Rail transit vehicle, automatic lead / trail switching device for locomotive brakes, and method

Abstract

An automatic lead / trail switching device for locomotive brakes. A mechanical recoupling valve of an existing locomotive is replaced with a double-pulse conversion valve (S1), such that automatic setting and conversion of lead and trail locomotives in a locomotive recoupling mode are realized by means of a brake microcomputer control unit. The whole system design performs signal transmission and control by means of a microcomputer system, so as to solve the problem of the pressure of a brake cylinder of the lead locomotive failing to be established in a timely manner or the pressure being insufficient due to a disconnected equalizing pipe, and to also avoid a significant potential safety hazard where the lead locomotive and a recoupled locomotive which are disconnected cannot be safely stopped in a timely manner because gas is discharged from an actuating pipe of the recoupled locomotive to the atmosphere through the equalizing pipe after a coupling break and the pressure of a brake cylinder of the recoupled locomotive also cannot be established in a timely manner. Moreover, corresponding protection measures in the event of a coupling break of the locomotives during the recoupling operation are also provided in a corresponding control pipeline system, so as to ensure safe and reliable braking and stopping of the locomotives in the event of the coupling break of the locomotives. Further provided are a rail transit vehicle, and a method for controlling the automatic lead / trail switching device for locomotive brakes.

Description

Automatic master-supplement switching device and method for rail transit vehicle and locomotive brake TECHNICAL FIELD

[0001] The present application relates to the field of rail transit technology, in particular to an automatic master-supplement switching device and method for rail transit vehicle and locomotive brake. BACKGROUND

[0002] When the air connection between the existing locomotives is connected for control, the brake control is generally realized by the setting of a mechanical reconnection valve. The mechanical reconnection valve has two positions of master and supplement, and needs to be manually converted. When the locomotive is used as a master locomotive, the locomotive is in the master mode. When the locomotive is used as a reconnection locomotive, the locomotive is in the supplement mode. When the master locomotive brakes or releases, the brake cylinder pressure of the master locomotive changes, so that the brake cylinder pressure of the reconnection locomotive connected with the master locomotive also changes, and finally the reconnection locomotive also brakes or releases accordingly. By corresponding setting of the reconnection valve on each locomotive, the attendant can realize the brake and release operation of the reconnection locomotive by operating the brake of the master locomotive. When the hooks between the reconnection locomotives are disconnected, the mechanical structure of the reconnection valve itself is designed to automatically maintain the brake cylinder pressure of each locomotive when the hooks are disconnected.

[0003] However, due to the difference between the piston inside the mechanical reconnection valve body and the friction force of the valve body, and the internal spring pressure, the brake cylinder and the average pipe of the master locomotive, and the average pipe and the action pipe of the reconnection locomotive cannot be cut off in time after the master locomotive is disconnected, or they are cut off only after the total air pressure is very low, which will cause the brake cylinder pressure of the master locomotive to be unable to be established in time or insufficient due to the disconnected average pipe. At the same time, the gas in the action pipe of the reconnection locomotive is discharged to the atmosphere through the average pipe after the hooks are disconnected, and the brake cylinder pressure of the reconnection locomotive cannot be established in time, which causes the disconnected master locomotive and reconnection locomotive to be unable to stop in time and safely, and brings serious safety hazards. At the same time, the master-supplement state of the reconnection locomotive needs to be manually set, which consumes a lot of manpower and time. SUMMARY

[0004] The technical problem to be solved by the present application is to provide an automatic master-supplement switching device and method for rail transit vehicle and locomotive brake to avoid the manual operation of the mechanical reconnection valve and the serious safety hazards caused by the inability of the master locomotive and the reconnection locomotive to stop in time and safely after the disconnection of the hooks due to the mechanical structure of the mechanical reconnection valve.

[0005] To solve the above technical problems, the technical solution adopted by the present application is: an automatic master-supplement switching device for locomotive brake, comprising a double-pulse conversion valve, a first electromagnetic valve and a second electromagnetic valve, the double-pulse conversion valve has a first port, a second port and a third port, the first port is in communication with an average pipe;

[0006] The third port, brake cylinder of the locomotive is connected with two connection ends of the first electromagnetic valve respectively;

[0007] The second port, action pipe of the locomotive is connected with two connection ends of the second electromagnetic valve respectively;

[0008] The action pipe is connected with the control end of the action valve, and the brake cylinder of the locomotive and the main air pipe of the locomotive are connected with two connection sections of the action valve respectively.

