An air source device for rail transit vehicles

Abstract

The present invention relates to an air source device for rail transit vehicles, which includes an air compressor unit. A branch pipeline is provided on the air outlet pipeline of the air compressor unit, and an exhaust device that can be closed when the air source device supplies air to the vehicle and opened when exhausting separately is provided on the branch pipeline. The end of the branch pipeline is communicated with the outside atmosphere. The air source device of the present invention can effectively prevent the problem of lubricating oil emulsification of the air source device, and at the same time can realize the integrated design and manufacture of the exhaust device and the air source device, and does not reduce the air supply capacity of the air source device for the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and particularly to an air source device for rail transit vehicles. Background Art

[0002] The air source device is a crucial component of the vehicle braking system, mainly responsible for providing compressed air with specified pressure, high quality, and stability for the vehicle braking system to achieve air braking. During use, the end of the air outlet pipe in the air source device is directly connected to the main air pipe of the vehicle to supply air to the vehicle.

[0003] Among them, the air compressor unit in the air source device is responsible for compressing air. However, since the outside air contains a certain amount of water vapor, when the air is compressed, the water vapor content per unit volume and the corresponding dew point temperature will increase with the increase in pressure. At this time, if the compressed air temperature is higher than the dew point temperature, the water vapor in the compressed air will not precipitate into liquid water; but if the compressed air temperature is lower than the dew point temperature, the water vapor in the compressed air will condense into liquid water. If liquid water is generated during the air compression process, the liquid water will mix with the lubricating oil in the air compressor unit. After the air compressor unit works for a period of time, under the impact of the air flow, it may lead to the problem of lubricating oil emulsification.

[0004] Generally, when the air source device is just started, the compressed air temperature is relatively low and lower than the dew point temperature. At this time, a small amount of liquid water may precipitate. After the air source device works for a period of time, due to the work done by the compressed air, heat will be released during the compression process, and the compressed air temperature will increase accordingly. The compressed air temperature will be higher than the dew point temperature. At this time, the water content of the compressed air is in an unsaturated state, not only will no liquid water precipitate, but also part of the water in the lubricating oil will be taken away, reducing the emulsification risk.

[0005] Therefore, in view of the problem of lubricating oil emulsification, it is generally achieved by extending the working time of the air source device to ensure that the compressed air temperature is higher than the dew point temperature. Based on this, currently, while supplying air to the vehicle, a row of exhaust devices is mainly used to exhaust air to the outside, increasing the air consumption, thereby extending the working time of the air source device and avoiding the problem of lubricating oil emulsification.

[0006] The structures of the existing air source device and exhaust device are as Figure 1As shown, an additional exhaust device is currently added downstream of the entire air source device 01, which consists of a cut-off cock 02, a solenoid valve 03, a relief valve 04, a throttle orifice 05, and a silencer 06. During use, it is connected to the air outlet of the air source device 01 through a pipeline. The exhaust device can be manually closed and opened through the cut-off cock 02, and the exhaust device can be closed during the operation of the vehicle through the solenoid valve 03. The relief valve 04 mainly ensures the air consumption safety of the vehicle; since the gauge pressure required at the main air pipe is about 900 kPa, while the exhaust device is connected to the outside atmosphere and the gauge pressure of the outside atmosphere is 0, and the exhaust device is opened while supplying air, therefore, in order to ensure smooth air supply without affecting exhaust, a throttle orifice 05 needs to be added here to control the amount of air consumption. The outer diameter of the outlet pipeline here is 18 mm, and the inner diameter of the throttle orifice 05 is generally set to 2 mm.

[0007] However, the above air source device 01 still has the following problems:

[0008] 1. The exhaust device of the prior art is independent of the air source device 01. The exhaust device needs to be separately designed and installed. During installation, the exhaust device needs to be connected to a pipeline interface on the outlet pipeline, and at the same time, the control circuit of the solenoid valve 03 needs to be added, which is relatively cumbersome.

[0009] 2. The existing exhaust device needs to be provided with a throttle orifice 05, and the diameter of the throttle orifice 05 is smaller than the exhaust volume of the air source device 01. The exhaust device must be started while the air source device 01 supplies air to the vehicle and cannot be started independently. Otherwise, due to the function of the throttle orifice 05, the pressure in the air compressor unit and the main air pipe will be too high, resulting in an increase in the system air pressure, which may exceed the allowable pressure of the system; at the same time, precisely because the existing exhaust device can only be started while the vehicle is supplying air, the air supply capacity of the air source device 01 to the vehicle decreases, and there is a risk that the air supply capacity of the air source device 01 may be insufficient when encountering a working condition with a large air consumption of the vehicle.

