Rail flat car braking system and rail flat car

Abstract

The invention discloses a rail flat car braking system and a rail flat car. The braking system comprises a braking control unit which is used for braking and relieving the rail flat car through the braking control unit based on first compressed air provided by a tractor when the rail flat car is attached to the tractor to run; the auxiliary braking control unit is used for braking and relieving the rail flat car through the auxiliary braking control unit based on second compressed air provided by the auxiliary braking control unit when the rail flat car travels by itself; and the first switching module is used for switching the auxiliary braking control unit and the main braking control unit to brake and relieve the rail flat car through the first switching module. The rail flat car is braked and relieved through second compressed air provided by the auxiliary braking control unit when the rail flat car runs by itself, the auxiliary braking control unit and the main braking control unit are switched through the first switching module to brake and relieve the rail flat car, and braking relieving of the novel rail flat car during self-running is achieved.

Description

Technical Field

[0001] The present invention belongs to the technical field of train braking, and more specifically, relates to a rail flat car braking system and a rail flat car. Background Art

[0002] With the development of economy, railway engineering vehicles are becoming more and more diversified, and the performance and use requirements of engineering vehicles are getting higher and higher. Now more and more engineering vehicles tend to transform the existing mature flat cars, install various operating devices on the flat cars to meet the railway operation needs, and redesign their bogies to realize the self-propelled operation function. The traditional rail flat car braking system, such as the 120 type brake machine, Figure 2 As shown, the 120 type brake machine includes a brake hose connector, a corner plug, a brake pipe ( Figure 2 Central train pipe), Yuanxin integrated filter, 120 control valve ( Figure 2 120 valve in the middle), acceleration relief air cylinder, and auxiliary air cylinder; the outlet end of the 120 control valve is connected to the air inlet end of the brake cylinder of the rail flat car; the brake relief function of the 120 brake machine is controlled by the tractor, and the 120 brake machine is provided with compressed air through the tractor. The tractor transports the compressed air to the train pipe, and then transports it to the 120 control valve after filtering through the Yuanxin integrated filter; when releasing, the tractor controls the train pipe to be filled with air, and the train pipe pressure acts on the 120 control valve, and the auxiliary air cylinder and the acceleration relief air cylinder are filled with air through the 120 control valve. At the same time, the brake cylinder pressure is discharged through the exhaust port of the 120 control valve. Out; during braking, the traction vehicle controls the train pipe to exhaust air and reduce pressure, the 120 brake valve responds to the pressure change of the train pipe, the auxiliary air cylinder charges air to the brake cylinder pipeline through the 120 control valve, and the brake cylinder pipe pressure air generated by the 120 control valve charges air to the brake cylinder; but using this 120 type brake machine on the new type of rail flat car described above cannot achieve braking and relief under the self-propelled turning state of the new type of rail flat car, which requires the design of a new type of braking system, which can not only meet the braking and relief function controlled by the traction vehicle when coupled with the locomotive, but also meet the braking and relief function of the new type of rail flat car when it is self-propelled.

[0003] The information disclosed in the background technology section of the present invention is only intended to deepen the understanding of the general background technology of the present invention, and should not be regarded as acknowledging or suggesting in any form that the information constitutes the prior art already known to those skilled in the art. Summary of the invention

[0004] The purpose of the present invention is to propose a rail flat car braking system and a rail flat car, so as to solve the problem that the existing 120-type brake machine cannot be used for braking relief when the rail flat car is self-propelled, and to achieve both the use of the existing 120-type brake machine for braking relief when the rail flat car is attached and the braking relief of the vehicle itself when the rail flat car is self-propelled.

[0005] To achieve the above-mentioned purpose, the present invention proposes a rail flat car braking system and a rail flat car.

[0006] According to a first aspect of the present invention, a rail flat car braking system is provided, comprising:

[0007] A brake control unit, used for braking and relieving the rail flat car through the brake control unit based on the first compressed air provided by the tractor when the rail flat car is attached to the tractor for operation;

[0008] An auxiliary brake control unit, used for braking and relieving the rail flat car through the auxiliary brake control unit based on the second compressed air provided by the auxiliary brake control unit when the rail flat car is self-propelled;

[0009] A first switching module, used for switching the auxiliary brake control unit and the main brake control unit to brake and release the rail flat car through the first switching module;

[0010] The brake control unit and the auxiliary brake control unit are connected to the brake cylinder of the rail flat car through the first switching module.

