A train control system and a train

Abstract

The application discloses a train control system and a train. The train control system comprises a local reduction chamber, a secondary air cylinder, a local reduction valve, a brake cylinder and a control member. The local reduction valve is communicated with the local reduction chamber, so that compressed gas in the local reduction chamber flows into the local reduction valve. The control member is arranged between the local reduction valve and the brake cylinder, and is used for controlling the on-off between the local reduction valve and the brake cylinder. The train control system has a first braking state and a second braking state. In the first braking state, the control member controls the local reduction valve and the brake cylinder to be communicated, so that the compressed gas in the local reduction chamber flows into the brake cylinder through the local reduction valve. In the second braking state, the secondary air cylinder is communicated with the brake cylinder, so that the compressed gas in the secondary air cylinder flows into the brake cylinder to open the brake cylinder to brake the train. The control member controls the local reduction valve and the brake cylinder to be disconnected, so that the compressed gas in the brake cylinder is prevented from flowing back to the local reduction valve. The train control system has the advantages of long service life, high braking efficiency and the like.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of train control, in particular, to a train control system and a train. BACKGROUND

[0002] Railway air brake is powered by compressed air, and realizes train braking through control command transmission and brake force distribution. During braking, compressed air pushes brake shoes to tightly adhere to wheels, and relies on friction to consume kinetic energy to ensure safe and stable railway operation.

[0003] In the related art, the local reduction valve in the railway air brake is often damaged due to long-term action of high brake cylinder pressure, so that the brake cylinder pressure flows to the atmosphere through the damaged membrane plate of the local reduction valve, causing brake force attenuation and affecting safe operation.

[0004] It should be noted that this part of the present application only provides background technology related to the present application, and does not necessarily constitute prior art or public knowledge. SUMMARY

[0005] The purpose of the present application is to overcome the defects of train brake force attenuation in the prior art, and to provide a train control system and a train, which can ensure that the local reduction valve local reduction closing point pressure is consistent, prevent the local reduction valve template from being damaged, improve the long-term stability of the train brake force, effectively avoid attenuation, and ensure safe operation of the train.

[0006] In order to achieve the above purpose, in a first aspect, the present application provides a train control system, comprising: a local reduction chamber and a secondary air cylinder, both of which are adapted to be connected to compressed gas; a local reduction valve, a brake cylinder and a control member, the local reduction valve is in communication with the local reduction chamber, so that the compressed gas in the local reduction chamber flows into the local reduction valve, the control member is arranged between the local reduction valve and the brake cylinder, and the control member is used to control the on-off between the local reduction valve and the brake cylinder, the train control system has a first braking state and a second braking state, in the first braking state, the control member controls the local reduction valve and the brake cylinder to be in communication, so that the compressed gas in the local reduction chamber flows into the brake cylinder through the local reduction valve, in the second braking state, the secondary air cylinder is in communication with the brake cylinder, so that the compressed gas in the secondary air cylinder flows into the brake cylinder to open the brake cylinder to brake the train, and the control member controls the local reduction valve and the brake cylinder to be disconnected, so as to prevent the compressed gas in the brake cylinder from flowing back to the local reduction valve.

[0007] In some preferred embodiments of the present application, the control member is a check valve, the check valve is in communication with the local reduction valve and the brake cylinder, in the first braking state, the check valve is open to communicate the local reduction valve and the brake cylinder, in the second braking state, the check valve is closed to disconnect the local reduction valve and the brake cylinder.

[0008] In some preferred embodiments of the present application, the train control system further comprises a train pipe, the train pipe is adapted to be filled with compressed gas, in the first braking state, the train pipe is in communication with the local reduction chamber, so that the compressed gas in the train pipe flows into the local reduction chamber to depressurize the compressed gas in the train pipe.

[0009] In some preferred embodiments of the present application, the train control system further comprises a control valve, the control valve is in communication with the train pipe and the auxiliary reservoir respectively, the train control system further has a release state, in the release state, the control valve is open to communicate the train pipe and the auxiliary reservoir so that the compressed gas in the train pipe flows into the auxiliary reservoir.

[0010] In some preferred embodiments of the present application, the local reduction valve comprises a valve body and a valve core, the valve body has a chamber, a first port and a second port, the first port and the second port are both in communication with the chamber, the first port is in communication with the local reduction chamber so that the compressed gas in the local reduction chamber flows into the chamber, the valve core is arranged in the chamber and is movable between a first position and a second position, in the first position, the valve core blocks at least one of the first port and the second port so that the first port and the second port are disconnected, in the second position, the valve core is separated from the first port and the second port so that the first port and the second port are communicated, in the first braking state, the valve core is in the second position, the second port is in communication with the brake cylinder so that the compressed gas in the chamber flows into the brake cylinder through the second port, in the second braking state, the second port is disconnected from the brake cylinder so that the compressed gas in the brake cylinder is prevented from flowing back to the chamber through the second port.

[0011] In some preferred embodiments of the present application, when the pressure in the local reduction chamber is higher than a preset value, the valve core is in the first position so that the valve core and the chamber are disconnected.

[0012] In some preferred embodiments of the present application, the local reduction valve further comprises a resilient member, the chamber has a first cavity and a second cavity, the first port and the second port are both in communication with the first cavity, the resilient member is arranged in the second cavity and the resilient member is connected with the inner circumferential surface of the second cavity and the valve core, the resilient member has an elastic force to drive the valve core to move from the second position to the first position.

