Rail train hydraulic braking system slow release device and control method thereof

Abstract

The invention belongs to a rail train hydraulic braking system slow release device in the technical field of rail trains. The invention further relates to a control method of the rail train hydraulic braking system slow release device. The reversing valve module (A) comprises a shuttle valve (1), a first pressure switch (2) and a second pressure switch (3), the manual pump module (B) comprises a manual pump (4), an oil tank (5) and a pressure release valve (6), the shuttle valve (1) is communicated with the oil tank (5) through a first pipeline (7), the manual pump (4) is arranged on the first pipeline (7), the shuttle valve (1) is communicated with an auxiliary relieving unit (9) through a second pipeline (8), the shuttle valve (1) is communicated with a clamp (11) through a third pipeline (10), and the first pipeline (7) is communicated with the pressure release valve (6). The slow release device of the hydraulic braking system of the rail train is easy and convenient to operate, relieving and braking can be reliably completed, risks caused by misoperation and forgetting to restore gears are effectively prevented, and the false activation probability is reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail trains, and more specifically, relates to a slow-release device for a hydraulic brake system of a rail train. The present invention also relates to a control method for the slow-release device for a hydraulic brake system of a rail train. Background Art

[0002] The clamps of the hydraulic brake system of the single-axle straddle-type monorail vehicle need to be equipped with an auxiliary relief device. For most passive hydraulic brake systems, there are generally more than three relief methods to ensure that the vehicle can relieve the brakes under different circumstances. One is automatic relief, which is the relief method during driving and is controlled by the vehicle itself. One is manual relief, which is generally located on the vehicle and is used when the vehicle is powered off or the control is abnormal. The last one is mechanical relief. This relief is generally when there is a problem with the oil and electricity of the vehicle. The clamp is operated for relief. The current relief method has shortcomings. It is necessary to manually switch to manual relief mode, and when operating, you may forget to return to the original working position. In addition, the travel switch for manual relief activation is easy to be accidentally touched, causing the train to mistakenly think that the manual relief is activated and alarm, resulting in speed limit and affecting train operation.

[0003] In the prior art, there is a technology named "train hand brake system" and the publication (announcement) number is "CN106184181B", which provides a train hand brake system. The system includes a first driver's cab state activation switch set in the first driver's cab and a second driver's cab state activation switch set in the second driver's cab, as well as at least one hand brake, a first display device located in the first driver's cab, and a second display device located in the second driver's cab; each hand brake is provided with a cam and a limit switch, and the cam rotates to the hand brake release position to squeeze the limit switch closed; each limit switch is connected in series to form a hand brake state branch; the first end of the hand brake state branch is electrically connected to the first driver's cab state activation switch, and the second end of the hand brake state branch is electrically connected to the second driver's cab state activation switch, the first display device, and the second display device, respectively. The system can prevent the train from starting to drive when the hand brake is applied, causing traffic accidents, thereby improving the driving safety of the train.

[0004] However, this technology does not involve the technical problems and technical solutions of the present application. Summary of the invention

[0005] The technical problem to be solved by the present invention is: in view of the shortcomings of the existing technology, a slow release device for the hydraulic brake system of a rail train is provided, which is easy to operate, can reliably complete relief and braking, effectively prevents the risks caused by misoperation and forgetting to restore the gear, and reduces the probability of misactivation.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is:

[0007] The present invention is a slow-release device for a hydraulic brake system of a rail train, comprising a reversing valve module and a manual pump module. The reversing valve module comprises a shuttle valve, a first pressure switch, and a second pressure switch. The manual pump module comprises a manual pump, an oil tank, and a pressure relief valve. The shuttle valve is connected to the oil tank through a first pipeline, a manual pump is arranged on the first pipeline, the shuttle valve is connected to an auxiliary relief unit through a second pipeline, the shuttle valve is connected to a clamp through a third pipeline, and the first pipeline is connected to the pressure relief valve.

