the traditional rear vehicle braking system is generally a single-circuit system. Once the braking system fails, the entire braking circuit will fail, which is a huge safety hazard for multi-axle, large-tonnage virtual rail trains.

[0018] (2) The matching of the braking systems of the trailer and the tractor also has certain defects during use. The lag of the trailer relative to the tractor during braking can cause the trailer to collide with the tractor, especially on rainy and snowy roads, when going down steep slopes and when turning. In severe cases, the trailer may collapse. Similarly, virtual rail trains with long bodies and multiple trains also have similar defects.

[0019] (3) The brake signal response depends on the change in the air pressure in the control line, resulting in a long brake response time.

[0020] (4) Conventional trailer brakes can only be driven in one direction and cannot meet the two-way driving and braking control requirements of the virtual rail vehicle.

[0021] Therefore, providing a braking system suitable for the virtual rail train is a technical problem that technical personnel in this field urgently need to solve.

[0022] The above information disclosed in the background section is only for enhancing understanding of the background of the present application and therefore it may contain information that does not form the prior art known to a person of ordinary skill in the art. Summary of the invention

[0023] The embodiment of the present application provides a dual-circuit air brake system based on a virtual rail train to solve the technical problem that the virtual rail train has no brake system adapted to itself.

[0024] The present application provides a dual-circuit air brake system based on a virtual rail train, the virtual rail train includes a leading car MC01, at least one trailer T02 and a trailing car MC03; the dual-circuit air brake system includes:

[0025] The first air brake circuit is responsible for applying air brakes to and releasing air brakes on the master control vehicle, which is the one of the leading vehicle MC01 and the trailing vehicle MC03 that serves as the master driver;

[0026] The second air brake circuit is used to apply air brakes to vehicles other than the master control end vehicle and relieve air brakes.

[0027] In practice, the dual-circuit air brake system includes:

[0028] Wind source A01, installed in trailer T02;

[0029] Multiple air storage cylinders B01 are respectively arranged on the lead vehicle MC01, each trailer T02 and the tail vehicle MC03; wherein the air source A01 provides compressed air to each air storage cylinder B01;

[0030] Multiple pressure regulating valves B08 are used to regulate the pressure of the compressed air at the outlet of each air storage cylinder B01;

[0031] Two electric control main valves B06 are respectively arranged in the head car MC01 and the tail car MC03, and port 1 of the electric control main valve B06 is connected to the outlet of the air storage cylinder B01;

[0032] A plurality of relay valves B04 are respectively arranged in the lead car MC01, each trailer T02 and the tail car MC03;

[0033] A plurality of bridge modules B10 are respectively arranged on two axles of the lead vehicle MC01, each trailer T02 and the tail vehicle MC03;

[0034] Multiple single-chamber brake cylinders C01 and multiple double-chamber brake cylinders C04, two single-chamber brake cylinders C01 are respectively arranged on each axle of each trailer T02; two single-chamber brake cylinders C01 are arranged at one axle of the leading vehicle MC01 and two double-chamber brake cylinders C04 are arranged at the other axle; two single-chamber brake cylinders C01 are arranged at one axle of the trailing vehicle MC03 and two double-chamber brake cylinders C04 are arranged at the other axle.

[0035] During implementation, the air storage cylinder B01, pressure regulating valve B08, electronically controlled main valve B06, relay valve B04, bridge module B10, single-chamber brake cylinder C01, and double-chamber brake cylinder C04 of the master control vehicle form a first air brake circuit;

[0036] The braking process of the first air brake circuit is as follows:

[0037] During the braking process, the compressed air in the air storage cylinder B01 of the master control vehicle passes through the pressure regulating valve B08 of the master control vehicle and then generates a pneumatic control signal through the 12th and 22th ports of the electric control main valve B06 of the master control vehicle; then, the solenoid valve B07 of the master control vehicle provides a pre-control pressure for the 42th port of the relay valve B04 of the master control vehicle, and the pressure generated at the 2nd port of the relay valve B04 of the master control vehicle is input into the bridge module B10 of the master control vehicle through the 23rd port of the bridge module B10 of the master control vehicle;

[0038] The output brake cylinder pressure of ports 21 and 22 of the bridge module B10 of the master control vehicle provides braking force output for the master control vehicle through the single-chamber brake cylinder C01 and double-chamber brake cylinder C04 of the master control vehicle.

