Control system for vehicle parking brake, vehicle and train

Abstract

The application provides a control system of vehicle parking brake, a vehicle and a train. The system comprises a piston valve and a parking brake cylinder, wherein a brake pipe of the vehicle is connected with a first air port of the piston valve, a second air port of the piston valve is communicated with the atmosphere, and the parking brake cylinder is connected with a third air port of the piston valve. When the brake pipe is exhausted, the second air port of the piston valve is communicated with the third air port of the piston valve, so that the gas in the parking brake cylinder is exhausted to the atmosphere through the third air port of the piston valve and the second air port of the piston valve in sequence. After the exhaust, the parking brake cylinder applies pressure to the wheels of the vehicle to generate a parking brake force on the vehicle. The parking brake control system in the application does not need to provide electric power to reduce the consumption cost of the vehicle, and does not need to be manually operated by a button or a hand wheel, thereby saving manpower and avoiding operation errors.

Description

Technical Field

[0001] This application relates to vehicle braking technology, and more particularly to a vehicle parking braking control system, vehicle, and train. Background Technology

[0002] After a vehicle is parked, a parking brake is usually applied to prevent it from rolling away, ensuring the vehicle is parked safely.

[0003] Currently, vehicle parking and braking can be achieved using a handwheel control method. This method involves a person operating the handwheel, which in turn drives the lever mechanism connected to the handwheel. Ultimately, the lever mechanism applies force to the wheels, thus braking the vehicle.

[0004] However, in actual operation, when using the handwheel control method, if the vehicle space is small, the operator may not be able to operate the handwheel easily, or may make a mistake in operating the handwheel, thus failing to achieve parking and braking of the vehicle, and still causing the vehicle to roll away. Summary of the Invention

[0005] The vehicle parking brake control system, vehicle, and train provided in this application are intended to solve the problem that handwheel operation is prone to misoperation when applying parking brake to a vehicle.

[0006] In a first aspect, embodiments of this application provide a vehicle parking brake control system, comprising:

[0007] A piston valve and a parking brake cylinder; wherein the vehicle's brake pipe is connected to the first port of the piston valve, and the second port of the piston valve is open to the atmosphere; the parking brake cylinder is connected to the third port of the piston valve;

[0008] The piston valve is used to connect the second port of the piston valve with the third port of the piston valve when the brake pipe is venting air, so that the gas in the parking brake cylinder is discharged to the atmosphere in sequence through the third port of the piston valve and the second port of the piston valve.

[0009] The parking brake cylinder is used to apply pressure to the wheels of the vehicle after atmospheric exhaust, so as to put the vehicle into parking braking.

[0010] In one possible design, the system further includes a two-way valve; the parking brake cylinder is connected to the first port of the two-way valve, and the second port of the two-way valve is connected to the fourth port of the piston valve;

[0011] The two-way valve is used to connect the first air port of the two-way valve with the second air port of the two-way valve when the brake pipe is venting air, so that the gas in the parking brake cylinder can be discharged to the atmosphere in sequence through the two-way valve and the piston valve.

[0012] In one possible design, the third port of the two-way valve is connected to the brake cylinder of the vehicle;

[0013] The two-way valve is further configured to, when the vehicle is braking, connect the third port of the two-way valve to the first port of the two-way valve if the pressure at the third port of the two-way valve is greater than the pressure at the second port of the two-way valve, so that the gas in the vehicle's brake cylinder flows to the parking brake cylinder.

[0014] In one possible design, the system further includes a time-delay cylinder; the time-delay cylinder is connected to the third air port of the piston valve;

[0015] The piston valve is also used to connect the second port of the piston valve with the third port of the piston valve when the brake pipe is venting air, so that the gas of the delay cylinder is discharged to the atmosphere in sequence through the third port of the piston valve and the second port of the piston valve.

[0016] In one possible design, the system further includes a plug connected to a second port of the piston valve, the plug being in communication with the atmosphere;

[0017] The constriction is used to control the rate at which the piston valve exhausts gas to the atmosphere.

[0018] In one possible design, the orifice size of the constriction is matched to the volume of the delay cylinder.

[0019] In one possible design, the system further includes a shut-off switch; the second port of the two-way valve is connected to the first end of the shut-off switch, and the second end of the shut-off switch is connected to the third port of the piston valve.

[0020] The cut-off switch is used to be in the open state when the brake pipe is venting air, so that the two-way valve is connected to the piston valve.

[0021] In one possible design, the cut-off switch is also configured to be closed when it is determined that the piston valve is in a faulty state, so that the parking brake cylinder can be vented through the cut-off switch.

