Brake system for preventing superposition of JZ-7 air brake and resistance brake

Abstract

The utility model belongs to the technical field of railway rolling stock manufacturing, and particularly relates to a braking system capable of preventing JZ-7 air braking and resistance braking from being overlapped, which comprises an independent operating valve, a reversing valve A, a reversing valve B, an operating valve and a distribution valve. The two independent operating valves are symmetrically connected to the input end of the reversing valve A; the output end of the reversing valve A is connected with a reversing valve B; the other input end of the reversing valve B is connected with an operating valve, and the output end of the reversing valve B is connected with a distribution valve; a pipeline between the reversing valve B and the distribution valve is connected with a brake assembly; and the output end of the distribution valve is connected with a pressure relay. The braking system is convenient and fast to operate, the locomotive can be switched from resistance braking to air braking, the use of an original JZ-7 braking system is not affected, the control of an automatic braking valve of a JZ-7 air braking system on the whole train is not affected, the possibility of locomotive faults is reduced, and the running safety of the locomotive is guaranteed.

Description

Technical Field

[0001] This utility model belongs to the field of railway locomotive and rolling stock manufacturing technology, specifically relating to a braking system that prevents the superposition of JZ-7 air braking and resistor braking. Background Technology

[0002] Currently, most diesel locomotives use the JZ-7 braking system, which works by controlling changes in air pressure within the train's braking system to regulate braking and release. With technological advancements, an increasing number of diesel locomotives are being equipped with regenerative braking systems during operation and retrofitting. These systems utilize the back electromotive force generated by the traction motor during braking to convert the locomotive's kinetic energy into electrical energy, which is then dissipated by braking resistors to generate braking force. The combined operation of air braking and regenerative braking significantly improves the braking efficiency of diesel locomotives. However, if both air braking and regenerative braking act simultaneously, the combined effect can generate excessive braking force, leading to wheel abrasion, accelerated brake shoe wear, and an increased likelihood of locomotive malfunctions. Therefore, developing a highly reliable braking system is a key technical challenge that requires expertise in this field. Utility Model Content

[0003] The purpose of this utility model is to address the aforementioned problems and shortcomings by providing a braking system that prevents the superposition of air braking and resistor braking in the JZ-7 brake system. To achieve this objective, the technical solution adopted by this utility model is as follows:

[0004] The objective of this utility model can be achieved using the following technical solutions:

[0005] A braking system for preventing the superposition of air braking and resistor braking in JZ-7 vehicles includes a single-acting valve, a reversing valve A, a reversing valve B, an acting valve, and a distribution valve. Two single-acting valves are symmetrically connected to the input ends of reversing valve A. The output end of reversing valve A is connected to reversing valve B. The other input end of reversing valve B is connected to the acting valve, and its output end is connected to the distribution valve. A braking assembly is connected to the pipeline between reversing valve B and the distribution valve. A pressure relay is connected to the output end of the distribution valve.

[0006] The braking assembly includes a normally open plug valve A connected to the output end of the reversing valve B; a two-position three-way solenoid valve is connected to the end of the normally open plug valve A; a normally open plug valve B is connected to the end of the two-position three-way solenoid valve; a distribution valve is connected to the end of the normally open plug valve B; and a normally closed plug valve is connected in parallel between the reversing valve B and the distribution valve.

[0007] The reversing valve B is connected to the normally open plug valve A via an actuating pipe and pipeline A; the normally open plug valve A is connected to the two-position three-way solenoid valve via pipeline B.

[0008] The two-position three-way solenoid valve is connected to the normally open plug valve B via a rear-end pipeline; the normally open plug valve B is connected to the distribution valve via pipelines C and D.

[0009] The distribution valve and the pressure relay are connected by a pipeline G; the parallel pipeline of the normally closed plug valve includes pipeline E, which is connected in parallel with the actuating pipe and pipeline A, and pipeline F, which is connected in parallel with pipeline C and pipeline D.

[0010] Compared with the prior art, the beneficial effects of this utility model are:

[0011] (1) A normally open two-position three-way solenoid valve is connected in series at the locomotive distribution valve action pipe in the original JZ-7 braking system. The opening and closing of the air circuit of the distribution valve action pipe can be controlled directly by the energization and de-energization of the two-position three-way solenoid valve, which can realize the switching of the locomotive from resistance braking to air braking.

[0012] (2) In this patent, a normally closed plug is provided. When the two-position three-way solenoid valve fails, the normally closed plug can be opened manually and the normally open plugs at both ends of the two-position three-way solenoid valve can be closed, thereby achieving the purpose of isolating the two-position three-way solenoid valve and ensuring that the original JZ-7 braking system is not affected.