[0039] During implementation, the dual-circuit air brake system also includes:

[0040] A plurality of two-way valves B19, provided in each trailer T02;

[0041] When the master vehicle is the lead vehicle MC1,

[0042] The air storage cylinder B01, pressure regulating valve B08, two-way valve B19, relay valve B04, bridge module B10, single-chamber brake cylinder C01, double-chamber brake cylinder C04 of trailer T02, as well as the electronically controlled main valve B06 of the main control vehicle, and the relay valve B04, bridge module B10, single-chamber brake cylinder C01, double-chamber brake cylinder C04 of the tail vehicle MC03 form a second air brake circuit.

[0043] In practice, the braking process of the second air brake circuit is as follows:

[0044] During the braking process, the compressed air stored in the air storage cylinder B01 of trailer T02 passes through the pressure regulating valve B08 of trailer T02 and the ports 11 and 12 of the electronically controlled main valve B06 of the main control vehicle to generate the braking air control signals of trailer T02 and the tail vehicle MC03;

[0045] The brake air control signal is transmitted to the two-way valve B19 of trailer T02 through the vehicle end jumper and becomes the pre-control signal input port 41 of the relay valve B04 of trailer T02. The relay valve B04 of trailer T02 provides control pressure to the bridge module B10 of trailer T02 through port 2 according to the pre-control signal. The control pressure of the bridge module B10 of trailer T02 is input to the bridge module B10 of trailer T02 through port 23; the output brake cylinder pressure of ports 21 and 22 of the bridge module B10 of trailer T02 provides braking force output for the axle of trailer T02 through the single-chamber brake cylinder C01;

[0046] At the same time, the brake air control signal generated by ports 11 and 12 of the electronically controlled main valve B06 of the main control vehicle is transmitted to the tail vehicle MC03 through the jumper pipe at the trailer T02 end, and passes through the relay valve B04 of the tail vehicle MC03, the bridge module B10 of the tail vehicle MC03, the single-chamber brake cylinder C01 and the double-chamber brake cylinder C04 of the tail vehicle MC03 to provide braking force output for the axle of the tail vehicle MC03.

[0047] In implementation, the dual-circuit air brake system also includes:

[0048] Three pressure regulating valves B05 are respectively installed on the lead car MC01, trailer T02 and tail car MC03;

[0049] The emergency brake solenoid valve B07, the emergency brake solenoid valve B12 and the emergency brake solenoid valve B07 are respectively arranged on the leading vehicle MC01, the trailer T02 and the trailing vehicle MC03;

[0050] The emergency braking process includes:

[0051] When the emergency brake solenoid valve B07 of the lead car MC01 is powered off, the compressed air passes through the pressure regulating valve B05 of the lead car MC01 and the ports 1 and 2 of the solenoid valve B07 to provide pre-control pressure for the port 42 of the relay valve B04 of the lead car MC01, and then the port 2 of the relay valve B04 of the lead car MC01 outputs the brake control pressure;

[0052] Under the action of brake control pressure, port 23 of bridge module B10 of lead car MC01 outputs brake cylinder pressure at ports 21 and 22 to provide braking force output for the axle of lead car MC01 through single-chamber brake cylinder C01 and double-chamber brake cylinder C04 of lead car MC01.

[0053] In implementation, the corresponding:

[0054] When the emergency brake solenoid valve B07 of the tail car MC03 is powered off, the compressed air passes through the pressure regulating valve B05 of the tail car MC03 and the ports 1 and 2 of the solenoid valve B07 to provide pre-control pressure for the port 42 of the relay valve B04 of the tail car MC03, and then the port 2 of the relay valve B04 of the tail car MC03 outputs the brake control pressure;

[0055] Under the action of brake control pressure, port 23 of bridge module B10 of the tail car MC03 outputs brake cylinder pressure through ports 21 and 22 of bridge module B10 of the tail car MC03 to provide braking force output for the axle of the tail car MC03 through the single-chamber brake cylinder C01 and double-chamber brake cylinder C04 of the lead car MC01.