[0013] In some preferred embodiments of the present application, the valve core comprises a diaphragm and a piston, the diaphragm is located between the first cavity and the second cavity to separate the first cavity and the second cavity, the first cavity has a third port located between the first port and the second port, the piston is located in the first cavity and moves under the action of the elastic member and the brake cylinder pressure, the piston is connected with the diaphragm, in the first position, the piston is separated from the third port to open the third port, in the second position, the piston abuts against the first port to close the third port, in the first braking state, the valve core is located at the second position, in the second braking state, the valve core is located at the first position.

[0014] In some preferred embodiments of the present application, the train control system further comprises a communication member, the control member communicates with the brake cylinder and the local reduction valve through the communication member, the train control system has a pressure maintaining state, when the local reduction valve fails or is damaged, the train control system is in the pressure maintaining state, the control member controls the communication member to be disconnected with at least one of the brake cylinder and the local reduction valve, so as to block the leakage path of the compressed gas in the brake cylinder through the local reduction valve to maintain the pressure of the brake cylinder.

[0015] In the second aspect, the present application provides a train, comprising a plurality of carriages, a plurality of the carriages are connected in sequence, and a train control system, the train control system is the train control system in any one of the above embodiments, and a plurality of the train control systems are arranged on the plurality of carriages one by one.

[0016] Advantages:

[0017] The present application has the advantages that: by setting the local reduction chamber, the auxiliary air cylinder, the local reduction valve, the brake cylinder, the control member and the connection structure thereof, the communication between the local reduction valve and the brake cylinder is cut off by the control member, the backflow of the gas in the brake cylinder to the local reduction valve is prevented, the stable pressure state of the local reduction valve during braking is ensured, the damage of the diaphragm of the local reduction valve due to excessive pressure is avoided, the service life of the local reduction valve is prolonged, the long-term stability of the braking force of the train is improved, the decay of the train is effectively avoided, and the safety of the train operation is improved.

[0018] In the present application, the inlet of the local reduction valve is communicated with the outlet of the local reduction chamber, the compressed gas in the local reduction valve flows into the local reduction valve, the control member is arranged between the outlet of the local reduction valve and the inlet of the brake cylinder, the connection between the local reduction valve and the brake cylinder is controlled through the control member, in the initial stage of train braking, that is, the first braking state, the control member controls the communication between the outlet of the local reduction valve and the inlet of the brake cylinder. The compressed gas in the local reduction chamber flows into the brake cylinder through the local reduction valve, so that the brake cylinder quickly obtains a part of the pressure air, pushes the brake shoe or brake pad to press the wheel or brake disc, quickly generates the initial braking force, and makes the train start to decelerate.

[0019] With the deepening of the braking process, the train enters the second braking state, that is, the continuous braking stage, the auxiliary air cylinder is communicated with the brake cylinder, the compressed gas in the auxiliary air cylinder flows into the brake cylinder, pushes the brake device to tightly contact with the wheel, generates greater friction force, and makes the train continuously decelerate until stopping. At the same time, in the second braking state, the control member cuts off the communication between the local reduction valve and the brake cylinder, so as to block the backflow of the compressed gas in the brake cylinder to the local reduction valve.

[0020] In the second braking state, because the brake cylinder will generate high pressure due to the continuous air supply of the auxiliary air cylinder. Without the cutting effect of the control member, the high-pressure gas in the brake cylinder will backflow to the local reduction valve, causing abnormal pressure impact on the key components such as the diaphragm in the local reduction valve. Long-term impact, the diaphragm is easy to break, which leads to the decrease of the sealing performance of the local reduction valve, thereby causing the leakage of the compressed gas in the train control system, and further causing the decrease of the pressure in the brake cylinder, so that the braking efficiency of the brake cylinder is reduced or even cannot be maintained in the braking state. After the control member cuts off the communication, the pressure in the local reduction valve is effectively avoided to be too large, the diaphragm of the local reduction valve is protected, the performance stability of the local reduction valve is ensured, the interference of the backflow gas to the internal pressure of the local reduction valve is prevented, the local reduction valve can enter the closed state in the stable pressure environment, the accuracy of the closing point pressure is ensured, and the failure rate and maintenance cost of the braking system are reduced. BRIEF DESCRIPTION OF DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation to the scope. For those skilled in the art, other related drawings can also be obtained without creative labor on the basis of these drawings.

[0022] Figure 1 is a structural schematic diagram of a train control system of an embodiment of the present application.

[0023] Figure 2 is a structural schematic diagram of a local reduction valve of a train control system of an embodiment of the present application.

[0024] Figure 3is a structural schematic view of a control member of a train control system according to an embodiment of the present application.

[0025] Legend of reference signs

[0026] 100, train control system; 1, local reduction chamber; 2, local reduction valve; 21, valve body; 22, valve core; 221, diaphragm; 222, piston; 2221, first piston; 2222, second piston; 2223, third piston; 23, elastic member; 24, top rod; 25, third port; 26, first cavity; 27, second cavity; 28, first port; 29, second port; 3, brake cylinder; 4, control member; 41, check valve; 42, valve seat; 43, valve cover; 44, spring; 45, moving piston; 5, train pipe. DETAILED DESCRIPTION

[0027] In the present application, the terms "first", "second", "third", "fourth", "fifth", "sixth", "seventh" and "eighth" are used only for descriptive purposes and are not to be construed as indicating or implying relative importance or an indicated number of technical features. Thus, features defined with "first", "second", "third", "fourth", "fifth", "sixth", "seventh" and "eighth" can include one or more of the features explicitly or implicitly. In the description of the present application, the meaning of "plurality" is two or more, unless otherwise explicitly specified and limited.

