Remote braking system of track special engineering vehicle

Abstract

The utility model relates to a remote braking system of a special rail engineering vehicle. The remote braking system comprises an air compressor, an air cylinder connected with the air compressor, a braking control module, a signal generator and a brake set. The braking control module comprises a signal receiver, a first pressure regulating valve, a second pressure regulating valve, a working valve, a first electromagnetic valve, a second electromagnetic valve, a third electromagnetic valve, a flow regulating valve, an emergency braking trigger and a shuttle valve, and the second electromagnetic valve is connected with the emergency braking trigger through an electric wire; and three brake passages of the air compressor, the air cylinder, the first pressure regulating valve, the first electromagnetic valve, the flow control valve, the working valve, the shuttle valve and the brake group, the air compressor, the air cylinder, the second pressure regulating valve, the third electromagnetic valve, the shuttle valve and the brake group, and the air compressor, the air cylinder, the first pressure regulating valve, the second electromagnetic valve, the shuttle valve and the brake group are formed. According to the utility model, the signal generator sends a signal from a place far away from the special vehicle to operate the vehicle to brake, so that the operation safety is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of rail vehicles, in particular to a remote braking system for a special rail engineering vehicle. Background Art

[0002] Traditional rail special engineering vehicles include molten steel transport vehicles, slag transport vehicles, etc. There are two ways to brake: one is to arrange a 120, 103 or 104 type braking system on the rail special engineering vehicle, just like traditional railway vehicles. When in use, the powered traction vehicle is coupled to the special engineering vehicle and connected through a train pipe. By operating the braking system of the powered traction vehicle, the braking system of the coupled special engineering vehicle is controlled to brake or release. The second is to arrange a complete brake system on the rail special engineering vehicle, such as the JZ-7 brake system and the DK-1 brake system. Like other power vehicles, the operator operates the brake in the driver's cab to brake or release the rail special engineering vehicle.

[0003] The existing rail special engineering vehicle brakes, whether they are equipped with a complete brake operating system or use other tractors to work together, require operators to operate on-site. Most rail special engineering vehicles need to operate in harsh environments, with high safety risks. For example, when transporting molten steel, high-temperature molten iron will bring great safety risks to personnel. Utility Model Content

[0004] In view of the above problems, the utility model proposes a remote braking system for a special rail engineering vehicle, which implements braking or relief actions through remote control. The specific technical solution is as follows:

[0005] A remote braking system for a rail special engineering vehicle comprises an air compressor, an air cylinder, a brake control module, a signal generator and a brake group, wherein the air compressor is connected to the air cylinder through a pipeline; the brake control module comprises a signal receiver, a first pressure regulating valve, a second pressure regulating valve, a working valve and a shuttle valve, wherein the first pressure regulating valve, the second pressure regulating valve and the working valve are respectively connected to the air cylinder through pipelines, the other end of the first pressure regulating valve is respectively connected to a first solenoid valve and a second solenoid valve through pipelines, the other end of the first solenoid valve is connected to a flow regulating valve, the other end of the flow regulating valve is connected to the working valve, the second solenoid valve is connected to an emergency brake trigger through an electric wire, the second solenoid valve is connected to an air inlet of the shuttle valve through a pipeline, the working valve is connected to an air inlet of the shuttle valve through a pipeline, the air outlet of the shuttle valve is connected to the brake group through a pipeline, the other end of the second pressure regulating valve is connected to a third solenoid valve, the third solenoid valve is connected to the brake group through a pipeline, and the signal receiver is communicatively connected to the first solenoid valve, the flow regulating valve and the third solenoid valve.

[0006] Furthermore, the brake group includes two first unit brakes and two second unit brakes.

[0007] Furthermore, the air cylinder is connected to the first pressure regulating valve, the second pressure regulating valve and the working valve through a four-way pipe fitting, and the first pressure regulating valve is connected to the first solenoid valve and the second solenoid valve through a three-way pipe fitting.

[0008] Furthermore, a dryer is provided between the air cylinder and the air compressor.

[0009] Furthermore, the emergency brake trigger is a mechanical trigger structure.

[0010] Furthermore, a branch is provided on the pipeline between the flow regulating valve and the working valve and is connected to a first pressure-stabilizing air cylinder, and a branch is provided on the pipeline between the third solenoid valve and the brake group and is connected to a second pressure-stabilizing air cylinder.

[0011] Furthermore, the first unit brake and the second unit brake are both pneumatic brakes with spring brakes.

[0012] The beneficial effects of the utility model are:

[0013] A signal is sent from a place far away from the special vehicle through a signal generator. After receiving the signal, the signal receiver controls the switching of the first solenoid valve and the third solenoid valve to complete braking or brake relief. The operator can avoid the harsh on-site environment to operate, which is safer. At the same time, an emergency brake trigger is set to further improve the safety of the operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0015] Figure 1 It is a structural schematic diagram of the remote braking system of the rail special engineering vehicle described in the utility model.