[0010] 3. The air source device 01 sends compressed air into the air cylinder of the vehicle through the main air pipe of the vehicle. However, if the vehicle has not started using air, and if the air source device 01 fails to start and the solenoid valve 03 in the exhaust device fails to close, the compressed air in the vehicle air cylinder may be directly discharged to the outside atmosphere through the main air pipe from the exhaust device, and the total air pressure in the vehicle air cylinder will drop from the highest pressure to the opening value of the relief valve 04, which may affect the vehicle's use of air.

[0011] Therefore, based on years of experience and practice in the relevant industry, the inventor proposes an air source device for rail transit vehicles to overcome the defects of the prior art. Summary of the Invention

[0012] The object of the present invention is to provide an air source device for rail transit vehicles, which can effectively prevent the problem of lubricating oil emulsification of the air source device, and at the same time can realize the integrated design and manufacture of the exhaust device and the air source device, and does not reduce the air supply capacity of the air source device for the vehicle.

[0013] The object of the present invention is achieved as follows. An air source device for rail transit vehicles includes an air compressor unit; a branch pipeline is provided on the air outlet pipeline of the air compressor unit, and an exhaust device that can be closed when the air source device supplies air to the vehicle and opened when exhausting alone is provided on the branch pipeline, and the end of the branch pipeline is communicated with the outside atmosphere.

[0014] In a preferred embodiment of the present invention, the exhaust device is composed of an electromagnetic valve, a relief valve and a silencer connected in sequence.

[0015] In a preferred embodiment of the present invention, the inner diameter of the branch pipeline is greater than or equal to the inner diameter of the air outlet pipeline.

[0016] In a preferred embodiment of the present invention, a check valve is provided on the air outlet pipeline and after the connection node between the branch pipeline and the air outlet pipeline.

[0017] In a preferred embodiment of the present invention, it further includes a controller; an intake air temperature sensor and an intake air humidity sensor are sequentially provided on the intake air pipeline of the air compressor unit and at its air inlet, and an outlet air temperature sensor and an outlet air pressure sensor are sequentially provided on the air outlet pipeline of the air compressor unit and at its air outlet; the intake air temperature sensor, the intake air humidity sensor, the outlet air temperature sensor, the outlet air pressure sensor and the air compressor unit are all electrically connected to the controller.

[0018] In a preferred embodiment of the present invention, an air compressor safety valve is provided on the air outlet pipeline and after the air compressor unit.

[0019] In a preferred embodiment of the present invention, a cooler is provided between the air compressor safety valve and the connection node of the branch pipeline and the air outlet pipeline.

[0020] In a preferred embodiment of the present invention, a dryer is provided between the cooler and the connection node.

[0021] In a preferred embodiment of the present invention, an air filter is provided on the intake air pipeline of the air compressor unit, a pre-filter is provided between the cooler and the dryer, and a post-filter is provided between the dryer and the connection node.

[0022] In a preferred embodiment of the present invention, a safety valve at the front end of the dryer is provided between the cooler and the pre-filter.

[0023] In a preferred embodiment of the present invention, an outlet air safety valve is provided on the air outlet pipeline and after the check valve.

[0024] As described above, the air source device in the present invention separates the air supply operation and the air exhaust operation of the air source device for the vehicle, and each operates independently. During the air supply operation, it does not exhaust air, ensuring the air supply capacity of the air source device. During the air exhaust operation, it does not supply air. At this time, the working time of the air source device can be extended by extending the air exhaust time. When the vehicle does not require air supply, the air source device is used to exhaust air to the outside alone, which can increase the lubricating oil temperature. When the air source device is started next time, the oil temperature is relatively high, which helps to quickly raise the compressed air temperature above the dew point temperature, making it not easy to precipitate moisture and reducing the risk of lubricating oil emulsification. It can also take away the precipitated moisture that may exist in the lubricating oil, further reducing the risk of lubricating oil emulsification. Moreover, when the vehicle does not require the air source device to supply air to it, the air source device can be started at any time to continuously operate and exhaust air to the outside, and the optional time range is larger. In addition, the present invention integrates the exhaust device and the air source device, and there is no need to separately design and install the exhaust device, making the operation more convenient. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The following drawings are only intended to illustrate and explain the present invention schematically and do not limit the scope of the present invention.

