Air hot standby electric pneumatic brake control system and method suitable for heavy haul train

Abstract

The invention discloses an air hot standby electric pneumatic brake control system and method suitable for heavy haul trains, at least comprising but not limited to a vehicle brake pipeline and a double-control module, the double-control module is arranged on each section of train along the length direction of the vehicle brake pipeline, and the output end of the double-control module is communicated with a brake cylinder; the input end of the double-control module is connected with a vehicle braking pipeline and the electric control module. The brake cylinder can independently receive air pressure control of a vehicle brake pipeline and electric signal control of the electric control module; according to the double-control module in the scheme, the brake cylinder can independently receive the electric signal to start the braking operation, and meanwhile, under the condition that the electric pneumatic braking system fails, the double-control module can independently receive the air signal transmitted by the vehicle braking pipeline to conduct the braking operation, so that the braking operation of the whole train is safer.

Description

Technical Field

[0001] The invention relates to the field of train braking, and in particular to an air hot standby electric air brake control system and method suitable for heavy-load trains. Background Art

[0002] During the operation of heavy-load trains of 20,000 tons or more, the train braking and relief synchronization is poor, the longitudinal impulse between trains is large, and during cyclic braking, due to frequent braking relief, the air volume increases and the recharging capacity is insufficient, which aggravates the risk of traffic accidents such as broken hooks and derailment, and affects driving safety.

[0003] The poor synchronization of train braking relief is due to the insufficient braking relief wave speed of the traditional air brake system. The heavy-load freight trains with a displacement of 20,000 tons and above have a long length. During braking relief, the air brake relief wave speed is limited, resulting in inconsistent braking relief states between the front and rear vehicles. In addition, due to the need for frequent air filling of the train pipes for cyclic braking, the air source system is heavily loaded. If the train pipes are not filled to the constant pressure braking level, insufficient braking force may result, endangering driving safety.

[0004] At present, in order to increase the train braking relief wave speed and reduce the longitudinal force, the effective method for heavy-duty railway freight cars abroad is to use electrical signals instead of air signals to transmit braking relief commands. This method can effectively improve the synchronization of train braking relief and has good feasibility. However, during the electro-pneumatic braking process, the air brake system cannot be used for braking control at the same time. In the event that the electro-pneumatic brake system of some vehicles fails, these vehicles can only be used as door-closing vehicles and no longer have braking effects. If it is necessary to switch to the air brake system, the train must be stopped before switching, and the operation is complicated. Summary of the invention

[0005] The purpose of the present invention is to provide an air hot standby electric-pneumatic brake control system and method suitable for heavy-load trains in view of the above-mentioned deficiencies, which solves the problem that the air brake system cannot be used simultaneously for brake control during the electric-pneumatic braking process. In the event that the electric-pneumatic brake system of some vehicles fails, these vehicles can only be used as door-closing vehicles and no longer have a braking effect. If it is necessary to switch to the air brake system, the switch must be made after the train stops, which results in complicated operation.

[0006] The present invention is achieved through the following scheme:

[0007] An air hot standby electric-pneumatic brake control system suitable for heavy-load trains, at least includes but is not limited to a vehicle brake pipeline and a dual control module. The dual control module is arranged on each train section along the length direction of the vehicle brake pipeline, and the output end of the dual control module is connected to the brake cylinder; the input end of the dual control module is respectively connected to the vehicle brake pipeline and the electronic control module; so that the brake cylinder can independently receive the air pressure control of the vehicle brake pipeline and the electrical signal control of the electronic control module.

[0008] Based on the above-mentioned air hot standby electric-pneumatic brake control system suitable for heavy-load trains, the dual control module is provided with a two-way valve, the signal input end of the two-way valve is respectively connected to the vehicle brake pipeline and the electronic control module, and the output end of the two-way valve is connected to the brake cylinder.

[0009] Based on the above-mentioned air hot standby electric air brake control system suitable for heavy-load trains, the dual control module also includes an air control valve, a solenoid valve and an air source. The air control valve is connected to the first inlet of the two-way valve through a first pipeline, and the solenoid valve is connected to the second inlet of the two-way valve through a second pipeline. The air source is connected to the air control valve and the solenoid valve through a third pipeline and a fourth pipeline respectively; the air control valve is connected to the vehicle brake pipeline through a fifth pipeline.