[0028] In the present application, unless otherwise explicitly specified and limited, the "on" or "under" of a first feature to a second feature can be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the "over", "above" and "on" of the first feature to the second feature can be that the first feature is directly above or obliquely above the second feature, or only means that the horizontal height of the first feature is higher than that of the second feature. The "under", "below" and "under" of the first feature to the second feature can be that the first feature is directly below or obliquely below the second feature, or only means that the horizontal height of the first feature is less than that of the second feature.

[0029] The endpoints of the ranges and any values disclosed herein are not limited to the precise values recited as implicitly split into this precise range without method of interpolation between the described values when explicit recitations are not present. The endpoints of the ranges of values recited are not to be construed as limiting the range of values to the precise values recited. The disclosure contemplates combinations of the values within the ranges to be included in the disclosure. The terms "comprises", "comprising", "comprised of" and "comprising" when used in this disclosure specifies the presence of stated features, integers, steps, or components but do not preclude the presence or addition of one or more other features, integers, steps, components, or groups thereof. The terms "optional", "optionally" and "may" mean that the subsequently described event or circumstance can or can not occur, or that the subsequently described feature, characteristic, or component can or can not be present.

[0030] In a first aspect, as shown in Figure 1 The train control system 100 according to the present application includes a local reduction chamber 1, a subsidiary brake cylinder (not shown in the figure), a local reduction valve 2, a brake cylinder 3 and a control member 4.

[0031] Both the local reduction chamber 1 and the auxiliary reservoir are suitable for the compressed gas to be introduced into. Specifically, as shown in Figure 1 the local reduction chamber 1 and the auxiliary reservoir are storage cavities with sealing and strength, and when the train is in normal operation, the compressed air source will introduce compressed gas into the local reduction chamber 1 and the auxiliary reservoir, so that the inside of the local reduction chamber 1 and the auxiliary reservoir maintains a certain air pressure. The local reduction chamber 1 has a relatively small volume and is used to play a role of rapid pressure reduction in the initial stage of braking to shorten the braking response time. The auxiliary reservoir has a larger volume and is used to provide a continuous and stable compressed air source for the brake cylinder 3 to ensure the smoothness and persistence of the braking process.

[0032] The local reduction valve 2 is in communication with the local reduction chamber 1 so that the compressed gas in the local reduction chamber 1 flows into the local reduction valve 2. The control member 4 is arranged between the local reduction valve 2 and the brake cylinder 3 and is used to control the on-off between the local reduction valve 2 and the brake cylinder 3. The train control system 100 has a first braking state and a second braking state. In the first braking state, the control member 4 controls the local reduction valve 2 and the brake cylinder 3 to be in communication so that the compressed gas in the local reduction chamber 1 flows into the brake cylinder 3 through the local reduction valve 2. In the second braking state, the auxiliary reservoir is in communication with the brake cylinder 3 so that the compressed gas in the auxiliary reservoir flows into the brake cylinder 3 to open the brake cylinder 3 to brake the train. The control member 4 controls the local reduction valve 2 and the brake cylinder 3 to be disconnected so as to prevent the compressed gas in the brake cylinder 3 from flowing back to the local reduction valve 2.

[0033] In particular, as shown in Figure 1 the inlet of the local reduction valve 2 is in communication with the outlet of the local reduction chamber 1, and the compressed gas in the local reduction valve 2 flows into the local reduction valve 2. The control member 4 is arranged between the outlet of the local reduction valve 2 and the inlet of the brake cylinder 3, and the on-off between the local reduction valve 2 and the brake cylinder 3 is controlled by the control member 4. In the initial stage of train braking, i.e. the first braking state, the control member 4 controls the outlet of the local reduction valve 2 and the inlet of the brake cylinder 3 to be in communication. The compressed gas in the local reduction chamber 1 flows into the brake cylinder 3 through the local reduction valve 2, so that the brake cylinder 3 quickly obtains a part of the pressure air to push the brake shoe or brake pad to press the wheel or brake disc, quickly generate an initial braking force, and make the train start to decelerate.

[0034] As the braking process goes deeper, the train enters the second braking state, i.e. the continuous braking stage. The auxiliary reservoir is in communication with the brake cylinder 3, and the compressed gas in the auxiliary reservoir flows into the brake cylinder 3 to push the brake device to tightly contact with the wheel to generate a greater friction force, so that the train continuously decelerates until it stops. At the same time, in the second braking state, the control member 4 cuts off the communication between the local reduction valve 2 and the brake cylinder 3, thereby blocking the compressed gas in the brake cylinder 3 from flowing back to the local reduction valve 2.

