A large traction force pneumatic monorail crane brake cylinder control system

Abstract

The application provides a large-traction pneumatic monorail crane brake cylinder control system, and relates to the field of control systems, which comprises a manual reversing valve, a first pneumatic motor, a second pneumatic motor, a first pneumatic motor annular main valve, a first brake cylinder, a second brake cylinder, a first brake reversing valve, a second brake reversing valve, a first quick exhaust valve, a first throttle valve, a second quick exhaust valve and a second throttle valve. The first quick exhaust valve, the first throttle valve, the second quick exhaust valve and the second throttle valve are added. In actual application and operation, the manual adjustment can adjust the flow valve to delay the reversing time of the main valve, delay the action of the pneumatic motor, match the action of the brake cylinder, and independently work the two groups of pneumatic reversing valves. The possibility that all brake cylinders are completely disabled is avoided, at least half of the braking force of the locomotive is ensured, and the minimum safety threshold of the locomotive is ensured.

Description

Technical Field

[0001] This application relates to the field of control systems, and more specifically, to a control system for a high-traction-force pneumatic monorail brake cylinder. Background Technology

[0002] Pneumatic monorails offer advantages such as high flexibility, readily available power sources, no exhaust fumes, no risk of electric shock to personnel, stable operation, and low cost. With the increasing number of extraction roadways and their growing length in mine tunnel engineering, pneumatic monorails effectively solve the problem of difficult material transportation. As locomotive traction increases, the braking force may need to be increased accordingly, according to relevant standards. Increasing the locomotive's braking force requires increasing the number of brake cylinders. Currently, locomotives typically have 2-6 sets of brake cylinders. When the number of brake cylinders exceeds 4 sets, two application problems arise:

[0003] 1. Matching issue between brake cylinder and pneumatic motor operation. Specifically, when the locomotive moves forward or backward, the motor has already started operating, but the cylinder has not yet actuated, resulting in the brake pads not opening. This causes dragging and friction on the tracks, leading to damage to the locomotive's brake pads. The main reason is that the pilot control pressure of the reversing main valve controlling the pneumatic motor's operation and the control pressure of the cylinder share the same air source. When the locomotive moves forward or backward, the increased number of cylinders results in insufficient air volume to open the brake cylinders, causing the motor's reversing main valve to actuate first, while the brake cylinders open with a delay.

[0004] 2. Reliability issues of brake cylinder function. Existing pneumatic brake control circuits are equipped with a main pneumatic directional valve to control the operation of all brake cylinders. Once this main pneumatic directional valve fails, all brake cylinders will fail, resulting in a complete loss of braking force for the entire vehicle, posing a fatal risk to locomotive operation. Summary of the Invention

[0005] The purpose of this application is to provide a high-traction pneumatic monorail brake cylinder control system, which can solve the above-mentioned technical problems.

[0006] This application provides a high-traction-force pneumatic monorail brake cylinder control system, including a manual reversing valve, a first pneumatic motor, a second pneumatic motor, a first pneumatic motor annular main valve, a first brake cylinder, a second brake cylinder, a first brake reversing valve, a second brake reversing valve, a first quick exhaust valve, a first throttle valve, a second quick exhaust valve, and a second throttle valve. The first pneumatic motor and the second pneumatic motor are both electrically connected to the first pneumatic motor annular main valve. One end of the first pneumatic motor annular main valve is electrically connected to the first brake reversing valve through the first quick exhaust valve and the first throttle valve. The other end of the first pneumatic motor annular main valve is electrically connected to the second brake reversing valve through the second quick exhaust valve and the second throttle valve. The first brake reversing valve is electrically connected to the first brake cylinder, the second brake reversing valve is electrically connected to the second brake cylinder, and the manual reversing valve is electrically connected to the first pneumatic motor annular main valve.

[0007] Preferably, the system also includes a second pneumatic motor annular main valve, wherein the manual reversing valve is electrically connected to the second pneumatic motor annular main valve, one end of the second pneumatic motor annular main valve is connected to the first brake reversing valve, and the other end of the second pneumatic motor annular main valve is electrically connected to the first pneumatic motor annular main valve through the first quick exhaust valve and the first throttle valve.

