Integrated brake control unit for urban motor train unit

Abstract

The utility model discloses an integrated brake control unit of a city motor train unit. The integrated brake control unit comprises an air supply module, a brake cylinder pressure control module, a parking control module and an air spring control module which are arranged on a whole air circuit board. According to the utility model, a new compact design scheme is adopted, and the limitation of standard modules of the brake control module and the auxiliary control module on functions is broken through. The pneumatic parts can be arranged according to the optimization principle, the relative distance between the parts is shortened, and the possible gas circuit structure is reduced. According to the utility model, the pipeline connection between the modules is cancelled, the structure is more compact, and the possibility of failure is reduced. According to the utility model, the concept of weight reduction and compactness is popularized from part and material optimization to structure optimization; therefore, the arrangement mode is more flexible, the structure is more compact, and leakage faults are reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of EMU braking, in particular to an integrated braking control unit for urban rail EMUs. Background Art

[0002] The general technical solution of the braking control system for urban rail EMUs includes a braking control module and an auxiliary control module. The braking control module is responsible for controlling the pressure of the brake cylinder. The auxiliary control module has the following functions: air supply management, parking brake control, air spring control, and monitoring function.

[0003] The existing braking control module and auxiliary control module have independent air circuit boards, and the pneumatic components are separately installed on their respective air circuit boards. The inside of the air circuit board is communicated through internal pipelines, and the modules are connected through independent pipelines. The integration level is low, and the incidence rate of leakage faults is high. Summary of the Utility Model

[0004] The purpose of the utility model is to provide an integrated braking control unit for urban rail EMUs, which arranges the pneumatic components of the braking control module and the auxiliary control module on a whole air circuit board to form a unified module, meets the requirements of the installation space, and reduces the failure rate.

[0005] The technical solution of the utility model is as follows:

[0006] An integrated braking control unit for urban rail EMUs includes an air supply module, a brake cylinder pressure control module, a parking control module, and an air spring control module arranged on a whole air circuit board.

[0007] Preferably, the air supply module includes three air cylinder interfaces: the main air supply port MR, the air spring air cylinder port ASR, and the brake air cylinder port BSR, where:

[0008] The main air supply port MR is connected to a first cut-off cock and a first filter in sequence through an air circuit. Then, one path at the outlet of the first filter is connected to the air spring air cylinder pipeline through an overflow valve, and then connected to an external air cylinder through the air spring air cylinder port ASR; the other path at the outlet of the first filter is connected to the brake air cylinder port BSR through a check valve, and the brake air cylinder port BSR is externally connected to a brake air cylinder;

[0009] The check valve is configured to ensure that the brake cylinder has pressure in the case of system pressure loss.

[0010] Preferably, the parking control module is connected to the output end of the filter.

[0011] Preferably, the brake cylinder pressure control module includes a second filter, a DCL functional component, a car weight pressure regulating valve, and a relay valve connected in sequence;

[0012] The total air pressure output by the one-way valve passes through the second filter and then enters the DCL functional component to generate the pre-control pressure Cv; the pre-control pressure Cv enters the relay valve through the vehicle weight pressure regulating valve to amplify the flow rate.

[0013] Preferably, when in emergency braking, the vehicle weight pressure regulating valve adjusts the output pre-control pressure Cv proportionally according to the input vehicle weight signal T.

[0014] Preferably, the relay valve has a double-template structure, and the template ratio is adjusted by an electromagnetic valve. When the input pre-control pressure Cv remains unchanged, two different pressures C can be output according to needs.

[0015] Preferably, the brake cylinder pressure control module further includes an averaging valve. The input end of the averaging valve is connected to two bogies, and the output end is connected to the vehicle weight pressure regulating valve; the averaging valve averages the vehicle weight signals T1 and T2 respectively sent by the two bogies and outputs the pressure value (T1 + T2) / 2.

[0016] Preferably, the DCL functional component includes an emergency braking solenoid valve, an inflation valve, an exhaust valve, and a first pressure sensor. The emergency braking solenoid valve is connected between the second filter and the vehicle weight pressure regulating valve. The second filter is connected to the exhaust valve through the inflation valve, and the inflation valve and the exhaust valve are connected in the middle to the detection end of the emergency braking solenoid valve and the first pressure sensor.

[0017] Preferably, the parking control module includes a first pressure reducing valve, a double-pulse solenoid valve, a two-way valve, and a second cut-off cock connected in sequence, and also includes a monitoring pressure switch and a second pressure sensor connected to the second cut-off cock;

[0018] The parking control module is configured for passive control. When there is pressure, the parking brake is released; when the pressure is discharged, the parking brake is applied. The application or release function is achieved by the two solenoid valve coils of the double-pulse solenoid valve being energized separately for a short time.