[0022] In one possible design, the vehicle's auxiliary air cylinder is connected to the fourth air port of the piston valve;

[0023] The piston valve is also used to connect the fourth port of the piston valve with the second port of the piston valve when the brake pipe is being inflated, so that the auxiliary air cylinder inflates the parking brake cylinder and the delay air cylinder.

[0024] In one possible design, the auxiliary air cylinder is connected to the vehicle's main air pipe, and a pressure reducing valve is installed on the connecting pipe between the auxiliary air cylinder and the main air pipe; the main air pipe is used to inflate the auxiliary air cylinder.

[0025] Alternatively, the brake pipe may also be used to inflate the auxiliary air cylinder via the vehicle's first control valve.

[0026] In one possible design, the brake pipe is connected to the locomotive's air compressor, and a second control valve is provided on the connecting pipe between the brake pipe and the air compressor;

[0027] The air compressor is used to inflate the brake pipe.

[0028] Secondly, embodiments of this application provide a vehicle equipped with a vehicle parking braking control system provided by the first aspect or any design of the first aspect.

[0029] Thirdly, embodiments of this application provide a train, the train including a locomotive and the vehicles as provided in the second aspect.

[0030] The vehicle parking brake control system, vehicle, and train provided in this application include a vehicle brake pipe connected to a first port of a piston valve, and a second port of the piston valve open to the atmosphere; a parking brake cylinder connected to a third port of the piston valve; a piston valve, used to connect the second and third ports of the piston valve when the brake pipe is venting air, so that the gas in the parking brake cylinder is vented to the atmosphere sequentially through the third and second ports of the piston valve; and a parking brake cylinder, used to apply pressure to the vehicle wheels after the air is vented to the atmosphere, so as to enable the vehicle to perform parking brake operation, thereby avoiding the problem of the vehicle being unable to park properly due to misoperation of the handwheel control. Attached Figure Description

[0031] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0032] Figure 1 This application provides a vehicle parking braking control system as an embodiment.

[0033] Figure 2 Another vehicle parking braking control system provided in this application embodiment.

[0034] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments.

[0035] Explanation of reference numerals in the attached figures:

[0036] 1: Piston valve;

[0037] 11: The first air port of the piston valve;

[0038] 12: The second air port of the piston valve;

[0039] 13: The third air port of the piston valve;

[0040] 14: The fourth air port of the piston valve;

[0041] 2: Parking the brake cylinder;

[0042] 3: Brake pipe;

[0043] 4: Two-way valve;

[0044] 41: The first air port of the two-way valve;

[0045] 42: The second air port of the two-way valve;

[0046] 43: The third air port of the two-way valve;

[0047] 5: Brake cylinder;

[0048] 6: Delayed air cylinder;

[0049] 7: Reduction and congestion;

[0050] 8: Disconnect switch;

[0051] 81: The first terminal of the cut-off switch;

[0052] 82: The second terminal of the cut-off switch;

[0053] 9: Auxiliary air cylinder. Detailed Implementation

[0054] The embodiments of this application are applied to vehicle parking brake control systems, vehicles, and trains. It should be noted that when the solutions of these embodiments are applied to current or future vehicle parking brake control systems, the names of the various structures may change, but this does not affect the implementation of the solutions in these embodiments.

[0055] Vehicles are an important means of transportation for people, and braking is often required while the vehicle is in motion. When braking, a parking brake is applied to prevent the vehicle from rolling away, ensuring its safe parking.

[0056] In one example, operating handwheels are installed on both sides or at the ends of the vehicle body. The operator can manually control the operating handwheels to prevent the vehicle from rolling away. When the vehicle is parked, the operator can control the operating handwheels to activate the lever structure connected to the handwheels, applying force to the vehicle's wheels to prevent the vehicle from rolling away.

[0057] However, in the above methods, for vehicles operating in tunnels or other confined spaces without their own power supply, the operator is prone to accidentally misoperating the handwheel if the vehicle space is limited. Furthermore, space constraints make it difficult for the operator to operate the handwheel, potentially leading to unsafe parking. Additionally, if the operator forgets to release the force on the wheels by manually operating the handwheel while the vehicle is in motion, it can easily cause malfunctions in the vehicle's braking system, increasing maintenance costs.

[0058] In another example, a control button for applying the parking brake and an operation button for releasing the parking brake are installed in the vehicle's cab. The operator can use these operation buttons to control the energization and de-energization of the parking brake control valve in the parking brake control system, thereby controlling whether to apply or release the parking brake force to the vehicle wheels. The parking brake control valve is a solenoid valve.