[0009] In the application, the double-pulse conversion valve is used as the automatic home-supplement switching device of the brake machine to replace the existing mechanical reconnection valve, and is controlled by the brake machine BCU, so that manual operation is not needed under normal conditions, and the function of manual conversion operation under fault (that is, the corresponding plunger button of the double-pulse conversion valve can be pressed) is still possessed. After the automatic home-supplement switching is completed, the brake cylinder of the home machine is connected with the average pipe of the home machine through the double-pulse conversion valve, the action pipe of the supplement machine is connected with the average pipe of the supplement machine through the double-pulse conversion valve, the pressure change of the brake cylinder of the home machine is transmitted to the action pipe of the supplement machine through the average pipe, the brake cylinder of the supplement machine generates braking or relieving action in response to the pressure change of the action pipe, and the braking or relieving action of the brake cylinder of the home machine is coordinated and consistent, and the electromagnetic valve is arranged on the brake cylinder pipeline to control the on-off of the air path from the brake cylinder to the double-pulse conversion valve, wherein the first electromagnetic valve and the second electromagnetic valve are directly controlled by the locomotive BCU. When the coupling is disconnected, the first electromagnetic valve loses power, the air path from the brake cylinder to the double-pulse conversion valve is cut off, the gas in the brake cylinder of the home machine is prevented from being discharged with the disconnected average pipe, the second electromagnetic valve is arranged in the air path from the action pipe to the double-pulse conversion valve, the gas in the action pipe of the supplement machine is prevented from being discharged with the disconnected average pipe, and then the pressure of the brake cylinder of the supplement machine is ensured, and the brake machine generates corresponding braking action according to the coupling protection to ensure safe and reliable parking.

[0010] Further, the automatic home-supplement switching device of the locomotive brake machine further comprises a first cut-off valve and a second cut-off valve;

[0011] The brake cylinder of the locomotive is connected with the first electromagnetic valve through the first cut-off valve;

[0012] The action pipe of the locomotive is connected with the second electromagnetic valve through the second cut-off valve;

[0013] The control end of the first cut-off valve and the control end of the second cut-off valve are connected with the main air connection pipe of the locomotive.

[0014] By setting the first cut-off valve on the brake cylinder pipeline, the first cut-off valve is disconnected under the action of spring force to cut off the air path of the brake cylinder to the double pulse conversion valve, thereby serving as a redundant setting of the cut-off air path, ensuring that the brake cylinder gas of the host does not follow the atmosphere of the disconnected average pipe group. By setting the second cut-off valve on the air path of the action pipe to the double pulse conversion valve, it is ensured that the gas in the auxiliary action pipe does not follow the atmosphere of the disconnected average pipe group, thereby ensuring the brake cylinder pressure thereof. Among them, the first cut-off valve and the second cut-off valve are controlled by the total wind union pipe pressure.

[0015] Further, the first cut-off valve is communicated with the total wind pipe through the action valve.

[0016] Further, the total wind union pipe is provided with a pressure switch.

[0017] Further, the action pipe is communicated with the brake cylinder through the action valve.

[0018] Further, the first electromagnetic valve (1YV) and the second electromagnetic valve (2YV) are controlled by the brake machine microcomputer control unit; the first cut-off valve (S2) and the second cut-off valve (S3) are controlled by the total wind union pipe pressure.

[0019] When each locomotive is coupled, the average pipes of each locomotive are communicated with each other. When each locomotive is coupled, the total wind union pipes of each locomotive are communicated with each other.

[0020] As an inventive concept, the application also provides a control method of the automatic host-aid switching device of the locomotive brake, which comprises the following steps:

[0021] If yes, the first electromagnetic valve of the host switching unit is powered on, the second electromagnetic valve is powered off, the first part of the double pulse conversion valve is powered on, so that the air path between the first port and the third port is connected, and the brake cylinder is communicated with the average pipe;

[0022] If no, the first electromagnetic valve of the auxiliary switching unit is powered off, the second electromagnetic valve is powered on, the second part of the double pulse conversion valve is powered on, so that the air path between the first port and the second port is connected, and the action pipe is communicated with the average pipe.