[0016] In the figure: 1. air compressor; 2. dryer; 3. air cylinder; 4. first pressure regulating valve; 5. first solenoid valve; 6. flow regulating valve; 7. emergency brake trigger; 8. second solenoid valve; 9. first pressure-stabilizing air cylinder; 10. working valve; 11. first unit brake; 12. second unit brake; 13. shuttle valve; 14. third solenoid valve; 15. second pressure regulating valve; 16. signal receiver; 17. brake control module; 18. signal generator. DETAILED DESCRIPTION

[0017] In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, the terms "first", "second", etc. are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, features defined as "first", "second", etc. may explicitly or implicitly include one or more of the features. In the description of the present utility model, unless otherwise specified, "multiple" means two or more.

[0018] The utility model provides the following specific implementation scheme:

[0019] like Figure 1 As shown, the utility model provides a remote braking system for a rail special engineering vehicle, including an air compressor 1, an air cylinder 3 for storing compressed air, a brake group for performing braking actions, a signal generator 18 for sending signals, and a brake control module 17 for receiving signals and controlling the on-off of the braking path. The air outlet of the air compressor 1 is connected to the air inlet of the air cylinder by a pipeline.

[0020] The brake control module 17 includes a signal receiver 16 for receiving signals, a first pressure regulating valve 4 for regulating air pressure, a second pressure regulating valve 15 for regulating air pressure, a working valve 10, a first solenoid valve 5, a second solenoid valve 8, a third solenoid valve 14, a flow regulating valve 6, an emergency brake trigger 7 and a shuttle valve 13; the inlet of the first pressure regulating valve 4, the inlet of the second pressure regulating valve 15 and the inlet of the working valve 10 are respectively connected to the air outlet of the air cylinder 3 through pipelines, the outlet of the first pressure regulating valve 4 is respectively connected to the inlet of the first solenoid valve 5 and the inlet of the second solenoid valve 8 through pipelines, the outlet of the first solenoid valve 5 is connected to the inlet of the flow regulating valve 6, and the outlet of the flow regulating valve 6 Connected to the inlet of the working valve 10, the second solenoid valve 8 is connected to the emergency brake trigger 7 through wire communication, the outlet of the second solenoid valve 8 is connected to the air inlet of the shuttle valve 13 through a pipeline, the outlet of the working valve 10 and the air inlet of the shuttle valve 13 are connected through a pipeline, the air outlet of the shuttle valve 13 is connected to the brake group through a pipeline, the outlet of the second pressure regulating valve 15 is connected to the inlet of the third solenoid valve 14, and the outlet of the third solenoid valve 14 is connected to the brake group through a pipeline, the signal receiver 16 is connected to the first solenoid valve 5, the flow regulating valve 6 and the third solenoid valve 14 through wire communication, and the signal generator 18 and the signal receiver 16 communicate through radio.

[0021] There are three braking pathways. The first braking pathway is air compressor 1-air cylinder 3-first pressure regulating valve 4-first solenoid valve 5-flow control valve-working valve 10-shuttle valve 13-brake group; the second braking pathway is air compressor 1-air cylinder 3-second pressure regulating valve 15-third solenoid valve 14-shuttle valve 13-brake group, which plays an auxiliary braking role; the third braking pathway is air compressor 1-air cylinder 3-first pressure regulating valve 4-second solenoid valve 8-shuttle valve 13-brake group, which plays an emergency braking role.

[0022] Preferably, the brake assembly includes two first unit brakes 11 and two second unit brakes 12, the two first unit brakes 11 are installed at the wheels on one side of the special vehicle, and the two second unit brakes 12 are installed at the wheels on the other side of the special vehicle.

[0023] Preferably, the air cylinder is connected to the first pressure regulating valve 4, the second pressure regulating valve 15 and the working valve 10 through a four-way pipe fitting, and the first pressure regulating valve 4 is connected to the first solenoid valve 5 and the second solenoid valve 8 through a three-way pipe fitting.

[0024] Preferably, a dryer 2 is provided between the air cylinder and the air compressor 1 for dehumidification.

[0025] Preferably, the emergency brake trigger 7 is a mechanical trigger structure, that is, a trigger member is arranged at the emergency brake position on the track, and the emergency brake trigger 7 is triggered by the trigger member when the special vehicle passes the position.

[0026] Preferably, a fork is provided on the pipeline between the flow regulating valve 6 and the working valve 10, and a first pressure-stabilizing air cylinder 9 for storing compressed air and stabilizing the air pressure is connected to the other end of the fork; a fork is provided on the pipeline between the third solenoid valve 14 and the brake group, and a second pressure-stabilizing air cylinder for storing compressed air and stabilizing the air pressure is connected to the other end of the fork.

[0027] Preferably, the first unit brake 11 and the second unit brake 12 are both pneumatic brakes with spring brakes.