[0059] However, the above-mentioned method cannot achieve the parking braking effect for some vehicles without power supply; moreover, for railway freight cars and engineering vehicles, the parking braking system involved in the above method requires a separate power supply or requires more power from the vehicle's power supply, resulting in excessively high costs. In addition, this parking braking system still requires manual operation of the parking brake button and cannot achieve automatic application of parking braking force.

[0060] This application provides a vehicle parking braking control system, a vehicle, and a train, aiming to solve the above-mentioned technical problems of the prior art.

[0061] Figure 1 This application provides a vehicle parking braking control system as an embodiment. For example... Figure 1 As shown, the vehicle parking brake control system includes:

[0062] Piston valve 1 and parking brake cylinder 2. The vehicle's brake pipe 3 is connected to the first air port 11 of the piston valve, and the second air port 12 of the piston valve is open to the atmosphere; the parking brake cylinder 2 is connected to the third air port 13 of the piston valve.

[0063] Piston valve 1 is used to connect the second air port 12 and the third air port 13 of piston valve when the brake pipe 3 is venting air, so that the gas in the parking brake cylinder 2 is discharged to the atmosphere in sequence through the third air port 13 and the second air port 12 of piston valve.

[0064] Parking brake cylinder 2 is used to apply pressure to the wheels of the vehicle after atmospheric exhaust, so as to enable the vehicle to park.

[0065] For example, when a vehicle is parked on a slope, or when there is a gas leak in the brake cylinder 5 of the vehicle, it is easy for the vehicle's own weight and various external forces to cause the vehicle to be unable to park safely on the slope. Therefore, it is necessary to apply a parking brake force to the vehicle to prevent it from rolling away.

[0066] To automatically control the vehicle's parking brake, the vehicle parking brake control system provided in this embodiment includes a piston valve 1 and a parking brake cylinder 2. The piston valve 1 has at least the following ports: a first port 11, a second port 12, and a third port 13. To complete the parking brake control process in this embodiment, the first port 11 of the piston valve is connected to the vehicle's brake pipe 3; the second port 12 is exposed, i.e., connected to the atmosphere; and the third port 13 is connected to the parking brake cylinder 2.

[0067] A second control valve is installed on the vehicle's brake pipe 3, which is used to control the venting and inflation of the brake pipe 3. When the vehicle is parked, the user controls the second control valve connected to the vehicle's brake pipe 3, causing the brake pipe 3 to vent air, thus reducing the air pressure in the brake pipe 3. Since the brake pipe 3 is connected to the first air port 11 of the piston valve, the brake pipe 3 is in communication with the piston valve at this time. When the air pressure in the brake pipe 3 decreases, the pressure at the first air port 11 of the piston valve connected to the brake pipe 3 will decrease, and the pressure at the first air port 11 of the piston valve may even drop to 0. This connects the air passage between the second air port 12 and the third air port 13 of the piston valve.

[0068] The parking brake cylinder 2 contains gas. When the gas passage between the second port 12 and the third port 13 of the piston valve is connected, the second port 12 of the piston valve is connected to the atmosphere, and thus the parking brake cylinder 2 is connected to the atmosphere through the piston valve 1. At this time, the pressure in the parking brake cylinder 2 is greater than the atmospheric pressure, causing the gas stored in the parking brake cylinder 2 to be discharged directly to the atmosphere through the third port 13 and the second port 12 of the piston valve in sequence. Since the parking brake cylinder 2 is connected to the vehicle's wheels through a connecting structure (such as a brake pad), after the parking brake cylinder 2 discharges gas, it applies force to the vehicle's wheels through the connecting structure, causing the wheels to apply parking brake, thereby completing the parking brake and ensuring that the vehicle does not roll away, thus ensuring the safe parking of the vehicle.

[0069] This embodiment provides a vehicle parking brake control system consisting of a piston valve 1 and a parking brake cylinder 2. The connectivity between the air ports in the piston valve 1 is related to the pressure in the brake pipe 3, and the connectivity of the air ports in the piston valve 1 affects the release and braking of the parking brake cylinder 2. Therefore, when the vehicle is parked, the pressure in the brake pipe 3 affects the connectivity of the air ports in the piston valve 1, causing the gas in the parking brake cylinder 2 to be discharged to the atmosphere through the piston valve 1, thus affecting the braking application of the parking brake cylinder 2. After the gas in the parking brake cylinder 2 is discharged to the atmosphere through the piston valve 1, the parking brake cylinder 2 applies force to the vehicle's wheels through the connecting structure, thereby completing the parking brake of the vehicle and ensuring that the vehicle does not roll away, thus ensuring the safe parking of the vehicle. Through the above-described vehicle parking brake system, parking brake force can be automatically applied to the vehicle wheels when the vehicle is parked, without the need for manual operation, saving manpower; and it does not require more electricity or a separate power supply to power the vehicle parking brake system, saving vehicle electricity costs.