[0023] The method of the application also includes a break hook protection method in a coupled operation mode, and the specific implementation process comprises:

[0024] If a break hook signal is received, the first electromagnetic valve is powered off, the second electromagnetic valve is powered off, and the passage between the brake cylinder and the action pipe is cut off;

[0025] The total wind pipe pressure continues to drop, and then the first cut-off valve (S2) is controlled to disconnect the air path between the double pulse conversion valve (S1) and the brake cylinder, and the second cut-off valve (S3) is controlled to disconnect the air path between the double pulse conversion valve (S1) and the action pipe, so as to prevent the locomotive brake cylinder pressure from following the disconnected car end average pipe to exhaust to air and unable to apply brake.

[0026] As an inventive concept, the application also provides a rail transit vehicle which adopts the automatic home compensation switching device of the locomotive brake.

[0027] Compared with the prior art, the application has the beneficial effects that: the double pulse conversion valve is arranged to replace the mechanical reconnection valve of the existing locomotive, the automatic setting and conversion of the reconnection mode home compensation machine of the locomotive is realized through the brake microcomputer control unit (BCU), the signal transmission and control of the whole system design are realized through the microcomputer system, the safety hidden danger that the brake cylinder pressure of the home locomotive cannot be established in time or is insufficient due to the disconnected average pipe is solved; at the same time, in the prior art, the gas in the action pipe of the reconnection locomotive is exhausted to the air through the average pipe after the coupling is disconnected, so that the brake cylinder pressure of the reconnection locomotive also cannot be established in time, which leads to the safety hidden danger that the home locomotive and the reconnection locomotive cannot be parked in time and safely after being disconnected, which is also avoided by the application, and the corresponding protection measures are arranged in the corresponding control pipe system when the coupling is disconnected during the reconnection operation of the locomotive, so as to ensure that the locomotive can be parked safely and reliably after the coupling is disconnected. BRIEF DESCRIPTION OF DRAWINGS

[0028] Fig. 1 is a structural schematic diagram of the automatic home compensation switching device of the locomotive brake of the A car and the B car in the embodiment 1 of the application;

[0029] Fig. 2 is a structural schematic diagram of the home compensation state after the A car and the B car are reconnected in the embodiment 1 of the application, wherein the A car is the home machine and the B car is the compensation machine;

[0030] Fig. 3 is a control structure diagram of the embodiment 1 of the application;

[0031] Fig. 4 is a home compensation conversion logic diagram of the embodiment 1 of the application;

[0032] Fig. 5 is a coupling protection control logic diagram of the embodiment 1 of the application. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical scheme and advantages of the embodiments of the application clearer, the technical scheme of the embodiments of the application will be clearly and completely described below in combination with the drawings of the embodiments of the application. Obviously, the described embodiments are part of the embodiments of the application, rather than all the embodiments of the application. Based on the embodiments of the application, all other embodiments obtained by those skilled in the art without creative labor fall within the protection scope of the application. Embodiment 1

[0034] The embodiment of the present application provides a system for automatically setting and switching a locomotive brake automatic compensation device with a marshalling function. The system replaces the mechanical marshalling valve of an existing locomotive with a double-pulse conversion valve, realizes automatic setting and conversion of the locomotive marshalling mode compensation device through a locomotive brake microcomputer control unit (BCU), and realizes signal transmission and control through a microcomputer system. The system solves the problem that the pressure of the brake cylinder of the host locomotive cannot be established in time or is insufficient due to the disconnection of the equalizing pipe. At the same time, the pressure of the brake cylinder of the marshalling locomotive cannot be established in time due to the fact that the gas in the action pipe of the marshalling locomotive is discharged to the atmosphere through the equalizing pipe, which leads to the problem that the host locomotive and the marshalling locomotive cannot be parked in time and safely after being disconnected. In addition, corresponding protection measures are arranged in the corresponding control pipeline system to ensure that the locomotive can be parked safely and reliably after being disconnected. As shown in FIG. 2, in the embodiment, A is the host machine, and B is the compensation machine. A and B are two locomotives that are marshalled with each other.