[0035] In the second braking state, due to the continuous air supply of the auxiliary air cylinder, a high pressure is generated in the brake cylinder 3. Without the cut-off action of the control member 4, the high pressure gas in the brake cylinder 3 will flow back to the pressure reducing valve 2, causing an abnormal pressure impact on the key components such as the diaphragm 221 of the pressure reducing valve 2. Long-term impact will cause the diaphragm 221 to be damaged, resulting in a decrease in the sealing performance of the pressure reducing valve 2, and thus causing the compressed gas in the train control system 100 to leak, and further causing the pressure in the brake cylinder 3 to decrease, so that the braking efficiency of the brake cylinder 3 is reduced or even unable to maintain the braking state. After the control member 4 cuts off the communication, the pressure in the pressure reducing valve 2 is effectively prevented from being too high, the diaphragm 221 of the pressure reducing valve 2 is protected, the performance stability of the pressure reducing valve 2 is ensured, the disturbance of the backflow gas to the internal pressure of the pressure reducing valve 2 is prevented, and the pressure reducing valve 2 can enter the closed state in a stable pressure environment, so that the accuracy of the closing point pressure is ensured, and the failure rate and maintenance cost of the braking system are reduced.

[0036] The train control system 100 of the embodiment of the present application is provided with the control member 4. In the second braking state, the control member 4 cuts off the communication between the pressure reducing valve 2 and the brake cylinder 3, blocks the backflow path of the high pressure gas in the brake cylinder 3 to the chamber of the pressure reducing valve 2, avoids the damage of the diaphragm 221 of the pressure reducing valve 2 due to the excessive pressure, prevents the damage of the diaphragm 221, ensures the smooth and durable braking process, and makes the pressure reducing valve 2 always in a stable pressure state during the braking process, thereby prolonging the service life of the pressure reducing valve 2 and improving the safety of train operation.

[0037] In some preferred embodiments of the present application, the control member 4 is a check valve, the check valve 41 is in communication with the pressure reducing valve 2 and the brake cylinder 3, in the first braking state, the check valve 41 is opened to communicate the pressure reducing valve 2 and the brake cylinder 3, and in the second braking state, the check valve 41 is closed to disconnect the pressure reducing valve 2 and the brake cylinder 3. Specifically, as shown in Figure 3 The check valve 41 includes a valve seat 42, a valve cover 43, a spring 44 and a moving piston 45. The valve cover 43 is installed on the valve seat 42, and together they constitute the main structure of the check valve 41. The valve seat 42 is internally provided with a first mounting cavity, and the lower end thereof is provided with an inlet in communication with the first mounting cavity. The valve cover 43 is internally provided with a second mounting cavity, and the upper end thereof is provided with an outlet in communication with the second mounting cavity. The inlet of the valve seat 42 is in communication with the outlet of the pressure reducing valve 2, and the outlet of the valve cover 43 is in communication with the inlet of the brake cylinder 3. The first mounting cavity and the second mounting cavity are in communication with each other to provide a channel for the flow of gas. The moving piston 45 is arranged in the first mounting cavity and can move in the up-down direction. The spring 44 is arranged in the second mounting cavity and connected to the first mounting cavity and the moving piston 45 at both ends. The spring 44 is always in a compressed state to exert a downward force on the moving piston 45, so that the moving piston 45 blocks the outlet on the valve seat 42. At this time, the check valve 41 is in a closed state when it stops working.

[0038] In the first braking state, the local reduction valve 2 is communicated with the inlet of the valve seat 42, and the compressed gas in the local reduction valve 2 flows into the first installation cavity through the inlet of the valve seat 42. As the compressed gas continuously flows in, the upward gas pressure on the moving piston 45 gradually increases. When the upward force is greater than the elastic force of the spring 44, the moving piston 45 is pushed upward, thereby opening the check valve 41, realizing the rapid communication between the local reduction valve 2 and the brake cylinder 3, and enabling the compressed gas to smoothly enter the brake cylinder 3 to push the brake action.

[0039] In the second braking state, the compressed gas pressure in the brake cylinder 3 is greater than the pressure in the local reduction valve 2. At this time, the compressed gas in the brake cylinder 3 flows back into the second installation cavity, so that the moving piston 45 is subjected to the elastic force of the spring 44 and the pressure of the backflow compressed gas in the brake cylinder 3. Under the joint action of the two forces, the moving piston 45 moves downward to reseal the outlet on the valve seat 42, and the check valve 41 is automatically closed to disconnect the local reduction valve 2 and the brake cylinder 3, effectively preventing the backflow of high-pressure gas in the brake cylinder 3, and ensuring the stability and reliability of the brake system.

[0040] In some preferred embodiments of the present application, the train control system 100 further comprises a train pipe 5, which is adapted to be communicated with the compressed gas. In the first braking state, the train pipe 5 is communicated with the local reduction chamber 1, so that the compressed gas in the train pipe 5 flows into the local reduction chamber 1 to reduce the pressure of the compressed gas in the train pipe 5. Specifically, as shown in Figure 1 The train pipe 5 transmits the signals of braking, releasing or maintaining to each vehicle through the pressure change (pressure increase, pressure decrease or pressure maintenance) of the compressed air. When the braking command is issued, the train pipe 5 is communicated with the local reduction chamber 1, so that the compressed gas in the train pipe 5 flows into the local reduction chamber 1, on the one hand, accelerating the local pressure reduction speed of the train pipe 5, enabling the braking signal to be rapidly and significantly transmitted to the subsequent vehicle, improving the braking synchronization of the whole train, and on the other hand, the part of the gas flowing into the local reduction chamber 1 (together with the original gas in the local reduction chamber 1) becomes one of the important gas sources for the brake cylinder 3 to quickly obtain the initial pressure and generate the timely braking force, thereby shortening the braking response time.