[0070] Figure 2 Another vehicle parking braking control system provided in this application embodiment. For example... Figure 2 As shown, based on the above embodiment, the vehicle parking brake control system further includes: a two-way valve 4; the parking brake cylinder 2 is connected to the first air port 41 of the two-way valve, and the second air port 42 of the two-way valve is connected to the third air port of the piston valve 13; the two-way valve 4 is used to connect the first air port 41 of the two-way valve and the second air port 42 of the two-way valve when the brake pipe 3 is venting air, so that the gas in the parking brake cylinder 2 can be discharged to the atmosphere in sequence through the two-way valve 4 and the piston valve 1.

[0071] In one example, the third port 43 of the two-way valve is connected to the brake cylinder 5 of the vehicle; the two-way valve 4 is also used to connect the third port 43 of the two-way valve to the first port 41 of the two-way valve when the vehicle is braking, if the pressure of the third port 43 of the two-way valve is greater than the pressure of the second port 42 of the two-way valve, so that the gas in the brake cylinder 5 of the vehicle is discharged to the parking brake cylinder 2.

[0072] In one example, the vehicle parking brake control system also includes a delay air cylinder 6; the delay air cylinder 6 is connected to the third port 13 of the piston valve; the piston valve 1 is also used to connect the second port 12 of the piston valve to the third port 13 of the piston valve when the brake pipe 3 is venting air, so that the gas in the delay air cylinder 6 is discharged to the atmosphere in sequence through the third port 13 of the piston valve and the second port 12 of the piston valve.

[0073] In one example, the vehicle parking brake control system also includes a slug 7, which is connected to the second port 4 of the piston valve and is in communication with the atmosphere; the slug 7 is used to control the speed at which the piston valve 1 exhausts gas to the atmosphere.

[0074] In one example, the orifice size of the plug 7 is matched with the volume of the delay cylinder 6.

[0075] In one example, the vehicle parking brake control system also includes a cut-off switch 8; the second port 12 of the two-way valve is connected to the first end 81 of the cut-off switch, and the second end 82 of the cut-off switch is connected to the third port 13 of the piston valve; the cut-off switch 8 is used to be in the open state when the brake pipe 3 is venting, so that the two-way valve 4 is connected to the piston valve 1.

[0076] In one example, the cut-off switch 8 is also used to close when it is determined that the piston valve 1 is in a faulty state, so that the parking brake cylinder 2 can be vented through the cut-off switch 8.

[0077] In one example, the vehicle's auxiliary air cylinder 9 is connected to the fourth port 14 of the piston valve; the piston valve 1 is also used to connect the fourth port 14 of the piston valve to the second port 12 of the piston valve when the brake pipe 3 is being inflated, so that the auxiliary air cylinder 9 inflates the parking brake cylinder 2 and the delay air cylinder 6.

[0078] In one example, the auxiliary air cylinder 9 is connected to the vehicle's main air pipe, and a pressure reducing valve is installed on the connecting pipe between the auxiliary air cylinder 9 and the main air pipe; the main air pipe is used to inflate the auxiliary air cylinder 9.

[0079] In one example, brake pipe 3 is connected to the locomotive's air compressor, and a second control valve is installed on the connecting pipe between brake pipe 3 and the air compressor; the air compressor is used to inflate brake pipe 3, wherein the locomotive is connected to the vehicles, and the locomotive can provide power to the vehicles; for example, the locomotive is the head of the train, and the vehicles are multiple carriages.

[0080] For example, the vehicle parking brake control system provided in this embodiment includes a piston valve 1, a parking brake cylinder 2, and a two-way valve 4. The piston valve 1 has at least the following ports: a first port 11, a second port 12, and a third port 13. The two-way valve 4 has at least the following ports: a first port 41 and a second port 42.

[0081] In order to complete the parking brake control process of this embodiment, the first air port 11 of the piston valve needs to be connected to the brake pipe 3 of the vehicle; the second air port 12 of the piston valve needs to be exposed, that is, the second air port 12 of the piston valve needs to be connected to the atmosphere; and the third air port 13 of the piston valve needs to be connected to the second air port 42 of the two-way valve; and the parking brake cylinder 2 needs to be connected to the first air port 41 of the two-way valve.

