System and method for improving release performance of heavy-haul train

Abstract

A system for releasing the heavy-haul train has a control valve mounted in each of train cars. The control valve is connected to a train pipe, an auxiliary air reservoir and a brake cylinder are connected to the control valve, and an exhaust port is configured on the control valve. The exhaust port is connected to a solenoid valve. The method for improving the release performance of the heavy-haul train includes: S1: the solenoid valve in each of the train cars is powered on to close a passage between the exhaust port of the control valve and the atmosphere; S2: an automatic brake valve is regulated to inflate the train pipe; and S3: the solenoid valve in each of the train cars is powered off to open the passage between the exhaust port of the control valve and the atmosphere, so that the train is released.

Claims

1. A system for improving the release performance of a heavy-haul train, comprising: a control valve (1) mounted in each of train cars in the heavy-haul train, the control valve (1) being connected to a train pipe (2); an auxiliary air reservoir (3) and a brake cylinder (4) respectively connected to the control valve (1); and an exhaust port (11) configured on the control valve (1) connected to a solenoid valve (5), wherein the solenoid valve (5) is closed when powered on, and the solenoid valve (5) is when powered off, wherein the solenoid valve (5) is electrically connected to an electric control module (6); and further comprises a release control retainer (7), and the release control retainer (7) is communicated with the plurality of electric control modules (6) through a wireless ad-hoc network.

2. The system for improving the release performance of the heavy-haul train according to claim 1, wherein the electric control module (6) is electrically connected to an accumulator (61).

3. The system for improving the release performance of the heavy-haul train according to claim 1, wherein the control valve (1) is also connected to an accelerated release reservoir (12) by means of a pipeline.

4. A system for improving the release performance of a heavy-haul train, comprising: a control valve (1) mounted in each of train cars in the heavy-haul train, the control valve (1) being connected to a train pipe (2); an auxiliary air reservoir (3) and a brake cylinder (4) respectively connected to the control valve (1); and an exhaust port (11) configured on the control valve (1) connected to a solenoid valve (5), wherein the solenoid valve (5) is closed when powered on, and the solenoid valve (5) is opened when powered off, and wherein the control valve (1) is a 120 valve or a 120-1 valve.

5. A method for improving the release performance of the heavy-haul train using the system of claim 1, comprising: S1: powering on the solenoid valve (5) in each of the train cars by means of wireless transmission to close a passage between the exhaust port (11) of the control valve (1) and the atmosphere; S2: regulating an automatic brake valve (21) to inflate the train pipe (2) and open a passage between the brake cylinder (4) and the exhaust port (11) in the passage of the control valve (1); and S3: powering off the solenoid valve (5) in each of the train cars by means of the wireless transmission to open the passage between the exhaust port (11) of the control valve (1) and the atmosphere to release the train.

6. The method for improving the release performance of the heavy-haul train according to claim 5, further comprising: S4: regulating the automatic brake valve (21) to depressurize the train pipe (2) and switch the control valve (1) to the braking position to open the passage between the auxiliary air reservoir (3) and the brake cylinder (4), and compressed air in the auxiliary air reservoir (3) enters the brake cylinder (4) and pressurizes the brake cylinder (4) to create a braking resistance.

7. The method for improving the release performance of the heavy-haul train according to claim 5, wherein in step S1, the release control retainer (7) sends a release retaining signal to the electric control module (6) through the wireless ad-hoc network, to power on the solenoid valve (5); and in step S3, the release control retainer (7) sends an electric-controlled release signal to the electric control module (6) through the wireless ad-hoc network, to power off the solenoid valve (5).

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a structural diagram of installation relation of the present invention;

(2) FIG. 2 is a partial structural diagram of the present invention.

(3) In the figures, 1control valve; 2train pipe; 3auxiliary air reservoir; 4brake cylinder; 5solenoid valve; 6electric control module; 7release control retainer; 11exhaust port; 12accelerated release reservoir; 21automatic brake valve; 61accumulator.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

(4) The embodiments of the present invention are described below and examples of the embodiments are shown in the drawings, in which the same or similar reference symbols always indicate the same or similar elements or elements with the same or similar functions. The embodiments described below with reference to the drawings are exemplary only for explaining the present invention, and should not be construed as limiting the present invention.

(5) As shown in FIGS. 1 and 2, the embodiment provides a system for improving the release performance of a heavy-haul train, including a control valve 1 mounted in each of train cars, the control valve 1 is connected to a train pipe 2 by means of a pipeline, an auxiliary air reservoir 3 and a brake cylinder 4 are respectively connected to the control valve 1 by means of a pipeline, and an exhaust port 11 is configured on the control valve 1; the exhaust port 11 is connected to a solenoid valve 5 by means of a pipeline, the solenoid valve 5 is closed if powered on, and the solenoid valve 5 is opened if powered off. The control valve 1 is also connected to an accelerated release reservoir 12 by means of a pipeline. The control valve 1 is a 120 valve, a 120-1 valve or the like.