[0019] Preferably, the air spring control module includes a second pressure reducing valve and a third cut-off cock connected in sequence, wherein the second pressure reducing valve is connected to the output end of the overflow valve to reduce the air source pressure.

[0020] The advantages of the present utility model are as follows:

[0021] 1. The integrated brake control unit of the present utility model adopts a new compact design scheme, breaking the limitation of the standard modules of the brake control module and the auxiliary control module on functions.

[0022] 2. The pneumatic components of the present utility model can be arranged according to the optimization principle, shortening the relative distance between components and the possible air circuit structure.

[0023] 3. The present utility model eliminates the pipeline connection between modules, has a more compact structure, and reduces the possibility of failures.

[0024] 4. The present utility model extends the concepts of weight reduction and compactification from component and material optimization to structural optimization; this makes the layout more flexible, the structure more compact, and leakage failures can also be reduced. Description of the Drawings

[0025] The present utility model will be further described below in conjunction with the drawings and embodiments:

[0026] Figure 1 It is a schematic diagram of the integrated brake control unit of the regional multiple unit of the present utility model. Detailed Embodiment

[0027] As Figure 1 shown, the integrated brake control unit of the regional multiple unit of the present utility model includes a brake cylinder pressure control module, a supply air module, a parking control module, and an air spring control module arranged on a single air circuit board as an auxiliary function.

[0028] The supply air module includes three air cylinder interfaces: the main air supply port MR, the air spring air cylinder port ASR, and the brake air cylinder port BSR. Among them: the main air supply port MR is connected to the first cut-off cock 04 and the first filter 05 in sequence through the air circuit, and then one path at the outlet of the first filter 05 is connected to the air spring air cylinder pipeline through the overflow valve L1, and then connected to the external air cylinder through the air spring air cylinder port ASR; the other path at the outlet of the first filter 05 is connected to the brake air cylinder port BSR through the check valve 07, and the brake air cylinder port BSR is externally connected to the brake air cylinder.

[0029] The main air is introduced into the control module through the first cut-off cock 04 and the first filter 05, and then one path of the main air enters the air spring air cylinder pipeline through the overflow valve L1, and is stored in the external air cylinder through the air spring air cylinder port ASR. At the same time, the other path of the main air is stored in the external brake air cylinder through the check valve 07 through the brake air cylinder port BSR. The check valve 07 has the function of ensuring the pressure of the brake air cylinder in the case of system pressure loss.

[0030] The brake cylinder pressure control module includes a third cut-off cock 17, a second filter 18, a DCL functional component, a vehicle weight pressure regulating valve 36, and a relay valve 38 connected in sequence; the DCL functional component is responsible for controlling the pressure of the brake cylinder, including an emergency brake solenoid valve 28, an inflation valve 33, an exhaust valve 35, and a first pressure sensor 34. The emergency brake solenoid valve 28 is connected between the second filter 18 and the vehicle weight pressure regulating valve 36. The second filter 18 is connected to the exhaust valve 35 through the inflation valve 33, and the inflation valve 33 and the exhaust valve 35 are connected to the detection end of the emergency brake solenoid valve 28 and the first pressure sensor 34 in the middle.

[0031] The total air pressure output by the one-way valve 07 enters the DCL functional component through the third cut-off cock 17 and the second filter 18 to generate a pre-control pressure Cv; the pre-control pressure Cv enters the relay valve 38 through the vehicle weight pressure regulating valve 36 to amplify the flow rate. When in emergency braking, the vehicle weight pressure regulating valve 36 adjusts the output pre-control pressure Cv proportionally according to the input vehicle weight signal T. When the vehicle weight changes, the braking force can change proportionally accordingly, so as to ensure that the deceleration value is consistent.

[0032] The relay valve 38 has a double-template structure, and the template ratio is adjusted by the solenoid valve 41. When the input pre-control pressure Cv remains unchanged, two different pressures C can be output according to needs.

[0033] The brake cylinder pressure control module further includes an equalizing valve 40. The input end of the equalizing valve 40 is connected to two bogies, and the output end is connected to the vehicle weight pressure regulating valve 36; the equalizing valve 40 averages the vehicle weight signals T1 and T2 sent from the two bogies respectively and outputs a pressure value (T1 + T2) / 2.

[0034] The parking control module includes a first pressure reducing valve 08, a double-pulse solenoid valve 10, a two-way valve 11, and a second cut-off cock 12 connected in sequence, and further includes a monitoring pressure switch 14 and a second pressure sensor 15 connected to the second cut-off cock 12; the parking control module is configured for passive control. When there is pressure, the parking brake is released, and when the pressure is discharged, the parking brake is applied, and the application or release function is realized by the two solenoid valve coils of the double-pulse solenoid valve 10 being energized separately for a short time.