[0026] Among them:

[0027] Figure 1 : is a schematic structural diagram of the air source device and the exhaust device of the prior art.

[0028] Figure 2 : is a schematic structural diagram of the air source device provided by the present invention.

[0029] Explanation of the reference numerals in the drawings:

[0030] Prior art:

[0031] 01. Air source device; 02. Cut-off cock; 03. Solenoid valve; 04. Relief valve; 05. Throttle orifice; 06. Muffler.

[0032] The present invention:

[0033] 1. Air filter; 2. Intake air temperature sensor; 3. Intake air humidity sensor; 4. Air compressor unit; 41. Intake pipe; 42. Outlet pipe; 421. Branch pipe.

[0034] 5. Outlet air temperature sensor; 6. Outlet air pressure sensor; 7. Controller; 8. Air compressor unit safety valve; 9. Cooler; 10. Dryer front safety valve; 11. Pre-filter; 12. Dryer; 13. Post-filter; 14. Check valve; 15. Outlet air safety valve; 16. Solenoid valve; 17. Relief valve; 18. Muffler. DETAILED DESCRIPTION OF THE INVENTION

[0035] In order to have a clearer understanding of the technical features, objectives, and effects of the present invention, the specific implementation manners of the present invention will now be described with reference to the accompanying drawings.

[0036] As Figure 2 shown, this embodiment provides an air source device for rail transit vehicles, including an air compressor unit 4. A branch pipeline 421 is provided on the air outlet pipeline 42 of the air compressor unit 4, and an exhaust device that can be closed when the air source device supplies air to the vehicle and opened when exhausting separately is provided on the branch pipeline 421. The end of the branch pipeline 421 is communicated with the outside atmosphere. Among them, the air compressor unit 4 includes an air compressor and a motor. The air compressor can be a screw type, piston type, or sliding vane type, etc. The motor drives the air compressor to work and generate compressed air. The structure of the air compressor unit 4 is prior art and will not be elaborated here.

[0037] In this way, when the vehicle needs air supply, the exhaust device is closed, and the air compressor unit 4 compresses air and supplies air normally. Since the exhaust device does not exhaust air while supplying air, the air consumption will not be increased, and thus the air supply capacity of the air source device for the vehicle will not be reduced. After the air supply operation is completed, separate exhaust operations can be carried out as needed. At this time, the exhaust device is opened. Since the end of the air outlet pipeline 42 is connected to the main air pipeline of the vehicle and the pressure is very high, while the exhaust device is communicated with the outside atmosphere and the pressure is very low, during the exhaust operation, the compressed air in the air compressor unit 4 will choose the branch pipeline 421 with a lower pressure and be discharged to the atmosphere through the exhaust device. At this time, the working time of the air compressor unit 4 can be extended by extending the exhaust time, thereby effectively preventing the problem of lubricating oil emulsification of the air source device.

[0038] Therefore, the air source device in this embodiment separates the air supply work for the vehicle and the exhaust work of the air source device, and they operate independently. It does not exhaust air during the air supply operation, ensuring the air supply capacity of the air source device. It does not supply air during the exhaust operation, and at this time, the working time of the air source device can be extended by extending the exhaust time. When the vehicle does not need air supply, the air source device is used to exhaust air to the outside alone, which can increase the lubricating oil temperature. When the air source device is started next time, the oil temperature is relatively high, which helps to quickly raise the compressed air temperature above the dew point temperature, making it not easy to precipitate moisture and reducing the risk of lubricating oil emulsification; it can also take away the possibly precipitated moisture in the lubricating oil, further reducing the risk of lubricating oil emulsification. Moreover, when the vehicle does not need the air source device to supply air to it, the air source device can be started continuously to work and exhaust air to the outside at any time, and the optional time range is larger. In addition, this embodiment integrates the exhaust device with the air source device, and there is no need to separately design and install the exhaust device, making the operation more convenient.

[0039] In a specific implementation manner, the exhaust device is composed of a solenoid valve 16, a relief valve 17, and a silencer 18 connected in sequence.

