CN116811818A - Multi-stage braking system and rolling stock system with same - Google Patents
Multi-stage braking system and rolling stock system with same Download PDFInfo
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- CN116811818A CN116811818A CN202310066687.8A CN202310066687A CN116811818A CN 116811818 A CN116811818 A CN 116811818A CN 202310066687 A CN202310066687 A CN 202310066687A CN 116811818 A CN116811818 A CN 116811818A
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Abstract
The invention discloses a multi-stage braking system and a rolling stock system with the same, wherein the multi-stage braking system comprises: 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 air cylinder through a second electromagnetic valve, and a brake output end used for outputting brake pressure. The multi-stage braking system can output at least four-stage braking force, effectively improve the average deceleration and shorten 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. If the train is in a high-speed motion state, the wheels are locked under the condition of receiving the excessive braking force by applying the fixed and excessive braking force, so that danger is caused; if the train is in a low-speed motion state, too small braking force is applied, so that the deceleration of the train is slower, and the braking distance is longer. In an ideal state, the proper and fixed braking force can enable the train to have a short braking distance, and the safety of the train can be improved. 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.
In the prior art, the average deceleration of the vehicle is improved by realizing high-low two-stage control, but the improvement range of the two-stage braking force to the average deceleration is limited, and the requirement of the short braking distance of the current train still cannot be met.
Disclosure of Invention
One of the purposes of the present invention is to provide a multi-stage braking system, so as to solve the technical problems of the prior art that the two-stage braking control cannot meet the requirement of 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 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 air cylinder through a second electromagnetic valve, and a brake output end used for outputting brake 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 regulating valve body is connected to the air cylinder; when the first electromagnetic valve is electrified, the second adjusting valve body is connected into the air cylinder.
As a further improvement of an embodiment of the present invention, when the second electromagnetic valve is energized, the second input end is connected to the air cylinder, and the relay valve outputs a lower braking pressure; when the second solenoid valve is de-energized, the relay valve outputs a higher brake pressure.
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 electrified and the second electromagnetic valve is deenergized, the relay valve outputs a second-order emergency braking force; when the first electromagnetic valve is powered off and the second electromagnetic valve is powered on, 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 development of an embodiment of the invention, the first regulating valve body and the second regulating valve body are pressure limiting valves, the first regulating valve body and the second regulating valve body being configured to have different outlet pressure values.
As a further improvement of an embodiment of the present invention, the multi-step braking system includes a load pressure feedback device; the first trim valve body and the second trim valve body are coupled to a load pressure feedback device and configured to limit an outlet pressure value of the first trim valve body based on a load pressure.
As a further improvement of an embodiment of the present invention, the multi-stage 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 straight-through brake control device, an indirect brake control device and a two-way valve which is respectively connected with the straight-through brake control device and the indirect brake control device; the two-way valve is configured to select a greater brake control pressure between the through brake control pressure and the indirect brake control pressure for output.
As a further improvement of an embodiment of the present invention, the multi-stage brake system includes a remote cut-off device connecting the brake output end of the relay valve and the reservoir at the same time, the remote cut-off device being used for remotely cutting off the brake pressure output by the relay valve.
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 two adjusting valve bodies which are mutually connected in parallel, and forms the second-level adjustment of the braking force by arranging two electromagnetic valves which are connected with the relay valve, wherein one of the two electromagnetic valves is connected with the main air cylinder, and the other one of the two electromagnetic valves is 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 solenoid valve 33, a first adjusting valve body 31 and a second adjusting valve body 32 connected in parallel with each other; wherein the first solenoid valve 33 is connected to the first regulator valve body 31 and to the second regulator valve body 32, the first regulator valve body 31 is connected to the air cylinder 10, and the second regulator valve body 32 is connected to the air cylinder 10.
Preferably, the relay valve 40 includes a brake output 45, and a first input 41 and a second input 42. Wherein the brake output terminal 45 is used for outputting a brake pressure P3; the first input 41 is connected to the output of the pressure regulating device 30; the second input 42 is connected to the reservoir through a second solenoid valve 421.