[0082] Based on the above structure and the connection between the structures, when the vehicle is parked, the user controls the second control valve connected to the vehicle's brake pipe 3, causing the brake pipe 3 to vent air, at which time the air pressure in the brake pipe 3 decreases; since the brake pipe 3 is connected to the first air port 11 of the piston valve, the brake pipe 3 is connected to the piston valve 1 at this time. When the air pressure in the brake pipe 3 decreases, the pressure at the first air port 11 of the piston valve connected to the brake pipe 3 will decrease, and the pressure at the first air port 11 of the piston valve may even decrease to 0; thereby connecting the air passage between the second air port 12 and the third air port 13 of the piston valve.

[0083] The parking brake cylinder 2 contains gas. When the gas passage between the second port 12 and the third port 13 of the piston valve is connected, the first port 41 and the second port 42 of the two-way valve are also connected. Therefore, the parking brake cylinder 2 is connected to the piston valve 1 via the two-way valve 4. Furthermore, since the second port 12 of the piston valve is connected to the atmosphere, the parking brake cylinder 2 can also be connected to the atmosphere via the two-way valve 4 and the piston valve 1. At this time, the pressure in the parking brake cylinder 2 is greater than the atmospheric pressure, causing the gas stored in the parking brake cylinder 2 to be discharged directly to the atmosphere sequentially through the two-way valve 4 and the piston valve 1. Moreover, during the above control process, the parking brake cylinder 2 is connected to the piston valve 1 via the two-way valve 4. During the process of the gas in the parking brake cylinder 2 being discharged directly to the atmosphere sequentially through the two-way valve 4 and the piston valve 1, the two-way valve 4 can buffer the gas discharge pressure of the parking brake cylinder 2.

[0084] Since the parking brake cylinder 2 is connected to the vehicle's wheels through a connecting structure (connecting structure, such as brake pads), after the parking brake cylinder 2 exhausts, it applies force to the vehicle's wheels through the connecting structure, causing the vehicle's wheels to perform parking brake, thereby completing the parking brake and ensuring that the vehicle will not roll away, thus ensuring the safe parking of the vehicle.

[0085] Based on the above structure, the two-way valve 4 can also have a third air port 43 of the two-way valve; the vehicle has a brake cylinder 5, and the third air port 43 of the two-way valve can be connected to the brake cylinder 5. In order to ensure that the gas in the parking brake cylinder 2 can be discharged to the atmosphere, thereby ensuring the completion of the vehicle's parking brake, when the air passage between the second air port 12 and the third air port 13 of the piston valve is connected, the pressure in the brake cylinder 2 is less than the pressure at the second air port 42 of the two-way valve, that is, the pressure at the third air port 43 of the two-way valve is less than the pressure at the second air port 42 of the two-way valve. At this time, the first air port 41 of the two-way valve is connected to the second air port 42 of the two-way valve, so that the gas in the parking brake cylinder 2 will be discharged directly to the atmosphere from the two-way valve 4 and the piston valve 1 in sequence.

[0086] Furthermore, when the vehicle brakes (at this time, the parking brake cylinder 2 has not yet vented to the atmosphere), the pressure in brake cylinder 5 is greater than the pressure at the second port 42 of the two-way valve. Consequently, the pressure at the third port 43 of the two-way valve is greater than the pressure at the second port 42, and thus, the third port 43 of the two-way valve 4 connects with the first port 41 of the two-way valve. At this time, brake cylinder 5 and parking brake cylinder 2 are connected, and the gas in brake cylinder 5 enters parking brake cylinder 2 through the third port 43 and the first port 41 of the two-way valve, causing parking brake cylinder 2 to be in a released state. Because the gas in brake cylinder 5 enters parking brake cylinder 2, parking brake cylinder 2 contains gas, thus parking brake cylinder 2 cannot control the vehicle's wheels to stop (i.e., cannot apply force to the wheels), avoiding the simultaneous operation of parking brake cylinder 2 and brake cylinder 5 at maximum pressure.

[0087] Over time, the gas in brake cylinder 5 will leak (i.e., leak into the atmosphere), which will cause the pressure in brake cylinder 5 to be less than the pressure at the second port 42 of the two-way valve. Consequently, the pressure at the third port 43 of the two-way valve will be less than the pressure at the second port 42 of the two-way valve. Thus, the first port 41 of the two-way valve will connect with the second port 42 of the two-way valve, completing the venting process of the parking brake cylinder 2, and thus completing the parking brake control process.

[0088] In one example, based on the above structure, the vehicle parking brake control system also includes a time-delay air cylinder 6, a depressor 7, and a cut-off switch 8. The cut-off switch 8 has at least the following ports: a first terminal 81 and a second terminal 82.