[0011] Optionally, the auxiliary brake control unit includes:

[0012] An air source module, used for producing the second compressed air;

[0013] An auxiliary brake module, the air inlet end of the auxiliary brake module is connected to the air outlet end of the air source module, and the auxiliary brake module is used to brake and relieve the rail flat car based on the second compressed air;

[0014] An auxiliary emergency brake module, the air inlet end of the auxiliary emergency brake module is connected to the air outlet end of the air source module, and the auxiliary emergency brake module is used to perform emergency braking and relief on the rail flat car based on the second compressed air;

[0015] A second switching module, the air outlet end of the second switching module is connected to the first air inlet end of the first switching module, the air outlet end of the auxiliary braking module is connected to the first air inlet end of the second switching module, and the air outlet end of the auxiliary emergency braking module is connected to the second air inlet end of the second switching module; the auxiliary braking module and the auxiliary emergency braking module are switched through the second switching module to perform braking / emergency braking and relief.

[0016] Optionally, the gas source module comprises:

[0017] The air compressor, oil-water separator, check valve, main air cylinder, high-pressure safety valve, pressure controller and filter, and total air pressure sensor are connected in sequence.

[0018] Optionally, the auxiliary braking module includes:

[0019] An auxiliary brake proportional solenoid valve and a safety valve connected in sequence, and a control handle matching the auxiliary brake proportional solenoid valve;

[0020] The air inlet end of the auxiliary brake proportional solenoid valve is connected to the air outlet end of the filter, and the total air pressure sensor is arranged on the pipeline between the auxiliary brake proportional solenoid valve and the filter;

[0021] A first cut-off valve is provided between the total wind pressure sensor and the auxiliary brake proportional solenoid valve;

[0022] The air outlet end of the safety valve is connected to the first air inlet end of the second switching module;

[0023] The pressure of the second compressed air output by the auxiliary brake proportional solenoid valve is steplessly controlled by a control handle.

[0024] Optionally, the auxiliary emergency braking module includes:

[0025] A pressure regulating valve and an auxiliary emergency brake solenoid valve are connected in sequence, and an emergency brake button that controls the auxiliary emergency brake solenoid valve, the air inlet end of the pressure regulating valve is connected to the pipeline between the first cut-off valve and the total wind pressure sensor through a second cut-off valve, and the air outlet end of the auxiliary emergency brake solenoid valve is connected to the second air inlet end of the second switching module through a third cut-off valve.

[0026] Optionally, the brake control unit comprises:

[0027] 120 type brake machine;

[0028] The brake cylinder air outlet end of the 120 control valve of the 120 type brake machine is connected to the second air inlet end of the first switching module.

[0029] Optionally, before braking and releasing the rail flat car through the auxiliary brake control unit, the pressure of the brake pipe of the 120-type brake is emptied and the 120-type brake is manually released.

[0030] Optionally, an air inlet end of the brake cylinder is connected to an air outlet end of the first switching module.

[0031] Optionally, both the first switching module and the second switching module are shuttle valves.

[0032] Optionally, the output pressure of the auxiliary brake proportional solenoid valve is:

[0033] 0-300kPa.

[0034] According to a second aspect of the present invention, a rail flat car is provided, and the rail flat car comprises the rail flat car braking system as described in any one of the first aspects.

[0035] The beneficial effects of the present invention are as follows: when the rail flat car is running with a tractor attached, the present invention brakes and releases the rail flat car through the brake control unit according to the first compressed air provided by the tractor, so as to realize the brake release when the new rail flat car is running with the attachment; when the rail flat car is running by itself, the rail flat car is braked and released according to the second compressed air provided by the auxiliary brake control unit, so as to realize the brake release when the new rail flat car is running by itself; the auxiliary brake control unit and the main brake control unit are switched by the first switching module to brake and release the rail flat car, so as to realize that the two brake units are independent of each other and do not interfere with each other.

[0036] The system of the present invention has other characteristics and advantages, which will be apparent from the drawings incorporated herein and the following detailed description, or will be described in detail in the drawings incorporated herein and the following detailed description, which together serve to explain the specific principles of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The above and other objects, features and advantages of the present invention will become more apparent through a more detailed description of exemplary embodiments of the present invention in conjunction with the accompanying drawings, in which like reference numerals generally represent like components.