[0056] During implementation, the emergency braking process also includes:

[0057] When the emergency brake solenoid valve B12 of trailer T02 is powered off, the compressed air passes through the pressure regulating valve B05 of trailer T02 and the ports 1 and 2 of the solenoid valve B12 of trailer T02 to provide pre-control pressure for the port 42 of the relay valve B04 of trailer T02, and then the port 2 of the relay valve B04 of trailer T02 outputs the brake control pressure;

[0058] Under the action of brake control pressure, port 23 of the axle module of trailer T02 outputs brake cylinder pressure at ports 21 and 22 through single-chamber brake cylinder C01 of trailer T02 to provide braking force output for the axle of trailer T02.

[0059] In implementation, the dual-circuit air brake system also includes:

[0060] Two-way valve B25, respectively set in the head car MC01 and the tail car MC03;

[0061] The pressure regulating valve P04 is respectively installed in the lead car MC01 and the tail car MC03;

[0062] Two bistable solenoid valves P05 are respectively arranged in the lead car MC01 and the tail car MC03.

[0063] In practice, the parking brake process includes:

[0064] The compressed air passes through the pressure regulating valve P04 and provides the air source for the bistable solenoid valve P05;

[0065] When the release solenoid valve of the bistable solenoid valve P05 is energized, the compressed air passes through the A1 port and the A2 port in the two-way valve B25 to the parking chamber of the double-chamber brake cylinder C04, thus releasing the parking brake;

[0066] When the applying solenoid valve of the bistable solenoid valve P05 is energized, the parking chamber pressure of the double-chamber brake cylinder C04 is discharged through the bistable solenoid valve P05;

[0067] When the parking brake is applied, if the service brake is applied, the compressed air of the service brake can be filled into the parking chamber of the double-chamber brake cylinder C04 through port 21 of the bridge module B10, ports A3 and A2 of the two-way valve B25 to offset part of the parking brake pressure.

[0068] The embodiment of the present application adopts the above technical solution, which has the following technical effects:

[0069] The dual-circuit air brake system based on the virtual track train has two air brake circuits, a first air brake circuit and a second control brake circuit, so that the dual-circuit air brake system based on the virtual track train of the present application has high reliability and provides an air brake system suitable for the virtual track train. BRIEF DESCRIPTION OF THE DRAWINGS

[0070] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0071] Figure 1 It is a schematic diagram of the principle of the trailer braking system of the prior art;

[0072] Figure 2 A schematic diagram of a dual-circuit air brake system based on a virtual rail train of the present application;

[0073] Figure 3 for Figure 2 A partial schematic diagram of the first brake circuit of the dual-circuit air brake system shown;

[0074] Figure 4 for Figure 2 The schematic diagram of the second brake circuit of the dual-circuit air brake system shown;

[0075] Figure 5 for Figure 2 The schematic diagram of the emergency braking principle of the dual-circuit air brake system is shown;

[0076] Figure 6 for Figure 2 The schematic diagram of the parking brake principle of the dual-circuit air brake system is shown. DETAILED DESCRIPTION

[0077] In order to make the technical solutions and advantages in the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than an exhaustive list of all the embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0078] Embodiment 1

[0079] like Figure 2 As shown, the dual-circuit air brake system based on the virtual track train in the embodiment of the present application is a train service brake, including a first air brake circuit and a second air brake circuit. Both ends of the train can be operated, and if one of the circuits fails, the train still has a braking function to provide redundancy for the braking system, thereby improving the reliability of the system.

[0080] In addition, the train air braking force distribution can be achieved by utilizing the different input and output pressure characteristics of the input ports 41 and 42 and the output port 2 of the relay valve B04 in combination with the pipeline connection characteristics of the loop 1 and the loop 2.

[0081] like Figure 2 and Figure 3 As shown, the designed dual-circuit air brake system sets an air source A01 in trailer T02 to provide compressed air for the system, and sets air storage cylinders B01 in lead car MC01, trailer T02 and tail car MC03 respectively for storing compressed air.

