Hydraulic braking system of monorail vehicle

Abstract

The invention discloses a hydraulic braking system of a monorail vehicle, which relates to the technical field of vehicle braking, and comprises an electronic braking control unit used for controlling hydraulic braking force and receiving a vehicle braking instruction through network communication; the hydraulic control unit is used for controlling the oil pressure of the hydraulic system under different brake working conditions; the electric control relieving unit is used for providing oil pressure needed for relieving braking of the hydraulic braking clamp when the hydraulic control unit breaks down; the manual relieving unit is used for providing oil pressure required for relieving the braking of the hydraulic braking clamp when the vehicle has no electricity or both the hydraulic control unit and the electric control relieving unit have faults; the basic braking device is used for braking the rotary motion of the motor shaft; the load sensor is used for collecting vehicle load information; and the electric control box is used for feeding back the emergency braking and parking braking states of the vehicle to the electronic braking control unit. The hydraulic braking system of the monorail vehicle is complete in function, intelligent, safe and reliable.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking, in particular to a hydraulic braking system for a monorail vehicle. Background Art

[0002] With the acceleration of urbanization, traditional road transportation is no longer able to meet the growing demand for urban transportation. Monorail, as an emerging urban rail transit mode, offers significant advantages, including a small footprint, strong gradeability, strong curve handling capabilities, low construction costs, low noise levels, and a comfortable ride. It is particularly suitable for cities with complex mountainous terrain, offering a new approach to solving urban traffic congestion. Monorail demonstrates significant potential for improving urban transportation efficiency and enhancing urban appeal. It is expected to be more widely used in the future development of urban rail transit, becoming a key component of a comprehensive urban transportation network.

[0003] The safety and operational efficiency of monorail vehicles depend heavily on the design and performance of their braking systems. Currently, many monorail vehicles utilize air brakes, which are used on numerous lines both domestically and internationally. Hydraulic braking systems, by contrast, offer technical advantages over air brakes, including faster response, higher power density, and improved stability. The use of hydraulic braking systems can effectively improve the safety and efficiency of monorail vehicle braking, better meeting the high-frequency, fast-response braking requirements of modern urban rail transit.

[0004] However, existing technologies still have significant shortcomings: on the one hand, the currently widely used air brake method mainly relies on the air brake system during emergency braking, but its braking distance is long and the response time is slow. For lines with high passenger density, it may increase the risk of rear-end collisions, thereby affecting passenger safety and operational efficiency. On the other hand, the monorail vehicles currently using hydraulic brake systems have complex braking systems and need to be manually operated when the product fails. This will lead to problems such as delayed emergency response and reduced operational efficiency. It cannot meet the current trend of intelligent unmanned driving, which requires a fully functional, intelligent, safe and reliable braking system. Therefore, it is urgent to develop a monorail hydraulic brake system that can adapt to the development trend of intelligence to improve the operational efficiency and driving safety of the monorail transportation system.

[0005] Currently, no effective solutions have been proposed for the problems in related technologies. Summary of the Invention

[0006] In response to the problems existing in the relevant technology, the purpose of the present invention is to provide a fully functional, intelligent, safe and reliable monorail vehicle hydraulic braking system, which conforms to the current trend of intelligent unmanned driving and solves the problems of imperfect braking system functions, insufficient intelligence and reliability to be improved in the existing technology.

[0007] To this end, the specific technical solutions adopted in the present invention are as follows: A monorail vehicle hydraulic brake system, comprising: Electronic brake control unit, used to control the hydraulic braking force and receive vehicle braking instructions through network communication; Hydraulic control unit, used to control the hydraulic system oil pressure under different braking conditions; The electronically controlled release unit is used to provide the oil pressure required for the hydraulic brake caliper to release the brake when the hydraulic control unit fails; The manual release unit is used to provide the oil pressure required for brake release of the hydraulic brake caliper when the vehicle has no power or the hydraulic control unit and the electronic release unit fail; The basic brake device is used to brake the rotary motion of the motor shaft. The basic brake device includes a hydraulic brake caliper, a brake disc and a brake shoe; Load sensor, used to collect vehicle load information; The electronic control box is used to control the operation of the motors of the hydraulic control unit and the electronic relief unit, and to feed back the vehicle's emergency braking and parking brake status to the electronic brake control unit.

[0008] Furthermore, the hydraulic control unit includes a first motor, the output end of the first motor is connected to the first coupling, the first coupling is connected to the first gear pump for driving the gear pump to work; the output end of the first gear pump is connected to the first oil inlet filter, the output end of the first oil inlet filter is connected to the first one-way valve, and the output end of the first one-way valve directly leads to the first oil outlet of the hydraulic control unit; the front end of the first one-way valve is connected in parallel with the first safety valve, and the return oil port of the first safety valve is connected to the first oil tank; the rear end of the first one-way valve is connected in parallel with the proportional overflow valve, and the return oil port of the proportional overflow valve is connected to the first oil tank; the rear end of the first one-way valve is also connected in parallel with the emergency brake solenoid valve; the rear end of the emergency brake solenoid valve is connected to the emergency brake overflow valve, and the rear end of the emergency brake overflow valve is connected to the first oil tank; the rear end of the first one-way valve is provided with a pressure sensor, and the rear end of the first one-way valve is also provided with a first test connector.

[0009] Furthermore, the hydraulic control unit also includes a common brake throttle bolt, which is arranged between the first oil outlet and the proportional relief valve; the common brake throttle bolt is connected to the return oil filter for filtering impurities in the return oil; an emergency brake throttle bolt is arranged between the emergency brake solenoid valve and the emergency brake relief valve for adjusting the oil flow during emergency braking; the first oil tank is provided with a first breather for maintaining the pressure balance inside and outside the oil tank.

[0010] Furthermore, the electronically controlled relief unit includes a second motor, the output end of the second motor is connected to the second coupling, the second coupling is connected to the second gear pump to drive the gear pump to work; the output end of the second gear pump is connected to the second oil inlet filter, the output end of the second oil inlet filter is connected to the second one-way valve, and the output end of the second one-way valve directly leads to the second oil outlet of the electronically controlled relief unit; the front end of the second one-way valve is connected in parallel with the second safety valve, and the oil return port of the second safety valve is connected to the second oil tank; the rear end of the second one-way valve is connected in parallel with the electromagnetic reversing valve; the rear end of the electromagnetic reversing valve is provided with a throttle valve, and the rear end of the throttle valve is connected to the second oil tank; the rear end of the second one-way valve is also provided with a first pressure switch, and the rear end of the second one-way valve is also provided with a second test connector.