The first level of adjustment of the braking force is formed by arranging two adjustment valve bodies (for example, a first adjustment valve body 31 and a second adjustment valve body 32) connected in parallel with each other, and the second level of adjustment of the braking force is formed by providing two solenoid valves (for example, a first solenoid valve 33 and a second solenoid valve 421) connected to the relay valve 40, one of which (for example, the first solenoid valve 33) is connected to the cylinder 10, and the other (for example, the second solenoid valve 421) is connected to the two adjustment valve bodies. 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 the friction pair heat load capacity, the adhesion between the wheel tracks, and the like.
The reservoir 10 is used for storing compressed air. More specifically, reservoir 10 includes, but is not limited to, a master reservoir R for storing compressed air from a source, a brake reservoir R1, and a backup reservoir, which supplies air to downstream air consuming devices, which may include brake reservoir R1 and the backup reservoir. The compressed air stored in the brake air cylinder R1 and the standby air cylinder is mainly used for realizing a braking function and assisting in outputting the braking pressure P3.
In one embodiment, the multi-stage brake system 100 includes a pressure control device 20 coupled to the reservoir 10, the pressure control device 20 being coupled to the brake reservoir R1 and the backup reservoir, specifically via its inputs. For convenience of description, the pressure outputted from the pressure control device 20 is defined as the first pressure P1.
Preferably, the pressure control device 20 includes a through brake control device 201 and an indirect brake control device 202. The through brake control device 201 is configured to output a through brake control pressure, and the indirect brake control device 202 is configured to output an indirect brake control pressure. The through brake control device 201 is connected to the brake reservoir R1, and the indirect brake control device 202 is connected to the standby reservoir.
The pressure control device 20 further comprises a two-way valve 24, the two-way valve 24 being connected to the through brake control device 201 and the indirect brake control device 202, respectively, and being connectable to both brake control devices via two inputs of the two-way valve 24, in particular. Based on this, the output of the bi-directional valve 24 may be used as the output of the pressure control device 20 for outputting the first pressure P1.
Preferably, the two-way valve 24 is configured to select a brake control pressure that is greater between the through brake control pressure and the indirect brake control pressure for output. Such a configuration enables the multi-step braking system 100 to meet the highest braking demands currently allowed (e.g., through braking or indirect braking) regardless of which device (e.g., through braking control 201 or indirect braking control 202) generates the control pressure. In other words, the first pressure P1 may be either the through brake control pressure or the indirect brake control pressure.
In one embodiment, the through brake control device 201 includes a third solenoid valve 21 and a fourth solenoid valve 22, where an output end of the third solenoid valve 21 is connected to an input end of the fourth solenoid valve 22, and an output end of the third solenoid valve 21 is connected to a fifth solenoid valve 23 that communicates with the outside, that is, the fifth solenoid valve 23 is also connected to an input end of the fourth solenoid valve 22.
In this way, the pressure from the brake reservoir R1 can pass through the third solenoid valve 21 and the fourth solenoid valve 22 in order, and then flow into the two-way valve 24; the pressure from the brake reservoir R1 may also flow directly to the fourth solenoid valve 22 and then to the two-way valve 24. When the third electromagnetic valve 21 and the fourth electromagnetic valve 22 are both powered off and cut off, the fifth electromagnetic valve 23 is switched on, and the gas in the pipeline is discharged outwards.
In one embodiment, the indirect brake control device 202 may also be an on-demand distribution valve to output an indirect brake control pressure.
The pressure adjustment device 30 receives and adjusts the pressure from the air cylinder 10, and can be specifically explained in the following four ways:
(1) Receiving pressure directly from the main reservoir R;
(2) Receiving pressure directly from the brake reservoir R1 or the backup reservoir;
(3) The pressure from the main reservoir R is indirectly received by connecting the pressure control device 20;
(4) The pressure from the brake cylinder R1 or the backup cylinder is indirectly received by connecting the pressure control device 20 described above.