[0008] The first pressure switch and the second pressure switch are respectively connected to the vehicle control components, and the auxiliary relief unit is connected to the booster pump.

[0009] The first pipeline is connected to the oil tank through a pressure relief pipeline, and a pressure relief valve is arranged on the pressure relief pipeline.

[0010] A first one-way valve is arranged on the side of the manual pump close to the oil tank, and a second one-way valve is arranged on the side of the manual pump close to the shuttle valve. Both the first one-way valve and the second one-way valve are arranged on the first pipeline.

[0011] The shuttle valve comprises a first oil port, a second oil port and a third oil port. The first pipeline is connected to the first oil port, the second pipeline is connected to the second oil port, and the third pipeline is connected to the third oil port.

[0012] The shuttle valve is connected to the second pressure switch near the first oil port, and the first pressure switch is connected to the third pipeline.

[0013] The third pipeline is connected to the first branch pipe and the second branch pipe, and the first branch pipe and the second branch pipe are respectively connected to a clamp.

[0014] A pressure gauge is installed on the third pipeline.

[0015] A solenoid valve is arranged inside the auxiliary relief unit, and the solenoid valve is connected to the vehicle control component.

[0016] The present invention also relates to a control method for a slow-release device of a hydraulic brake system of a rail train, which is easy to operate, can reliably complete release and braking, effectively prevents the risks caused by misoperation and forgetting to restore the gear position, and reduces the probability of misactivation. The control method for the slow-release device of the hydraulic brake system of a rail train comprises the following steps:

[0017] S1. Close the pressure relief valve and operate the manual pump to pressurize the first pipeline. When the second pressure switch is triggered, it indicates that the manual pump is in use and the braking function is lost;

[0018] S2. Continue to pressurize the manual pump until the pressure is relieved, release the brake, and observe the pressure of the third pipeline in real time through the pressure gauge;

[0019] S3. Open the pressure relief valve. The hydraulic oil in the relief line flows back to the oil tank connected to the manual pump. The second pressure switch is closed and the manual pump is no longer activated.

[0020] The technical solution of the present invention is adopted, and the working principle and beneficial effects are as follows:

[0021] The rail train hydraulic brake system slow-release device described in the present invention is divided into two main parts during structural setting, namely a reversing valve module and a manual pump module, wherein the reversing valve module includes a shuttle valve, a first pressure switch, and a second pressure switch, and the manual pump module includes a manual pump (pump body), an oil tank, and a pressure relief valve. The reversing valve module and the manual pump module can be installed separately or integrated together, and the reversing valve module and the manual pump module are connected by a pipeline. When the rail train hydraulic brake system slow-release device is in use, when the train needs auxiliary relief, the auxiliary relief unit is pressurized by the pressure pump, and the pressure pushes the shuttle valve to block the first oil port connected to the manual pump, and at the same time, the shuttle valve is connected to the third channel through the third oil port, and the third channel is connected to the clamp, and after continuing to pressurize, the clamp is released. When the train needs to brake, the solenoid valve inside the auxiliary relief unit is disconnected, and the hydraulic oil inside the pipeline returns to the oil tank due to pressure. When the train needs to use a manual pump to relieve the vehicle, the manual pump is operated to pressurize, and the shuttle valve is pushed to block the second oil port of the manual pump. At the same time, the shuttle valve is connected to the third pipeline through the third oil port, and the third pipeline is connected to the clamp. After continuing to pressurize, the clamp is released. When the train needs to brake, the pressure relief valve is manually opened, and the hydraulic oil inside the pipeline returns to the oil tank due to pressure. The function of the first pressure switch is mainly to send a relief signal to the vehicle control component when the pressure of the third pipeline reaches the set value. After the relevant personnel see the relief signal, they know that the relief is completed. The function of the second pressure switch is to send a signal to the vehicle control component when the pressure of the shuttle valve 1 reaches the set value. At this time, the manual pump 4 is activated, and the braking function fails. The relevant personnel need to pay attention. The beneficial effects of the structure of the present invention are: 1. Simple and convenient operation, only the manual pump and the pressure relief valve need to be operated to complete the relief and braking; 2. The mode is automatically selected, without the need for additional manual shifting of the gear, which effectively prevents the risks caused by misoperation and forgetting to restore the gear. 3. The activation mode is transmitted by the pressure switch, which greatly reduces the probability of false activation. 4. Flexible installation, can be integrated or separated, and can adapt to more installation spaces. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The following is a brief description of the contents and symbols in the drawings of this specification:

