CN116811817A - Multi-stage braking system and rolling stock system having the same - Google Patents
Multi-stage braking system and rolling stock system having the same Download PDFInfo
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- CN116811817A CN116811817A CN202310066672.1A CN202310066672A CN116811817A CN 116811817 A CN116811817 A CN 116811817A CN 202310066672 A CN202310066672 A CN 202310066672A CN 116811817 A CN116811817 A CN 116811817A
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Abstract
本发明揭示了一种多阶制动系统及具有该系统的机车车辆系统，多阶制动系统包括：风缸，用于输出空气压力；压力调整装置，包括分别连接至所述风缸且相互并联的第一调整阀体和第二调整阀体，以及同时连接所述第一调整阀体和所述第二调整阀体的第一电磁阀；中继阀，包括连接所述压力调整装置的输出端的第一输入端、通过第二电磁阀连接所述压力调整装置的输出端的第二输入端，以及用于输出制动压力的制动输出端。本发明的多阶制动系统，可以输出至少四阶制动力，有效提高平均减速度并缩短制动距离。
The invention discloses a multi-stage braking system and a rolling stock system having the system. The multi-stage braking system includes: an air cylinder for outputting air pressure; a pressure adjustment device including a pressure regulating device that is respectively connected to the air cylinder and mutually connected. The first regulating valve body and the second regulating valve body are connected in parallel, and the first solenoid valve is connected to the first regulating valve body and the second regulating valve body at the same time; the relay valve includes a valve connected to the pressure regulating device. A first input terminal of the output terminal, a second input terminal connected to the output terminal of the pressure regulating device through a second solenoid valve, and a brake output terminal for outputting brake pressure. The multi-stage braking system of the present invention can output at least four stages of braking force, effectively increasing the average deceleration and shortening the braking distance.
Description
Technical Field
The invention relates to the technical field of brake control, in particular to a multi-stage brake system and a rolling stock system with the same.
Background
Braking of trains or other vehicles is safety-relevant, in particular emergency braking. The short braking distance can improve the safety of the train. But the shorter the braking distance, the higher the deceleration demand on the vehicle. In practical applications, especially when the train is operated at high speed, the deceleration is limited by the heat load capacity of the friction pair and the adhesion between the wheel tracks, which makes shortening the braking distance a technical problem in the art.
The prior art provides a solution to balance the above-mentioned usage limitation with the average deceleration of the vehicle by implementing a high-low two-stage control. However, the improvement range of the two-stage braking force on the average deceleration is limited, and the requirement of the current train for short braking distance still cannot be met.
Disclosure of Invention
The invention aims to provide a multi-stage braking system to solve the technical problems that in the prior art, two-stage braking control cannot meet the requirement of a short braking distance, the cost is high and the structure is complex.
One of the objects of the present invention is to provide a rolling stock system.
To achieve one of the above objects, an embodiment of the present invention provides a multi-stage brake system, comprising: the air cylinder is used for outputting air pressure; the pressure adjusting device comprises a first adjusting valve body and a second adjusting valve body which are respectively connected to the air cylinder and are mutually connected in parallel, and a first electromagnetic valve which is simultaneously connected with the first adjusting valve body and the second adjusting valve body; the relay valve comprises a first input end connected with the output end of the pressure adjusting device, a second input end connected with the output end of the pressure adjusting device through a second electromagnetic valve, and a braking output end used for outputting braking pressure.
As a further improvement of an embodiment of the present invention, an output end of the first adjusting valve body is connected to the first electromagnetic valve, an output end of the second adjusting valve body is connected to the first electromagnetic valve, and the first electromagnetic valve is connected to the first input end.
As a further improvement of an embodiment of the present invention, when the first electromagnetic valve is powered off, the first adjusting valve body is connected to the air cylinder, and the relay valve outputs a higher braking force; when the first electromagnetic valve is electrified, the second adjusting valve body is connected with the air cylinder, and the relay valve outputs lower braking force.
As a further improvement of an embodiment of the present invention, when the second electromagnetic valve is de-energized, only the first input terminal is connected to the pressure adjusting device; when the second electromagnetic valve is electrified, the first input end and the second input end are simultaneously connected to the pressure adjusting device.