In a specific embodiment, an input end of the pressure adjusting device 30 is connected to the pressure control device 20, and the first pressure P1 output by the pressure control device 20 (or the bi-directional valve 24) is the pressure input to the pressure adjusting device 30. Meanwhile, the pressure regulated and outputted by the pressure regulating device 30 is defined as a second pressure P2. It can be seen that the pressure control device 20 receives the pressure from the brake reservoir R1 or the pressure of the backup reservoir, and the pressure adjustment device 30 indirectly receives the pressure from the brake reservoir R1 or the pressure of the backup reservoir through the pressure control device 20. In this embodiment, the pressure regulating device 30 "is connected to the reservoir 10" and can be understood to be indirectly connected to the brake reservoir R1 or the reserve reservoir by switching in the pressure control device 20.
Similarly, the second solenoid valve 421 may be directly connected to the main air tank R, may be directly connected to the brake air tank R1 or the spare air tank, may be indirectly connected to the main air tank R through other components, devices, modules, or the like, or may be indirectly connected to the brake air tank R1 or the spare air tank through other components, devices, modules, or the like. In a specific embodiment, the input end of the second electromagnetic valve 421 is directly connected to the main air reservoir R, and correspondingly, the second electromagnetic valve 421 is "connected to the air reservoir 10", i.e. is directly connected to the main air reservoir R.
Preferably, the output of the first trim valve body 31 is connected to the first solenoid valve 33, and the output of the second trim valve body 32 is connected to the first solenoid valve 33, said first solenoid valve 33 being connected to the first input 41 of the relay valve 40. That is, the two input ends of the first solenoid valve 33 are connected to the output ends of the first trim valve body 31 and the second trim valve body 32, respectively, and the output end 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 adjustment device 30, and the pressure output from the first solenoid valve 33 is the second pressure P2 output from the pressure adjustment device 30.
Preferably, the first regulating valve body 31 and the second regulating valve body 32 are configured to have different outlet pressure values, and the outlet pressure value of the first regulating valve body 31 is greater than that of the second regulating valve body 32, so that the pressure regulating device 30 can output the second pressure P2 having different pressure values to form braking force output with more varied changes. In the preferred embodiment, the first adjusting valve body 31 and the second adjusting valve body 32 are pressure limiting valves, and in other embodiments, the adjusting valve bodies may be pressure reducing valves only, and may be selected according to practical situations.
In one embodiment, when the first solenoid valve 33 is de-energized, the first trim valve body 31 is connected to the reservoir 10, i.e., to the brake reservoir R1 or the backup reservoir via the connection pressure control device 20; when the first solenoid valve 33 is energized, the second regulator valve body 32 is connected to the reservoir 10, i.e., to the brake reservoir R1 or the backup reservoir via the connection pressure control device 20.
In more detail, in the embodiment in which the outlet pressure value of the first tuning valve body 31 is greater than that of the second tuning valve body 32, the second pressure P2 output from the pressure tuning device 30 has a higher second pressure value P21 after the first tuning valve body 31 is connected to the reservoir 10; when the second regulator valve body 32 is connected to the air cylinder 10, the second pressure P2 output by the pressure regulator 30 has a lower second pressure value P22.
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 41 is connected to the output of the first solenoid valve 33 (i.e. to the output of the pressure regulating device 30) and the second input 42 is connected to the main reservoir R. In this way, after the second pressure P2 from the first solenoid valve 33 is input to the first input port 41, the second solenoid valve 421 controls whether the total reservoir pressure is simultaneously input to the second input port 42, thereby realizing diversified and customized adjustment of braking force.
Specifically, when the second solenoid valve 421 is de-energized, the second input terminal 42 is disconnected, no pressure is input, only the first input terminal 41 is connected to the pressure adjusting device 30, and the brake pressure P3 output by the relay valve has a higher brake pressure value P31; when the second solenoid valve 421 is energized, the total reservoir pressure is supplied via the second solenoid valve 421 to the second input, and the first input 41 is also connected to the pressure regulating device 30, whereby the brake pressure P3 output by the relay valve 40 has a lower brake pressure value P31. Since the pressure adjusting device 30 itself can output two pressure values (for example, the higher second pressure value P21 and the lower second pressure value P22), at least 2×2=4 combinations of output modes can be formed by adjusting the second solenoid valve 421 and the relay valve 40, and four types of brake pressures P3 can be output.