[0010] Based on the above-mentioned air hot standby electric-pneumatic brake control system suitable for heavy-load trains, a pressure sensor is arranged between the brake cylinder and the electronic control module, and the pressure sensor is electrically connected to the electronic control module and the brake cylinder respectively; the solenoid valve also returns to the outside atmosphere.

[0011] Based on the above-mentioned air hot standby electric air brake control system suitable for heavy-load trains, the air source is an air storage cylinder; a predetermined amount of high-pressure gas is stored in the air storage cylinder.

[0012] Based on the above-mentioned air hot standby electric air brake control system suitable for heavy-load trains, the air pressure through the second pipeline controlled to be opened by the solenoid valve is not less than the air pressure through the first pipeline controlled to be opened by the air brake valve.

[0013] The present invention also discloses an air hot standby electric air brake control method applicable to a heavy-load train, comprising the following steps:

[0014] When the train brakes, the entire vehicle is braked through the electro-pneumatic control module to observe whether the brake cylinders of the vehicles in the safety circuit are actuated; if the brake cylinders of all vehicles are actuated, the parking process is started normally. If there is an abnormality in the brake cylinder of a vehicle, the vehicle brake pipeline is depressurized to achieve mechanical braking.

[0015] The specific steps for the electro-pneumatic control module to brake the entire vehicle are as follows: the electronic control module transmits the control signal to the solenoid valve, controls the solenoid valve to open the fourth pipeline and the second pipeline, and the high-pressure gas in the air storage cylinder enters the two-way valve through the fourth pipeline, the solenoid valve and the second pipeline in turn, and finally the two-way valve transmits pressure to the brake cylinder to realize the current train braking.

[0016] The specific steps for depressurizing the vehicle brake pipeline to achieve mechanical braking are as follows: after the vehicle brake pipeline is depressurized, the air brake valve is actuated to connect the third pipeline and the first pipeline, and the high-pressure gas in the air storage cylinder enters the two-way valve through the air storage cylinder, the air brake valve and the first pipeline in turn, and finally the pressure is transmitted to the brake cylinder by the two-way valve to achieve the current train braking.

[0017] Inside a normal vehicle, the solenoid valve opens the first input pipeline formed by the fourth pipeline and the second pipeline. After the vehicle brake pipeline is depressurized, the air brake valve is actuated to open the second input pipeline formed by the third pipeline and the first pipeline. Since the pressure at the first input end is greater than the pressure at the second input end, the brake cylinder will maintain the braking state and will not change, and its input air pressure comes from the first input end pipeline.

[0018] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0019] 1. The dual control module in this solution enables the brake cylinder to independently receive electrical signals to start braking operations. At the same time, when the electro-pneumatic brake system fails, it can independently receive air signals transmitted from the vehicle brake pipeline to perform braking operations, making the braking operation of the entire train safer.

[0020] 2. Compared with the current electro-pneumatic brake system control method, this technology can realize the air hot standby function at the single-vehicle level. The train can simultaneously have air brake system control and electro-pneumatic brake system control vehicles, solving the problem of insufficient braking force caused by brake failure of some vehicles.

[0021] 3. By using the characteristics of the two-way valve, the brake cylinder pressures output by the electro-pneumatic brake and the air brake are compared, so that the brake cylinder always has a larger input pressure in both modes, which has a good safety guidance function. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 This is a schematic diagram of the structure of Example 1 of the present invention;

[0023] Markings in the figure: 1. Vehicle brake pipeline; 2. Dual control module; 3. Electronic control module; 4. Brake cylinder; 21. Two-way valve; 22. Air control valve; 23. Solenoid valve; 24. Air source; 25. First pipeline; 26. Second pipeline; 27. Pressure sensor; 28. Third pipeline; 29. ​​Fourth pipeline. DETAILED DESCRIPTION

[0024] All features disclosed in this specification, or steps in all methods or processes disclosed, except mutually exclusive features and / or steps, can be combined in any manner.

[0025] Any feature disclosed in this specification (including any additional claims and abstract), unless otherwise stated, may be replaced by other equivalent or alternative features having similar purposes. That is, unless otherwise stated, each feature is only an example of a series of equivalent or similar features.

[0026] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by the terms "up", "down", "left", "right", etc. are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a predetermined direction, be constructed and operated in a predetermined direction, and therefore cannot be understood as a limitation on the present invention.

[0027] In addition, the terms "first", "second", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first", "second", etc. may explicitly or implicitly include one or more of the features.