As a further improvement of an embodiment of the present invention, the multi-stage braking system is configured to selectively output four kinds of emergency braking forces by adjusting the on-off states of the first solenoid valve and the second solenoid valve.
As a further improvement of an embodiment of the present invention, when both the first electromagnetic valve and the second electromagnetic valve are de-energized, the relay valve outputs a first-order emergency braking force; when the first electromagnetic valve is powered off and the second electromagnetic valve is powered on, the relay valve outputs a second-order emergency braking force; when the first electromagnetic valve is electrified and the second electromagnetic valve is deenergized, the relay valve outputs third-order emergency braking force; the relay valve outputs a fourth-order emergency braking force when both the first solenoid valve and the second solenoid valve are energized.
As a further improvement of an embodiment of the present invention, the first-order emergency braking force, the second-order emergency braking force, the third-order emergency braking force, and the fourth-order emergency braking force are sequentially reduced;
the multi-stage braking system is configured to sequentially output the fourth-stage emergency braking force, the third-stage emergency braking force, the second-stage emergency braking force, and the first-stage emergency braking force when emergency braking is performed.
As a further improvement of an embodiment of the invention, the first trim valve body and the second trim valve body are both pressure reducing valves, the first trim valve body and the second trim valve body being configured to have different outlet pressure values.
As a further improvement of an embodiment of the present invention, the braking system includes a pressure control device connected to the reservoir, and an input end of the pressure adjustment device is connected to the pressure control device; the pressure control device comprises a third electromagnetic valve and a fourth electromagnetic valve which are sequentially arranged along the air inlet direction, and the output end of the third electromagnetic valve is connected with a fifth electromagnetic valve communicated with the outside.
In order to achieve one of the above objects, an embodiment of the present invention provides a rolling stock system, including a multi-step braking system according to any one of the above embodiments.
Compared with the prior art, the invention forms the first-level adjustment of the braking force by configuring the two adjusting valve bodies which are connected in parallel, and forms the second-level adjustment of the braking force by arranging the two electromagnetic valves which are connected with the relay valve, wherein the two electromagnetic valves are connected with the two adjusting valve bodies; therefore, at least four-order braking force output control can be realized, the average deceleration is effectively improved, and the braking distance is greatly shortened under the use limit.
Drawings
Fig. 1 is a schematic structural diagram of a multi-stage braking system according to an embodiment of the present invention.
Fig. 2 is a schematic diagram showing a relationship between a braking deceleration and an output braking pressure when a multi-step braking system is implemented according to an embodiment of the present invention.
Detailed Description
The present invention will be described in detail below with reference to specific embodiments shown in the drawings. These embodiments are not intended to limit the invention and structural, methodological, or functional modifications of these embodiments that may be made by one of ordinary skill in the art are included within the scope of the invention.
It should be noted that the term "comprises," "comprising," or any other variation thereof is intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Furthermore, the terms "first," "second," "third," "fourth," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
The terms "connected," "connected to," or any other variation thereof, are intended to cover a variety of relative positions in a connected relationship, such that a direct connection or an indirect connection is included. The direct connection may be formed by constructing a gas path pipeline, and the indirect connection may be formed by constructing a connection relationship by using devices such as a valve body and a sensor, constructing a connection relationship by using gas path components such as a pressure control device and a pressure adjusting device, or constructing a connection relationship by using any other medium such as air.
Referring to fig. 1, an air circuit schematic diagram of a braking system for multi-stage emergency braking according to an embodiment of the invention is shown.
The multi-stage brake system 100 includes a reservoir 10, a pressure adjusting device 30, and a relay valve 40.
Preferably, the reservoir 10 is used to output air pressure. The pressure adjusting device 30 includes a first adjusting valve body 31 and a second adjusting valve body 32 connected in parallel with each other, and a first solenoid valve 33; wherein, the first adjusting valve body 31 is connected to the air cylinder 10, the second adjusting valve body 32 is connected to the air cylinder 10, and the first electromagnetic valve 33 is connected to the first adjusting valve body 31 and the second adjusting valve body 32.
Preferably, the relay valve 40 includes a first input 41, a second input 42, and a brake output 45. Wherein the first input 41 is connected to the output of the pressure regulating device 30; the second input 42 is connected to the output of the pressure regulating device 30 via the second solenoid valve 34; the brake output 45 is for outputting the brake pressure P3.