(6) When the train pipe 2 is inflated, the pressure in the train pipe 2 rises, so that the control valve 1 opens a passage between the brake cylinder 4 and the exhaust port 11. Since the exhaust port 11 of the control valve 1 is connected to the solenoid valve 5, when the solenoid valve 5 is powered on and closed, the brake cylinder 4 may not discharge air to the atmosphere, and the train is kept in a braking state. When the train needs to be released, a driver controller sends a signal to the solenoid valve 5 of each of the train cars to power off the solenoid valve 5, so that a passage between the exhaust port 11 and the atmosphere is opened, the brake cylinder 4 discharges air through the exhaust port 11 of the control valve 1, and the train is released. Since the electrical signal travels faster than the air wave, the synchronization of release among the train cars is improved, so it is beneficial to reduce the longitudinal impulse force.

(7) Since the driver controls the pressure release from the brake cylinder 4 of each of the train cars by means of an electronic-controlled release retaining device, the brake cylinder 4 does not release even when the control valve 1 releases, thereby effectively avoiding the out-of-control problem caused by some self-released train cars due to the pressure surge in the train pipe 2, and greatly improving the safety on the long heavy down grade.

(8) When the control valve 1 is in the release position, the train pipe 2 is connected to the auxiliary air reservoir 3 to inflate the auxiliary air reservoir 3 regardless of whether the solenoid valve 5 is closed or open. Compared with the prior art, the present invention has the advantage of a release maintaining state, in which the solenoid valve 5 is closed and the control valve 1 is in the release position, so that the auxiliary air reservoir 3 may be inflated in the release maintaining state and during the release process, thus avoiding the situation that the auxiliary air reservoir 3 may only be inflated during the release process without the solenoid valve 5. When the heavy-haul train applies cycling braking on a long heavy down grade, the inflating time for the auxiliary air reservoir 3 extends to ensure that the auxiliary air reservoir 3 of each train car of the train is inflated and close to a set pressure; the time for re-inflating the braking system after release and before the next brake of the train is well matched with a natural acceleration on the down grade to reduce the operation difficulty; and the braking capacity and braking efficiency are consistent during each brake.

(9) Further, the solenoid valve 5 is electrically connected to an electric control module 6; and a release control retainer 7 is further included, and the release control retainer 7 is communicated with the plurality of electric control modules 6 through a wireless ad-hoc network. The release control retainer 7 is mounted in a cab. The driver operates the release control retainer 7, and controls the electric control module 6 in each of the train cars through the wireless ad-hoc network, and the electric control module 6 controls the solenoid valve 5. In this way, the release control retainer 7 may simultaneously cut off the release passages from the brake cylinders 4 to the exhaust ports 11 of the control valves 1 in all of the train cars, or simultaneously open the release passages to relieve the pressure in the brake cylinders 4 in all of the train cars at the same time, thereby greatly improving the release propagation rate and reducing the longitudinal impulse force in the speed regulation process. Where, the electric control module 6 is electrically connected to an accumulator 61. The electric control module 6 is powered by the built-in accumulator 61, which may be charged on a locomotive, and may continuously work for 12 h after being fully charged.

(10) The release control retainer 7:

(11) The release control retainer 7 is disposed in the cab and operated by the driver, and an antenna is disposed outside the locomotive. Its main functions and parameters are shown below: {circle around (1)} power supply by the built-in accumulator 61, which may be charged on the locomotive, and may continuously work for 12 h after being fully charged; {circle around (2)} sending the electric-controlled release signal and the release retaining signal through the wireless ad-hoc network; and {circle around (3)} detecting the network signal of all of the train cars and display the network disconnection.

(12) An on-board release retaining device:

(13) The on-board release retaining device is mounted on a chassis of each of the train cars and includes the accumulator 61, the electric control module 6 and the solenoid valve 5 module.

(14) Where, the accumulator 61 is mounted on the bottom of the train car and easily to be dismounted and mounted. Its main functions and parameters are shown below: {circle around (1)} supplying power to the electric control module 6; {circle around (2)} capacity: 250 Ah; {circle around (3)} temperature of working environment: 20 C.-50 C., temperature of charging environment: 0 C.-40 C.; and {circle around (4)} protection level: IP65.

(15) Where, the electric control module 6 is mounted on the chassis of each of the train cars in such a way that it may be integrated with the accumulator 61. Its main functions and parameters are shown below: {circle around (1)} an electric-controlled release function: powering off the solenoid valve 5 module upon receiving the electric-controlled release signal through the wireless ad-hoc network; {circle around (2)} a release retaining function: powering on the solenoid valve 5 module upon receiving the release retaining signal through the wireless ad-hoc network; {circle around (3)} power consumption: 5 W max.; {circle around (4)} temperature of working environment: 20 C.-50 C.; and {circle around (5)} protection level: IP65.