[0035] When each locomotive is marshalled, the equalizing pipes of each locomotive are connected to each other, and the total air connection pipes of each locomotive are connected to each other. When each locomotive is disconnected, the gas in the equalizing pipe of each locomotive and the gas in the total air connection pipe of each locomotive are discharged to the atmosphere.

[0036] The system composition mainly comprises a brake machine microcomputer control unit (BCU), a double pulse conversion valve S1, a first electromagnetic valve 1YV, a first cut-off valve S2, a pressure switch 1KP, a second electromagnetic valve 2YV and a second cut-off valve S3. The double pulse conversion valve S1 is used as an automatic local compensation switching device of the brake machine and is controlled by the BCU of the brake machine. Manual operation is not needed under normal conditions, but the function of manual conversion operation in case of failure (by pressing the plunger button of the double pulse conversion valve S1) is reserved. After the automatic local compensation switching is completed, the brake cylinder of the local machine (A vehicle in the embodiment) is connected with the average pipe of the A vehicle through the double pulse conversion valve S1 of the A vehicle, and the acting pipe of the compensation machine (B vehicle in the embodiment) is connected with the average pipe of the B vehicle through the double pulse conversion valve S1 of the B vehicle. Since the average pipe of the A vehicle and the average pipe of the B vehicle are connected with each other when the mechanical connection is performed, the pressure change of the brake cylinder of the local machine is transmitted to the acting pipe of the compensation machine through the average pipe. The acting pipe is connected with the control end of the acting valve. The acting valve can adjust the pressure change of the gas provided by the total air pipe for the brake cylinder according to the pressure change in the acting pipe, so that the brake cylinder of the compensation machine generates the braking or relieving action based on the pressure change of the acting pipe of the compensation machine, and the braking or relieving action of the brake cylinder of the compensation machine is consistent with that of the local machine. Meanwhile, the first electromagnetic valve 1YV and the first cut-off valve S2 are arranged on the pipeline of the brake cylinder and are used for controlling the on-off of the air path from the brake cylinder to the double pulse conversion valve S1. The first electromagnetic valve 1YV is directly controlled by the BCU of the locomotive, and the first cut-off valve S2 is controlled by the total air pipe pressure. The pressure switch for the uncoupling protection is arranged on the total air pipe. When the uncoupling occurs, the first electromagnetic valve 1YV of the A vehicle loses power, the air path from the brake cylinder of the A vehicle to the double pulse conversion valve S1 is cut off, and at the same time, the first cut-off valve S2 of the A vehicle is disconnected under the action of the spring force to cut off the air path from the brake cylinder of the A vehicle to the double pulse conversion valve S1, thereby serving as the redundant setting of the disconnected air path and ensuring that the gas in the brake cylinder of the local machine is not discharged with the disconnected average pipe. Meanwhile, the second electromagnetic valve 2YV and the second cut-off valve S3 are arranged in the air path from the acting pipe to the double pulse conversion valve S1, so as to ensure that the gas in the acting pipe of the compensation machine is not discharged with the disconnected average pipe, thereby ensuring the pressure of the brake cylinder of the compensation machine, and the brake machine generates the corresponding braking action according to the uncoupling protection to ensure safe and reliable parking. The double pulse conversion valve S1 can be a large-flow double pulse conversion valve. PA and PB are respectively the first part and the second part of the double pulse conversion valve S1. When the first part PA is powered / loses power, the air path between the first port a and the third port c is connected / disconnected. When the second part PB is powered / loses power, the air path between the first port a and the second port b is connected / disconnected. For the local machine, the gas pressure of the acting pipe can be controlled by the BCU, so as to control the size of the gas pressure provided by the total air pipe for the brake cylinder.

[0037] The embodiment of the present application solves the problem that the mechanical connection valve needs manual operation and the serious safety hazard that the local locomotive and the connected locomotive cannot be parked in time and safely after the uncoupling occurs due to the mechanical structure. Referring to FIGS. 1-5, the specific implementation manner is as follows:

[0038] 1) The automatic self-supply switching device of the locomotive brake (as a recombination control system) includes the BCU of the microcomputer-controlled brake, the double-pulse conversion valve S1, the first electromagnetic valve 1YV, the first cutoff valve S2, the pressure switch 1KP, the second electromagnetic valve 2YV, and the second cutoff valve S3. The double-pulse conversion valve S1 is controlled by the brake BCU, and no manual operation is required under normal circumstances. The brake self-supply mode switching setting can be automatically completed, but the function of manual conversion operation in case of failure is retained (by pressing the plunger button of the double-pulse conversion valve S1).