By disposing two adjustment valve bodies (e.g., a first adjustment valve body 31, a second adjustment valve body 32) connected in parallel with each other, a first level of adjustment of braking force is formed, and by disposing two solenoid valves (e.g., a first solenoid valve 33, a second solenoid valve 34) connected to a relay valve 40, a second level of adjustment of braking force is formed; in this way, at least the fourth-order braking force output control can be realized, the average deceleration is effectively improved, and the braking distance is greatly shortened under the use restrictions such as friction pair heat load capacity, adhesion between wheel tracks, and the like.
In one embodiment, the reservoir 10 is used to store compressed air. More specifically, reservoir 10 includes, but is not limited to, a total reservoir R and a brake reservoir R1. Wherein the main reservoir R is used for storing compressed air from a wind source, supplying air to downstream air consuming devices, which may include a brake reservoir R1. The compressed air stored in the brake air cylinder R1 is mainly used for realizing a braking function and assisting in outputting a braking pressure P3.
The pressure adjustment device 30 may receive and adjust the pressure from the reservoir 10, may be the pressure directly from the total reservoir R, may be the pressure directly from the brake reservoir R1 or another reservoir, or may indirectly receive the pressure from the reservoir 10 by connecting a pressure control device 20 described below.
In the preferred embodiment, the input end of the pressure regulator 30 is connected to the pressure control device 20, the pressure control device 20 receives the reservoir pressure P1 from the brake reservoir R1, and the pressure regulator 30 indirectly receives the reservoir pressure P1 from the brake reservoir R1 through the pressure control device 20, and the "access to the reservoir 10" will be understood to be the indirect access to the brake reservoir R1 through the access to the pressure control device 20, and also will be understood to be the access to the volume reservoir 24 described below. For convenience of description, the pressure regulated and outputted by the pressure regulating device 30 is defined herein as the intermediate pressure P2.
Preferably, the output end of the first regulating valve body 31 is connected to the first electromagnetic valve 33, and the output end of the second regulating valve body 32 is connected to the first electromagnetic valve 33. Wherein said first solenoid valve 33 is connected to a first input 41 of a relay valve 40. That is, the two input terminals of the first solenoid valve 33 are connected to the output terminals of the first solenoid valve 33 and the second solenoid valve 34, respectively, and the output terminal of the first solenoid valve 33 is connected to the relay valve 40; at this time, the output end of the first solenoid valve 33 is the output end of the pressure regulator 30, and the pressure value output by the first solenoid valve 33 is the intermediate pressure P2 output by the pressure regulator 30.
Preferably, the first trim valve body 31 and the second trim valve body 32 are configured to have different outlet pressure values, and the outlet pressure value of the first trim valve body 31 is greater than the second trim valve body 32. In this way, the pressure adjusting device 30 can output the intermediate pressure P2 having different pressure values to form a braking force output that varies more variously. In the preferred embodiment, the first adjusting valve body 31 and the second adjusting valve body 32 are both pressure reducing valves, and in other embodiments, the adjusting valve bodies may be pressure limiting valves, which may be selected according to practical situations.
When the first electromagnetic valve 33 is powered off, the first regulating valve body 31 is connected to the air cylinder 10, and the relay valve 40 outputs higher braking force; when the first solenoid valve 33 is energized, the second regulator valve body 32 is connected to the reservoir 10, and the relay valve 40 outputs a low braking force.
In more detail, when the first solenoid valve 33 is de-energized, the first regulator valve body 31 is connected to the reservoir 10, the intermediate pressure P2 output from the pressure regulator 30 has a higher intermediate pressure value P21, and after the intermediate pressure P2 is input to the relay valve 40, the brake pressure P3 output from the relay valve 40 has a higher brake pressure value P31. When the first solenoid valve 33 is energized, the second regulator valve body 31 is connected to the brake cylinder R1, the intermediate pressure P2 output by the pressure regulator 30 has a lower intermediate pressure value P22, and after the intermediate pressure P2 is input to the relay valve 40, the brake pressure P3 output by the relay valve 40 has a lower brake pressure value P32.