[0089] To complete the parking brake control process in this embodiment, the first air port 11 of the piston valve needs to be connected to the vehicle's brake pipe 3; the second air port 12 of the piston valve needs to be connected to the plug 7, and the plug 7 needs to be exposed, that is, the second air port 12 of the piston valve can be connected to the atmosphere through the plug 7; the third air port 13 of the piston valve needs to be connected to the first end 81 of the cut-off switch; the third air port 13 of the piston valve needs to be connected to the delay cylinder 6, that is, at this time, the air passages between the third air port 13 of the piston valve, the first end 81 of the cut-off switch, and the delay cylinder 6 are interconnected; and the first air port 41 of the two-way valve needs to be connected to the parking brake cylinder 2; the second air port 42 of the piston valve needs to be connected to the second end 82 of the cut-off switch; and the third air port 43 of the two-way valve needs to be connected to the brake cylinder 5.

[0090] Based on the above structure and the connection between the structures, when the vehicle is parked, the user controls the second control valve connected to the vehicle's brake pipe 3, causing the brake pipe 3 to vent air, at which time the air pressure in the brake pipe 3 decreases; since the brake pipe 3 is connected to the first air port 11 of the piston valve, the brake pipe 3 is connected to the piston valve 1 at this time. When the air pressure in the brake pipe 3 decreases, the pressure at the first air port 11 of the piston valve connected to the brake pipe 3 will decrease, and the pressure at the first air port 11 of the piston valve may even decrease to 0; thereby connecting the air passage between the second air port 12 and the third air port 13 of the piston valve.

[0091] Both the parking brake cylinder 2 and the delay cylinder 6 contain gas. When the air passages between the second port 12 and the third port 13 of the piston valve and the plug 7 are connected, and the cut-off switch 8 is in the open state, as the gas in the brake cylinder 5 slowly leaks into the atmosphere, the pressure in the brake cylinder 5 becomes less than the pressure at the second port 42 of the two-way valve, and consequently, the pressure at the third port 43 of the two-way valve becomes less than the pressure at the second port 42 of the two-way valve. The first port 41 of the two-way valve is connected to the second port 42 of the two-way valve. At this time, the first port 41 of the two-way valve, the second port 42 of the two-way valve, the second end 82 of the cut-off switch, the first end 81 of the cut-off switch, and the delay cylinder 6 are connected. Therefore, the gas in the parking brake cylinder 2 can be directly discharged into the atmosphere through the two-way valve 4, the cut-off switch 8, the piston valve 1, and the plug 7, and the gas in the delay cylinder 6 can also be directly discharged into the atmosphere through the second port 12 of the piston valve, the third port 13 of the piston valve, and the plug 7.

[0092] In the aforementioned control process, the delay cylinder 6 can control the exhaust speed of the parking brake cylinder 2; furthermore, the size of the exhaust port of the constriction plug 7 can be matched with the volume of the delay cylinder 6, thereby enabling better control of the exhaust time and speed of the parking brake cylinder 2. In one example, the parking brake cylinder 2 can begin to exhaust at least 5 minutes after the pressure in the brake pipe 3 has decreased, thereby applying parking braking force to the wheel through the connection structure between the cylinder and the wheel, preventing the parking brake cylinder 2 from applying parking braking force before the vehicle has come to a complete stop. For example, the time for the parking brake cylinder 2 to apply parking braking force should be less than 15 minutes to prevent the vehicle from rolling after parking. For example, the exhaust time at the constriction plug 7 is controlled within 5-15 minutes after the vehicle brakes. This embodiment does not limit the range of values ​​for the above time.

[0093] Furthermore, when the vehicle is braking and the brake cylinder 2 is venting, if the user notices an abnormal air pressure reading on the pressure gauge at piston valve 1, or if no obvious venting sound is heard from piston valve 1, a malfunction of piston valve 1 should be considered. To ensure safe braking, the user can manually close the shut-off switches 8 installed on both sides of the vehicle body, disconnecting the second port 82 of the shut-off switch from the first port 81. This allows the gas in the brake cylinder 2 to be released into the atmosphere sequentially through the first port 41 of the two-way valve, the second port 42 of the two-way valve, and the second port 82 of the shut-off switch, thus completing the parking brake control process. Alternatively, the vehicle controller can detect the air pressure on the pressure gauge at piston valve 1. When the controller determines the air pressure, it can close the shut-off switch 8, disconnecting the second port 82 of the shut-off switch from the first port 81. This allows the gas in the brake cylinder 2 to be released into the atmosphere sequentially through the first port 41 of the two-way valve, the second port 42 of the two-way valve, and the second port 82 of the shut-off switch, thus completing the parking brake control process.