[0035] The air spring control module includes a second pressure reducing valve L2 and a third cut-off cock L4 connected in sequence, wherein the second pressure reducing valve L2 is connected to the output end of the overflow valve L1 to reduce the air source pressure.

[0036] The integrated module design of the present utility model can realize the braking force control functions of the original two modules and auxiliary control functions such as parking and air spring control, reduce the volume of the module and the number of interfaces, and reduce leakage faults.

[0037] The above embodiments are only used to illustrate the technical concept and characteristics of the present utility model, and the purpose is to enable those who are familiar with this technology to understand the content of the present utility model and implement it accordingly, and it cannot be used to limit the protection scope of the present utility model. All modifications made according to the spirit and essence of the main technical solution of the present utility model should be covered within the protection scope of the present utility model.

Claims

1. An integrated braking control unit for a city train, characterized in that: It includes an air supply module, a brake cylinder pressure control module, a parking control module, and an air spring control module arranged on a whole air circuit board; The air supply module includes three air cylinder interfaces: a total air supply port (MR), an air spring air cylinder port (ASR) and a brake air cylinder port (BSR), wherein: The total air supply port (MR) is connected to the first shutoff valve (04) and the first filter (05) in sequence through an air path, and then one outlet of the first filter (05) is connected to the air spring cylinder pipeline through a relief valve (L1), and then connected to an external air cylinder through an air spring cylinder port (ASR); another outlet of the first filter (05) is connected to the brake cylinder port (BSR) through a one-way valve (07), and the brake cylinder port (BSR) is externally connected to the brake cylinder; The one-way valve (07) is configured to ensure that the brake air cylinder has pressure when the system loses pressure.

2. The integrated braking control unit for urban EMU according to claim 1 is characterized in that: The parking control module is connected to the output end of the filter (05).

3. The integrated braking control unit for urban EMU according to claim 1 is characterized in that: The brake cylinder pressure control module comprises a second filter (18), a DCL functional component, a vehicle weight pressure regulating valve (36), and a relay valve (38) connected in sequence; The total air pressure output by the one-way valve (07) passes through the second filter (18) and then enters the DCL functional component to generate a pre-control pressure Cv; the pre-control pressure Cv passes through the vehicle weight pressure adjustment valve (36) and enters the relay valve (38) to amplify the flow.

4. The integrated braking control unit for urban EMU according to claim 3 is characterized in that: During emergency braking, the vehicle weight pressure regulating valve (36) proportionally adjusts the output pre-control pressure Cv according to the input vehicle weight signal T.

5. The integrated braking control unit for urban EMU according to claim 4 is characterized in that: The relay valve (38) has a dual template structure, and the template ratio is adjusted by the solenoid valve (41). When the input pre-control pressure Cv remains unchanged, two different pressures C are output as required.

6. The integrated braking control unit for urban EMU according to claim 5, characterized in that: The brake cylinder pressure control module further comprises an averaging valve (40), the input end of the averaging valve (40) being connected to the two bogies, and the output end being connected to the vehicle weight pressure adjustment valve (36); the averaging valve (40) averages the pressure of the vehicle weight signals T1 and T2 respectively sent from the two bogies, and outputs a pressure value of (T1+T2) / 2.

7. The integrated braking control unit for urban EMU according to claim 3 is characterized in that: The DCL functional component comprises an emergency brake solenoid valve (28), an air charging valve (33), an exhaust valve (35) and a first pressure sensor (34); the emergency brake solenoid valve (28) is connected between the second filter (18) and the vehicle weight pressure regulating valve (36); the second filter (18) is connected to the exhaust valve (35) via the air charging valve (33); and the emergency brake solenoid valve (28) and a detection end of the first pressure sensor (34) are connected between the air charging valve (33) and the exhaust valve (35).

8. The integrated braking control unit for urban EMU according to claim 2 is characterized in that: The parking control module comprises a first pressure reducing valve (08), a double pulse solenoid valve (10), a two-way valve (11), and a second cut-off valve (12) which are connected in sequence, and also comprises a monitoring pressure switch (14) connected to the second cut-off valve (12), and a second pressure sensor (15); The parking control module is configured as a passive control. When pressure is applied, the parking brake is released. When pressure is released, the parking brake is applied. The application or release function is achieved by energizing the two solenoid valve coils of the double-pulse solenoid valve (10) individually for a short period of time.

9. The integrated braking control unit for urban EMU according to claim 1, characterized in that: The air spring control module comprises a second pressure reducing valve (L2) and a third cut-off valve (L4) which are connected in sequence, wherein the second pressure reducing valve (L2) is connected to the output end of the overflow valve (L1) to reduce the air source pressure.

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