[0038] Figure 1 A schematic diagram of a rail flat car braking system according to Embodiment 1 of the present invention is shown.

[0039] Figure 2 A schematic diagram of a 120-type brake machine according to the prior art of the present invention is shown. DETAILED DESCRIPTION

[0040] The present invention will be described in more detail below with reference to the accompanying drawings. Although preferred embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to make the present invention more thorough and complete, and to fully convey the scope of the present invention to those skilled in the art.

[0041] A rail flat car braking system according to the present invention comprises:

[0042] A brake control unit, used for braking and relieving the rail flat car through the brake control unit based on the first compressed air provided by the tractor when the rail flat car is attached to the tractor for operation;

[0043] The auxiliary brake control unit is used for braking and relieving the rail flat car through the auxiliary brake control unit based on the second compressed air provided by the auxiliary brake control unit when the rail flat car is self-propelled;

[0044] A first switching module is used to switch the auxiliary brake control unit and the main brake control unit through the first switching module to brake and release the rail flat car;

[0045] The brake control unit and the auxiliary brake control unit are connected to the brake cylinder of the rail flat car through the first switching module.

[0046] Specifically, when the rail flat car is running with a tractor attached, the present invention brakes and releases the rail flat car through a brake control unit according to the first compressed air provided by the tractor, thereby realizing brake release when the new rail flat car is running with attachment; when the rail flat car is running on its own, the rail flat car is braked and released according to the second compressed air provided by the auxiliary brake control unit, thereby realizing brake release when the new rail flat car is running on its own; the auxiliary brake control unit and the main brake control unit are switched by the first switching module to brake and release the rail flat car, thereby realizing that the two brake units are independent of each other and do not interfere with each other.

[0047] In one example, the auxiliary brake control unit includes:

[0048] An air source module, used for producing a second compressed air;

[0049] An auxiliary brake module, the air inlet end of the auxiliary brake module is connected to the air outlet end of the air source module, and the auxiliary brake module is used to brake and relieve the rail flat car based on the second compressed air;

[0050] An auxiliary emergency brake module, the air inlet end of the auxiliary emergency brake module is connected to the air outlet end of the air source module, and the auxiliary emergency brake module is used to perform emergency braking and relief on the rail flat car based on the second compressed air;

[0051] The second switching module, the air outlet end of the second switching module is connected to the first air inlet end of the first switching module, the air outlet end of the auxiliary braking module is connected to the first air inlet end of the second switching module, and the air outlet end of the auxiliary emergency braking module is connected to the second air inlet end of the second switching module; the auxiliary braking module and the auxiliary emergency braking module are switched by the second switching module to perform braking / emergency braking and relief.

[0052] In one example, the gas source module includes:

[0053] The air compressor, oil-water separator, check valve, main air cylinder, high-pressure safety valve, pressure controller and filter, and total air pressure sensor are connected in sequence.

[0054] Specifically, the air source module is composed of an air compressor, an oil-water separator, a check valve, a main air cylinder, a high-pressure safety valve, a pressure controller and a filter, and a total air pressure sensor connected in sequence. The air compressor is used to generate the second compressed air required by the auxiliary braking module and the auxiliary emergency braking module when the rail flat car is self-propelled, for example, an electric screw air compressor is used; the oil-water separator and the filter are used to dry and purify the second compressed air. In the compressed air oil-water separator, the compressed air produces a sharp change in flow direction and speed after entering the separator, and relies on centrifugal action to separate oil droplets and water droplets with a density greater than that of air; the main function of the filter is to remove impurities such as dust, oil particles, and moisture in the compressed air to ensure the purity and quality of the compressed air; the main air cylinder is used to store the second compressed air; the pressure controller is used to adjust the total air pressure range; the high-pressure safety valve is used to prevent the air compressor pressure from exceeding the specified value to protect the safety of equipment and personnel; the main function of the total air pressure sensor includes measuring the pressure of the second compressed air in the pipeline and converting it into an electrical signal, which is then fed back to the control system for control and monitoring.