[0011] Furthermore, the electronically controlled relief unit also includes a second breather, which is connected to the second oil tank and is used to maintain the pressure balance inside and outside the second oil tank; the second motor of the electronically controlled relief unit is controlled to start and stop by the electronic control box, and when the hydraulic control unit fails, the electronic control box controls the start of the second motor; the first pressure switch is used to detect the working pressure status of the electronically controlled relief unit and feed back the pressure signal to the electronic brake control unit; the second test connector is used for external equipment to test and maintain the oil pressure of the electronically controlled relief unit.

[0012] Furthermore, the manual relief unit includes a manual pump for manually establishing hydraulic pressure; a manual reversing valve is provided at the oil outlet end of the manual pump, and the manual reversing valve is provided with several working positions for controlling the connection status of different oil circuits; one end of the manual reversing valve is connected to a pressure gauge for displaying the working pressure of the manual relief unit; a second pressure switch is also provided at one end of the manual reversing valve for detecting the pressure status of the manual relief unit; one end of the manual reversing valve directly leads to the third oil outlet of the manual relief unit; the other end of the manual reversing valve is connected to the third oil tank, and the third oil tank is provided with a third respirator for maintaining the pressure balance inside and outside the oil tank.

[0013] Furthermore, the several working positions include a first working position, a second working position and a third working position; the hydraulic brake caliper is provided with a first relief oil circuit and a second relief oil circuit; wherein, the first relief oil circuit is connected to the first oil outlet of the hydraulic control unit; when the manual reversing valve is in the first working position, the second relief oil circuit is connected to the second oil outlet of the electronically controlled relief unit; when the manual reversing valve is in the second working position, the second relief oil circuit is connected to the third oil tank, and the hydraulic oil in the hydraulic brake caliper flows back to the third oil tank for realizing parking brake; when the manual reversing valve is in the third working position, the second relief oil circuit is connected to the third oil outlet of the manual relief unit for filling oil into the hydraulic brake caliper to realize brake relief.

[0014] Furthermore, the hydraulic control unit and the basic braking device, the manual relief unit and the basic braking device, and the electronically controlled relief unit and the manual relief unit are all connected via quick connectors, which are used to quickly connect and disconnect the oil circuits between the units.

[0015] Furthermore, the basic braking device achieves the clamping or loosening of the brake disc through the opening and closing action of the hydraulic brake caliper; when the hydraulic brake caliper loses oil pressure, the brake shoe automatically clamps the brake disc to achieve braking, and when the hydraulic brake caliper gains oil pressure, the brake shoe loosens the brake disc to achieve braking relief.

[0016] Furthermore, the electronic brake control unit realizes distributed braking system control by monitoring neighboring vehicles, and the electronic brake control units of adjacent vehicles send and receive EBCU health signals to each other; wherein, the EBCU health signal is a PWM signal whose frequency continuously changes within a preset range; when the electronic brake control unit detects that the EBCU health signal of the neighboring vehicle has not been updated within the set time or the signal frequency exceeds the preset range, it determines that the hydraulic brake system of the neighboring vehicle has an abnormality, and activates the electronic control relief unit of the vehicle through the electronic control box to realize remote braking relief; the load sensor transmits the collected vehicle load information to the electronic brake control unit, and the electronic brake control unit adjusts the output of the hydraulic braking force according to the vehicle load information and the preset deceleration requirements.

[0017] The beneficial effects of the present invention are: (1) The monorail vehicle hydraulic braking system provided by the present invention adopts a passive dual hydraulic circuit design. Through the hydraulic control unit, the electronically controlled relief unit and the manual relief unit, when the brake equipment fails or fails, the hydraulic brake caliper loses oil pressure and the brake shoe automatically clamps the brake disc to achieve braking, thereby realizing "fault-guided safety"; at the same time, the system has the functions of brake relief, normal braking, emergency braking, parking brake, adjacent vehicle monitoring auxiliary relief, manual relief, fault detection and maintenance, etc., and receives the vehicle braking command through the electronic brake control unit to form a hydraulic braking force, so that the vehicle has efficient and rapid deceleration and braking capabilities, ensuring the driving safety of the train.

[0018] (2) The monorail vehicle hydraulic brake system provided by the present invention adopts a distributed brake system architecture in which adjacent vehicles monitor each other. The electronic brake control units of adjacent vehicles send and receive EBCU health signals to each other and monitor the health status of each vehicle's brake system in real time. When the electronic brake control unit detects that the EBCU health signal of the adjacent vehicle has not been updated within the set time or the signal frequency exceeds the preset range, it determines that the hydraulic brake system of the adjacent vehicle has an abnormality. The electronic brake control unit of the adjacent vehicle can immediately activate the electronic control relief unit of the faulty vehicle through the electronic control box to achieve remote brake relief, so that the brake system has self-diagnosis and self-decision-making capabilities, ensuring the intelligent operation efficiency of the monorail transportation system.

[0019] (3) The monorail vehicle hydraulic braking system provided by the present invention transmits the collected vehicle load information to the electronic brake control unit through the load sensor. The electronic brake control unit adjusts the output of the hydraulic braking force according to the vehicle load information and the preset deceleration requirement, thereby realizing rapid and accurate control of the vehicle braking force and ensuring that the vehicle can achieve effective braking under different load conditions. The system cooperates with the first motor through the proportional relief valve, and the emergency brake solenoid valve cooperates with the emergency brake relief valve to realize the emergency braking function. The units are quickly connected and disconnected through quick connectors, which effectively reduces the maintenance difficulty of the brake system and extends the service life of the components. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0021] Figure 1 is a hydraulic principle diagram of a monorail vehicle hydraulic brake system according to an embodiment of the present invention; Figure 2 is an electrical function diagram of a monorail vehicle hydraulic brake system according to an embodiment of the present invention; Figure 3 is a schematic diagram of the architecture of a monorail vehicle hydraulic brake system according to an embodiment of the present invention; Figure 4 1 is a partial structural diagram of a proportional relief valve in a monorail vehicle hydraulic brake system according to an embodiment of the present invention.