[0023] Figure 1 It is a structural schematic diagram of the slow-release device of the rail train hydraulic brake system according to the present invention;

[0024] Figure 2It is a structural schematic diagram of the slow-release device of the rail train hydraulic brake system according to the present invention;

[0025] The marks in the attached drawings are respectively: A, reversing valve module; B, manual pump module; 1, shuttle valve; 2, first pressure switch; 3, second pressure switch; 4, manual pump; 5, oil tank; 6, pressure relief valve; 7, first pipeline; 8, second pipeline; 9, auxiliary relief unit; 10, third pipeline; 11, clamp; 12, booster pump; 13, pressure relief pipeline; 14, first one-way valve; 15, second one-way valve; 16, first oil port; 17, second oil port; 18, third oil port; 19, first branch pipe; 20, second branch pipe; 21, pressure gauge; 22, solenoid valve. DETAILED DESCRIPTION

[0026] The following is a further detailed description of the specific implementation of the present invention, such as the shape, structure, mutual position and connection relationship between the various components involved, the function and working principle of each part, etc., through the description of the embodiments with reference to the accompanying drawings:

[0027] As attached Figure 1 -Attached Figure 2As shown, the present invention is a slow-release device for a hydraulic brake system of a rail train, comprising a reversing valve module A and a manual pump module B, wherein the reversing valve module A comprises a shuttle valve 1, a first pressure switch 2, and a second pressure switch 3, and the manual pump module B comprises a manual pump 4, an oil tank 5, and a pressure relief valve 6, wherein the shuttle valve 1 is connected to the oil tank 5 through a first pipeline 7, and a manual pump 4 is arranged on the first pipeline 7, the shuttle valve 1 is connected to an auxiliary relief unit 9 through a second pipeline 8, the shuttle valve 1 is connected to a clamp 11 through a third pipeline 10, and the first pipeline 7 is connected to the pressure relief valve 6. The above structure proposes an improved technical solution in view of the deficiencies in the prior art. When the structure is set, the device is divided into two main parts, namely, the reversing valve module A and the manual pump module B, wherein the reversing valve module comprises a shuttle valve 1, a first pressure switch 2, and a second pressure switch 3, and the manual pump module comprises a manual pump 4 (pump body), an oil tank 5, and a pressure relief valve 6. The reversing valve module A and the manual pump module B can be installed separately or integrated together, and the reversing valve module A and the manual pump module B are connected by a pipeline. When the rail train hydraulic brake system slow release device is used, when the train needs auxiliary relief, the auxiliary relief unit 9 pressurizes through the pressure pump 12, pushes the shuttle valve 1 to block the first oil port connected to the manual pump 4, and at the same time, the shuttle valve 1 is connected to the third channel 10 through the third oil port, and the third channel 10 is connected to the clamp 11. After continued pressurization, the clamp 11 is released. When the train needs to brake, the solenoid valve 22 inside the auxiliary relief unit 9 is disconnected, and the hydraulic oil inside the pipeline returns to the oil tank 5 due to pressure. When the train needs to use the manual pump 4 to relieve the vehicle, the manual pump 4 is operated to pressurize, and the shuttle valve 1 is pushed to block the second oil port of the manual pump 4. At the same time, the shuttle valve 1 is connected to the third pipeline 10 through the third oil port, and the third pipeline 10 is connected to the clamp 11. After continued pressurization, the clamp 11 is released. When the train needs to brake, the pressure relief valve 6 is manually opened, and the hydraulic oil inside the pipeline returns to the oil tank 5 due to pressure. The function of the first pressure switch 2 is mainly to send a relief signal to the vehicle control component when the pressure of the third pipeline 10 reaches the set value. After the relevant personnel see the relief signal, they know that the relief is completed. The function of the second pressure switch 3 is to send a signal to the vehicle control component when the pressure of the shuttle valve 1 reaches the set value. At this time, the manual pump 4 is activated, and the braking function fails. The relevant personnel need to pay attention. The beneficial effects of the structure of the present invention are: 1. Simple and convenient operation, only need to operate the manual pump and the pressure relief valve to complete the relief and braking; 2. The mode is automatically selected, no additional manual gear switching is required, and the risks caused by misoperation and forgetting to restore the gear are effectively prevented. 3. The activation mode is transmitted by the pressure switch, which greatly reduces the probability of misactivation. 4. Flexible installation, can be integrated or installed separately, and can adapt to more installation space. The rail train hydraulic brake system slow release device described in the present invention is easy to operate, can reliably complete relief and braking, effectively prevent the risks caused by misoperation and forgetting to restore the gear, and reduce the probability of misactivation.