[0028] Example 1

[0029] like Figure 1 As shown, the present invention provides a technical solution:

[0030] An air hot standby electric-pneumatic brake control system suitable for heavy-load trains, which at least includes but is not limited to a vehicle brake pipeline 1 and a dual control module 2. The dual control module 2 is arranged on each train section along the length direction of the vehicle brake pipeline 1, and the output end of the dual control module 2 is connected to the brake cylinder 4; the input end of the dual control module 2 is respectively connected to the vehicle brake pipeline 1 and the electronic control module 3; so that the brake cylinder 4 can independently receive the air pressure control of the vehicle brake pipeline 1 and the electrical signal control of the electronic control module 3.

[0031] Based on the above structure, the dual control module 2 in this solution can enable the brake cylinder 4 to independently receive electrical signals to start braking operations. At the same time, in the event of failure of the electro-pneumatic braking system, it can independently receive air signals transmitted from the vehicle brake pipeline 1 to perform braking operations, making the braking operation of the entire train safer.

[0032] As an example, the dual control module 2 may be provided with a two-way valve 21 , the signal input end of the two-way valve 21 is respectively connected to the vehicle brake pipeline 1 and the electronic control module 3 , and the output end of the two-way valve 21 is connected to the brake cylinder 4 .

[0033] Based on the above structure, in this solution, if the train is in normal use, the two-way valve 21 usually receives the control signal transmitted by the electronic control module 3, realizes the gas output through the relevant air source components, and finally realizes the brake cylinder 4 to brake the vehicle. When the electronic control module 3 fails, the electronic control module 3 cannot provide a pressure signal to the two-way valve. At this time, the gas in the vehicle brake pipeline 1 can be depressurized. At this time, the depressurized gas will actuate the air control valve 22, and finally provide an air source to the two-way valve, realize the output of the brake cylinder 4 pressure, and realize the braking of the train.

[0034] As an example, the dual-control module 2 can also include an air control valve 22, a solenoid valve 23 and an air source 24. The air control valve 22 is connected to the first inlet of the two-way valve through a first pipeline 25, the solenoid valve 23 is connected to the second inlet of the two-way valve through a second pipeline 26, and the air source 24 is connected to the air control valve 22 and the solenoid valve 23 through a third pipeline 28 and a fourth pipeline 29 respectively; the air control valve 22 is connected to the vehicle brake pipeline 1 through a fifth pipeline.

[0035] Based on the above structure, in this solution, the two-way valve compares the pressure of the first pipeline 25 and the second pipeline 26 to output a larger input pressure to the brake cylinder 4. When the electro-pneumatic brake system of some vehicles fails, the train does not need to stop. The air control valve 22 is controlled by reducing the pressure in the vehicle brake pipeline 1 to operate. These vehicles can still have normal braking effects. At this time, the air brake cylinders 4 of the remaining vehicles in the train will also operate. However, since the transmission speed of the electrical signal is greater than the air brake signal, the remaining vehicles can still complete the braking effect through the electro-pneumatic braking effect.

[0036] As an example, a pressure sensor 27 is provided between the brake cylinder 4 and the electronic control module 3 , and the pressure sensor 27 is electrically connected to the electronic control module 3 and the brake cylinder 4 respectively; the solenoid valve 23 also contacts the outside atmosphere.

[0037] Based on the above structure, the pressure sensor 27 is used to detect the pressure of the brake cylinder 4 and feed it back to the electronic control module 3 to form a closed-loop control.

[0038] As an example, the air source 24 may be an air storage cylinder in which a predetermined amount of high-pressure gas is stored.

[0039] As an example, the air pressure through the second pipeline 26 controlled to be opened by the solenoid valve 23 is not less than the air pressure through the first pipeline 25 controlled to be opened by the air brake valve.

[0040] Based on the above structure, when the electric-pneumatic control fails in some vehicles, the vehicle brake pipeline 1 is depressurized to give the air brake valve an actuation signal. In the vehicle with the electric-pneumatic control failure, the solenoid valve 23 and the second pipeline 26 connected to the two-way valve do not have high-pressure gas passing through, and the air brake valve controls the third pipeline 28 and the first pipeline 25 to be connected, so that the high-pressure airflow in the air storage cylinder enters the two-way valve from the first pipeline 25, and finally transmits to the brake cylinder 4 to achieve mechanical braking; since the vehicle brake pipeline 1 is connected to the air brake valves of all vehicles, the air brake valves in normal vehicles will also be actuated. On the one hand, since the transmission speed of the electrical signal is greater than the air brake signal, the remaining vehicles can still complete the braking effect through the electric-pneumatic braking effect; on the other hand, the air pressure through the second pipeline 26 controlled to open by the solenoid valve 23 is greater than the air pressure through the first pipeline 25 controlled to open by the air brake valve. In this way, when the vehicle brake pipe is depressurized, the pressure of the first pipeline 25 in a normal vehicle will be less than the pressure in the second pipeline 26, so as to prevent the two-way valve from moving and cause the brake cylinder 4 to be abnormal.