[0041] In some preferred embodiments of the present application, the train control system 100 further comprises a control valve (not shown in the figure), which is respectively communicated with the train pipe 5 and the auxiliary air cylinder. The train control system 100 further has a releasing state. In the releasing state, the control valve is opened, so that the train pipe 5 is communicated with the auxiliary air cylinder to enable the compressed gas in the train pipe 5 to flow into the auxiliary air cylinder. Specifically, as shown in Figure 1As shown, the control valve can be an electromagnetic valve, the inlet of the control valve is communicated with the outlet of the train pipe 5, the outlet of the control valve is communicated with the inlet of the auxiliary air cylinder, the release state is the working state of the brake system when the train needs to release the brake and restore operation, and the brake system releases the brake force and reserves compressed air for the next brake. When the train is in the release state, the control valve is opened to establish a communication path between the train pipe 5 and the auxiliary air cylinder, and the compressed gas in the train pipe 5 flows into the inside of the auxiliary air cylinder through the opened control valve, thereby charging the auxiliary air cylinder and storing energy, supplementing the compressed air consumed in the braking process, and ensuring that the inside of the auxiliary air cylinder restores and maintains the set working pressure, and reserves sufficient and stable compressed air source for the next brake cycle.

[0042] In some preferred embodiments of the present application, the local reduction valve 2 comprises a valve body 21 and a valve core 22, the valve body 21 has a cavity, a first port 28 and a second port 29, the first port 28 and the second port 29 are both communicated with the cavity, the first port 28 is communicated with the local reduction chamber 1 so that the compressed gas in the local reduction chamber 1 flows into the cavity, and the valve core 22 is arranged in the cavity and is movable between a first position and a second position, in the first position, the valve core 22 blocks at least one of the first port 28 and the second port 29 so that the first port 28 and the second port 29 are disconnected, and in the second position, the valve core 22 is separated from the first port 28 and the second port 29 so that the first port 28 and the second port 29 are communicated.

[0043] Specifically, as shown, Figures 1-2 The valve body 21 can be cylindrical and have a cavity, a first port 28 and a second port 29, the first port 28 is the inlet of the valve body 21 and is formed at the left end of the valve body 21, the second port 29 is the outlet of the valve body 21 and is formed on the valve body 21, the first port 28 and the second port 29 are both communicated with the cavity, the first port 28 is communicated with the outlet of the local reduction chamber 1, so that the compressed gas in the local reduction chamber 1 flows into the cavity through the first port 28 and flows out of the cavity from the second port 29, the valve core 22 is movable in the cavity between a first position and a second position, the first position is a closed position, the valve core 22 is blocked by the internal mechanism to block the passage between the cavity and the first port 28 or between the cavity and the second port 29, and the second position is an open position, the valve core 22 is separated from the first port 28 and the second port 29 to form a through flow channel in the cavity, so that the first port 28 and the second port 29 are communicated through the cavity, thereby making the compressed gas in the local reduction chamber 1 flow into the brake cylinder 3 through the first port 28, the cavity and the second port 29 in sequence.

[0044] In some preferred embodiments of the present application, in the first brake state, the valve core 22 is in the second position, and the second port 29 is communicated with the brake cylinder 3, so that the compressed gas in the cavity flows into the brake cylinder 3 through the second port 29, and in the second brake state, the second port 29 is disconnected with the brake cylinder 3, so as to prevent the compressed gas in the brake cylinder 3 from flowing back to the cavity through the second port 29. Specifically, as shown,Figures 1-2 As shown, the spool 22 of the local reduction valve 2 is in the second position (open position). At this time, the spool 22 is separated from the second port 29 on the valve body 21, so that the second port 29 remains unblocked. Since the second port 29 is in communication with the brake cylinder 3 through the external pipeline in this state, the compressed gas in the chamber from the local reduction chamber 1 (flowing in through the first port 28) flows into the interior of the brake cylinder 3 through the second port 29, thereby achieving rapid pressurization of the brake cylinder 3 and generation of initial braking force. When the system enters the second braking state (sustained braking phase), the control member 4 is disconnected from the second port 29, preventing the high-pressure compressed gas in the brake cylinder 3 from flowing back into the chamber of the local reduction valve 2 through the second port 29, effectively protecting the local reduction valve 2 from high-pressure impact and maintaining the pressure stability of the brake cylinder 3 and the air supply system upstream of the auxiliary cylinder, avoiding backflow interference with the normal operation of the entire braking system.

[0045] In some preferred embodiments of the present application, the local reduction valve 2 further comprises a resilient member 23, the chamber has a first cavity 26 and a second cavity 27, the first port 28 and the second port 29 are both in communication with the first cavity 26, the resilient member 23 is located in the second cavity 27 and connected to the inner circumferential surface of the second cavity 27 and the spool 22, and the resilient member 23 has an elastic force to drive the spool 22 to move from the second position to the first position. Specifically, as shown in Figures 1-2 The first cavity 26 is a gas pressure working cavity, the first port 28 is formed at the left end of the first cavity 26, the second port 29 is formed on the outer circumferential surface of the first cavity 26 and is adjacent to the second cavity 27, the second cavity 27 is a mounting cavity and the right end of the second cavity 27 is connected to the left end of the first cavity 26, the spool 22 is movable in the first cavity 26 and the second cavity 27, the resilient member 23 is a compression spring and is arranged in the second cavity 27, the left end of the resilient member 23 is connected to the spool 22, the right end of the resilient member 23 is connected to the right end surface of the second cavity 27, and the elastic force of the resilient member 23 drives the spool 22 to move from the second position to the first position, whereby when the first cavity 26 has no gas pressure, the resilient member 23 drives the spool 22 to the first position, so that the local reduction valve 2 is closed, and when the pressure in the local reduction chamber 1 is greater than the elastic force of the resilient member 23, the spool 22 can be moved to the second position, so that the local reduction valve 2 is opened.