[0028] In this embodiment, the signal generator 18 is provided with three buttons, namely, common braking, maximum braking, and brake relief. After receiving the common braking signal sent by the signal generator 18, the signal receiver 16 controls the first solenoid valve 5 and the third solenoid valve 14 to open and controls the flow regulating valve 6 to work. At this time, the flow in the flow regulating valve 6 is 70% of the maximum flow, the first braking passage and the second braking passage are opened at the same time, the brake group performs braking, and the second braking passage assists the first braking passage to perform braking; after receiving the common braking signal sent by the signal generator 18, the signal receiver 16 controls the first solenoid valve 5 and the third solenoid valve 14 to open and controls the flow regulating valve 6 to work. operation, at this time the flow in the flow regulating valve 6 is the maximum flow, the first braking passage and the second braking passage are opened at the same time, the brake group performs braking, and the second braking passage assists the first braking passage in braking; after the signal receiver 16 receives the brake relief signal sent by the signal generator 18, it controls the first solenoid valve 5 and the third solenoid valve 14 to close, and the compressed air in the brake group flows back and is discharged to the atmosphere through the exhaust port of the first solenoid valve 5, and the braking is relieved; when the remote operation fails and the special vehicle passes through the trigger set at the emergency braking point on the track, the emergency brake trigger 7 is triggered, the second solenoid valve 8 is powered on and opened, the third braking passage is opened, and the brake group performs braking.

[0029] A signal is sent from a place far away from the special vehicle through the signal generator 18. After receiving the signal, the signal receiver 16 controls the switch of the first solenoid valve 5 and the third solenoid valve 14 to complete braking or brake relief. The operator can avoid the harsh on-site environment to operate, which is safer. At the same time, an emergency brake trigger 7 is provided to further improve the safety of the operation.

[0030] The above shows and describes the basic principle, main features and advantages of the utility model. Those skilled in the art should understand that the utility model is not limited by the above embodiments, and the above embodiments and descriptions are only for explaining the principle of the utility model. Without departing from the spirit and scope of the utility model, the utility model may have various changes and improvements, and these changes and improvements fall within the scope of the utility model to be protected.

Claims

1. A remote braking system for a special rail engineering vehicle, characterized in that: The invention comprises an air compressor (1), an air cylinder, a brake control module (17), a signal generator (18) and a brake assembly. The air compressor (1) and the air cylinder (3) are connected via a pipeline. The brake control module (17) comprises a signal receiver (16), a first pressure regulating valve (4), a second pressure regulating valve (15), a working valve (10) and a shuttle valve (13). The first pressure regulating valve (4), the second pressure regulating valve (15) and the working valve (10) are respectively connected to the air cylinder (3) via pipelines. The other end of the first pressure regulating valve (4) is respectively connected to a first solenoid valve (5) and a second solenoid valve (8) via pipelines. The other end of the first solenoid valve (5) is connected to a flow regulating valve ( 6), the other end of the flow regulating valve (6) is connected to the working valve (10), the second solenoid valve (8) is connected to the emergency brake trigger (7) through an electric wire, the second solenoid valve (8) is connected to the air inlet of the shuttle valve (13) through a pipeline, the working valve (10) and the air inlet of the shuttle valve (13) are connected through a pipeline, the air outlet of the shuttle valve (13) is connected to the brake group through a pipeline, the other end of the second pressure regulating valve (15) is connected to the third solenoid valve (14), the third solenoid valve (14) is connected to the brake group through a pipeline, and the signal receiver (16) is communicatively connected to the first solenoid valve (5), the flow regulating valve (6) and the third solenoid valve (14).

2. A remote braking system for a special rail engineering vehicle according to claim 1, characterized in that: The brake group comprises two first unit brakes (11) and two second unit brakes (12).

3. The remote braking system for a special rail engineering vehicle according to claim 1, characterized in that: The air cylinder is connected to the first pressure regulating valve (4), the second pressure regulating valve (15) and the working valve (10) via a four-way pipe fitting, and the first pressure regulating valve (4) is connected to the first solenoid valve (5) and the second solenoid valve (8) via a three-way pipe fitting.

4. The remote braking system for a special rail engineering vehicle according to claim 1, characterized in that: A dryer (2) is also provided between the air cylinder and the air compressor (1).

5. The remote braking system for a special rail engineering vehicle according to claim 1, characterized in that: The emergency brake trigger (7) is a mechanical trigger structure.

6. The remote braking system for a special rail engineering vehicle according to claim 1, characterized in that: A branch is provided on the pipeline between the flow regulating valve (6) and the working valve (10) and is connected to a first pressure-stabilizing air cylinder (9); a branch is provided on the pipeline between the third solenoid valve (14) and the brake assembly and is connected to a second pressure-stabilizing air cylinder.

7. The remote braking system for a special rail engineering vehicle according to claim 2, characterized in that: The first unit brake (11) and the second unit brake (12) are both pneumatic brakes with spring brakes.

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