[0094] In one example, based on the above structure, the vehicle also has an auxiliary air cylinder 9; the piston valve 1 also has a fourth air port 14 of the piston valve, which can connect the auxiliary air cylinder 9 to the fourth air port 14 of the piston valve.

[0095] Before venting the parking brake cylinder 2, it is necessary to inflate both the parking brake cylinder 2 and the delay air cylinder 6. To complete the parking brake control process provided in this embodiment, the locomotive's air compressor needs to be connected to the brake pipe 3 via the second control valve. Based on the above connection, during vehicle operation, the user can control the second control valve connected to the vehicle's brake pipe 3 to connect the air path between the air compressor, the second control valve, and the brake pipe 3, thereby allowing the gas in the air compressor to inflate the brake pipe 3 through the second control valve, causing the air pressure in the brake pipe 3 to continuously increase. Since the brake pipe 3 is connected to the first air port 11 of the piston valve, the brake pipe 3 and the first air port 11 of the piston valve are connected. When the air pressure in the brake pipe 3 increases, the pressure at the first air port 11 of the piston valve connected to the brake pipe 3 also increases. When the pressure in the brake pipe 3 rises to the preset working pressure, the pressure at the first air port 11 of the piston valve also increases, thereby pushing the piston at the first air port 11 of the piston valve, thus connecting the air path between the fourth air port 14 and the third air port 13 of the piston valve.

[0096] The auxiliary air cylinder 9 is pre-stored with gas. When the air passage between the fourth port 14 and the third port 13 of the piston valve is connected, the gas in the auxiliary air cylinder 9 will charge the delay air cylinder 6 through the piston valve 1. In addition, since the brake cylinder 5 is manually vented until the pressure becomes 0 when the vehicle is running, the pressure at the third port 43 of the two-way valve connected to the brake cylinder 5 is also 0. The pressure at the third port 43 of the two-way valve is less than the pressure at the second port 42 of the two-way valve, which in turn connects the first port 41 of the two-way valve, the second port 42 of the two-way valve, the cut-off switch 8, the third port 13 of the piston valve, and the fourth port 14 of the piston valve. The auxiliary air cylinder 9 can then charge the parking brake cylinder 2 sequentially through the piston valve 1, the cut-off switch 8, and the two-way valve 4, thereby completing the charging process of the parking brake cylinder 2 and the delay air cylinder 6.

[0097] When the vehicle stops, the user controls the second control valve connected to the vehicle's brake pipe 3, causing the brake pipe 3 to release air, thus reducing the air pressure in the brake pipe 3. Since the brake pipe 3 is connected to the first air port 11 of the piston valve, the brake pipe 3 is connected to the piston valve 1 at this time. When the air pressure in the brake pipe 3 decreases, the pressure at the first air port 11 of the piston valve connected to the brake pipe 3 will decrease, and the pressure at the first air port 11 of the piston valve may even decrease to 0. The passage between the fourth air port 14 and the third air port 13 of the piston valve is closed, and the air charging process of the auxiliary air cylinder 9 stops.

[0098] In one possible configuration, the gas in the auxiliary air cylinder 9 can originate from the brake pipe 3. Based on the aforementioned structure, a first control valve connects the brake pipe 3 and the auxiliary air cylinder 9. During vehicle operation, the first control valve can be manually operated to connect the brake pipe 3, the first control valve, and the auxiliary air cylinder 9, thereby allowing the brake pipe 3 to inflate the auxiliary air cylinder 9. When the air passage between the fourth port 14 and the third port 13 of the piston valve is connected, the auxiliary air cylinder 9 can inflate the delay air cylinder 6 and the parking brake cylinder 2. The first control valve controls the duration for which the brake pipe 3 inflates the auxiliary air cylinder 9.

[0099] In another possible configuration, the gas in the auxiliary air cylinder 9 can also originate from the main air duct. Based on the aforementioned structure, the vehicle has a main air duct that can be connected to one end of a pressure reducing valve, and the other end of the pressure reducing valve connected to the auxiliary air cylinder 9. During vehicle operation, the pressure reducing valve can be manually controlled to connect the main air duct, the pressure reducing valve, and the auxiliary air cylinder 9, thereby allowing the main air duct to inflate the auxiliary air cylinder 9. When the air passage between the fourth port 14 and the third port 13 of the piston valve is connected, the auxiliary air cylinder 9 can inflate the delay cylinder 6 and the parking brake cylinder 2. The pressure reducing valve can control the pressure in the main air duct, thereby controlling the pressure in the auxiliary air cylinder 9 connected to the main air duct.