[0055] In one example, the auxiliary brake module includes:

[0056] An auxiliary brake proportional solenoid valve and a safety valve connected in sequence, and a control handle matching the auxiliary brake proportional solenoid valve;

[0057] The air inlet end of the auxiliary brake proportional solenoid valve is connected to the air outlet end of the filter, and the total air pressure sensor is arranged on the pipeline between the auxiliary brake proportional solenoid valve and the filter;

[0058] A first cut-off valve is provided between the total air pressure sensor and the auxiliary brake proportional solenoid valve;

[0059] The air outlet end of the safety valve is connected to the first air inlet end of the second switching module;

[0060] The pressure of the second compressed air output by the auxiliary brake proportional solenoid valve is steplessly controlled by the control handle.

[0061] Specifically, the auxiliary braking module includes an auxiliary braking proportional solenoid valve and a safety valve connected in sequence, and a control handle matching the auxiliary braking proportional solenoid valve. The auxiliary braking proportional solenoid valve can realize stepless pressure adjustment; a first shut-off valve is arranged between the total air pressure sensor and the auxiliary braking proportional solenoid valve. The shut-off valve is a control valve that controls air connection and cut-off to realize the opening and closing of the air path; the air outlet end of the safety valve is connected to the first air inlet end of the second switching module; the pressure of the second compressed air output by the auxiliary braking proportional solenoid valve is steplessly controlled by the control handle, and the pressure in the pipeline is prevented from exceeding the safety limit through the safety valve, thereby ensuring the normal operation of the auxiliary braking module and protecting personal safety.

[0062] In one example, the auxiliary emergency brake module includes:

[0063] The pressure regulating valve and the auxiliary emergency brake solenoid valve are connected in sequence, as well as the emergency brake button that controls the auxiliary emergency brake solenoid valve. The air inlet end of the pressure regulating valve is connected to the pipeline between the first cut-off valve and the total wind pressure sensor through the second cut-off valve, and the air outlet end of the auxiliary emergency brake solenoid valve is connected to the second air inlet end of the second switching module through the third cut-off valve.

[0064] Specifically, the auxiliary emergency brake module includes a pressure regulating valve and an auxiliary emergency brake solenoid valve connected in sequence, and an emergency brake button that controls the auxiliary emergency brake solenoid valve; when the auxiliary brake proportional solenoid valve fails to brake, the emergency brake button can be pressed to control the auxiliary emergency brake solenoid valve to be powered on and open for emergency braking. When the emergency brake button is reset, the emergency brake solenoid valve loses power. The air inlet end of the pressure regulating valve is connected to the pipeline between the first cut-off valve and the total air pressure sensor through the second cut-off valve, and the air outlet end of the auxiliary emergency brake solenoid valve is connected to the second air inlet end of the second switching module through the third cut-off valve.

[0065] In one example, the brake control unit includes:

[0066] 120 type brake machine;

[0067] The brake cylinder air outlet end of the 120 control valve of the 120 type brake machine is connected to the second air inlet end of the first switching module.

[0068] Specifically, the brake control unit of the present application is a 120-type brake machine, and other brake machines with the same / similar functions may also be selected according to actual conditions.

[0069] In one example, before braking and releasing the railcar through the auxiliary brake control unit, the pressure in the brake pipe of the 120-type brake is vented and the 120-type brake is manually released.

[0070] In one example, an air inlet of the brake cylinder is connected to an air outlet of the first switching module.

[0071] In one example, the first switching module and the second switching module are both shuttle valves.