[0046] In some preferred embodiments of the application, the valve core 22 comprises a diaphragm 221 interposed between the first chamber 26 and the second chamber 27 so as to separate the first chamber 26 from the second chamber 27, the first chamber 26 having the third port 25 interposed between the first port 28 and the second port 29, and a piston 222 interposed in the first chamber 26 and movable under the action of the elastic member 23 and of the pressure of the brake cylinder 3, the piston 222 being associated with the diaphragm 221, in a first position in which the piston 222 abuts against the third port 25 so as to close the third port 25, and in a second position in which the piston 222 is separated from the third port 25 so as to open the third port 25, the valve core 22 being in the second position in the first braking condition and in the first position in the second braking condition.

[0047] In particular, as Figures 1-2As shown, the diaphragm 221 is arranged in the chamber and serves as a dynamic sealing diaphragm, is made of a material with elasticity and sealing property, can be deformed under pressure, and separates the chamber into a first cavity 26 (a pneumatic working cavity) and a second cavity 27 (a spring balance cavity), preventing the pressure gas in the first cavity 26 from flowing into the second cavity 27. The third port 25 is formed in the middle of the first cavity 26 between the first port 28 and the second port 29. The piston 222 includes a first piston 2221, a second piston 2222, and a third piston 2223. The first piston 2221 and the second piston 2222 are both arranged in the first cavity 26 and located to the left of the first port 28. The first piston 2221 and the second piston 2222 are connected by an elastic member. The third piston 2223 is located in the first cavity 26 and located to the right of the first port 28. The right end of the second piston 2222 is connected to the third piston 2223 through the top rod 24, and the left end of the second piston 2222 is connected to the diaphragm 221, so as to drive the diaphragm 221 to move between the first position and the second position through the third piston 2223. In the second position, the second piston 2222 is located at the leftmost position, pushes the top rod 24, and opens the third port 25. In the first position, the second piston 2222 is located at the rightmost position, and the third port 25 is closed under the action of the elastic member. In the first brake state, the valve core 22 is located at the second position, and the pressure in the first cavity 26 is equal to the pressure in the local reduction chamber 1. In the second brake state, the pressure of the auxiliary air cylinder continues to enter the brake cylinder 3, the pressure in the brake cylinder 3 is higher than the pressure to the left of the diaphragm 221, and the check valve 41 is closed at the same time, so that the pressure of the brake cylinder 3 cannot enter the left side of the diaphragm 221. At this time, the pressure to the left of the diaphragm 221 of the local reduction valve 2 is only the local reduction closing point pressure (50 kPa-70 kPa). (Compared with the related art, the diaphragm 221 of the local reduction valve 2 and the early patent local reduction valve 2 has no brake cylinder 3 check valve, and the pressure to the left of the diaphragm 221 is equal to the pressure of the brake cylinder 3. The pressure to the left can reach 430 kPa at the maximum.) Therefore, the lower air pressure to the left of the diaphragm 221 can reduce the force of the diaphragm 221, prevent the diaphragm 221 from being damaged, and improve the service life of the diaphragm 221.

[0048] In some preferred embodiments of the present application, when the pressure in the local reduction chamber 1 is higher than a preset value, the valve core 22 is located at the first position, so that the valve core 22 and the chamber are disconnected. Specifically, as shown in FIG. 2, when the pressure in the local reduction chamber 1 is higher than a preset value, the valve core 22 is located at the first position, so that the valve core 22 and the chamber are disconnected. Figures 1-2As shown, the first cavity 26 has a flange between the first port 28 and the third port 25, when the pressure inside the local reduction chamber 1 is in the normal range, the first piston 2221 is located on the left side of the flange, at this time, the first port 28 is in an open state, when the pressure inside the local reduction chamber 1 is too high, the pressure generated by the compressed gas in the local reduction chamber 1 increases and is greater than the pressure inside the elastic member, the force acting on the first piston 2221 from the compressed gas will exceed the elastic force exerted on the first piston 2221 by the elastic member between the first piston 2221 and the second piston 2222, so that the first piston 2221 will start to move to the right, as the first piston 2221 continues to move to the right, the first piston 2221 will abut against the flange, so that the first port 28 and the third port 25 are disconnected, thereby indirectly plugging the first port 28, thereby effectively preventing the high-pressure gas in the local reduction chamber 1 from continuing to flow into the first cavity 26 in the local reduction valve 2, thereby preventing the pressure in the first cavity 26 in the local reduction valve 2 from being too large, preventing damage and breakage to the diaphragm 221, thereby prolonging the service life of the diaphragm 221 and ensuring stable operation of the local reduction valve 2 and the entire brake system.