[0082] Taking the main control driving of the lead vehicle MC01 as an example, the electronically controlled main valve B06 is the electronically controlled main valve for braking. The driver can press it to apply the air brake, and release it to automatically release the air brake. Two air circuits are designed in the system to ensure the reliability of the system. Circuit 1 (i.e. the first air brake circuit): The compressed air and control air circuit of this circuit are used for applying and releasing the brake of the lead vehicle MC01. Figure 3 As shown:

[0083] The compressed air in the air storage cylinder B01 passes through the pressure regulating valve B08 and then generates a pneumatic control signal through the 12th and 22th ports of the electric control main valve B06, and then passes through the solenoid valve B07 to provide pre-control pressure for the 42th port of the relay valve B04. The pressure generated by the 2nd port of the relay valve B04 is used as the control pressure of the bridge module B10 and input into the bridge module B10 through the 23th port. The output brake cylinder pressure of the 21st and 22th ports of the bridge module B10 provides the braking force output for the vehicle axle through the single-chamber brake cylinder C01 and the double-chamber brake cylinder C04.

[0084] Circuit 2 (i.e. the second air brake circuit): The compressed air and control air circuit of this circuit are used for brake application and release of trailer T02 and tail vehicle MC03 (non-main control driving end), such as Figure 4 As shown:

[0085] During the braking process, the compressed air stored in the air storage cylinder B01 of trailer T02 passes through the pressure regulating valve B08 of trailer T02 and the 11 and 12 ports of the electric control main valve B06 of the head vehicle MC01 to generate the brake air control signal of trailer T02 and the tail vehicle MC03. The signal is transmitted to the two-way valve B19 of trailer T02 through the vehicle end jumper and becomes the pre-control signal input port 41 of the relay valve B04 of trailer T02. The relay valve B04 of trailer T02 provides the control pressure to the axle module B10 of this vehicle through port 2 according to the pre-control pressure, and the control pressure of the axle module B10 is input to the axle module B10 through port 23. The output brake cylinder pressure of ports 21 and 22 of the axle module B10 provides the braking force output for the axle of this vehicle through the single-chamber brake cylinder C01.

[0086] At the same time, the brake air control signal generated by the 11 and 12 ports of the electric control main valve B06 of the leading vehicle MC01 is transmitted to the trailing vehicle MC03 through the jumper pipe at the trailer T02 end, and then passes through the relay valve B04, bridge module B10, single-chamber brake cylinder C01 and double-chamber brake cylinder C04 of the trailing vehicle MC03 to provide braking force output for the vehicle axle.

[0087] Circuit 1 (i.e. the first air brake circuit) and circuit 2 (i.e. the second air brake circuit) constitute a dual circuit of the virtual rail train air brake. When the brake is released, the compressed air in the brake control pipeline and the brake cylinder is exhausted through the electronically controlled main valve B06 at the main control end and the bridge module B10 of the single vehicle.

[0088] Circuit 1 is only responsible for the control of the pneumatic air brake of the leading vehicle, i.e. the main control vehicle, while circuit 2 is responsible for the pneumatic air brake control of trailer T02 and the tail vehicle, which increases the reliability of the system. In addition, the pre-control pressure is inputted through port 42 of relay valve B04 in circuit 1, and the pre-control pressure is inputted through port 41 of relay valve B04 in circuit 2. Due to the different input and output pressure characteristics of ports 41 and 42 of relay valve and output port 2, the distribution of different braking forces between the main control vehicle, trailer T02 and the tail vehicle can be realized. This makes up for the disadvantage that the braking force distribution can only be realized by the brake control unit, and increases the stability of the train during braking.

[0089] The designed dual-circuit gas circuit principle structure is simple and omits the four-circuit valve in the traditional solution. In addition, the use of relay valves is reduced, shortening the control response time.