[0072] Specifically, the first switching module and the second switching module are both shuttle valves, which have two air inlet ends and one air outlet end and have a logic "OR" function. This means that when there is pressure at any one of the air inlet ends, the gas can flow out through the air outlet end, thus achieving control over the medium in the pipeline; when the rail flat car is running with attachment, braking and relief are performed through the 120-type brake machine; during braking, the tractor controls the train pipe to exhaust and reduce pressure, the 120 brake valve responds to the pressure change of the train pipe, and the auxiliary air cylinder charges air to the brake cylinder pipeline through the 120 valve. During high-speed operation, there is no compressed air at the second air inlet end of the first switching module, and the brake cylinder pipe pressure air generated by the 120 valve charges air to the brake cylinder through the passage formed by the second air inlet end and the air outlet end of the first switching module; during relief, the tractor controls the train pipe to charge air, and the train pipe pressure acts on the 120 brake valve, and the auxiliary air cylinder and the acceleration relief air cylinder are charged through the 120 valve, and at the same time, the brake cylinder pressure is discharged through the exhaust port of the first switching module and the 120 valve; when the rail flat car is running by itself, by pushing the control handle gradually from 0 position to full braking position, a continuously variable current is provided to the auxiliary brake proportional solenoid valve, and the auxiliary brake proportional solenoid valve is controlled to output a stepless pressure of 0-300kPa force, the compressed air output by the proportional solenoid valve acts on the first air inlet end of the second switching module. At this time, due to the power failure of the emergency brake solenoid valve, there is no pressure at the second air inlet end of the second switching module, and the second compressed air enters the channel composed of the first air inlet end and the air outlet end of the first switching module through the channel composed of the first air inlet end and the air outlet end of the second switching module to charge the brake cylinder; when relieved, pull the control handle back to 0 position, the auxiliary brake proportional solenoid valve loses power, and the brake cylinder pressure air is discharged through the exhaust port of the first switching module, the second switching module and the auxiliary brake proportional solenoid valve; when the proportional solenoid valve fails to brake, the emergency brake button can be pressed to control the emergency brake solenoid valve to be powered on and opened, and the second compressed air enters the channel composed of the first air inlet end and the air outlet end of the first switching module through the channel composed of the second air inlet end and the air outlet end of the second switching module to charge the brake cylinder; when relieved, reset the emergency brake button, the emergency brake solenoid valve loses power, and the brake cylinder pressure is discharged through the exhaust port of the first switching module, the second switching module and the auxiliary emergency brake solenoid valve.

[0073] In one example, the output pressure of the auxiliary brake proportional solenoid valve is:

[0074] 0-300kPa.

[0075] The present invention is further described below in conjunction with the accompanying drawings and specific embodiments, but is not intended to be limiting of the present invention. It should be noted that the embodiments and features in the embodiments of the present invention may be combined with each other without conflict.

[0076] Embodiment 1

[0077] like Figure 1As shown, this embodiment provides a rail flat car braking system, including:

[0078] The 120-type brake and auxiliary brake control system, the 120-type brake uses the 120-type brake commonly used for trucks, which is used for attached operation and is controlled by the pressure change of the tractor train pipe to achieve vehicle brake relief; the auxiliary brake control system is used to control the braking and relief of the whole vehicle during self-propelled operation, and is equipped with self-propelled common braking and relief functions, and also has an emergency braking function. The system consists of an air source system, an auxiliary brake control device, and an auxiliary emergency brake control device.

[0079] The auxiliary brake control system also includes an air pressure gauge for displaying the train pipe pressure, total air pressure, and brake cylinder pressure; a reversing valve, also known as a change valve, is a device for changing the air flow path. The auxiliary brake control system of this embodiment is provided with two reversing valves, both of which are shuttle valves. Shuttle valve 1 is provided between the brake cylinder outlet end of the 120 control valve of the 120 brake machine and the outlet end of shuttle valve 2, which is used to prevent the brake cylinder pressure generated by the 120 brake machine and the auxiliary brake control system from being superimposed to cause wheel set scratches; shuttle valve 2 is provided between the auxiliary emergency brake path and the auxiliary brake path, which is used to prevent the brake cylinder pressure generated by the two paths from being superimposed; the brake cylinder outlet end of the 120 control valve of the 120 brake machine is connected to the second air inlet end of shuttle valve 1, and the air inlet end of the brake cylinder of the rail flat car is connected to the air outlet end of shuttle valve 1; the air outlet end of shuttle valve 2 is connected to the first air inlet end of shuttle valve 1.

[0080] The air source system includes an air compressor, an oil-water separator, a check valve, a main air cylinder, a high-pressure safety valve, a pressure controller and a filter, as well as a total air pressure sensor connected in sequence; the air compressor adopts an electric screw air compressor that is maturely used on railway lines to provide air pressure for the self-propelled auxiliary brake control system; the oil-water separator and filter are used for compressed air drying and purification; the main air cylinder is used for pressurized air storage; the pressure controller is used to adjust the total air pressure range; the high-pressure safety valve is used to prevent the air compressor pressure from being too high; the total air pressure sensor is used to collect the brake cylinder pipe pressure, which can be displayed in the cab.