[0049] In some preferred embodiments of the present application, the train control system 100 further comprises a communication member, the control member 4 is in communication with the brake cylinder 3 and the local reduction valve 2 through the communication member, and the train control system 100 further has a pressure maintaining state, when the local reduction valve 2 fails or is damaged, the train control system 100 is in the pressure maintaining state, and the control member 4 controls the communication member to be disconnected with at least one of the brake cylinder 3 and the local reduction valve 2, so as to block the leakage path of the compressed gas in the brake cylinder 3 through the local reduction valve 2 to maintain the pressure of the brake cylinder 3. Specifically, as shown in the figure, Figure 1 The communication member can be a communication pipe, the inlet and outlet of the control member 4 are in communication with the brake cylinder 3 and the local reduction valve 2 through the communication member, when the local reduction valve 2 leaks internally due to wear of the diaphragm 221, the train control system 100 will switch to the pressure maintaining state, and the control member 4 will be closed to disconnect the brake cylinder 3 and the local reduction valve 2, preventing the compressed gas in the brake cylinder 3 from leaking to the external environment through the local reduction valve 2, ensuring that the pressure of the brake cylinder 3 is maintained near the set value, effectively avoiding the problem of pressure decay of the brake cylinder 3 caused by breakage of the diaphragm 221 in the local reduction valve 2, and avoiding insufficient braking force caused by pressure decay.

[0050] The specific principles and action mechanisms for solving the problems of inconsistent local reduction valve local reduction closing point pressure and easy breakage are described in detail below according to the train control system 100 of the embodiments of the present application.

[0051] In the initial stage of train braking, that is, the first braking state, the control member 4 promotes the communication between the outlet of the local reduction valve 2 and the inlet of the brake cylinder 3. At this time, the compressed gas in the local reduction chamber 1 can flow smoothly into the brake cylinder 3 through the local reduction valve 2. The brake cylinder 3 obtains a part of the pressure air in a short time. This part of the pressure air quickly pushes the brake shoe or brake pad to tightly press against the wheel or brake disc, thereby quickly generating an initial braking force to start the deceleration of the train.

[0052] As the braking process deepens, the train enters the second braking state, that is, the continuous braking stage. At this time, the auxiliary air cylinder is in communication with the brake cylinder 3, and a large amount of compressed gas in the auxiliary air cylinder continuously flows into the brake cylinder 3, so that the pressure in the brake cylinder 3 continuously rises, the contact between the brake device and the wheel is pushed more tightly, and a greater friction force is generated, thereby continuously decelerating the train until it stops.

[0053] In the second braking state, the brake cylinder 3 will generate a high pressure due to the continuous air supply of the auxiliary air cylinder. Without the cutting action of the control member 4, the high-pressure gas in the brake cylinder 3 will flow back to the local reduction valve 2, and the abnormal pressure impact of the backflow gas on the key components such as the diaphragm 221 in the local reduction valve 2 will cause damage to the diaphragm 221.

[0054] For the diaphragm 221: the abnormal pressure impact of the backflow gas is easy to cause damage to the diaphragm 221. If the diaphragm 221 is damaged, the sealing performance of the local reduction valve 2 will be affected, which will lead to leakage of compressed gas in the train control system 100, and will cause the pressure in the brake cylinder 3 to decrease, thereby reducing the braking efficiency of the brake cylinder 3 or even failing to maintain the braking state.

[0055] Therefore, by cutting off the communication between the local reduction valve 2 and the brake cylinder 3 through the control member 4, the high-pressure gas in the brake cylinder 3 is prevented from flowing into the first cavity 26, thereby effectively avoiding the excessive pressure in the first cavity 26 of the local reduction valve 2, and the components such as the diaphragm 221 will not be subjected to abnormal pressure impact. The diaphragm 221 can maintain good sealing performance and elasticity, ensuring that the valve of the local reduction valve 2 can be normally opened and closed. Even if the diaphragm 221 is damaged due to other reasons, it will not cause the pressure in the brake cylinder to decrease.

[0056] In summary, the new scheme prevents the brake cylinder pressure from flowing back to the local reduction valve in the second braking stage, reduces the air pressure on the left side of the new diaphragm 221, reduces the force acting on the diaphragm 221, prevents the diaphragm 221 from being damaged, and effectively avoids the problem of pressure decay in the brake cylinder 3 caused by damage to the diaphragm 221 of the local reduction valve 2.

[0057] It is worth noting that the local reduction valve 2 can use existing technology, and its specific structure can refer to the patent document with the patent number CN115384572A.

[0058] In a second aspect, the present application provides a train including multiple carriages and a train control system 100.

[0059] The plurality of carriages are connected in sequence, the train control system 100 is the train control system in any one of the above embodiments, and the train control system is multiple, and the multiple train control systems are one-to-one corresponding and arranged on the plurality of carriages. Specifically, the number of carriages is equal to the number of train control systems 100, and one train control system 100 is installed on each carriage, so that the carriages are braked through the train control system 100. The train of the embodiment of the application has the advantages of simple structure, high braking efficiency and the like.

[0060] The preferred embodiments of the application are described in detail above, but the application is not limited thereto. Within the technical concept of the application, various simple modifications can be made to the technical solutions of the application, including the combination of various technical features in any other suitable manner, and these simple modifications and combinations should also be considered as disclosed by the application and belong to the protection scope of the application.