[0022] In the picture: 1. Electronic brake control unit; 2. Hydraulic control unit; 3. Electronic release unit; 4. Manual release unit; 5. Basic brake device; 6. Load sensor; 7. Electric control box; 8. First motor; 9. First coupling; 10. First gear pump; 11. First oil inlet filter; 12. First non-return valve; 13. Return oil filter; 14. Common brake throttle plug; 15. Proportional relief valve; 16. Emergency brake solenoid valve; 17. Emergency brake throttle plug; 18. Emergency brake relief valve; 19. Pressure sensor; 20. First test connector; 21. First safety valve; 22. First Fuel tank; 23. Quick connector; 24. First respirator; 25. Second respirator; 26. Second motor; 27. Second coupling; 28. Second gear pump; 29. ​​Second oil inlet filter; 30. Second one-way valve; 31. Solenoid reversing valve; 32. Throttle plug; 33. First pressure switch; 34. Second test connector; 35. Second fuel tank; 36. Second safety valve; 37. Manual pump; 38. Manual reversing valve; 39. Pressure gauge; 40. Second pressure switch; 41. Third respirator; 42. Third fuel tank; 43. Brake disc; 44. Brake shoe; 45. Hydraulic brake caliper. DETAILED DESCRIPTION

[0023] To further illustrate each embodiment, the present invention provides drawings, which are part of the disclosure of the present invention. They are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. By referring to these contents, ordinary technicians in this field should be able to understand other possible implementation methods and advantages of the present invention. The components in the figures are not drawn to scale, and similar component symbols are generally used to represent similar components.

[0024] According to an embodiment of the present invention, a monorail vehicle hydraulic brake system is provided.

[0025] The present invention will now be further described with reference to the accompanying drawings and specific embodiments. Figure 1 As shown, according to one embodiment of the present invention, a monorail vehicle hydraulic brake system is provided, the monorail vehicle hydraulic brake system comprising: Electronic brake control unit 1, used to control the hydraulic braking force and receive vehicle braking instructions through network communication; A hydraulic control unit 2, used to control the hydraulic system oil pressure under different braking conditions; the different braking conditions include service braking, emergency braking, parking braking and vehicle release conditions; The electronically controlled relief unit 3 is used to provide the hydraulic brake caliper 45 with the oil pressure required for brake relief when the hydraulic control unit 2 fails; The manual release unit 4 is used to provide the oil pressure required for brake release of the hydraulic brake caliper 45 when the vehicle has no electricity or the hydraulic control unit 2 and the electronically controlled release unit 3 fail; The basic brake device 5 is used to brake the rotational motion of the motor shaft. The basic brake device 5 includes a hydraulic brake caliper 45, a brake disc 43 and a brake shoe 44; Load sensor 6, used to collect vehicle load information; The electronic control box 7 is used to control the operation of the motors of the hydraulic control unit 2 and the electronically controlled relief unit 3 , and to feed back the emergency braking and parking braking states of the vehicle to the electronic brake control unit 1 .

[0026] It should be noted that a monorail vehicle's braking system typically should include at least two basic modes: electric braking and friction braking, which operate independently but in concert with each other. These modes should ensure the required braking force for the vehicle under various conditions. Electric braking should take precedence over friction braking. When electric braking fails or is insufficient, friction braking should automatically take over and ensure the required braking force. Friction braking systems can also be used to decelerate monorail vehicles under various load conditions, assist in vehicle braking, provide a means for emergency braking, and be used for parking. The present invention relates solely to friction braking systems for straddle-type monorail vehicles or suspended monorail vehicles, and more particularly to hydraulic braking systems for straddle-type monorail vehicles or suspended monorail vehicles.

[0027] Specifically, the monorail vehicle hydraulic braking system provided by the present invention utilizes a passive dual-hydraulic circuit design. This means that during normal vehicle operation, the hydraulic system operates, increasing the pressure in the hydraulic cylinder to offset the spring force of the hydraulic brake caliper 45, causing the caliper to release the brake disc 43, allowing the vehicle to continue its normal operation. When braking is required, the hydraulic cylinder drains, reducing the pressure. The spring force of the caliper causes the caliper to clamp the brake disc 43, applying the brakes. Therefore, in the event of a brake system malfunction or failure, the hydraulic brake caliper 45 automatically clamps the brake disc 43, thus applying the brakes. This is known as "fail-safe."

[0028] Specifically, Figure 3 This is a schematic diagram of the architecture of the monorail vehicle hydraulic brake system provided by the embodiment of the present invention. Figure 3 The technical solution of the present invention is described in detail. Figure 3As shown, the present invention provides a hydraulic braking system for a monorail vehicle, each vehicle is equipped with an electronic brake control unit 1 for controlling the hydraulic braking force and having a network communication function; a hydraulic control unit 2 for controlling the oil pressure of the hydraulic system during normal braking, emergency braking, parking braking, and vehicle relief conditions; an electronically controlled relief unit 3 for providing the hydraulic brake caliper 45 with the oil pressure required for brake relief when the hydraulic control unit 2 fails; a manual relief unit 4 for providing the hydraulic brake caliper 45 with the oil pressure required for brake relief when the vehicle has no electricity or the hydraulic control unit 2 and the electronically controlled relief unit 3 fail; a basic braking device 5 for the rotational motion of the braking motor shaft, wherein the basic braking device 5 includes a hydraulic brake caliper 45, a brake disc 43 and a brake shoe 44; a load sensor 6 for collecting vehicle load information; and an electronic control box 7 for controlling the operation of the motors in the hydraulic control unit 2 and the electronically controlled relief unit 3, and feeding back the emergency braking and parking braking states of the vehicle to the electronic brake control unit 1.

[0029] Specifically, Figure 1 This is a hydraulic principle diagram of the monorail vehicle hydraulic brake system provided by an embodiment of the present invention. The hydraulic brake caliper 45 in the basic brake device 5 is provided with two relief oil circuits, a first relief oil circuit P and a second relief oil circuit H. The first relief oil circuit P is connected to the first oil outlet P of the hydraulic control unit 2, and the hydraulic control unit 2 provides the oil pressure required for normal braking, emergency braking, parking braking, and vehicle relief conditions; under normal circumstances, the manual reversing valve 38 in the manual relief unit 4 is placed in the first working position, and the second relief oil circuit H is connected to the second oil outlet H of the electronic control relief unit 3. The electronic control relief unit 3 is used to provide the hydraulic brake caliper 45 with the oil pressure required for brake relief when the hydraulic control unit 2 fails; when the vehicle has no electricity or both the hydraulic control unit 2 and the electronic control relief unit 3 fail, the manual reversing valve 38 in the manual relief unit 4 is placed in the third working position. At this time, the second relief oil circuit H is connected to the third oil outlet of the manual relief unit 4 to provide the hydraulic brake caliper 45 with the oil pressure required for brake relief.