[0028] The first pressure switch 2 and the second pressure switch 3 are respectively connected to the vehicle control components, and the auxiliary relief unit 9 is connected to the booster pump 12. The booster pump 12 is connected to the vehicle control components. The function of the booster pump 12 is to generate pressure and control the action of the shuttle valve 1. The function of the first pressure switch 2 is mainly to send a relief signal to the vehicle control component when the pressure in the third pipeline 10 reaches the set value. After the relevant personnel see the relief signal, they know that the relief is completed. The function of the second pressure switch 3 is to send a signal to the vehicle control component when the pressure in the shuttle valve 1 reaches the set value.

[0029] The first pipeline 7 is connected to the oil tank 5 through the pressure relief pipeline 13, and the pressure relief valve 6 is arranged on the pressure relief pipeline 13. In the above structure, the oil tank is used to store oil, and the oil can be pumped into the shuttle valve by a manual pump to realize pressure supply, and the pressure relief valve is used to unload the oil and eliminate the pressure.

[0030] A first one-way valve 14 is provided on the side of the manual pump 4 close to the oil tank 5, and a second one-way valve 15 is provided on the side of the manual pump 4 close to the shuttle valve 1. Both the first one-way valve 14 and the second one-way valve 15 are provided on the first pipeline 7. The shuttle valve 1 includes a first oil port 16, a second oil port 17, and a third oil port 18. The first pipeline 7 is connected to the first oil port 16, the second pipeline 8 is connected to the second oil port 17, and the third pipeline 10 is connected to the third oil port 18. When the train needs auxiliary relief, the auxiliary relief unit 9 is pressurized by the booster pump 12 to push the shuttle valve 1 to block the first oil port connected to the manual pump 4. At the same time, the shuttle valve 1 is connected to the third channel 10 through the third oil port, and the third channel 10 is connected to the clamp 11. After continued pressurization, the clamp 11 is released. In the above structure, different oil ports are used for generating and eliminating pressure. When the train needs to brake, the solenoid valve 22 inside the auxiliary relief unit 9 is disconnected, and the hydraulic oil inside the pipeline returns to the oil tank 5 due to the pressure. When the train needs to use the manual pump 4 to relieve the vehicle, the manual pump 4 is operated to pressurize, and the shuttle valve 1 is pushed to block the second oil port of the manual pump 4. At the same time, the shuttle valve 1 is connected to the third pipeline 10 through the third oil port, and the third pipeline 10 is connected to the clamp 11. After continuing to pressurize, the clamp 11 is released.