[0040] Among them, the solenoid valve 16 is electrically connected to the controller 7 described below. When the solenoid valve 16 is opened, the air outlet pipeline 42 will be connected to the overflow valve 17. If the pressure in the air outlet pipeline 42 reaches the opening pressure of the overflow valve 17 at this time, the overflow valve 17 will open and exhaust air to the outside; when the solenoid valve 16 is closed, air will not be exhausted to the outside through the overflow valve 17. In this way, by setting a reasonable opening pressure of the overflow valve 17 and then controlling the opening and closing of the solenoid valve 16, it is possible to conveniently control whether the exhaust device exhausts air, and the operation is more convenient. In practical applications, generally, the inner diameter of the branch pipeline 421 is greater than or equal to the inner diameter of the air outlet pipeline 42 to ensure that the diameters of the solenoid valve 16, the overflow valve 17, and the silencer 18 can meet the maximum exhaust air volume of the air source device.

[0041] Compared with Figure 1 the prior art in

[0042] In the exhaust device of this embodiment, there is no throttle hole with a very small inner diameter. The diameter of the exhaust device is relatively large, and when exhausting air alone, it will not cause the problem that the system air pressure is too high and exceeds the allowable pressure of the system. In this way, when the pressure of the vehicle main air duct reaches the shutdown pressure of the air source device and the air source device is no longer required to supply air to it, or when the pressure of the vehicle main air duct does not reach the shutdown pressure of the air source device but no signal is given to start the air source device to supply air to the vehicle, the air source device can be started to exhaust air to the outside alone, and the problem of too high air pressure in the main air duct will not be caused. It should be noted that during the process of the air source device exhausting air to the outside, if a signal that the vehicle needs the air source device to supply air to it is received, the solenoid valve 16 should be immediately closed to give priority to ensuring air supply to the vehicle.

[0042] Regarding the opening pressure of the above-mentioned overflow valve 17, the main air duct pressure required for the normal start of the air source device should be considered when selecting. Generally, in order to ensure air supply safety, two air source devices are set on the vehicle. If the vehicle needs the air source device to supply air to it, the start-stop control pressures of these two air source devices are as follows: when the pressure in the main air duct is lower than P1, one air source device starts; when it is lower than P2, two air source devices start; when it reaches P0, the air source device shuts down. Then the opening pressure P 溢 of the overflow valve 17 should satisfy: P2 < P1 ≤ P0 - 100 kPa ≤ P 溢 ≤ P0.

[0043] For example, taking the main air duct pressure (gauge pressure) reaching 900 kPa as an example, then P0 is 900 kPa. Generally, P1 can be set to 750 kPa and P2 to 700 kPa. In this way, when the pressure in the main air duct is lower than 750 kPa, one air source device opens; when it is lower than 700 kPa, two air source devices open; when it reaches 900 kPa, the air source device shuts down. Correspondingly, 800 kPa ≤ P 溢 ≤ 900 kPa. For example, P 溢 can take 820 kPa, 850 kPa, etc.

[0044] In order to avoid affecting the air supply of the vehicle when the solenoid valve 16 fails and cannot be closed, a check valve 14 is provided on the air outlet pipe 42 and after the connection node between the branch pipe 421 and the air outlet pipe 42 to prevent the compressed air in the vehicle air cylinder from flowing back. Of course, the check valve 14 here can also be replaced by an overflow valve with a check function, as long as it is a valve with a check function. This embodiment is only for illustration.

[0045] Furthermore, the air source device further includes a controller 7. An intake air temperature sensor 2 and an intake air humidity sensor 3 are successively provided on the intake pipe 41 of the air compressor unit 4 and at its intake port. An outlet air temperature sensor 5 and an outlet air pressure sensor 6 are successively provided on the outlet pipe 42 of the air compressor unit 4 and at its outlet port. The intake air temperature sensor 2, the intake air humidity sensor 3, the outlet air temperature sensor 5, the outlet air pressure sensor 6, and the air compressor unit 4 are all electrically connected to the controller 7.