[0030] Specifically, Figure 2 This is an electrical functional diagram of the monorail vehicle hydraulic brake system provided by an embodiment of the present invention. The monorail vehicle hydraulic brake system utilizes a passive braking system, controlled on a vehicle-by-vehicle basis. During braking, the electronic brake control unit 1, based on the braking command, controls the first motor 8 and proportional relief valve 15 in the hydraulic control unit 2 of each vehicle to generate braking pressure, which is output to the hydraulic brake caliper 45 on the bogie to achieve braking. Upon receiving the braking command, the electronic brake control unit 1 adjusts the brake cylinder pressure drop by controlling the proportional relief valve 15 in the hydraulic control unit 2 of each vehicle, achieving the braking function.

[0031] In one embodiment, the hydraulic control unit 2 includes a first motor 8, the output end of the first motor 8 is connected to a first coupling 9, the first coupling 9 is connected to a first gear pump 10 for driving the gear pump to work; the output end of the first gear pump 10 is connected to a first oil inlet filter 11, the output end of the first oil inlet filter 11 is connected to a first one-way valve 12, the output end of the first one-way valve 12 is directly connected to the first oil outlet of the hydraulic control unit 2; the front end of the first one-way valve 12 is connected in parallel with the first safety valve 21, the first safety valve 21 The return oil port is connected to the first oil tank 22; the rear end of the first one-way valve 12 is connected in parallel with the proportional relief valve 15, and the return oil port of the proportional relief valve 15 is connected to the first oil tank 22; the rear end of the first one-way valve 12 is also connected in parallel with the emergency brake solenoid valve 16; the rear end of the emergency brake solenoid valve 16 is connected to the emergency brake relief valve 18, and the rear end of the emergency brake relief valve 18 is connected to the first oil tank 22; the rear end of the first one-way valve 12 is provided with a pressure sensor 19, and the rear end of the first one-way valve 12 is also provided with a first test connector 20.

[0032] In one embodiment, the hydraulic control unit 2 also includes a common brake throttle bolt 14, which is arranged between the first oil outlet and the proportional relief valve 15; the common brake throttle bolt 14 is connected to the return oil filter 13 for filtering impurities in the return oil; an emergency brake throttle bolt 17 is provided between the emergency brake solenoid valve 16 and the emergency brake relief valve 18 for adjusting the oil flow during emergency braking; the first oil tank 22 is provided with a first breather 24 for maintaining the pressure balance inside and outside the oil tank.

[0033] Specifically, the hydraulic control unit 2 includes a first motor 8, a first coupling 9, a first gear pump 10, a first oil inlet filter 11, a first one-way valve 12, a return oil filter 13, a normal brake throttle plug 14, a proportional relief valve 15, an emergency brake solenoid valve 16, an emergency brake throttle plug 17, an emergency brake relief valve 18, a pressure sensor 19, a first test joint 20, a first safety valve 21, a first oil tank 22, and a first breather 24. These components are all uniformly installed on an integrated block (oil circuit block). The first motor 8 drives the first gear pump 10; the oil pressure output by the first gear pump 10 is filtered by the first oil inlet filter 11 and then output to the first one-way valve 12, and then directly leads to the first oil outlet P of the hydraulic control unit 2; a first safety valve 21 is connected in parallel to the front end of the first one-way valve 12; the return oil port of the first safety valve 21 is connected to the first oil tank 22; after the first one-way valve 12, a proportional relief valve 15 is connected in parallel to the front end of the first oil outlet P, and the return oil port of the proportional relief valve 15 is connected to the first oil tank 22; the first one-way valve 1 2, an emergency brake solenoid valve 16 is connected in parallel in front of the first oil outlet P, the rear end of the emergency brake solenoid valve 16 is connected to the emergency brake relief valve 18, and the rear end of the relief valve is connected to the first oil tank 22; the rear end of the first one-way valve 12 and in front of the first oil outlet P are provided with a pressure sensor 19 and a first test connector 20; the first oil outlet P and the proportional relief valve 15 are provided with a common brake throttle plug 14 and a return oil filter 13; an emergency brake throttle plug 17 is provided between the emergency brake solenoid valve 16 and the emergency brake relief valve 18.

[0034] In one embodiment, the electronically controlled mitigation unit 3 includes a second motor 26, the output end of the second motor 26 is connected to the second coupling 27, the second coupling 27 is connected to the second gear pump 28 to drive the gear pump to work; the output end of the second gear pump 28 is connected to the second oil inlet filter 29, the output end of the second oil inlet filter 29 is connected to the second one-way valve 30, and the output end of the second one-way valve 30 is directly connected to the second oil outlet of the electronically controlled mitigation unit 3; the front end of the second one-way valve 30 is connected in parallel with the second safety valve 36, and the return oil port of the second safety valve 36 is connected to the second oil tank 35; the rear end of the second one-way valve 30 is connected in parallel with the electromagnetic reversing valve 31; the rear end of the electromagnetic reversing valve 31 is provided with a throttle valve 32, and the rear end of the throttle valve 32 is connected to the second oil tank 35; the rear end of the second one-way valve 30 is also provided with a first pressure switch 33, and the rear end of the second one-way valve 30 is also provided with a second test connector 34.

[0035] In one embodiment, the electronically controlled relief unit 3 also includes a second breather 25, which is connected to the second oil tank 35 and is used to maintain the pressure balance inside and outside the second oil tank; the second motor 26 of the electronically controlled relief unit 3 is controlled to start and stop by the electronic control box 7. When the hydraulic control unit 2 fails, the electronic control box 7 controls the second motor 26 to start; the first pressure switch 33 is used to detect the working pressure status of the electronically controlled relief unit 3 and feed back the pressure signal to the electronic brake control unit 1; the second test connector 34 is used for external equipment to test and maintain the oil pressure of the electronically controlled relief unit 3.

[0036] Specifically, the electronically controlled relief unit 3 includes a second breather 25, a second motor 26, a second coupling 27, a second gear pump 28, a second oil inlet filter 29, a second one-way valve 30, an electromagnetic reversing valve 31, a throttle plug 32, a first pressure switch 33, a second test connector 34, a second oil tank 35, and a second safety valve 36. These components are all installed on an integrated block (oil circuit block). The second motor 26 drives the second gear pump 28; the oil pressure output by the second gear pump 28 is filtered by the second oil inlet filter 29 and then output to the second one-way valve 30, and then directly leads to the second oil outlet H of the electronically controlled relief unit 3; a second safety valve 36 is connected in parallel to the front end of the second one-way valve 30; the return oil port of the second safety valve 36 is connected to the second oil tank 35; after the second one-way valve 30, an electromagnetic reversing valve 31 is connected in parallel in front of the second oil outlet H, and a throttle valve 32 is provided at the rear end of the electromagnetic reversing valve 31, and the rear end of the throttle valve 32 is connected to the second oil tank 35; at the rear end of the second one-way valve 30, a first pressure switch 33 and a second test connector 34 are provided in front of the second oil outlet H.