[0013] (3) Setting the two-position three-way solenoid valve to normally open means that if the circuit fails and the power is cut off when the locomotive applies resistance braking, the two-position three-way solenoid valve will lose power accordingly, which will not affect the control of the JZ-7 air brake system automatic brake valve (i.e., the main brake) on the whole train and will play a protective role for the locomotive.

[0014] (4) The pressure relay is installed with an operating pressure of 150-200 kPa. When the train pipe pressure drops to this range, the control system automatically cuts off the resistance value braking and restores the air braking function, so that the locomotive also generates emergency braking, reducing the possibility of locomotive failure and ensuring the safety of locomotive operation. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the principle structure of this utility model.

[0016] Figure 2 This is a schematic diagram of the two-position three-way solenoid valve in this utility model.

[0017] 1. Single-acting valve; 2. Directional control valve A; 3. Directional control valve B; 4. Actuating valve; 5. Distributor valve; 6. Pressure relay; 7. Normally open plug valve A; 8. Two-position three-way solenoid valve; 9. Normally open plug valve B; 11. Normally closed plug valve; 12. Actuating pipe; 13. Pipeline A; 14. Pipeline B; 15. Rear-end pipeline; 16. Pipeline C; 17. Pipeline D; 18. Pipeline E; 19. Pipeline F; 20. Pipeline G Detailed Implementation

[0018] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings.

[0019] like Figures 1-2 As shown, a braking system to prevent the superposition of air braking and resistor braking in JZ-7 locomotives includes a single-acting valve 1, a reversing valve A2, a reversing valve B3, an actuating valve 4, and a distribution valve 5. All components of this braking system cooperate with the locomotive control system. Two single-acting valves 1 are symmetrically connected to the input ends of reversing valve A2. The output end of reversing valve A2 is connected to reversing valve B3. The other input end of reversing valve B3 is connected to actuating valve 4, and its output end is connected to distribution valve 5. A braking assembly is connected to the pipeline between reversing valve B3 and distribution valve 5. A pressure relay 6 is connected to the output end of distribution valve 5. A pressure relay 6 is installed at the train pipe of distribution valve 5, with an operating pressure of 150-200 kPa. Its function is that during the application of resistor braking, if an emergency braking is required, when the train pipe pressure drops to the operating pressure range of pressure relay 6, the control system automatically cuts off the resistor braking of the locomotive and restores air braking, enabling the locomotive to also perform emergency braking, thus ensuring the safety of locomotive operation.

[0020] The braking assembly includes a normally open plug valve A7 connected to the output end of the reversing valve B3; a two-position three-way solenoid valve 8 is connected to the end of the normally open plug valve A7; a normally open plug valve B9 is connected to the end of the two-position three-way solenoid valve 8; a distribution valve 5 is connected to the end of the normally open plug valve B9; a normally closed plug valve 11 is also connected in parallel between the reversing valve B3 and the distribution valve 5; here, the normally open plug valve A7, the normally open plug valve B9, and the two-position three-way solenoid valve 8 are all components connected in series to the pipeline.

[0021] The reversing valve B3 is connected to the normally open plug valve A7 via the actuating pipe 12 and the pipeline A13; the normally open plug valve A7 is connected to the two-position three-way solenoid valve 8 via the pipeline B14; the two-position three-way solenoid valve 8 is connected to the normally open plug valve B9 via the rear pipeline 15. The function of the two-position three-way solenoid valve 8 is as follows: when the locomotive applies resistance braking, the control system energizes the two-position three-way solenoid valve 8, closes the passage between the actuating pipe 12 and the distribution valve 5, and operates the locomotive automatic brake valve (main brake) to apply air braking. This only affects the vehicle and cannot apply air braking to the locomotive again through the distribution valve 5, but it does not affect the function of the individual brake valve (small brake). When the resistance braking is canceled, the two-position three-way solenoid valve 8 resets to the open state, and the automatic brake valve (main brake) immediately resumes control of the locomotive itself, effectively preventing excessive braking force caused by the superposition of air braking and resistance braking, which could lead to abrasion of the locomotive wheels.

[0022] The normally open plug valve B9 is connected to the distribution valve 5 via pipes C16 and D17; the distribution valve 5 is connected to the pressure relay 6 via pipe G20; the parallel pipes of the normally closed plug valve 11 include pipe E18 connected in parallel with the actuating pipe 12 and pipe A13, and pipe F19 connected in parallel with pipes C16 and pipe D17; another parallel pipe is connected at the actuating pipe, mainly composed of a normally closed plug valve and corresponding pipes, the function of which is to manually open the normally closed plug valve and close the normally open plug valves at both ends of the two-position three-way solenoid valve 8 when the two-position three-way solenoid valve 8 fails, thus isolating the two-position three-way solenoid valve 8 without affecting the use of the original JZ-7 air brake system.