(16) Where, the solenoid valve 5 module is formed by mounting the solenoid valve 5 on a lower bonnet of a main valve of the 120 distribution valve or the 120-1 distribution valve to replace the lower bonnet of the main valve. The solenoid valve 5 is connected to the electric control module 6 through a power line to control the opening and closing of the exhaust port 11 of the brake cylinder 4. Its main functions and parameters are shown below: {circle around (1)} the electric-controlled release function: powering off the solenoid valve 5 to open the exhaust port 11 of the brake cylinder 4; {circle around (2)} the release retaining function: powering on the solenoid valve 5 to close the exhaust port 11 of the brake cylinder 4; {circle around (3)} exhaust aperture: 2.9 mm; {circle around (3)} power consumption: 10 W max.; {circle around (5)} temperature of working environment: 20 C.-50 C.; {circle around (6)} protection level: IP55.

(17) A method for improving the release performance of the heavy-haul train includes the following release processes: S1: powering on the solenoid valve 5 in each of the train cars by means of wireless transmission to close the passage between the exhaust port 11 of the control valve 1 and the atmosphere; S2: regulating an automatic brake valve 21 to inflate the train pipe 2 and open a passage between the brake cylinder 4 and the exhaust port 11 in the passage of the control valve 1; and S3: powering off the solenoid valve 5 in each of the train cars by means of the wireless transmission to open the passage between the exhaust port 11 of the control valve 1 and the atmosphere, so that the train is released.

(18) The driver sends a signal to a signal receiving apparatus mounted in each of the train cars of the train by means of a wireless transmission device to power on or power off the electric-controlled retaining solenoid valve 5 of each of the train cars. After the train is braked, the passage between the exhaust port 11 of the control valve 1 and the atmosphere is closed when the electric-controlled retaining solenoid valve 5 of each of the train cars is powered on. In this instance, the driver regulates the automatic brake valve 21 to inflate the train pipe 2, and the pressure in the train pipe 2 rises. Although the control valve 1 opens the passage between the brake cylinder 4 and the exhaust port 11, the brake cylinder 4 may not discharge air to the atmosphere, thus the train is still in the braking state. When the train needs to be released, the driver controller sends a signal to the electric-controlled retaining solenoid valve 5 of each of the train cars to power off the solenoid valve 5. Since all train pipes 2 are fully pressurized, the passage between the brake cylinder 4 and the exhaust port 11 of each control valve 1 is opened. When all of the solenoid valves 5 are opened simultaneously, the passages between the exhaust ports 11 of the control valves 1 and the atmosphere are opened at the same time, and the pressure in the brake cylinders 4 is reduced, thus the train is released. Since the electrical signal travels faster than the air wave, the synchronization of release among the train cars is improved, so it is beneficial to reduce the longitudinal impulse force. The method of the present invention further includes a braking process: S4: regulating the automatic brake valve 21 to depressurize the train pipe 2 and switch the control valve 1 to the braking position, so that the passage between the auxiliary air reservoir 3 and the brake cylinder 4 is opened, and compressed air in the auxiliary air reservoir 3 enters the brake cylinder 4 and pressurizes the brake cylinder 4 to create a braking resistance. When the train pipe 2 is inflated, the pressure in the train pipe 2 rises, so that the control valve 1 opens the passage between the brake cylinder 4 and the exhaust port 11. In addition, the passage between the train pipe 2 and the auxiliary air reservoir 3 is opened, thus the auxiliary air reservoir 3 is inflated by means of the train pipe 2. In the release maintaining state, the solenoid valve 5 is closed, the passage between the exhaust port 11 of the control valve 1 and the atmosphere is closed, the control valve 1 is in the release position, and the train pipe 2 is connected to the auxiliary air reservoir 3. Therefore, the auxiliary air reservoir 3 is connected to the train pipe 2 and may be inflated thereby in the release maintaining state and during the release process, thus avoiding the situation that the auxiliary air reservoir 3 may only be inflated during the release process without the solenoid valve 5. When the heavy-haul train applies cycling braking on a long heavy down grade, the inflating time for the auxiliary air reservoir 3 extends to ensure that the auxiliary air reservoir 3 of each train car of the train is inflated and close to a set pressure; the time for re-inflating the braking system after release and before the next brake of the train is well matched with a natural acceleration on the down grade to reduce the operation difficulty; and the braking capacity and braking efficiency are consistent during each brake. When the train pipe 2 is depressurized, the pressure reduction by speed regulating braking is very small, so the depressurization process takes a short time.

(19) In step S1, the release control retainer 7 sends an release retaining signal to the electric control module 6 through the wireless ad-hoc network, then the solenoid valve 5 is powered on; and in step S3, the release control retainer 7 sends an electric-controlled release signal to the electric control module 6 through the wireless ad-hoc network, then the solenoid valve 5 is powered off. The release control retainer 7 of the present invention may control the electric control module 6 through the wireless ad-hoc network, and the electric control module 6 controls the solenoid valve 5, thereby conveniently realizing synchronous and remote control of the plurality of solenoid valves 5, and ensuring that all of the control valves 1 are released synchronously. It should be understood that the present invention is not limited to the above-mentioned optional embodiments, and anyone can realize products in other forms under the inspiration of the present invention. However, all the technical solutions falling into the scope as defined by the claims of the present invention, regardless of any changes in shapes or structures, will fall within the protection scope of the present invention.