[0037] In one embodiment, the manual relief unit 4 includes a manual pump 37 for manually establishing hydraulic pressure; a manual reversing valve 38 is provided at the oil outlet end of the manual pump 37, and the manual reversing valve 38 is provided with several working positions for controlling the connection status of different oil circuits; one end of the manual reversing valve 38 is connected to a pressure gauge 39 for displaying the working pressure of the manual relief unit 4; a second pressure switch 40 is also provided at one end of the manual reversing valve 38 for detecting the pressure status of the manual relief unit 4; one end of the manual reversing valve 38 directly leads to the third oil outlet of the manual relief unit 4; the other end of the manual reversing valve 38 is connected to the third oil tank 42, and the third oil tank 42 is provided with a third respirator 41 for maintaining the pressure balance inside and outside the oil tank.

[0038] In one embodiment, the several working positions include a first working position, a second working position and a third working position; the hydraulic brake caliper 45 is provided with a first relief oil circuit and a second relief oil circuit; wherein the first relief oil circuit is connected to the first oil outlet of the hydraulic control unit 2; when the manual reversing valve 38 is in the first working position, the second relief oil circuit is connected to the second oil outlet of the electronically controlled relief unit 3; when the manual reversing valve 38 is in the second working position, the second relief oil circuit is connected to the third oil tank 42, and the hydraulic oil in the hydraulic brake caliper 45 flows back to the third oil tank 42 for achieving parking brake; when the manual reversing valve 38 is in the third working position, the second relief oil circuit is connected to the third oil outlet of the manual relief unit 4, for filling the hydraulic brake caliper 45 with oil to achieve brake relief.

[0039] In one embodiment, the hydraulic control unit 2 and the basic braking device 5, the manual release unit 4 and the basic braking device 5, and the electronically controlled release unit 3 and the manual release unit 4 are all connected via a quick connector 23, which is used to achieve rapid connection and disconnection of the oil circuits between the units.

[0040] In one embodiment, the basic braking device 5 clamps or releases the brake disc 43 through the opening and closing action of the hydraulic brake caliper 45; when the hydraulic brake caliper 45 loses oil pressure, the brake shoe 44 automatically clamps the brake disc 43 to achieve braking, and when the hydraulic brake caliper 45 gains oil pressure, the brake shoe 44 releases the brake disc 43 to achieve braking relief.

[0041] In one embodiment, the electronic brake control unit 1 implements distributed braking system control by monitoring neighboring vehicles, and the electronic brake control units 1 of adjacent vehicles send and receive EBCU health signals to each other; wherein, the EBCU health signal is a PWM signal whose frequency continuously changes within a preset range; when the electronic brake control unit 1 detects that the EBCU health signal of the neighboring vehicle has not been updated within a set time or the signal frequency exceeds a preset range, it determines that an abnormality has occurred in the hydraulic brake system of the neighboring vehicle, and activates the electronic control relief unit 3 of the vehicle through the electronic control box 7 to achieve remote brake relief; the load sensor 6 transmits the collected vehicle load information to the electronic brake control unit 1, and the electronic brake control unit 1 adjusts the output of the hydraulic braking force according to the vehicle load information and the preset deceleration requirement.

[0042] Specifically, if Figure 3 As shown in the figure, the electronic brake control unit 1 of vehicle A will send an EBCU health signal to the electronic brake control unit 1 of vehicle B, and at the same time receive the EBCU health signal sent by the electronic brake control unit 1 of vehicle B; the electronic brake control unit 1 of vehicle B will send an EBCU health signal to the electronic brake control unit 1 of vehicle A, and at the same time receive the EBCU health signal sent by the electronic brake control unit 1 of vehicle A; in summary, the electronic brake control units 1 of the two adjacent vehicles will send and receive EBCU health signals to each other in real time.

[0043] The EBCU health signal is a PWM signal generated by the main control board in the electronic brake control unit 1. This signal has a variable control frequency, such as a frequency that continuously fluctuates within a preset range (300-500Hz). The electronic brake control units 1 of two adjacent vehicles transmit and receive this fluctuating PWM signal frequency. If the electronic brake control unit 1 detects that the adjacent vehicle's EBCU health signal has not been updated within a set time, or the signal frequency exceeds the preset range (300-500Hz), it will determine that an abnormality has occurred in the adjacent vehicle's main hydraulic brake system (controlled by the hydraulic control unit 2).

[0044] Specifically, according to Figure 1 and Figure 3 When a vehicle's hydraulic control unit 2 is determined to have a major fault and is unable to operate normally, the neighboring vehicle's electronic brake control unit 1 can immediately and automatically activate that vehicle's electronic brake release unit 3, achieving remote brake release. Taking vehicle A's hydraulic control unit 2 as an example, when the failure of vehicle A's hydraulic control unit 2 prevents it from meeting normal vehicle operating requirements, such as an "EBCU fault," "brake non-release fault," "pressure sensor fault," or "pump motor start-up fault," vehicle A's electronic brake control unit 1 stops sending EBCU health signals to vehicle B's electronic brake control unit 1. Vehicle A's electronic brake control unit 1 immediately cuts off the control signals to the first motor 8 and proportional relief valve 15 in vehicle A's hydraulic control unit 2. At this point, vehicle B's electronic brake control unit 1 immediately activates vehicle A's electronic brake release unit 3 through the electronic control box 7, remotely controlling the release of vehicle A's hydraulic system. After detecting the status of the first pressure switch 33 within the electronic brake release unit 3, the electronic control box 7 controls the activation of the second motor 26 within the electronic brake release unit 3, and oil pressure in the second release oil circuit H begins to build. When the oil pressure reaches the relief set pressure value, the signal state of the first pressure switch 33 in the electronically controlled relief unit 3 changes, the start signal of the second motor 26 is cut off, and the second motor 26 stops working. When the oil pressure in the second relief oil circuit drops below a certain value due to leakage in the system, the first pressure switch 33 in the electronically controlled relief unit 3 will return to its initial position, the start signal will be reconnected, and the second motor 26 will automatically start until the oil pressure in the second relief oil circuit reaches the relief set pressure value again, thereby ensuring emergency pressure relief.