[0031] The shuttle valve 1 is connected to the second pressure switch 3 near the first oil port 16, and the first pressure switch 2 is connected to the third pipeline 10. The third pipeline 9 is connected to the first branch pipe 19 and the second branch pipe 20, and the first branch pipe 19 and the second branch pipe 20 are respectively connected to a clamp 11. A pressure gauge 21 is installed on the third pipeline 10. A solenoid valve 22 is arranged inside the auxiliary relief unit 9, and the solenoid valve 22 is connected to the vehicle control component. In the above structure, the pressure gauge is convenient for the operator to see the real-time pressure. Multiple clamps can be set and synchronous control can be achieved.

[0032] The present invention also relates to a control method for a slow-release device of a hydraulic brake system of a rail train, which is easy to operate, can reliably complete release and braking, effectively prevents the risks caused by misoperation and forgetting to restore the gear position, and reduces the probability of misactivation. The control method for the slow-release device of the hydraulic brake system of a rail train comprises the following steps:

[0033] S1. Close the pressure relief valve 6, operate the manual pump 4 to pressurize the first pipeline 7, and when the second pressure switch 3 is triggered, it is prompted that the manual pump 4 is in use and the braking function is lost;

[0034] S2. Continue to pressurize the manual pump 4 to relieve the pressure, relieve the brake, and observe the pressure of the third pipeline 10 in real time through the pressure gauge 21;

[0035] S3. Open the pressure relief valve 6. At this time, the hydraulic oil in the relief line flows back to the oil tank 5 connected to the manual pump 4. At this time, the second pressure switch 3 is closed and the manual pump 4 is no longer in an activated state.

[0036] The rail train hydraulic brake system slow-release device described in the present invention is divided into two main parts during structural setting, namely, a reversing valve module A and a manual pump module B, wherein the reversing valve module includes a shuttle valve 1, a first pressure switch 2, and a second pressure switch 3, and the manual pump module includes a manual pump 4 (pump body), an oil tank 5, and a pressure relief valve 6. The reversing valve module A and the manual pump module B can be installed separately or integrated together, and the reversing valve module A and the manual pump module B are connected by a pipeline. When the rail train hydraulic brake system slow-release device is used, when the train needs auxiliary relief, the auxiliary relief unit 9 is pressurized by the pressure pump 12, and the pressure pushes the shuttle valve 1 to block the first oil port connected to the manual pump 4, and at the same time, the shuttle valve 1 is connected to the third channel 10 through the third oil port, and the third channel 10 is connected to the clamp 11, and after continued pressurization, the clamp 11 is released. When the train needs to brake, the solenoid valve 22 inside the auxiliary relief unit 9 is disconnected, and the hydraulic oil inside the pipeline returns to the oil tank 5 due to pressure. When the train needs to use the manual pump 4 to relieve the vehicle, the manual pump 4 is operated to pressurize, and the shuttle valve 1 is pushed to block the second oil port of the manual pump 4. At the same time, the shuttle valve 1 is connected to the third pipeline 10 through the third oil port, and the third pipeline 10 is connected to the clamp 11. After continuing to pressurize, the clamp 11 is released. When the train needs to brake, the pressure relief valve 6 is manually opened, and the hydraulic oil inside the pipeline returns to the oil tank 5 due to pressure. The function of the first pressure switch 2 is mainly to send a relief signal to the vehicle control component when the pressure of the third pipeline 10 reaches the set value. After the relevant personnel see the relief signal, they know that the relief is completed. The function of the second pressure switch 3 is to send a signal to the vehicle control component when the pressure of the shuttle valve 1 reaches the set value. At this time, the manual pump 4 is activated and the braking function fails. Relevant personnel need to pay attention. The beneficial effects of the structure of the present invention are: 1. Simple and convenient operation, only the manual pump and the pressure relief valve need to be operated to complete the relief and braking; 2. Automatic mode selection, no additional manual gear switching is required, effectively preventing the risks caused by misoperation and forgetting to restore the gear. 3. The activation mode is transmitted by the pressure switch, which greatly reduces the probability of misactivation. 4. Flexible installation, can be integrated or installed separately, and can adapt to more installation spaces.