[0046] In this way, through the intake air temperature sensor 2, the intake air humidity sensor 3, the outlet air temperature sensor 5, and the outlet air pressure sensor 6, it is possible to detect the intake air temperature t1 and the intake air humidity h1 at the intake port of the air compressor head in real time, as well as the outlet air temperature t2 and the outlet air pressure P3 at the outlet port of the air compressor head. The controller 7 collects these four data t1, h1, t2, and P3, and based on the data t1, h1, and P3, the dew point temperature t3 of the compressed air at the outlet port can be calculated;

[0047] Then, t2 and t3 are compared. If t2 is less than t3 for a long time or frequently, at this time, the controller 7 can judge that the working rate of the air source device is low and there is a risk of lubricating oil emulsification, and send a warning signal to the vehicle. When the vehicle does not need the air source device to supply air for it, the air source device should be started as soon as possible and at the same time the exhaust device should be turned on to work continuously to exhaust air to the outside. In actual use, generally, the length of time t2 is less than t3, the total working time of the air source device, and other factors are comprehensively considered to determine when to perform separate exhaust work to prevent lubricating oil emulsification.

[0048] In the specific implementation process, in order to protect the air compressor unit 4, an air compressor unit safety valve 8 is provided on the air outlet pipe 42 and after the air compressor unit 4 to prevent damage to the air compressor caused by excessive air pressure due to pipeline blockage or other reasons.

[0049] Further, in order to cool the compressed air and lubricating oil, a cooler 9 is provided between the safety valve 8 of the air compressor unit and the connection node between the branch pipeline 421 and the air outlet pipeline 42. Herein, the cooler 9 is generally divided into two parts. One part cools the compressed air and is always open; the other part cools the lubricating oil and will be opened by a temperature control valve when the temperature of the lubricating oil reaches 83°C. The specific structure of the cooler 9 is prior art and will not be elaborated herein.

[0050] In order to absorb the moisture in the compressed air, a dryer 12 is provided between the cooler 9 and the above-mentioned connection node and is electrically connected to the above-mentioned controller 7. The dryer 12 can be a heatless regeneration adsorption dryer, a membrane dryer or a dual-tower dryer, and the present invention does not limit this.

[0051] Further, an air filter 1 is provided on the air inlet pipeline 41 of the air compressor unit 4, a pre-filter 11 is provided between the cooler 9 and the dryer 12, and a post-filter 13 is provided between the dryer 12 and the connection node.

[0052] Among them, the air filter 1 can filter the air entering the air compressor unit 4 from the outside, and generally regular manual sewage discharge is sufficient; the pre-filter 11 can filter the liquid water, oil, etc. in the compressed air and discharge them to the outside. Generally, a coalescing filter with an automatic sewage discharge solenoid valve is used and is electrically connected to the controller 7, and the sewage discharge is controlled by the controller 7. The number and filtration accuracy of the pre-filter 11 are selected according to the types of the air compressor unit 4 and the dryer 12, and the present invention does not limit this; the post-filter 13 can further filter the solid particles, suspended oil and some oil and gas molecules in the compressed air. Generally, a coalescing filter without an automatic sewage discharge solenoid valve is used, and manual sewage discharge is carried out regularly as needed. The specific structures of the dryer 12 and each filter are prior art and will not be elaborated herein.

[0053] In addition, when performing a separate exhaust operation, since the opening pressure of the overflow valve 17 is relatively high and the air pressure in the pipeline is also high, while the pressure difference between the front and rear of the dryer 12 and the pre-filter 11 and the post-filter 13 is relatively small, good drying and filtering effects can be ensured, and the impact of the air flow on the desiccant or water absorption film (membrane dryer) in the dryer 12 can be reduced, thereby prolonging its service life. At the same time, when the solenoid valve 16 fails and cannot be closed, the overflow valve 17 can also ensure that the air source device supplies air to the main air duct normally (the maximum supply air pressure is P 溢 ), ensuring the safe operation of the vehicle.

[0054] In order to prevent damage to the cooler 9, each filter and the dryer 12 caused by excessive air pressure when the filter or the dryer 12 is blocked, a safety valve 10 at the front end of the dryer is provided between the cooler 9 and the pre-filter 11 to play a protective role.

[0055] In order to protect the main air duct of the vehicle, an air outlet safety valve 15 is provided on the air outlet pipeline 42 and at the rear end of the check valve 14 to avoid damage to the main air duct of the vehicle caused by excessive air pressure.