[0045] It should be noted that the electronic brake control unit 1 primarily consists of a power supply board, a communication board, and a main control board (which implements proportional valve control and pressure sensor data acquisition). It primarily provides continuous pressure adjustment and network communication capabilities. Its basic function is to generate hydraulic braking force based on commands from the TCMS. This includes receiving vehicle brake commands, receiving brake force, hydraulic brake control, Ethernet communication, fault diagnosis, hydraulic pressure control, and brake cylinder pressure acquisition.

[0046] Specifically, the electronic brake control unit 1 compensates for the hydraulic braking force based on the received braking force request value, evenly distributing the hydraulic braking force throughout the train. This effectively implements train-wide electro-hydraulic hybrid braking control in an "equal wear" manner. At this point, the first motor 8 drives the first gear pump 10 to generate oil pressure. The electronic brake control unit 1, based on the pressure detected by the pressure sensor 19, uses closed-loop control to control the current output of the proportional relief valve 15, ensuring that the hydraulic brake caliper 45 reaches the target pressure. Specifically, the switching between different braking levels is defined as multiple virtual states. A state machine is used to divide and describe the state set in detail, and the transition rules between states are clearly defined. A closed-loop control algorithm based on PID regulation and the definition of multiple virtual states under different braking level switching conditions forms a combined control strategy for the coordinated operation of the proportional relief valve 15 and the first motor 8 in different scenarios. This strategy enables rapid and precise adjustment of the oil pressure in the hydraulic brake caliper 45 cylinder and on-demand starting and stopping of the first motor 8, effectively reducing the braking system's operating energy consumption and operating noise, and extending component life.

[0047] Specifically, if Figure 4 As shown, the proportional solenoid in the proportional relief valve 15 generates an electromagnetic force proportional to the control current, driving the push rod compression spring to compress the poppet valve core against the valve seat of the valve body. The oil pressure acting on the poppet valve core drives it to open. The greater the electromagnetic force, the greater the pressure required to open the relief port. When there is no electromagnetic force, the relief oil pressure is zero. Therefore, when the brake system malfunctions or fails, the hydraulic brake caliper 45 clamps the brake disc 43 and automatically applies the brakes, i.e., "fail-safe." The proportional relief valve 15 is conventional technology and will not be described in detail here.

[0048] Specifically, if the hydraulic control unit 2 of car A fails, the electronic brake control unit 1 of car B can remotely control the electronic brake release unit 3 of car A to electrically and remotely release the hydraulic brake caliper 45 of the faulty bogie. If the electronic brake release unit 3 is unavailable, the manual pump 37 in the manual brake release unit 4 can be operated to fill the hydraulic brake caliper 45 of the bogie with oil, releasing the hydraulic brake caliper 45 from the brake disc 43 and achieving brake release.

[0049] Specifically, the monorail vehicle's hydraulic brake system receives commands for traction, service braking, emergency braking, and parking braking from the vehicle's TCMS, and has network communication with the vehicle. Simultaneously, the hydraulic brake system provides feedback to the vehicle's TCMS regarding braking status and brake system faults.

[0050] In order to facilitate understanding of the above technical solutions of the present invention, the following Figure 2 and Figure 3 , the functions of the monorail vehicle hydraulic brake system are described in detail: 1) Brake Release Function: The electronic brake control unit 1 activates the first motor 8 and proportional relief valve 15 in the hydraulic control unit 2 in response to the release command, generating maximum release pressure to release the brake disc 43 and brake shoe 44. If the pressure sensor 19 detects a pressure lower than the set minimum release pressure due to system leakage, the electronic brake control unit 1 restarts the first motor 8 until the current pressure reaches the maximum release pressure.

[0051] 2) Service Braking Function: The TCMS is responsible for controlling the distribution of electric and hydraulic braking forces throughout the vehicle. During service braking, it calculates the total braking force requirement based on the train weight and service brake level information, requests electric braking force from the traction system, and, based on the feedback from the electric braking force, requests hydraulic braking force from the electronic brake control unit 1 via a service brake command (PWM). The electronic brake control unit 1 compensates for the hydraulic braking force based on the requested braking force, distributing it evenly throughout the entire train. This effectively implements a "equal wear" electro-hydraulic hybrid braking control system. During this operation, the first motor 8 drives the first gear pump 10 to generate oil pressure. The electronic brake control unit 1, using the pressure detected by the pressure sensor 19, controls the current output of the proportional relief valve 15 in a closed-loop manner, ensuring that the hydraulic brake caliper 45 reaches the target pressure.

[0052] Specifically, the switching between different braking levels is defined as multiple virtual states. A state machine is used to divide and describe the state set in detail, and the transition rules between states are clearly defined. A closed-loop control algorithm based on PID regulation and multiple virtual state definitions is used to form a combined control strategy for the coordinated operation of the proportional relief valve 15 and the first motor 8 in different scenarios. This achieves rapid and precise adjustment of the oil pressure in the hydraulic brake caliper 45 cylinder and on-demand starting and stopping of the first motor 8, effectively reducing the operating energy consumption and operating noise of the braking system and extending the service life of the components.

[0053] 3) Emergency Braking Function: The hydraulic brake system's braking force required during emergency braking is entirely borne by the hydraulic brakes. A loss of power to the emergency brake circuit de-energizes the emergency brake solenoid valve 16 within the hydraulic control unit 2. The emergency brake relief valve 18 generates emergency brake fluid pressure corresponding to load condition AW0. The emergency brake throttle valve 17 limits the rate at which hydraulic oil from the cylinder in the hydraulic brake caliper 45 returns to the first reservoir 22, preventing shock caused by an excessive increase in braking force. Simultaneously, the electronic brake control unit 1 collects vehicle load information via the load sensor 6 and adjusts the braking force based on the vehicle load and the set deceleration requirement. It controls the output of the proportional relief valve 15 to further reduce the pressure in the hydraulic brake caliper 45 to the target value, thereby enabling the emergency brake to deliver varying hydraulic braking force based on the vehicle load.

[0054] 4) Parking brake function: After receiving the parking brake command, the electronic brake control unit 1 controls the proportional relief valve 15 according to a certain slope to return the hydraulic oil in the cylinder of the hydraulic brake caliper 45 to the first oil tank 22, and the oil pressure in the cylinder drops to 0 bar. Due to the passive braking system, the hydraulic brake caliper 45 applies maximum clamping force to the brake disc 43 under the action of spring force, meeting the slope parking requirements.