[0037] The present invention is described above by way of example in conjunction with the accompanying drawings. It is obvious that the specific implementation of the present invention is not limited to the above-mentioned method. As long as various improvements are made using the method concept and technical solution of the present invention, or the concept and technical solution of the present invention are directly applied to other occasions without improvement, they are all within the protection scope of the present invention.

Claims

1. A slow-release device for a hydraulic brake system of a railway train, characterized in that: The invention comprises a reversing valve module (A) and a manual pump module (B), wherein the reversing valve module (A) comprises a shuttle valve (1), a first pressure switch (2), and a second pressure switch (3), and the manual pump module (B) comprises a manual pump (4), an oil tank (5), and a pressure relief valve (6), wherein the shuttle valve (1) is connected to the oil tank (5) via a first pipeline (7), the manual pump (4) is arranged on the first pipeline (7), the shuttle valve (1) is connected to an auxiliary relief unit (9) via a second pipeline (8), the shuttle valve (1) is connected to a clamp (11) via a third pipeline (10), and the first pipeline (7) is connected to the pressure relief valve (6).

2. The slow-release device for a rail vehicle hydraulic brake system according to claim 1, characterized in that: The first pressure switch (2) and the second pressure switch (3) are respectively connected to the vehicle control components, and the auxiliary relief unit (9) is connected to the pressure pump (12).

3. The slow-release device for the hydraulic brake system of a railway train according to claim 1 or 2, characterized in that: The first pipeline (7) is connected to the oil tank (5) via a pressure relief pipeline (13), and a pressure relief valve (6) is provided on the pressure relief pipeline (13).

4. The slow-release device for a hydraulic brake system of a railway train according to claim 1 or 2, characterized in that: A first one-way valve (14) is arranged on the side of the manual pump (4) close to the oil tank (5), and a second one-way valve (15) is arranged on the side of the manual pump (4) close to the shuttle valve (1). Both the first one-way valve (14) and the second one-way valve (15) are arranged on the first pipeline (7).

5. The slow-release device for a rail vehicle hydraulic brake system according to claim 1 or 2, characterized in that: The shuttle valve (1) comprises a first oil port (16), a second oil port (17), and a third oil port (18); the first pipeline (7) is connected to the first oil port (16), the second pipeline (8) is connected to the second oil port (17), and the third pipeline (10) is connected to the third oil port (18).

6. The slow-release device for the hydraulic brake system of a railway train according to claim 5, characterized in that: The shuttle valve (1) is connected to the second pressure switch (3) near the first oil port (16), and the first pressure switch (2) is connected to the third pipeline (10).

7. The slow-release device for a hydraulic brake system of a railway train according to claim 1 or 2, characterized in that: The third pipeline (9) is connected to the first branch pipe (19) and the second branch pipe (20), and the first branch pipe (19) and the second branch pipe (20) are respectively connected to a clamp (11).

8. The slow-release device for a hydraulic brake system of a railway train according to claim 1 or 2, characterized in that: A pressure gauge (21) is installed on the third pipeline (10).

9. The slow-release device for the hydraulic brake system of a railway train according to claim 1 or 2, characterized in that: The auxiliary relief unit (9) is internally provided with a solenoid valve (22), and the solenoid valve (22) is connected to a vehicle control component.

10. A control method for a slow-release device of a hydraulic brake system of a railway train, characterized in that: The control method of the slow-release device of the rail vehicle hydraulic brake system comprises the following steps: S1. Close the pressure relief valve (6), operate the manual pump (4) to pressurize the first pipeline (7), and when the second pressure switch (3) is triggered, it is prompted that the manual pump (4) is in use and the braking function is lost; S2. Continue to pressurize the manual pump (4) to relieve the pressure, relieve the brake, and observe the pressure of the third pipeline (10) in real time through the pressure gauge (21); S3. The pressure relief valve (6) is opened, and the hydraulic oil in the relief line flows back to the oil tank (5) connected to the manual pump (4). At this time, the second pressure switch (3) is closed, and the manual pump (4) is no longer in an activated state.

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