In more detail, when the second solenoid valve 421 is de-energized and the second pressure P2 output from the first solenoid valve has a higher second pressure value P21, the brake pressure P3 output from the relay valve 40 has a first brake pressure value P311; when the second solenoid valve 421 is de-energized and the first solenoid valve outputs the second pressure P2 having the lower second pressure value P22, the brake pressure P3 output by the relay valve 40 has the second brake pressure value P312; when the second solenoid valve 421 is energized and the second pressure P2 output by the first solenoid valve has a higher second pressure value P21, the brake pressure P3 output by the relay valve 40 has a third brake pressure value P321; when the second solenoid valve 421 is energized and the first solenoid valve outputs the second pressure P2 with the higher second pressure value P22, the brake pressure P3 output by the relay valve 40 has the 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 is configured to selectively output four kinds of emergency braking forces (for example, to output the braking pressure P3 as the emergency braking force) by adjusting the on-off states of the first solenoid valve 33 and the second solenoid valve 421.
(1) When both the first solenoid valve 33 and the second solenoid valve 421 are deenergized, the relay valve 40 outputs the first-order emergency braking force P311. Wherein the first-order emergency braking force P311 has the first braking pressure value P311 described above;
(2) When the first solenoid valve 33 is energized and the second solenoid valve 421 is de-energized, the relay valve outputs a second-stage emergency braking force P312. Wherein the second-stage emergency braking force P312 has the above-described second braking pressure value P312;
(3) When the first solenoid valve 33 is deenergized and the second solenoid valve 421 is energized, the relay valve outputs a third-order emergency braking force P321. Wherein the third-order emergency braking force P321 has the above-described third braking pressure value P321;
(4) When both the first solenoid valve 33 and the second solenoid valve 421 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 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 first brake pressure value p311, the second brake pressure value p312, the third brake pressure value p321, and the fourth brake pressure value 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, the train running speed is 400km/h, the outlet pressure value set by the first regulator valve 31 is 4.5bar, and the outlet pressure value set by the second regulator valve 32 is 3.6bar, the following conditions can be exhibited:
when the emergency braking is performed, the braking pressure (fourth-order braking pressure) of 1.6bar can be obtained in the speed range (fourth-order speed range) of 400-350 km/h, the braking pressure (third-order braking pressure) of 2.0bar can be obtained in the speed range (third-order speed range) of 350-300 km/h, the braking pressure (second-order braking pressure) of 2.56bar 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 3.2bar 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 under the use limit, the braking distance is shortened, 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.
The multi-step 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 is de-energized, and the two-way valve allows a larger passage between the through brake control pressure and the indirect brake control pressure to be input to the first trim valve body 31 and thus to the first input 41 of the relay valve 40.
In the emergency braking state, the two-way valve 24 still allows a larger passage between the through brake control pressure and the indirect brake control pressure, outputs the first pressure P1, and the relay valve 40 can output the four emergency brake pressures P3 described above.
In a preferred embodiment, the multi-stage braking system 100 includes a load pressure feedback device 50, and the first regulator valve body 31 is connected to the load pressure feedback device 50 and configured to limit its own outlet pressure value according to the load pressure; the second trim valve body 32 is coupled to the load pressure feedback device 50 and is configured to limit its own outlet pressure value based on the load pressure.
In the preferred embodiment, the relay valve 40 further includes a third input 43, where the third input 43 is a total reservoir pressure input, and is connected to the total reservoir R of the train.
In the preferred embodiment, the multi-stage braking system 100 includes a remote cut-out 60 that connects the brake output 44 of the relay valve 40 and the main reservoir R simultaneously. Wherein the remote cut-off device 60 is used for remotely cutting off the brake pressure P3 output by the relay valve.
In the preferred embodiment, the remote cut-out 60 includes a piston valve 61 connected to the brake output 44 of the relay valve and a sixth solenoid valve 62 connected to the main reservoir R. Preferably, the output of the sixth solenoid valve 62 is connected to the input of the piston valve 61.