[0041] Example 2

[0042] Based on the system of the above embodiment 1, the present invention provides a technical solution:

[0043] An air hot standby electric air brake control method applicable to heavy-load trains, comprising at least the following steps:

[0044] When the train brakes, the entire vehicle is braked through the electro-pneumatic control module to observe whether the brake cylinder 4 of the vehicle in the safety circuit is actuated; if the brake cylinders 4 of all vehicles are actuated, the parking process is started normally. If the brake cylinder 4 of the vehicle is abnormal, the vehicle brake pipeline 1 is depressurized to achieve mechanical braking.

[0045] The specific steps for the electro-pneumatic control module to brake the entire vehicle are as follows: the electronic control module 3 transmits the control signal to the solenoid valve 23, controls the solenoid valve 23 to open the fourth pipeline 29 and the second pipeline 26, and the high-pressure gas in the air storage cylinder enters the two-way valve through the fourth pipeline 29, the solenoid valve 23 and the second pipeline 26 in turn, and finally transmits pressure to the brake cylinder 4 from the two-way valve to realize the current train braking.

[0046] The specific steps of decompressing the vehicle brake pipeline 1 and realizing mechanical braking are as follows: after the vehicle brake pipeline 1 is decompressed, the air brake valve is actuated to connect the third pipeline 28 and the first pipeline 25, and the high-pressure gas in the air storage cylinder enters the two-way valve through the air storage cylinder, the air brake valve and the first pipeline 25 in sequence, and finally the two-way valve transmits pressure to the brake cylinder 4 to realize the current train braking;

[0047] Inside a normal vehicle, the solenoid valve 23 opens the first input end pipeline formed by the fourth pipeline 29 and the second pipeline 26. After the vehicle brake pipeline 1 is depressurized, the air brake valve is actuated to open the second input end pipeline formed by the third pipeline 28 and the first pipeline 25. Since the pressure at the first input end is greater than the pressure at the second input end, the brake cylinder 4 will maintain the braking state and will not change, and its input air pressure comes from the first input end pipeline.

[0048] Compared with the current electro-pneumatic brake system control method, this technology can realize the air hot standby function at the single-vehicle level. The train can have both air brake system control and electro-pneumatic brake system control vehicles, solving the problem of insufficient braking force caused by brake failure of some vehicles.

[0049] By utilizing the characteristics of the two-way valve, the pressures of the brake cylinder 4 output by the electric-pneumatic brake and the air brake are compared, so that the brake cylinder 4 always has a larger input pressure in both modes, and has a good safety guidance function.

[0050] In this scheme, the air hot standby function: when the train performs electro-pneumatic braking, each vehicle controls the solenoid valve 23 through the control module to open the passage from the air storage cylinder to the two-way valve. At this time, the air control valve 22 is in a relieved state and compressed air will not be input to the two-way valve. Because the two-way valve will output a larger input port pressure by comparing the air pressures of the two input ports (the first input end pipeline and the second input end pipeline), the two-way valve outputs the first input end pipeline pressure to the brake cylinder 4, and the pressure sensor 27 detects the pressure of the brake cylinder 4 and feeds it back to the control module to form a closed-loop control. When the pressure of the brake cylinder 4 reaches the target value, the solenoid valve 23 is closed to complete. Electro-pneumatic braking action; when the electro-pneumatic braking of some vehicles in the train fails, the pressure is reduced through the train pipe, and the air control valve 22 applies the braking action. The air pressure in the air storage cylinder is input to the second input end pipeline of the two-way valve through the air control valve 22. Due to the failure of the electro-pneumatic braking, the solenoid valve 23 does not work, and there is no pressure in the second input end pipeline. At this time, the two-way valve outputs the pressure of the second input end pipeline to the brake cylinder 4 to complete the braking action, while the electro-pneumatic braking system of the remaining vehicles is normal. Since the transmission speed of the electrical signal is much faster than the air signal, it can still be acted through the electro-pneumatic braking signal to complete the braking action, thereby realizing the air hot standby effect of a single vehicle in the train.