[0090] Emergency brake solenoid valve B07 and solenoid valve B12 are respectively installed on the lead vehicle MC01, trailer T02 and tail vehicle MC03. Figure 5 As shown:

[0091] When the B07 solenoid valve of the MC car (including the lead car MC01 and the tail car MC03) is powered off, the compressed air passes through the pressure regulating valve B05 and ports 1 and 2 of the solenoid valve B07 to provide pre-control pressure for port 42 of the relay valve B04, and then port 2 of the relay valve B04 outputs the brake control pressure. Under the action of the brake control pressure, port 23 of the bridge module B10 outputs the brake cylinder pressure from ports 21 and 22, which provide braking force output for the axle of this vehicle through the single-chamber brake cylinder C01 and the double-chamber brake cylinder C04.

[0092] When the solenoid valve B12 of trailer T02 is powered off, compressed air passes through the pressure regulating valve B05 and ports 1 and 2 of the solenoid valve B12 to provide pre-control pressure for port 42 of the relay valve B04, and then port 2 of the relay valve B04 outputs the brake control pressure. Under the action of the brake control pressure, port 23 of the bridge module B10 outputs the brake cylinder pressure from ports 21 and 22, and provides braking force output for the vehicle axle through the single-chamber brake cylinder C01.

[0093] This emergency brake air circuit design is to cut off the power of solenoid valves B07 and B12 to provide compressed air for downstream pipelines and equipment. It can not only ensure that the emergency brake can achieve reliable parking when one of the double circuits mentioned above fails, but also ensure that the emergency brake is automatically applied when the train is stored normally or when the power is cut off unexpectedly to prevent the train from slipping, thereby increasing the reliability of brake control.

[0094] In the dual-circuit air brake system, the parking brake function is realized by using the bistable solenoid valve P05, such as Figure 6 As shown:

[0095] After passing through the pressure regulating valve P04, the compressed air provides the air source for the bistable solenoid valve P05. When the release solenoid valve of the bistable solenoid valve P05 is energized, the compressed air passes through the A1 and A2 ports in the B25 two-way valve to the parking chamber of the double-chamber brake cylinder C04 to release the parking brake. When the application solenoid valve of the bistable solenoid valve P05 is energized, the parking chamber pressure of the double-chamber brake cylinder is discharged through the bistable solenoid valve P05. When the parking brake is applied, if the service brake is applied, the compressed air of the service brake can be filled into the parking chamber of the double-chamber brake cylinder through the 21 port of the bridge module B10 and the A3 and A2 ports of B25 to offset part of the parking brake pressure, so as to avoid the parking brake force and the service brake force being completely superimposed on the brake disc and protect the basic brake equipment. In addition, when a serious leakage of compressed air occurs, such as train separation, the parking chamber pressure can be automatically emptied by using the automatic exhaust feature of the P04 pressure regulating valve when the reverse pressure is greater than the forward pressure, so as to avoid the anti-floating phenomenon of the train.

[0096] In the description of the present application and its embodiments, it should be understood that the orientation or positional relationship indicated by the terms "top", "bottom", "height", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0097] In the present application and its embodiments, unless otherwise clearly specified and limited, the terms "set", "install", "connect", "connect", "fix" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or a communication; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0098] In the present application and its embodiments, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0099] The disclosure above provides many different embodiments or examples to realize the different structures of the present application. In order to simplify the disclosure of the present application, the parts and settings of specific examples are described above. Of course, they are only examples, and the purpose is not to limit the present application. In addition, the present application can repeat reference numbers and / or reference letters in different examples, and this repetition is for the purpose of simplification and clarity, which itself does not indicate the relationship between the various embodiments and / or settings discussed. In addition, the various specific processes and material examples provided by the present application, but those of ordinary skill in the art can be aware of the application of other processes and / or the use of other materials.

[0100] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0101] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A dual-circuit air brake system based on a virtual track train, characterized in that: The virtual rail train includes a leading car MC01, at least one trailer T02 and a trailing car MC03; the dual-circuit air brake system includes: The first air brake circuit is responsible for applying air brakes to and releasing air brakes on the master control vehicle, which is the one of the leading vehicle MC01 and the trailing vehicle MC03 that serves as the master driver; The second air brake circuit is used to apply air brakes to vehicles other than the master control end vehicle and relieve air brakes.