In a preferred embodiment, the multi-stage brake system 100 includes a plurality of pressure sensors for detecting the magnitude of the measured pressure and a pressure switch for detecting whether the measured pressure exceeds a nominal value.
Specifically, the multi-stage brake system 100 includes a first pressure sensor 71, a second pressure sensor 72, a third pressure sensor 73, and a fourth pressure sensor 74. The first pressure sensor 71 is connected to an output end of the through brake control device 201, and is used for detecting the magnitude of the output through brake control pressure. The second pressure sensor 72 is connected to an output end of the indirect brake control device 202, and is used for detecting the magnitude of the output indirect brake control pressure. The third pressure sensor 73 is connected to the load pressure feedback device 50 for detecting the load pressure input to the load pressure feedback device 50. The fourth pressure sensor 74 is connected to the third input 43 of the relay valve 40 for detecting the total reservoir pressure input to the relay valve 40.
The multi-stage brake system 100 includes a first pressure switch 75 and a second pressure switch 76, wherein the first pressure switch 75 is connected to the second input end 42 of the relay valve 40, and has a rated value of 3.5bar, i.e. when the pressure input to the second input end 42 is less than 3.5bar, the first pressure switch 75 will be automatically turned off to detect whether there is a high-low pressure control pressure. The second pressure switch 76 is located on one of the branches of the brake output 43 of the relay valve 40 and is rated at 0.3bar, i.e. when the pressure through the branch is lower than 0.3bar, the second pressure switch 76 is automatically opened for detecting whether the branch has brake pressure or not, and at the same time the branch is provided with a fifth pressure sensor 77.
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 a second, different pressure P2 through the different adjustment 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 main reservoir R through the second solenoid valve 421. After the second pressure P2 output from the pressure adjustment device 30 is input to the first input terminal 41, the second level of adjustment of the braking force is formed by controlling the on and off of the second input terminal 42. 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, wherein one of the two electromagnetic valves is connected with the main air cylinder, and the other electromagnetic valve is 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.
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 (12)
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 air cylinder through a second electromagnetic valve, and a brake output end used for outputting brake 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; when the first electromagnetic valve is electrified, the second adjusting valve body is connected into the air cylinder.
4. A multi-stage braking system according to claim 3 wherein when the second solenoid valve is energized, the second input is connected to the reservoir and the relay valve outputs a lower braking pressure; when the second solenoid valve is de-energized, the relay valve outputs a higher brake pressure.
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 electrified and the second electromagnetic valve is deenergized, the relay valve outputs a second-order emergency braking force;
when the first electromagnetic valve is powered off and the second electromagnetic valve is powered on, 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 limiting valves, the first trim valve body and the second trim valve body being configured to have different outlet pressure values.
9. The multi-stage braking system of claim 1, wherein the multi-stage braking system comprises a load pressure feedback device; the first trim valve body and the second trim valve body are coupled to a load pressure feedback device and configured to limit an outlet pressure value of the first trim valve body based on a load pressure.
10. 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 straight-through brake control device, an indirect brake control device and a two-way valve which is respectively connected with the straight-through brake control device and the indirect brake control device;
the two-way valve is configured to select a greater brake control pressure between the through brake control pressure and the indirect brake control pressure for output.
11. The multi-stage braking system of claim 1, comprising a remote cut-off device connecting the brake output of the relay valve and the reservoir simultaneously, the remote cut-off device for remotely cutting off the brake pressure output by the relay valve.
12. A rolling stock system comprising a multi-stage braking system according to any one of claims 1 to 11.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310066687.8A CN116811818A (en) | 2023-01-18 | 2023-01-18 | Multi-stage braking system and rolling stock system with same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310066687.8A CN116811818A (en) | 2023-01-18 | 2023-01-18 | Multi-stage braking system and rolling stock system with same |
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| CN116811818A true CN116811818A (en) | 2023-09-29 |
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| CN202310066687.8A Pending CN116811818A (en) | 2023-01-18 | 2023-01-18 | Multi-stage braking system and rolling stock system with same |
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Cited By (1)
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