[0051] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. An air hot standby electric air brake control system suitable for heavy-load trains, characterized by: At least it includes but is not limited to a vehicle brake pipeline and a dual control module. The dual control module is arranged on each train along the length direction of the vehicle brake pipeline. The output end of the dual control module is connected to the brake cylinder; the input end of the dual control module is respectively connected to the vehicle brake pipeline and the electronic control module; so that the brake cylinder can independently receive the air pressure control of the vehicle brake pipeline and the electrical signal control of the electronic control module.

2. The air hot standby electric air brake control system suitable for heavy-load trains as claimed in claim 1, characterized in that: The dual control module is provided with a two-way valve, the signal input end of the two-way valve is respectively connected to the vehicle brake pipeline and the electronic control module, and the output end of the two-way valve is connected to the brake cylinder.

3. The air hot standby electric air brake control system suitable for heavy-load trains as claimed in claim 2, characterized in that: The dual-control module also includes an air control valve, a solenoid valve and an air source. The air control valve is connected to the first inlet of the two-way valve through a first pipeline, the solenoid valve is connected to the second inlet of the two-way valve through a second pipeline, and the air source is connected to the air control valve and the solenoid valve through a third pipeline and a fourth pipeline respectively; the air control valve is connected to the vehicle brake pipeline through a fifth pipeline.

4. The air hot standby electric air brake control system suitable for heavy-load trains as claimed in claim 3, characterized in that: A pressure sensor is arranged between the brake cylinder and the electronic control module, and the pressure sensor is electrically connected to the electronic control module and the brake cylinder respectively; the solenoid valve is also exposed to the outside atmosphere.

5. The air hot standby electric air brake control system suitable for heavy-load trains as claimed in claim 4, characterized in that: The wind source is an air storage cylinder; a predetermined amount of high-pressure gas is stored in the air storage cylinder.

6. The air hot standby electric air brake control system suitable for heavy-load trains as claimed in claim 5, characterized in that: The air pressure through the second pipeline controlled to be opened by the solenoid valve is not less than the air pressure through the first pipeline controlled to be opened by the air brake valve.

7. A control method for an air hot standby electric air brake control system suitable for heavy-load trains based on any one of claims 1 to 6, characterized in that: The following steps are involved: When the train brakes, the entire vehicle is braked through the electro-pneumatic control module to observe whether the brake cylinders of the vehicles in the safety circuit are actuated; if the brake cylinders of all vehicles are actuated, the parking process is started normally. If there is an abnormality in the brake cylinder of a vehicle, the vehicle brake pipeline is depressurized to achieve mechanical braking.

8. The air hot standby electric air brake control method applicable to heavy-load trains as claimed in claim 7, characterized in that: The specific steps for the electro-pneumatic control module to brake the entire vehicle are as follows: the electronic control module transmits the control signal to the solenoid valve, controls the solenoid valve to open the fourth pipeline and the second pipeline, and the high-pressure gas in the air storage cylinder enters the two-way valve through the fourth pipeline, the solenoid valve and the second pipeline in turn, and finally the two-way valve transmits pressure to the brake cylinder to realize the current train braking.

9. The air hot standby electric air brake control method applicable to heavy-load trains as claimed in claim 8, characterized in that: The specific steps for depressurizing the vehicle brake pipeline to achieve mechanical braking are as follows: after the vehicle brake pipeline is depressurized, the air brake valve is actuated to connect the third pipeline and the first pipeline, and the high-pressure gas in the air storage cylinder enters the two-way valve through the air storage cylinder, the air brake valve and the first pipeline in turn, and finally the pressure is transmitted to the brake cylinder by the two-way valve to achieve the current train braking.

10. The air hot standby electric air brake control method applicable to heavy-load trains as claimed in claim 9, characterized in that: Inside a normal vehicle, the solenoid valve opens the first input pipeline formed by the fourth pipeline and the second pipeline. After the vehicle brake pipeline is depressurized, the air brake valve is actuated to open the second input pipeline formed by the third pipeline and the first pipeline. Since the pressure at the first input end is greater than the pressure at the second input end, the brake cylinder will maintain the braking state and will not change, and its input air pressure comes from the first input end pipeline.

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