In a popular manner, the first input 41 of the relay valve 40 is a basic control pressure input, and the second input 42 is a high and low pressure control pressure input. The first input end 41 is connected to the output end of the first electromagnetic valve 33 (i.e., the output end of the pressure adjusting device 30), and the second input end 42 is connected to the output end of the second electromagnetic valve 34; the second solenoid valve 34 is simultaneously connected to the output of the first solenoid valve 33. In this way, the intermediate pressure P2 from the first solenoid valve 33 may be directly input to the first input port 41, or may be simultaneously input to the first input port 41 and input to the second input port 42 through the second solenoid valve 34, thereby realizing diversified and customized adjustment of braking force.
Specifically, when the second solenoid valve 34 is de-energized, only the first input 41 is connected to the pressure regulating device 30. When the second solenoid valve 34 is energized, the first input 41 and the second input 42 are simultaneously connected to the pressure regulating device 30. Since the pressure adjusting device 30 itself can output at least two pressure values (including, for example, the higher intermediate pressure value P21 and the lower intermediate pressure value P22), at least 2×2=4 combinations of output modes can be formed by adjusting the second solenoid valve 34 and the relay valve 40, and four brake pressures P3 can be output.
In more detail, when the intermediate pressure P2 output from the pressure adjustment device 30 has the higher intermediate pressure value P21, if only the first input port 41 of the relay valve 40 is input, the brake pressure P3 output from the relay valve 40 has the first brake pressure value P311; if the first input 41 and the second input 42 are simultaneously input, the brake pressure P3 output from the relay valve 40 has the second brake pressure value P312. When the intermediate pressure P2 output from the pressure adjustment device 30 has the lower intermediate pressure value P22, if only the first input port 41 of the relay valve 40 is input, the brake pressure P3 output from the relay valve 40 has the third brake pressure value P321; if the first input 41 and the second input 42 are simultaneously input, the brake pressure P3 output from the relay valve 40 has a fourth brake pressure value P322.
In one embodiment, the multi-step braking system 100 may be used to output an emergency braking force. Thus, the multi-stage brake system 100 may be configured to selectively output four kinds of emergency braking forces (for example, output the braking pressure P3 as the emergency braking force) by adjusting the on-off states of the first and second solenoid valves 33 and 34.
(1) When both the first solenoid valve 33 and the second solenoid valve 34 are deenergized, the relay valve 40 outputs the first-order emergency braking force P311. The first-order emergency braking force P311 has the first braking pressure value P311.
(2) When the first electromagnetic valve 33 is deenergized and the second electromagnetic valve 34 is energized, the relay valve outputs a second-stage emergency braking force P312. The second-stage emergency braking force P312 has the second braking pressure value P312.
(3) When the first solenoid valve 33 is energized and the second solenoid valve 34 is deenergized, the relay valve outputs a third-order emergency braking force P321. The third-order emergency braking force P321 has the third braking pressure value P321.
(4) When both the first solenoid valve 33 and the second solenoid valve 34 are energized, the relay valve outputs a fourth-order emergency braking force P322. The fourth-order emergency braking force P322 has the fourth braking pressure value P322.
The brake pressure values of the first-order emergency braking force P311, the second-order emergency braking force P312, the third-order emergency braking force P321, and the fourth-order emergency braking force P322 decrease in order.
The multi-stage braking system 100 is configured to sequentially output a fourth-stage emergency braking force P322, a third-stage emergency braking force P321, a second-stage emergency braking force P312, and a first-stage emergency braking force P311 when emergency braking is performed.
Referring to FIG. 2, in the preferred embodiment, taking a train with the multi-stage brake system 100 as an example, if the running speed of the train is 400km/h, the first regulator valve 31 sets its own outlet pressure value to 4.5bar, and the second regulator valve 32 sets its outlet pressure value to 3.1bar, the following conditions can be exhibited:
when the emergency braking is performed, the braking pressure (fourth-order braking pressure) of 2.6bar can be obtained in the speed range (fourth-order speed range) of 400-350 km/h, the braking pressure (third-order braking pressure) of 3.1bar can be obtained in the speed range (third-order speed range) of 350-300 km/h, the braking pressure (second-order braking pressure) of 3.75bar can be obtained in the speed range (second-order speed range) of 300-250 km/h, and the braking pressure (first-order braking pressure) of 4.5bar can be obtained in the speed range (first-order speed range) below 250 km/h. The four-stage emergency braking control is realized, the average deceleration is improved, the braking distance is shortened under the use limit, and the requirement of the emergency braking multi-stage control of the high-speed motor train unit is met. Wherein the speed values of the first-order speed range, the second-order speed range, the third-order speed range, and the fourth-order speed range are sequentially increased.