2. The dual-circuit air brake system according to claim 1, characterized in that: include: Wind source A01, installed in trailer T02; Multiple air storage cylinders B01 are respectively arranged on the lead vehicle MC01, each trailer T02 and the tail vehicle MC03; wherein the air source A01 provides compressed air to each air storage cylinder B01; Multiple pressure regulating valves B08 are used to regulate the pressure of the compressed air at the outlet of each air storage cylinder B01; Two electric control main valves B06 are respectively arranged in the head car MC01 and the tail car MC03, and port 1 of the electric control main valve B06 is connected to the outlet of the air storage cylinder B01; A plurality of relay valves B04 are respectively arranged in the lead car MC01, each trailer T02 and the tail car MC03; A plurality of bridge modules B10 are respectively arranged on two axles of the lead vehicle MC01, each trailer T02 and the tail vehicle MC03; Multiple single-chamber brake cylinders C01 and multiple double-chamber brake cylinders C04, two single-chamber brake cylinders C01 are respectively arranged on each axle of each trailer T02; two single-chamber brake cylinders C01 are arranged at one axle of the leading vehicle MC01 and two double-chamber brake cylinders C04 are arranged at the other axle; two single-chamber brake cylinders C01 are arranged at one axle of the trailing vehicle MC03 and two double-chamber brake cylinders C04 are arranged at the other axle.

3. The dual-circuit air brake system according to claim 2, characterized in that: The air storage cylinder B01, pressure regulating valve B08, electronically controlled main valve B06, relay valve B04, bridge module B10, single-chamber brake cylinder C01, and double-chamber brake cylinder C04 of the master control vehicle form the first air brake circuit; The braking process of the first air brake circuit is as follows: During the braking process, the compressed air in the air storage cylinder B01 of the master control vehicle passes through the pressure regulating valve B08 of the master control vehicle and then generates a pneumatic control signal through the 12th and 22th ports of the electric control main valve B06 of the master control vehicle; then, the solenoid valve B07 of the master control vehicle provides a pre-control pressure for the 42th port of the relay valve B04 of the master control vehicle, and the pressure generated at the 2nd port of the relay valve B04 of the master control vehicle is input into the bridge module B10 of the master control vehicle through the 23rd port of the bridge module B10 of the master control vehicle; The output brake cylinder pressure of ports 21 and 22 of the bridge module B10 of the master control vehicle provides braking force output for the master control vehicle through the single-chamber brake cylinder C01 and double-chamber brake cylinder C04 of the master control vehicle.

4. The dual-circuit air brake system according to claim 3, characterized in that: Also includes: A plurality of two-way valves B19, provided in each trailer T02; When the master vehicle is the lead vehicle MC1, The air storage cylinder B01, pressure regulating valve B08, two-way valve B19, relay valve B04, bridge module B10, single-chamber brake cylinder C01, double-chamber brake cylinder C04 of trailer T02, as well as the electronically controlled main valve B06 of the main control vehicle, and the relay valve B04, bridge module B10, single-chamber brake cylinder C01, double-chamber brake cylinder C04 of the tail vehicle MC03 form a second air brake circuit.

5. The dual-circuit air brake system according to claim 4, characterized in that: The braking process of the second air brake circuit is as follows: During the braking process, the compressed air stored in the air storage cylinder B01 of trailer T02 passes through the pressure regulating valve B08 of trailer T02 and the ports 11 and 12 of the electronically controlled main valve B06 of the main control vehicle to generate the braking air control signals of trailer T02 and the tail vehicle MC03; The brake air control signal is transmitted to the two-way valve B19 of trailer T02 through the vehicle end jumper and becomes the pre-control signal input port 41 of the relay valve B04 of trailer T02. The relay valve B04 of trailer T02 provides control pressure to the bridge module B10 of trailer T02 through port 2 according to the pre-control signal. The control pressure of the bridge module B10 of trailer T02 is input to the bridge module B10 of trailer T02 through port 23; the output brake cylinder pressure of ports 21 and 22 of the bridge module B10 of trailer T02 provides braking force output for the axle of trailer T02 through the single-chamber brake cylinder C01; At the same time, the brake air control signal generated by ports 11 and 12 of the electronically controlled main valve B06 of the main control vehicle is transmitted to the tail vehicle MC03 through the jumper pipe at the trailer T02 end, and passes through the relay valve B04 of the tail vehicle MC03, the bridge module B10 of the tail vehicle MC03, the single-chamber brake cylinder C01 and the double-chamber brake cylinder C04 of the tail vehicle MC03 to provide braking force output for the axle of the tail vehicle MC03.