[0055] 5) Fault Detection and Maintenance: The EBC 1 monitors and diagnoses the operating status of the hydraulic brake system's various circuit boards, the hydraulic and mechanical components, and the hydraulic system's operating status. In the event of an abnormality, the EBC 1 stores the brake system status and fault data at the time of the fault and reports the fault to the vehicle via the network. The EBC 1 is equipped with an Ethernet diagnostic and maintenance port, enabling operations such as EBC 1 software upgrades, system parameter configuration, and fault information reading via host computer software.

[0056] 6) Neighboring Vehicle Monitoring and Assisted Braking: The monorail vehicle hydraulic braking system provided by this invention utilizes a distributed braking system architecture in which neighboring vehicles monitor each other, providing real-time monitoring of the health status of each vehicle's brake system. If a vehicle's hydraulic brake system is determined to have a major fault and is unable to operate normally, the neighboring vehicle's electronic brake control unit 1 automatically activates that vehicle's electronic braking control unit 3, providing braking relief for the faulty vehicle. This safety-enhancing technology, based on "neighboring vehicle monitoring," ensures the intelligent and safe operation of the monorail system.

[0057] 7) Manual Release Function: When the hydraulic brake system is without power or both the hydraulic control unit 2 and the electronic release unit 3 are faulty, and the hydraulic brake caliper 45 needs to be released (for example, when the vehicle needs to be moved without power), the manual reversing valve 38 in the manual release unit 4 can be operated from within the vehicle compartment and placed in the third working position. At this time, the second release oil circuit H is connected to the third oil outlet of the manual release unit 4. The manual pump 37 is operated to fill the hydraulic brake caliper 45 with oil, releasing the hydraulic brake caliper 45 from the brake disc 43 to achieve brake release. When the vehicle needs to be parked, the manual reversing valve 38 in the manual release unit 4 is operated and placed in the second working position. The hydraulic oil in the hydraulic brake caliper 45 flows back to the third oil tank 42 to achieve parking brake.

[0058] Specifically, when the hydraulic brake caliper 45 cannot be normally released by hydraulic pressure due to a mechanical failure, the hydraulic brake caliper 45 and the brake disc 43 can be released by operating the mechanical release mechanism of the hydraulic brake caliper 45 .

[0059] It should be noted that in the present invention, the electronic brake control unit 1 of vehicle A not only determines a "failure in the hydraulic control unit 2" of the vehicle itself, but also includes failures within the electronic brake control unit 1 itself. These failures can include a failure in the control board of the electronic brake control unit 1 or a failure in the power board of the electronic brake control unit 1. Furthermore, if an "EBCU failure," "brake non-relief failure," "pressure sensor failure," or "pump motor start-up failure" in vehicle A is detected, the "EBCU health signal of vehicle A" will be detected as abnormal. In this case, the electronic brake control unit 1 of vehicle B will directly control the electronic control relief unit 3 of vehicle A, remotely relieving vehicle A's hydraulic system without going through the electronic brake control unit 1 of vehicle A.

[0060] It should also be noted that the entire hydraulic braking system is passive. When the vehicle cannot be relieved, the hydraulic brake caliper 45 applies the maximum braking force to clamp the brake disc 43, so that the entire vehicle remains in a braked state. The cross-vehicle signal transmission delay may be less than 100ms, which has no obvious impact on vehicle operation.

[0061] The present invention uses the neighboring vehicle monitoring to assist in mitigation, thereby avoiding the failure of the electronic brake control unit 1 of vehicle A itself and other failures (such as Figure 1 As shown in Figure 1, the vehicle's power supply to vehicle A's electronic brake control unit 1 is abnormal or the power supply line is disconnected. These faults may cause vehicle A to be unable to directly relieve its own electronic control relief unit 3. Only by monitoring neighboring vehicles can unmanned driving of vehicles be guaranteed to the greatest extent, improving the operational efficiency and driving safety of the monorail transportation system.

[0062] When the train needs to brake, the electronic brake control unit 1, through the electronic control box 7, de-energizes the solenoid reversing valve 31 on the electronically controlled relief unit 3. This causes the hydraulic oil in the cylinder of the hydraulic brake caliper 45 to flow back to the second oil tank 35, reducing the oil pressure in the cylinder to 0 bar and applying maximum clamping force to the brake disc 43 to meet the braking requirement. This function ensures that if the hydraulic control unit 2 fails, the electronic brake control unit 1 intelligently controls the electronically controlled relief unit 3 without requiring human intervention. This enables intelligent, unmanned operation of monorail vehicles, significantly improving the transportation efficiency of line operations and the travel experience for users.

[0063] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. Monorail vehicle hydraulic braking system, characterized in that: The monorail vehicle hydraulic brake system includes: An electronic brake control unit (1), configured to control the hydraulic braking force and receive vehicle braking instructions via network communication; A hydraulic control unit (2) for controlling the oil pressure of the hydraulic system under different braking conditions; An electronically controlled relief unit (3) is used to provide the hydraulic brake caliper (45) with the required oil pressure for brake relief when the hydraulic control unit (2) fails; A manual release unit (4) is used to provide the hydraulic brake caliper (45) with the required oil pressure for brake release when the vehicle has no electricity or the hydraulic control unit (2) and the electronically controlled release unit (3) both fail; A basic braking device (5) for braking the rotary motion of the motor shaft, the basic braking device (5) comprising a hydraulic brake caliper (45), a brake disc (43) and a brake shoe (44); A load sensor (6) for collecting vehicle load information; The electric control box (7) is used to control the operation of the motors of the hydraulic control unit (2) and the electric control relief unit (3), and to feed back the emergency braking and parking braking states of the vehicle to the electronic brake control unit (1).

2. The monorail vehicle hydraulic brake system according to claim 1, characterized in that: The electronic brake control unit (1) realizes distributed brake system control by monitoring adjacent vehicles, and the electronic brake control units (1) of adjacent vehicles mutually transmit and receive EBCU health signals; wherein the EBCU health signal is a PWM signal whose frequency continuously changes within a preset range; When the electronic brake control unit (1) detects that the EBCU health signal of the neighboring vehicle has not been updated within a set time or the signal frequency exceeds a preset range, it determines that the hydraulic brake system of the neighboring vehicle has an abnormality, and activates the electronic control relief unit (3) of the vehicle through the electronic control box (7) to achieve remote brake relief; The load sensor (6) transmits the collected vehicle load information to the electronic brake control unit (1), and the electronic brake control unit (1) adjusts the output of the hydraulic braking force according to the vehicle load information and a preset deceleration requirement.