In the embodiment where the multi-stage brake system 100 includes the pressure control device 20 connected to the reservoir 10, the pressure control device 20 is specifically connected to the brake reservoir R1 through its input terminal, and the input terminal of the pressure adjustment device 30 is connected to the pressure control device 20.
Preferably, the pressure control device 20 comprises a third electromagnetic valve 21 and a fourth electromagnetic valve 22 which are sequentially arranged along the air inlet direction, and a fifth electromagnetic valve 23 communicated with the outside is connected to the output end of the third electromagnetic valve 21; in other words, since the output of the third solenoid valve 21 is also connected to the input of the fourth solenoid valve 22, i.e., the fifth solenoid valve 23 is also connected to the input of the fourth solenoid valve 22. The output of the fourth solenoid valve 22 may be connected to a volume reservoir 24, and the volume reservoir 24 may be used to directly supply air to the pressure regulating device 30. A first pressure sensor is provided between the pressure control device 20 and the pressure adjustment device 30 for detecting the pressure from the pressure control device 20.
The braking system 100 includes a service braking state (service braking) and an emergency braking state (brake braking). In the service braking state, the first solenoid valve 33 and the second solenoid valve 34 are de-energized, and the cylinder pressure P1 from the brake cylinder R1 is sent to the first regulator valve 31 via the third solenoid valve 21 and the fourth solenoid valve 22 and then via the first pressure sensor, and is directly input to the first input port 41 of the relay valve 40. In the service braking state, the cylinder pressure P1 from the brake cylinder R1 is typically 2-3bar.
In the emergency braking state, the reservoir pressure P1 from the brake reservoir R1 is directly input to the fourth solenoid valve 22, so that the pressure adjusting device 30 is input, and the relay valve 40 can output the four types of brake pressures P3 described above. In an emergency braking situation, the value of the reservoir pressure P1 from the brake reservoir R1 may reach a magnitude of 10 bar.
When the train is in an unbraked state, the fifth electromagnetic valve 23 is conducted, and the gas in the pipeline can be discharged outwards.
In the preferred embodiment, the relay valve 40 also includes a third input 43 and a fourth input 44. The third input end 43 is a total air cylinder pressure input end and is connected with the train total air cylinder R; the fourth pressure input 44 is a load pressure input. Preferably, the relay valve output 45 is further provided with a non-return valve 46 protecting it, the output of the non-return valve 46 being connected to the third input 43.
The present invention includes a rolling stock system comprising a multi-step braking system 100 according to any of the above-described aspects.
Specifically, the multi-stage brake system 100 may configure two trim valve bodies (e.g., the first trim valve body 31, the second trim valve body 32) in parallel with each other, and preferably configure the outlet pressure values of the two trim valve bodies to be unequal. The pressure adjusting device 30 outputs different intermediate pressures P2 through different adjusting valve bodies, forming a first level of adjustment of the braking force.
The first input 41 of the relay valve 40 may be defined as a base control pressure input and is connected to the first solenoid valve 33, and the second input 42 may be defined as a high and low pressure control pressure input and is connected to the second solenoid valve 34. The intermediate pressure P2 output from the pressure regulator 30 may be input to the first input 41 alone, or may be input to both the first input 41 and the second input 42, thereby forming a second level of regulation of the braking force. The rolling stock system including the multi-step brake system 100 according to other embodiments may be formed correspondingly with reference to any of the technical solutions provided above, and will not be described herein.
In summary, the invention forms the first-level adjustment of the braking force by configuring two adjusting valve bodies connected in parallel, and forms the second-level adjustment of the braking force by arranging two electromagnetic valves connected with the relay valve; therefore, at least four-order braking force output control can be realized, the average deceleration is effectively improved, and the braking distance is greatly shortened under the use limit.