6. The dual-circuit air brake system according to claim 5, characterized in that: Also includes: Three pressure regulating valves B05 are respectively installed on the lead car MC01, trailer T02 and tail car MC03; The emergency brake solenoid valve B07, the emergency brake solenoid valve B12 and the emergency brake solenoid valve B07 are respectively arranged on the leading vehicle MC01, the trailer T02 and the trailing vehicle MC03; The emergency braking process includes: When the emergency brake solenoid valve B07 of the lead car MC01 is powered off, the compressed air passes through the pressure regulating valve B05 of the lead car MC01 and the ports 1 and 2 of the solenoid valve B07 to provide pre-control pressure for the port 42 of the relay valve B04 of the lead car MC01, and then the port 2 of the relay valve B04 of the lead car MC01 outputs the brake control pressure; Under the action of brake control pressure, port 23 of bridge module B10 of lead car MC01 outputs brake cylinder pressure at ports 21 and 22 to provide braking force output for the axle of lead car MC01 through single-chamber brake cylinder C01 and double-chamber brake cylinder C04 of lead car MC01.

7. The dual-circuit air brake system according to claim 6, characterized in that: Corresponding: When the emergency brake solenoid valve B07 of the tail car MC03 is powered off, the compressed air passes through the pressure regulating valve B05 of the tail car MC03 and the ports 1 and 2 of the solenoid valve B07 to provide pre-control pressure for the port 42 of the relay valve B04 of the tail car MC03, and then the port 2 of the relay valve B04 of the tail car MC03 outputs the brake control pressure; Under the action of brake control pressure, port 23 of bridge module B10 of the tail car MC03 outputs brake cylinder pressure through ports 21 and 22 of bridge module B10 of the tail car MC03 to provide braking force output for the axle of the tail car MC03 through the single-chamber brake cylinder C01 and double-chamber brake cylinder C04 of the lead car MC01.

8. The dual-circuit air brake system according to claim 7, characterized in that: The emergency braking process also includes: When the emergency brake solenoid valve B12 of trailer T02 is powered off, the compressed air passes through the pressure regulating valve B05 of trailer T02 and the ports 1 and 2 of the solenoid valve B12 of trailer T02 to provide pre-control pressure for the port 42 of the relay valve B04 of trailer T02, and then the port 2 of the relay valve B04 of trailer T02 outputs the brake control pressure; Under the action of brake control pressure, port 23 of the axle module of trailer T02 outputs brake cylinder pressure at ports 21 and 22 through single-chamber brake cylinder C01 of trailer T02 to provide braking force output for the axle of trailer T02.

9. The dual-circuit air brake system according to claim 7, characterized in that: Also includes: Two-way valve B25, respectively set in the head car MC01 and the tail car MC03; The pressure regulating valve P04 is respectively installed in the lead car MC01 and the tail car MC03; Two bistable solenoid valves P05 are respectively arranged in the lead car MC01 and the tail car MC03.

10. The dual-circuit air brake system according to claim 9, characterized in that: The parking brake process includes: The compressed air passes through the pressure regulating valve P04 and provides the air source for the bistable solenoid valve P05; When the release solenoid valve of the bistable solenoid valve P05 is energized, the compressed air passes through the A1 port and the A2 port in the two-way valve B25 to the parking chamber of the double-chamber brake cylinder C04, thus releasing the parking brake; When the applying solenoid valve of the bistable solenoid valve P05 is energized, the parking chamber pressure of the double-chamber brake cylinder C04 is discharged through the bistable solenoid valve P05; When the parking brake is applied, if the service brake is applied, the compressed air of the service brake can be filled into the parking chamber of the double-chamber brake cylinder C04 through port 21 of the bridge module B10, ports A3 and A2 of the two-way valve B25 to offset part of the parking brake pressure.

Images