[0081] The auxiliary brake control device includes an auxiliary brake proportional solenoid valve and a safety valve connected in sequence, and a control handle matching the auxiliary brake proportional solenoid valve; the air inlet end of the auxiliary brake proportional solenoid valve is connected to the air outlet end of the filter, and the total air pressure sensor is arranged on the pipeline between the auxiliary brake proportional solenoid valve and the filter; a cut-off valve 1 is arranged between the total air pressure sensor and the auxiliary brake proportional solenoid valve; the air outlet end of the safety valve is connected to the first air inlet end of the shuttle valve 2; the proportional pressure solenoid valve adopts a Festo pressure proportional solenoid valve, and the control handle is used to steplessly control the output air pressure of the proportional pressure valve to realize stepless adjustment of the brake cylinder pressure of 0-300kPa during operation; the safety valve is used to limit the maximum pressure of the auxiliary brake, and the set action value is 350kPa.

[0082] The auxiliary emergency brake control device includes a pressure regulating valve and an auxiliary emergency brake solenoid valve connected in sequence, and an emergency brake button that controls the auxiliary emergency brake solenoid valve. The air inlet end of the pressure regulating valve is connected to the pipeline between the cut-off valve 1 and the total air pressure sensor through the cut-off valve 2, and the air outlet end of the auxiliary emergency brake solenoid valve is connected to the second air inlet end of the shuttle valve 2 through the cut-off valve 3; the auxiliary emergency brake solenoid valve adopts a normally closed two-position three-way solenoid valve, which is controlled by the emergency brake button; the pressure regulating valve is used to adjust the emergency brake pressure, which is set to 360kPa.

[0083] 1. Attached operation

[0084] When the rail flat car is running attached, the traction vehicle controls the train pipe to reduce pressure or increase air volume. The 120 type brake motor of the vehicle responds to the change of train pipe pressure to achieve brake relief of the vehicle.

[0085] Relief: The tractor controls the train pipe to charge air, and the train pipe pressure acts on the 120 brake valve, and the auxiliary air cylinder and the acceleration relief air cylinder are charged through the 120 brake valve. At the same time, the brake cylinder pressure is discharged through the shuttle valve 1 and the exhaust port of the 120 brake valve.

[0086] Braking: The tractor controls the exhaust and pressure reduction of the train pipe. The 120 brake valve responds to the pressure changes in the train pipe. The auxiliary air cylinder charges air to the brake cylinder pipeline through the 120 valve. When running at high speed, there is no compressed air at the second air inlet end of the shuttle valve 1. The brake cylinder pipe pressure air generated by the 120 valve charges air to the brake cylinder through the passage formed by the second air inlet end and the air outlet end of the shuttle valve 1.

[0087] 2. Self-propelled operation

[0088] When the vehicle is self-propelled, the train pipe pressure is emptied and the 120 brake is manually released. The 120 brake valve has no braking effect when the vehicle is self-propelled. Start the air compressor. The compressed air generated by the air compressor passes through the oil-water separator to remove the oil and water in the air and enters the main air cylinder. Then, it passes through the filter to filter the impurities in the pipeline to generate clean air pressure.

[0089] (1) Common braking and relief

[0090] By pushing the control handle gradually from 0 position to full brake position, a continuously variable current is provided to the proportional solenoid valve, and the auxiliary brake proportional solenoid valve is controlled to output a stepless pressure of 0-300kPa. The compressed air output by the proportional solenoid valve acts on shuttle valve 2. At this time, due to the loss of power of the emergency brake solenoid valve, there is no pressure control at the other end of shuttle valve 2, and the compressed air enters shuttle valve 1 through the middle valve port of shuttle valve 2. Since the 120 valve does not produce braking effect during operation and there is no pressurized air on the side of shuttle valve 1 connected to the 120 valve, the compressed air output by the proportional solenoid valve is charged to the brake cylinder through the middle air outlet of shuttle valve 1 to achieve vehicle braking. When relieving, pull the control handle back to 0 position, the proportional solenoid valve loses power, and the brake cylinder pressure air is discharged through shuttle valve 1, shuttle valve 2, and proportional solenoid valve.

[0091] (2) Emergency Braking

[0092] When the proportional solenoid valve fails to brake, the emergency brake button can be pressed to control the emergency brake solenoid valve to be energized and open, and the total air will charge the brake cylinder through shuttle valve 2 and shuttle valve 1. When the emergency brake button is reset, the emergency brake solenoid valve loses power, and the brake cylinder pressure is discharged through shuttle valve 1 and shuttle valve 2 solenoid valves.