It should be understood that although the present disclosure describes embodiments, not every embodiment is provided with a separate embodiment, and that this description is for clarity only, and that the skilled artisan should recognize that the embodiments may be combined as appropriate to form other embodiments that will be understood by those skilled in the art.
The above list of detailed descriptions is only specific to practical embodiments of the present invention, and they are not intended to limit the scope of the present invention, and all equivalent embodiments or modifications that do not depart from the spirit of the present invention should be included in the scope of the present invention.
Claims (10)
1. A multi-stage braking system, comprising:
the air cylinder is used for outputting air pressure;
the pressure adjusting device comprises a first adjusting valve body and a second adjusting valve body which are respectively connected to the air cylinder and are mutually connected in parallel, and a first electromagnetic valve which is simultaneously connected with the first adjusting valve body and the second adjusting valve body;
the relay valve comprises a first input end connected with the output end of the pressure adjusting device, a second input end connected with the output end of the pressure adjusting device through a second electromagnetic valve, and a braking output end used for outputting braking pressure.
2. The multi-stage braking system of claim 1, wherein an output of the first trim valve body is coupled to the first solenoid valve, an output of the second trim valve body is coupled to the first solenoid valve, and the first solenoid valve is coupled to the first input.
3. The multi-stage braking system of claim 2, wherein the first trim valve body is accessed to the reservoir when the first solenoid valve is de-energized, the relay valve outputting a higher braking force; when the first electromagnetic valve is electrified, the second adjusting valve body is connected with the air cylinder, and the relay valve outputs lower braking force.
4. A multi-stage braking system according to claim 3, wherein only the first input is connected to the pressure regulating device when the second solenoid valve is de-energized; when the second electromagnetic valve is electrified, the first input end and the second input end are simultaneously connected to the pressure adjusting device.
5. The multi-stage brake system according to claim 1, wherein the multi-stage brake system is configured to selectively output four emergency braking forces by adjusting on-off states of the first and second solenoid valves.
6. The multi-stage braking system of claim 5, wherein the relay valve outputs a first-stage emergency braking force when both the first solenoid valve and the second solenoid valve are de-energized;
when the first electromagnetic valve is powered off and the second electromagnetic valve is powered on, the relay valve outputs a second-order emergency braking force;
when the first electromagnetic valve is electrified and the second electromagnetic valve is deenergized, the relay valve outputs third-order emergency braking force;
the relay valve outputs a fourth-order emergency braking force when both the first solenoid valve and the second solenoid valve are energized.
7. The multi-stage braking system according to claim 6, wherein the first-stage emergency braking force, the second-stage emergency braking force, the third-stage emergency braking force, and the fourth-stage emergency braking force decrease in order;
the multi-stage braking system is configured to sequentially output the fourth-stage emergency braking force, the third-stage emergency braking force, the second-stage emergency braking force, and the first-stage emergency braking force when emergency braking is performed.
8. The multi-stage braking system of claim 1, wherein the first trim valve body and the second trim valve body are each pressure relief valves, the first trim valve body and the second trim valve body configured to have different outlet pressure values.
9. The multi-stage brake system of claim 1, comprising a pressure control device coupled to the reservoir, an input of the pressure adjustment device being coupled to the pressure control device;
the pressure control device comprises a third electromagnetic valve and a fourth electromagnetic valve which are sequentially arranged along the air inlet direction, and the output end of the third electromagnetic valve is connected with a fifth electromagnetic valve communicated with the outside.
10. A rolling stock system comprising a multi-stage braking system according to any one of claims 1 to 9.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202310066672.1A CN116811817A (en) | 2023-01-18 | 2023-01-18 | Multi-stage braking system and rolling stock system having the same |
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| CN202310066672.1A CN116811817A (en) | 2023-01-18 | 2023-01-18 | Multi-stage braking system and rolling stock system having the same |
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| CN217048594U (en) * | 2022-04-11 | 2022-07-26 | 克诺尔车辆设备(苏州)有限公司 | Braking system and rail vehicle |
| CN116811818A (en) * | 2023-01-18 | 2023-09-29 | 克诺尔车辆设备(苏州)有限公司 | Multi-stage braking system and rolling stock system with same |
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