3. The monorail vehicle hydraulic brake system according to claim 1, characterized in that: The hydraulic control unit (2) comprises a first motor (8), an output end of the first motor (8) is connected to a first coupling (9), and the first coupling (9) is connected to a first gear pump (10) for driving the gear pump to operate; The output end of the first gear pump (10) is connected to the first oil inlet filter (11), the output end of the first oil inlet filter (11) is connected to the first one-way valve (12), and the output end of the first one-way valve (12) directly leads to the first oil outlet of the hydraulic control unit (2); The front end of the first one-way valve (12) is connected in parallel with the first safety valve (21), and the oil return port of the first safety valve (21) is connected to the first oil tank (22); the rear end of the first one-way valve (12) is connected in parallel with the proportional relief valve (15), and the oil return port of the proportional relief valve (15) is connected to the first oil tank (22); the rear end of the first one-way valve (12) is also connected in parallel with the emergency brake solenoid valve (16); The rear end of the emergency brake solenoid valve (16) is connected to the emergency brake overflow valve (18), and the rear end of the emergency brake overflow valve (18) is communicated with the first oil tank (22); the rear end of the first one-way valve (12) is provided with a pressure sensor (19), and the rear end of the first one-way valve (12) is also provided with a first test connector (20).

4. The monorail vehicle hydraulic brake system according to claim 3, characterized in that: The hydraulic control unit (2) further comprises a common brake throttle bolt (14), wherein the common brake throttle bolt (14) is arranged between the first oil outlet and the proportional relief valve (15); The common brake throttle bolt (14) is connected to the return oil filter (13) for filtering impurities in the return oil; An emergency brake throttle valve (17) is provided between the emergency brake solenoid valve (16) and the emergency brake overflow valve (18) for adjusting the oil flow during emergency braking; The first oil tank (22) is provided with a first breather (24) for maintaining pressure balance inside and outside the oil tank.

5. The monorail vehicle hydraulic brake system according to claim 1, characterized in that: The electronically controlled mitigation unit (3) includes a second motor (26), an output end of the second motor (26) is connected to a second coupling (27), and the second coupling (27) is connected to a second gear pump (28) to drive the gear pump to operate; The output end of the second gear pump (28) is connected to the second oil inlet filter (29), the output end of the second oil inlet filter (29) is connected to the second one-way valve (30), and the output end of the second one-way valve (30) is directly connected to the second oil outlet of the electronically controlled relief unit (3); The front end of the second one-way valve (30) is connected in parallel to the second safety valve (36), and the oil return port of the second safety valve (36) is connected to the second oil tank (35); the rear end of the second one-way valve (30) is connected in parallel to the electromagnetic reversing valve (31); A throttle plug (32) is provided at the rear end of the electromagnetic reversing valve (31), and the rear end of the throttle plug (32) is communicated with the second oil tank (35); a first pressure switch (33) is also provided at the rear end of the second one-way valve (30), and a second test connector (34) is also provided at the rear end of the second one-way valve (30).

6. The monorail vehicle hydraulic brake system according to claim 5, characterized in that: The electronically controlled relief unit (3) further comprises a second breather (25), the second breather (25) being connected to the second oil tank (35) and being used to maintain pressure balance inside and outside the second oil tank; The second motor (26) of the electronically controlled relief unit (3) is started and stopped by the electronic control box (7); when the hydraulic control unit (2) fails, the electronic control box (7) controls the second motor (26) to start; The first pressure switch (33) is used to detect the working pressure state of the electronically controlled relief unit (3) and feed back the pressure signal to the electronic brake control unit (1); The second test connector (34) is used for external equipment to test and maintain the oil pressure of the electronically controlled relief unit (3).

7. The monorail vehicle hydraulic brake system according to claim 1, characterized in that: The manual relief unit (4) includes a manual pump (37) for manually establishing hydraulic pressure; a manual reversing valve (38) is provided at the oil outlet of the manual pump (37); the manual reversing valve (38) is provided with a plurality of working positions for controlling the connection status of different oil circuits; One end of the manual reversing valve (38) is connected to a pressure gauge (39) for displaying the working pressure of the manual relief unit (4); one end of the manual reversing valve (38) is also provided with a second pressure switch (40) for detecting the pressure state of the manual relief unit (4); one end of the manual reversing valve (38) is directly connected to the third oil outlet of the manual relief unit (4); The other end of the manual reversing valve (38) is in communication with a third oil tank (42), and the third oil tank (42) is provided with a third breather (41) for maintaining pressure balance inside and outside the oil tank.

8. The monorail vehicle hydraulic brake system according to claim 7, characterized in that: The plurality of working positions include a first working position, a second working position and a third working position; the hydraulic brake caliper (45) is provided with a first relief oil circuit and a second relief oil circuit; Wherein, the first relief oil circuit is in communication with a first oil outlet of the hydraulic control unit (2); When the manual reversing valve (38) is in the first working position, the second relief oil circuit is communicated with the second oil outlet of the electronically controlled relief unit (3); When the manual reversing valve (38) is in the second working position, the second relief oil circuit is connected to the third oil tank (42), and the hydraulic oil in the hydraulic brake caliper (45) flows back to the third oil tank (42) to achieve parking brake; When the manual reversing valve (38) is in the third working position, the second relief oil circuit is communicated with the third oil outlet of the manual relief unit (4) for filling oil into the hydraulic brake caliper (45) to achieve brake relief.

9. The monorail vehicle hydraulic brake system according to claim 1, characterized in that: The hydraulic control unit (2) and the basic braking device (5), the manual relief unit (4) and the basic braking device (5), and the electronically controlled relief unit (3) and the manual relief unit (4) are all connected via a quick connector (23). The quick connector (23) is used to achieve quick connection and disconnection of the oil circuits between the units.

10. The monorail vehicle hydraulic brake system according to claim 1, characterized in that: The basic brake device (5) achieves clamping or loosening of the brake disc (43) through the opening and closing action of the hydraulic brake caliper (45); when the hydraulic brake caliper (45) loses oil pressure, the brake shoe (44) automatically clamps the brake disc (43) to achieve braking, and when the hydraulic brake caliper (45) gains oil pressure, the brake shoe (44) loosens the brake disc (43) to achieve braking relief.

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