[0093] Embodiment 2

[0094] This embodiment provides a rail flat car, including the rail flat car braking system described in Embodiment 1.

[0095] The embodiments of the present invention have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments.

Claims

1. A rail flat car braking system, characterized in that: include: A brake control unit, used for braking and relieving the rail flat car through the brake control unit based on the first compressed air provided by the tractor when the rail flat car is attached to the tractor for operation; An auxiliary brake control unit, used for braking and relieving the rail flat car through the auxiliary brake control unit based on the second compressed air provided by the auxiliary brake control unit when the rail flat car is self-propelled; A first switching module, used for switching the auxiliary brake control unit and the main brake control unit to brake and release the rail flat car through the first switching module; The brake control unit and the auxiliary brake control unit are connected to the brake cylinder of the rail flat car through the first switching module.

2. The rail flat car braking system according to claim 1, characterized in that: The auxiliary brake control unit comprises: An air source module, used for producing the second compressed air; An auxiliary brake module, the air inlet end of the auxiliary brake module is connected to the air outlet end of the air source module, and the auxiliary brake module is used to brake and relieve the rail flat car based on the second compressed air; An auxiliary emergency brake module, the air inlet end of the auxiliary emergency brake module is connected to the air outlet end of the air source module, and the auxiliary emergency brake module is used to perform emergency braking and relief on the rail flat car based on the second compressed air; A second switching module, the air outlet end of the second switching module is connected to the first air inlet end of the first switching module, the air outlet end of the auxiliary braking module is connected to the first air inlet end of the second switching module, and the air outlet end of the auxiliary emergency braking module is connected to the second air inlet end of the second switching module; the auxiliary braking module and the auxiliary emergency braking module are switched through the second switching module to perform braking / emergency braking and relief.

3. The rail flat car braking system according to claim 2, characterized in that: The gas source module comprises: The air compressor, oil-water separator, check valve, main air cylinder, high-pressure safety valve, pressure controller and filter, and total air pressure sensor are connected in sequence.

4. The rail flat car braking system according to claim 3, characterized in that: The auxiliary brake module comprises: An auxiliary brake proportional solenoid valve and a safety valve connected in sequence, and a control handle matching the auxiliary brake proportional solenoid valve; The air inlet end of the auxiliary brake proportional solenoid valve is connected to the air outlet end of the filter, and the total air pressure sensor is arranged on the pipeline between the auxiliary brake proportional solenoid valve and the filter; A first cut-off valve is provided between the total wind pressure sensor and the auxiliary brake proportional solenoid valve; The air outlet end of the safety valve is connected to the first air inlet end of the second switching module; The pressure of the second compressed air output by the auxiliary brake proportional solenoid valve is steplessly controlled by a control handle.

5. The rail flat car braking system according to claim 4, characterized in that: The auxiliary emergency brake module comprises: A pressure regulating valve and an auxiliary emergency brake solenoid valve are connected in sequence, and an emergency brake button that controls the auxiliary emergency brake solenoid valve, the air inlet end of the pressure regulating valve is connected to the pipeline between the first cut-off valve and the total wind pressure sensor through a second cut-off valve, and the air outlet end of the auxiliary emergency brake solenoid valve is connected to the second air inlet end of the second switching module through a third cut-off valve.

6. The rail flat car braking system according to claim 5, characterized in that: The brake control unit comprises: 120 type brake machine; The brake cylinder air outlet end of the 120 control valve of the 120 type brake machine is connected to the second air inlet end of the first switching module.

7. The rail flat car braking system according to claim 6, characterized in that: Before braking and releasing the rail flat car through the auxiliary brake control unit, the pressure of the brake pipe of the 120-type brake is emptied and the 120-type brake is manually released.

8. The rail flat car braking system according to claim 1, characterized in that The air inlet end of the brake cylinder is connected to the air outlet end of the first switching module.

9. The rail flat car braking system according to claim 2, characterized in that: The first switching module and the second switching module are both shuttle valves.

10. A rail flat car, characterized in that: The rail flat car includes the rail flat car braking system described in any one of claims 1-9.

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