[0008] The beneficial effects of this utility model are:

[0009] This utility model provides a high-traction-force pneumatic monorail brake cylinder control system, including a manual reversing valve, a first pneumatic motor, a second pneumatic motor, a first pneumatic motor annular main valve, a first brake cylinder, a second brake cylinder, a first brake reversing valve, a second brake reversing valve, a first quick exhaust valve, a first throttle valve, a second quick exhaust valve, and a second throttle valve. The first pneumatic motor and the second pneumatic motor are both electrically connected to the first pneumatic motor annular main valve. One end of the first pneumatic motor annular main valve is electrically connected to the first brake reversing valve through the first quick exhaust valve and the first throttle valve. The other end of the first pneumatic motor annular main valve is electrically connected to the second brake reversing valve through the second quick exhaust valve and the second throttle valve. The first brake reversing valve is electrically connected to the first brake cylinder. The second brake reversing valve is electrically connected to the second brake cylinder, and the manual reversing valve is electrically connected to the first pneumatic motor annular main valve. This invention adds a first quick exhaust valve, a first throttle valve, a second quick exhaust valve, and a second throttle valve. In practical operation, the adjustable flow valve is manually adjusted to delay the reversing time of the main valve, causing the pneumatic motor to delay its action, thus matching the action of the brake cylinder. When the locomotive stops, the first pneumatic motor annular main valve can close quickly, reducing operational delay. A redundant safety design is adopted, with multiple sets of brake cylinders controlled independently. Two sets of pneumatic reversing valves operate independently; if one set malfunctions, the other set can still function normally, avoiding the possibility of all brake cylinders failing and ensuring at least half of the locomotive's braking force, guaranteeing the locomotive's minimum safety threshold. Attached Figure Description

[0010] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 This is a schematic diagram of the structure of this utility model.

[0012] The reference numerals in the attached figures are as follows:

[0013] 1. First pneumatic motor; 2. First pneumatic motor annular main valve; 3. Second pneumatic motor; 4. First brake cylinder; 5. Second brake cylinder; 6. First brake directional valve; 7. Second brake directional valve; 8. First quick exhaust valve; 9. Second quick exhaust valve; 10. First throttle valve; 11. Second throttle valve; 12. Second pneumatic motor annular main valve; 13. Manual directional valve. Detailed Implementation

[0014] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0015] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0016] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0017] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this application is in use. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0018] Furthermore, terms such as "horizontal," "vertical," and "sag" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0019] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0020] like Figure 1As shown, a high-traction-force pneumatic monorail braking cylinder control system includes a manual reversing valve 13, a first pneumatic motor 1, a second pneumatic motor 3, a first pneumatic motor annular main valve 2, a first braking cylinder 4, a second braking cylinder 5, a first braking reversing valve 6, a second braking reversing valve 7, a first quick exhaust valve 8, a first throttle valve 10, a second quick exhaust valve 9, and a second throttle valve 11. The first pneumatic motor 1 and the second pneumatic motor 3 are both electrically connected to the first pneumatic motor annular main valve 2. One end of the first pneumatic motor annular main valve 2 is electrically connected to the first braking reversing valve 6 through the first quick exhaust valve 8 and the first throttle valve 10. The other end of the first pneumatic motor annular main valve 2 is electrically connected to the second braking reversing valve 7 through the second quick exhaust valve 9 and the second throttle valve 11. The first braking reversing valve 6 is connected to the first braking cylinder 4. The pneumatic cylinder 4 is electrically connected, the second brake reversing valve 7 is electrically connected to the second brake cylinder 5, and the manual reversing valve 13 is electrically connected to the first pneumatic motor annular main valve 2. This utility model adds a first quick exhaust valve 8, a first throttle valve 10, a second quick exhaust valve 9, and a second throttle valve 11. In actual operation, the adjustable flow valves are manually adjusted to delay the reversing time of the main valve, so that the pneumatic motor action is delayed, thereby matching the action of the brake cylinder. When the locomotive stops, the first pneumatic motor annular main valve 2 can be quickly closed, reducing the delay in operation. A redundant safety design is adopted, with multiple sets of brake cylinders controlled separately and independently. The two sets of pneumatic reversing valves work independently. If one set of pneumatic reversing valves malfunctions, the other set of reversing valves can still work normally, avoiding the possibility of all brake cylinders failing. At least half of the braking force of the locomotive can be guaranteed, ensuring the minimum safety threshold of the locomotive.