[0056] For the convenience of processing and installation, the installation positions of the above-mentioned components are preferably as follows: on the intake pipeline 41 of the air compressor unit 4, the air filter 1, the intake temperature sensor 2 and the intake humidity sensor 3 are arranged in sequence from front to back along the air flow direction; on the air outlet pipeline 42 of the air compressor unit 4, the air outlet temperature sensor 5, the air outlet pressure sensor 6, the safety valve 8 of the air compressor unit, the cooler 9, the safety valve 10 at the front end of the dryer, the pre-filter 11, the dryer 12, the post-filter 13, the check valve 14 and the air outlet safety valve 15 are arranged in sequence from front to back along the air flow direction.

[0057] In this way, during processing, the intake temperature sensor 2, the intake humidity sensor 3, the air compressor unit 4, the air outlet temperature sensor 5, the air outlet pressure sensor 6, the controller 7, the safety valve 8 of the air compressor unit and the cooler 9 are integrated together, the pre-filter 11, the dryer 12 and the post-filter 13 are integrated together, and the solenoid valve 16, the relief valve 17 and the silencer 18 are integrated together, realizing a modular structure design, making the structure more compact and more convenient for installation.

[0058] The above is only a schematic specific embodiment of the present invention and is not intended to limit the scope of the present invention. Any equivalent changes and modifications made by those skilled in the art without departing from the concept and principles of the present invention shall fall within the scope of protection of the present invention.

Claims

1. An air source device for rail transit vehicles, characterized in that, It includes an air compressor unit and a controller; A branch pipeline is provided on the air outlet pipeline of the air compressor unit, and an exhaust device that can be closed when the air source device supplies air to the vehicle and opened when exhausting alone is provided on the branch pipeline. The end of the branch pipeline is communicated with the outside atmosphere; the exhaust device is composed of a solenoid valve, a relief valve and a silencer connected in sequence; a check valve is provided on the air outlet pipeline after the connection node of the branch pipeline and the air outlet pipeline; The opening pressure P of the overflow valve 溢 satisfies: P2 < P1 ≤ P0 - 100 kPa ≤ P 溢 ≤ P0, where P0 is the pressure in the main air duct, P1 and P2 are different pressure setting values. When the pressure in the main air duct is lower than P1, one air source device starts; when it is lower than P2, two air source devices start; when it reaches P0, the air source device shuts down; An intake air temperature sensor and an intake air humidity sensor are sequentially provided on the intake pipeline of the air compressor unit at its intake port, and an outlet air temperature sensor and an outlet air pressure sensor are sequentially provided on the air outlet pipeline of the air compressor unit at its outlet port; the intake air temperature sensor, the intake air humidity sensor, the outlet air temperature sensor, the outlet air pressure sensor and the air compressor unit are all electrically connected to the controller; The intake air temperature t1 and intake air humidity h1 at the intake port of the air compressor head and the outlet air temperature t2 and outlet air pressure P3 at the outlet port of the air compressor head can be detected in real time through the intake air temperature sensor, the intake air humidity sensor, the outlet air temperature sensor and the outlet air pressure sensor; the controller collects the data t1, h1, t2 and P3, and can calculate the dew point temperature t3 of the compressed air at the outlet according to the data t1, h1 and P3; compare t2 and t3, and the controller judges accordingly that the working rate of the air source device is low and there is a risk of lubricating oil emulsification, and sends a warning signal to the vehicle; when the vehicle does not need the air source device to supply air to it, the controller starts the air source device and simultaneously turns on the exhaust device to work continuously to exhaust to the outside.

2. The air source device for rail transit vehicles according to claim 1, characterized in that, The inner diameter of the branch pipeline is greater than or equal to the inner diameter of the air outlet pipeline.

3. The air source device for rail transit vehicles according to claim 1, characterized in that, An air compressor unit safety valve is provided on the air outlet pipeline after the air compressor unit.

4. The air source device for rail transit vehicles according to claim 3, characterized in that, A cooler is provided between the air compressor unit safety valve and the connection node of the branch pipeline and the air outlet pipeline.

5. The air source device for rail transit vehicles according to claim 4, characterized in that, A dryer is provided between the cooler and the connection node.

6. The air source device for rail transit vehicles according to claim 5, characterized in that, An air filter is provided on the intake pipeline of the air compressor unit, a pre-filter is provided between the cooler and the dryer, and a post-filter is provided between the dryer and the connection node.

7. The air source device for rail transit vehicles according to claim 6, characterized in that, A dryer front safety valve is provided between the cooler and the pre-filter.

8. The air source device for rail transit vehicles according to claim 1, characterized in that, An outlet safety valve is provided on the air outlet pipeline behind the check valve.

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