[0023] In practical use, the main principle of this invention is as follows: when resistance braking is applied, the locomotive control system energizes the two-position three-way solenoid valve 8. At this time, the reversing valve B3 is connected to the two-position three-way solenoid valve 8 through the actuating pipe 12, pipe A13, normally open plug valve A7, and pipe C16. The internal port O of the two-position three-way solenoid valve 8 is connected to port A, closing the air passage from the rear pipe 15, normally open plug valve B9, pipe D17, and pipe E18 to the distribution valve 5. At this time, operating the locomotive automatic brake valve (main brake) to apply air braking only works on the vehicle and cannot apply air braking to the locomotive through the distribution valve 5, preventing the locomotive's resistance braking and air braking from superimposing and generating excessive braking force that could cause abrasion of the locomotive wheelsets. However, it does not affect the function of the individual brake valve (small brake), which can still operate and control the locomotive's individual braking and release. When the resistance braking is canceled, the control system de-energizes the 2-position 3-way solenoid valve 8. At this time, the reversing valve B3 is connected to the 2-position 3-way solenoid valve 8 through the actuating pipe 12, pipe B14, normally open plug valve A7, and pipe C16. The P port of the 2-position 3-way solenoid valve 8 is connected to the A port, connecting the air passage to the distribution valve through the rear pipe D17, normally open plug valve B9, pipe E18, and pipe F19. The locomotive automatic brake valve (main brake) resumes control of the locomotive itself. When resistance braking is applied, in case of an emergency requiring emergency braking, when the pressure in pipe G20 drops to the range of 150-200 kPa, the pressure relay 6 activates and transmits a signal to the control system. The control system automatically cuts off the resistance braking and restores the locomotive air brake, causing the locomotive to also perform emergency braking.

[0024] The above are merely preferred embodiments of this utility model, but the scope of protection of this utility model is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in this utility model, based on the technical solution and inventive concept of this utility model, should be included within the scope of protection of this utility model.

Claims

1. A braking system to prevent the superposition of air braking and resistor braking in JZ-7, characterized in that: It includes a single-acting valve (1), a reversing valve A (2), a reversing valve B (3), an acting valve (4), and a distribution valve (5); the single-acting valve (1) is configured as two, symmetrically connected to the input end of the reversing valve A (2); the output end of the reversing valve A (2) is connected to the reversing valve B (3); the other input end of the reversing valve B (3) is connected to the acting valve (4), and its output end is connected to the distribution valve (5); a braking assembly is connected on the pipeline between the reversing valve B (3) and the distribution valve (5); the output end of the distribution valve (5) is connected to a pressure relay (6).

2. The braking system for preventing the superposition of air braking and resistor braking in JZ-7 according to claim 1, characterized in that: The braking assembly includes a normally open plug valve A (7) connected to the output end of the reversing valve B (3); a two-position three-way solenoid valve (8) is connected to the end of the normally open plug valve A (7); a normally open plug valve B (9) is connected to the end of the two-position three-way solenoid valve (8); a distribution valve (5) is connected to the end of the normally open plug valve B (9); and a normally closed plug valve (11) is connected in parallel between the reversing valve B (3) and the distribution valve (5).

3. The braking system for preventing the superposition of air braking and resistor braking in JZ-7 according to claim 2, characterized in that: The reversing valve B (3) is connected to the normally open plug valve A (7) through the set action pipe (12) and pipeline A (13); the normally open plug valve A (7) is connected to the two-position three-way solenoid valve (8) through the set pipeline B (14).

4. The braking system for preventing the superposition of air braking and resistor braking in JZ-7 according to claim 2, characterized in that: The two-position three-way solenoid valve (8) is connected to the normally open plug valve B (9) through a rear end pipeline (15); the normally open plug valve B (9) is connected to the distribution valve (5) through pipelines C (16) and D (17).

5. The braking system for preventing the superposition of air braking and resistor braking in JZ-7 according to claim 3, characterized in that: The distribution valve (5) is connected to the pressure relay (6) via a set pipeline G (20); the parallel pipeline of the normally closed plug valve (11) includes pipeline E (18) which is connected in parallel with the action pipe (12) and pipeline A (13), and pipeline F (19) which is connected in parallel with pipeline C (16) and pipeline D (17).

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