[0021] Specifically, this utility model adds a second brake reversing valve 7, a first quick exhaust valve 8, a first throttle valve 10, a second quick exhaust valve 9, and a second throttle valve 11; and optimizes the pilot control circuit of the first pneumatic motor 1 reversing main valve. Drawing on the mature hydraulic damping bridge control principle and method, the innovative addition of the first quick exhaust valve 8, first throttle valve 10, second quick exhaust valve 9, and second throttle valve 11 to the main reversing valve circuit of the first pneumatic motor 1 is significant. In practical operation, the adjustable flow valves are manually adjusted to delay the reversing time of the first pneumatic motor 1 reversing main valve, thus delaying the action of the first pneumatic motor 1 and the second pneumatic motor 3, matching the actions of the first brake cylinder 4 and the second brake cylinder 5, avoiding the aforementioned matching problem between the brake cylinder and the motor. The function of the first quick exhaust valve 8 and the second quick exhaust valve 9 is to quickly close the first pneumatic motor 1 reversing main valve when the locomotive stops, reducing the operation delay.

[0022] The design employs redundant safety features, with multiple sets of first brake cylinders 4 and second brake cylinders 5 controlled independently. An additional second pneumatic directional valve is added, allowing both sets of valves to operate independently. If one set malfunctions, the other can still function normally, preventing the possibility of all first brake cylinders 4 and second brake cylinders 5 failing. This ensures at least half of the locomotive's braking force, guaranteeing the locomotive's minimum safety threshold.

[0023] like Figure 1 As shown, this embodiment also includes a second pneumatic motor annular main valve 12. The manual reversing valve 13 is electrically connected to the second pneumatic motor annular main valve 12. One end of the second pneumatic motor annular main valve 12 is connected to the first brake reversing valve 6, and the other end of the second pneumatic motor annular main valve 12 is electrically connected to the first pneumatic motor annular main valve 2 through the first quick exhaust valve 8 and the first throttle valve 10. The second pneumatic motor annular main valve 12 of this utility model can control the first brake reversing valve 6. When the first pneumatic motor annular main valve 2 malfunctions, it can be controlled by the second pneumatic motor annular main valve 12, further ensuring safety.

[0024] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A high-traction-force pneumatic monorail crane braking cylinder control system, characterized in that: The device includes a manual directional valve, a first pneumatic motor, a second pneumatic motor, a first pneumatic motor annular main valve, a first brake cylinder, a second brake cylinder, a first brake directional valve, a second brake directional valve, a first quick exhaust valve, a first throttle valve, a second quick exhaust valve, and a second throttle valve. The first pneumatic motor and the second pneumatic motor are both electrically connected to the first pneumatic motor annular main valve. One end of the first pneumatic motor annular main valve is electrically connected to the first brake directional valve through the first quick exhaust valve and the first throttle valve. The other end of the first pneumatic motor annular main valve is electrically connected to the second brake directional valve through the second quick exhaust valve and the second throttle valve. The first brake directional valve is electrically connected to the first brake cylinder, and the second brake directional valve is electrically connected to the second brake cylinder. The manual directional valve is electrically connected to the first pneumatic motor annular main valve.

2. The high-traction-force pneumatic monorail crane braking cylinder control system according to claim 1, characterized in that: It also includes a second pneumatic motor annular main valve, the manual reversing valve is electrically connected to the second pneumatic motor annular main valve, one end of the second pneumatic motor annular main valve is connected to the first brake reversing valve, and the other end of the second pneumatic motor annular main valve is electrically connected to the first pneumatic motor annular main valve through the first quick exhaust valve and the first throttle valve.

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