[0039] 2) After the completion of the automatic self-supply switching, the brake cylinder of the local machine (A car) is connected to the average pipe of the A car through the double-pulse conversion valve S1, and the acting pipe of the supplementary machine (B car) is connected to the average pipe of the B car through the double-pulse conversion valve S1. Since the average pipe of the A car and the average pipe of the B car are connected to each other during recombination, the pressure change of the brake cylinder of the local machine is transmitted to the acting pipe of the supplementary machine through the average pipe, and the brake cylinder of the supplementary machine generates braking or relief action based on the pressure change of the acting pipe, and is consistent with the braking or relief action of the brake cylinder of the local machine.

[0040] 3) The first electromagnetic valve 1YV and the first cutoff valve S2 are arranged on the pipeline of the brake cylinder (i.e. the pipeline between the brake cylinder and the double-pulse conversion valve), which controls the on-off of the air path from the brake cylinder to the double-pulse conversion valve S1, wherein the first electromagnetic valve 1YV is directly controlled by the locomotive BCU, and the first cutoff valve S2 is controlled by the total wind joint pipe pressure.

[0041] 4) The second electromagnetic valve 2YV and the second cutoff valve S3 are arranged on the pipeline of the acting pipe (i.e. the pipeline between the acting pipe and the double-pulse conversion valve), which controls the on-off of the air path from the acting pipe to the double-pulse conversion valve S1, wherein the second electromagnetic valve 2YV is directly controlled by the locomotive BCU, and the second cutoff valve S3 is controlled by the pressure in the total wind joint pipe.

[0042] 5) At the same time, the pressure switch (the setting value is set to 4.5bar-5.5bar) for uncoupling protection is arranged on the total wind joint pipe. When uncoupling occurs, the pressure switch 1KP can timely feed back the uncoupling feedback information to the locomotive BCU.

[0043] 6) As shown in Figure 5, when uncoupling occurs, the BCU of the host locomotive (A vehicle) controls the corresponding first electromagnetic valve 1YV to lose power, cutting off the air path from the brake cylinder to the double pulse conversion valve S1, and the second electromagnetic valve 2YV remains losing power, cutting off the air path from the action pipe to the double pulse conversion valve S1; at the same time, the first cut-off valve S2 and the second cut-off valve S3 are disconnected under the spring force of their own after the total wind union pipe pressure drops, cutting off the air path from the brake cylinder and the action pipe to the double pulse conversion valve S1, thereby serving as a redundant setting for the disconnected air path, ensuring that the gas in the host brake cylinder does not follow the disconnected equalizing pipe (i.e., the equalizing pipe of the A vehicle is disconnected from the equalizing pipe of the B vehicle) to vent to the atmosphere, and preventing the gas in the host action pipe from accidentally venting to the atmosphere through the disconnected equalizing pipe.

[0044] 7) As shown in Figure 5, when uncoupling occurs, the BCU of the host locomotive (A vehicle) controls the corresponding first electromagnetic valve 1YV to lose power, cutting off the air path from the brake cylinder to the double pulse conversion valve S1, and the second electromagnetic valve 2YV remains losing power, cutting off the air path from the action pipe to the double pulse conversion valve S1; at the same time, the first cut-off valve S2 and the second cut-off valve S3 are disconnected under the spring force of their own after the total wind union pipe pressure drops, cutting off the air path from the brake cylinder and the action pipe to the double pulse conversion valve S1, thereby serving as a redundant setting for the disconnected air path, ensuring that the gas in the host brake cylinder does not follow the disconnected equalizing pipe (i.e., the equalizing pipe of the A vehicle is disconnected from the equalizing pipe of the B vehicle) to vent to the atmosphere, and preventing the gas in the host action pipe from accidentally venting to the atmosphere through the disconnected equalizing pipe.