Claims

1. A train control system, characterized in that, include: The local reduction chamber and the auxiliary air cylinder are both suitable for introducing compressed gas. The system includes a partial reduction valve, a brake cylinder, and a control unit. The partial reduction valve is connected to the partial reduction chamber to allow compressed gas in the partial reduction chamber to flow into the partial reduction valve. The control unit is located between the partial reduction valve and the brake cylinder and is used to control the on / off connection between the partial reduction valve and the brake cylinder. The train control system has a first braking state and a second braking state. In the first braking state, the control unit controls the partial reduction valve and the brake cylinder to connect so that compressed gas in the partial reduction chamber flows into the brake cylinder through the partial reduction valve. In the second braking state, the auxiliary air cylinder is connected to the brake cylinder so that compressed gas in the auxiliary air cylinder flows into the brake cylinder to open the brake cylinder for braking the train. The control unit controls the partial reduction valve and the brake cylinder to disconnect so as to prevent compressed gas in the brake cylinder from flowing back into the partial reduction valve. The control component is a check valve, which is connected to the partial reduction valve and the brake cylinder. In the first braking state, the check valve is open to connect the partial reduction valve and the brake cylinder; in the second braking state, the check valve is closed to disconnect the partial reduction valve and the brake cylinder. The check valve includes a valve seat, a valve cover, a spring, and a movable piston. The valve cover is mounted on the valve seat. The valve seat has a first mounting cavity inside, with an inlet at its lower end communicating with the first mounting cavity. The valve cover has a second mounting cavity inside, with an outlet at its upper end communicating with the second mounting cavity. The valve seat... The inlet is connected to the outlet of the partial reduction valve, the outlet of the valve cover is connected to the inlet of the brake cylinder, and the first mounting cavity and the second mounting cavity are interconnected to provide a channel for gas flow. The movable piston is disposed in the first mounting cavity and can move in the vertical direction. The spring is installed in the second mounting cavity, and its two ends are respectively connected to the first mounting cavity and the movable piston. The spring is always in a compressed state to apply a downward force to the movable piston, so that the movable piston blocks the outlet on the valve seat. At this time, the check valve is in the closed state when it stops working.

2. The train control system according to claim 1, characterized in that, It also includes a train pipe, which is adapted to be filled with compressed gas. In the first braking state, the train pipe is connected to the local reduction chamber so that the compressed gas in the train pipe flows into the local reduction chamber to reduce the pressure of the compressed gas in the train pipe.

3. The train control system according to claim 2, characterized in that, The train control system also includes control valves, which are connected to the train pipe and the auxiliary air cylinder respectively. The train control system also has a relief state, in which the control valves are opened so that the train pipe is connected to the auxiliary air cylinder so that the compressed gas in the train pipe flows into the auxiliary air cylinder.

4. The train control system according to claim 1, characterized in that, The partial pressure reducing valve includes a valve body and a valve core. The valve body has a chamber, a first port, and a second port. Both the first port and the second port are connected to the chamber. The first port is connected to the partial pressure reducing chamber so that compressed gas in the partial pressure reducing chamber flows into the chamber. The valve core is disposed in the chamber and is movable between a first position and a second position. In the first position, the valve core blocks at least one of the first port and the second port so that the first port and the second port are disconnected. In the second position, the valve core is separated from the first port and the second port so that the first port and the second port are connected. In the first braking state, the valve core is in the second position, and the second port is connected to the brake cylinder so that the compressed gas in the chamber flows into the brake cylinder through the second port. In the second braking state, the second port is disconnected from the brake cylinder so as to prevent the compressed gas in the brake cylinder from flowing back into the chamber through the second port.

5. The train control system according to claim 4, characterized in that, When the pressure in the reduced pressure chamber is higher than a preset value, the valve core is in a first position so that the valve core and the chamber are disconnected.

6. The train control system according to claim 4, characterized in that, The partial reduction valve further includes an elastic element. The chamber has a first chamber and a second chamber. Both the first port and the second port are connected to the first chamber. The elastic element is located in the second chamber and is connected to the inner circumferential surface of the second chamber and the valve core. The elastic element has an elastic force that drives the valve core to move from the second position to the first position.

7. The train control system according to claim 6, characterized in that, The valve core includes a diaphragm and a piston. The diaphragm is located between the first chamber and the second chamber to separate the first chamber and the second chamber. The first chamber has a third port located between the first port and the second port. The piston is located in the first chamber and moves under the action of the elastic element and the pressure of the brake cylinder. The piston is connected to the diaphragm. In the first position, the piston is separated from the third port to open the third port. In the second position, the piston abuts against the first port to close the third port. In the first braking state, the valve core is located in the second position. In the second braking state, the valve core is located in the first position.

8. The train control system according to any one of claims 1-7, characterized in that, It also includes a connecting element, through which the control element is connected to the brake cylinder and the partial reduction valve respectively. The train control system also has a pressure-holding state. When the partial reduction valve fails or is damaged, the train control system is in a pressure-holding state. The control element controls the connecting element to disconnect from at least one of the brake cylinder and the partial reduction valve in order to block the leakage path of compressed gas in the brake cylinder through the partial reduction valve to maintain the pressure of the brake cylinder.

9. A train, characterized in that, include: Multiple carriages, with the carriages connected in sequence; The train control system is any one of the train control systems described in claims 1-8. There are multiple train control systems, and the multiple train control systems are installed one-to-one on the multiple carriages.

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