[0045] 8) The present application solves the problem of manually operating the mechanical reconnection valve for the host conversion, and avoids the serious safety hazards caused by the inability of the host locomotive and the reconnection locomotive to stop safely and timely after uncoupling occurs due to the mechanical structure. Embodiment 2

[0046] The embodiment 2 of the present application provides a rail transit vehicle corresponding to the above-mentioned embodiment, which adopts the device of the above-mentioned embodiment.

[0047] Although the preferred embodiments of the present application have been described, those skilled in the art can make additional changes and modifications to the embodiments once they know the basic inventive concept. Therefore, the appended claims are intended to be interpreted as including all changes and modifications falling within the scope of the present application.

[0048] Obviously, those skilled in the art can make various modifications and variations to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application also intends to include these modifications and variations.

Claims

1. An automatic brake application switching device for a locomotive characterized by, The device comprises a double-pulse conversion valve (S1), a first electromagnetic valve (1YV), and a second electromagnetic valve (2YV), wherein the double-pulse conversion valve (S1) has a first port (a), a second port (b), and a third port (c), the first port (a) is connected with an average pipe; the third port (c) is connected with two connection ends of the first electromagnetic valve (1YV) respectively; the second port (b) is connected with two connection ends of the second electromagnetic valve (2YV) respectively; the average pipe is connected with a control end of an action valve, and a brake cylinder of the locomotive and a general pipe of the locomotive are connected with two connection sections of the action valve respectively.

2. The automatic brake application switching device for a locomotive brake according to claim 1, characterized by The device further comprises a first cut-off valve (S2) and a second cut-off valve (S3); the brake cylinder of the locomotive is connected with the first electromagnetic valve (1YV) through the first cut-off valve (S2); the action pipe of the locomotive is connected with the second electromagnetic valve (2YV) through the second cut-off valve (S3); control ends of the first cut-off valve (S2) and the second cut-off valve (S3) are connected with a general pipe of the locomotive.

3. The automatic brake application switching device for a locomotive brake according to claim 2, characterized by The first cut-off valve (S2) is connected with the general pipe through the action valve.

4. The automatic brake application switching device for a locomotive brake according to claim 2, characterized by A pressure switch (1KP) is arranged on the general pipe.

5. The automatic brake application switching device for a locomotive brake according to claim 1, characterized by The action pipe is connected with the brake cylinder through the action valve.

6. The automatic brake application switching device for a locomotive brake according to claim 1, characterized by The first electromagnetic valve (1YV) and the second electromagnetic valve (2YV) are controlled by a brake microcomputer control unit.

7. The automatic brake application switching device for a locomotive brake according to claim 2, characterized by When each locomotive is connected with each other, the average pipes of each locomotive are connected with each other, and the general pipes of each locomotive are connected with each other.

8. A control method for the automatic brake switch device of a locomotive brake as claimed in any one of claims 1 to 7, characterized in that, The device comprises the following steps: if the electric key starting command is received, the first electromagnetic valve (1YV) is powered, the second electromagnetic valve (2YV) is powered off, the first part (PA) of the double-pulse conversion valve (S1) is powered, the air path between the first port (a) and the third port (c) is connected, and the brake cylinder is connected with the average pipe; if the electric key starting command is not received, the first electromagnetic valve (1YV) is powered off, the second electromagnetic valve (2YV) is powered, the second part (PB) of the double-pulse conversion valve (S1) is powered, the air path between the first port (a) and the second port (b) is connected, and the action pipe is connected with the average pipe.

9. The control method according to claim 8, characterized by, The device further comprises a break protection method in a connection operation mode, and the specific implementation process comprises the following steps: if the break signal is received, the first electromagnetic valve (1YV) is powered off, the second electromagnetic valve (2YV) is powered off, and the path between the brake cylinder and the action pipe is cut off; the pressure of the general pipe continuously decreases, the first cut-off valve (S2) is controlled to disconnect the air path between the double-pulse conversion valve (S1) and the brake cylinder, and the second cut-off valve (S3) is controlled to disconnect the air path between the double-pulse conversion valve (S1) and the action pipe.

10. A rail vehicle, characterized by The device adopts the automatic brake valve switching device of any one of claims 1-7.

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