[0100] In this embodiment, a vehicle parking braking control system is provided, according to as follows: Figure 2 The connection shown controls the air port of the piston valve 1 connected to the brake pipe 3 by adjusting the pressure in the brake pipe 3, thereby controlling the inflation and deflation process of the parking brake cylinder 2. Furthermore, the pressure difference 7 controls the deflation time of the parking brake cylinder 2. Additionally, the cut-off switch 8 prevents the parking brake cylinder 2 from failing to deflate and thus ensuring safe parking if the piston valve 1 malfunctions. The two-way valve 4 prevents malfunctions in the vehicle's devices or systems when the brake cylinder 5 and parking brake cylinder 2 are operating simultaneously. This parking brake system automatically applies parking braking force to the wheels when the vehicle is parked, ensuring safe parking. This parking brake system eliminates the need for manual operation buttons or handwheels, saving manpower and avoiding human error. Furthermore, it requires no external power supply, saving on vehicle electricity costs, manufacturing costs, and operation and maintenance costs.

[0101] This application also provides a vehicle, which is equipped with a vehicle parking braking control system provided in any of the above embodiments.

[0102] This application also provides a train, which includes a locomotive and the vehicles provided in the above embodiments.

[0103] When used in this application, although terms such as "first," "second," etc., may be used to describe elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, without changing the meaning of the description, a first element can be called a second element, and similarly, a second element can be called a first element, provided that all occurrences of "first element" are consistently renamed and all occurrences of "second element" are consistently renamed. Both the first element and the second element are elements, but they may not be the same element.

[0104] The terms used in this application are for describing embodiments only and are not intended to limit the claims. As used in the description of embodiments and claims, unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “the” are intended to equally include the plural forms. Similarly, the term “and / or” as used herein means including one or more of the associated listed items and all possible combinations thereof. Additionally, when used in this application, the terms “comprise” and its variations “comprises” and / or “comprising” refer to the presence of stated features, integrals, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof.

[0105] The above technical description is illustrated with reference to the accompanying drawings, which form part of this application, and which show implementations according to the described embodiments. While these embodiments are described in sufficient detail to enable those skilled in the art to implement them, they are not limiting; thus, other embodiments can be used, and variations can be made without departing from the scope of the described embodiments. For example, the order of operations described in the flowcharts is not limiting, and the order of two or more operations illustrated and described in the flowcharts may be changed according to several embodiments. As another example, in several embodiments, one or more operations illustrated and described in the flowcharts are optional or can be deleted. Additionally, certain steps or functions may be added to the disclosed embodiments, or the order of two or more steps may be interchanged. All such variations are considered to be included in the disclosed embodiments and the claims.

[0106] Furthermore, terminology is used in the above technical description to provide a thorough understanding of the described embodiments. However, excessive detail is not required to implement the described embodiments. Therefore, the above description of the embodiments is presented for illustrative and descriptive purposes. The embodiments presented in the above description, as well as the examples disclosed according to these embodiments, are provided separately to add context and aid in understanding the described embodiments. The above specification is not intended to be exhaustive or to limit the described embodiments to the precise form of this application. Based on the above teachings, several modifications, selections, and variations are possible. In some cases, well-known processing steps have not been described in detail to avoid unnecessarily affecting the described embodiments.

[0107] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the appended claims.

[0108] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A vehicle parking brake control system, characterized in that, The system includes: Piston valve, parking brake cylinder, delay air cylinder, and stopcock; among which, The vehicle's brake pipe is connected to the first port of the piston valve, and the second port of the piston valve is connected to the plug, which is in communication with the atmosphere. The parking brake cylinder is connected to the third air port of the piston valve; The delayed air cylinder is connected to the third air port of the piston valve; The piston valve is used to connect the second port of the piston valve with the third port of the piston valve when the brake pipe is venting air, so that the gas in the parking brake cylinder and the gas in the delay air cylinder are discharged to the atmosphere in sequence through the third port of the piston valve and the second port of the piston valve. The plug is used to control the speed at which the piston valve exhausts gas to the atmosphere; the orifice size of the plug is matched with the volume of the delay cylinder. The parking brake cylinder is used to apply pressure to the wheels of the vehicle after atmospheric exhaust, so as to put the vehicle into parking braking.

2. The system according to claim 1, characterized in that, The system also includes a two-way valve; the parking brake cylinder is connected to the first port of the two-way valve, and the second port of the two-way valve is connected to the third port of the piston valve; The two-way valve is used to connect the first air port of the two-way valve with the second air port of the two-way valve when the brake pipe is venting air, so that the gas in the parking brake cylinder can be discharged to the atmosphere in sequence through the two-way valve and the piston valve.

3. The system according to claim 2, characterized in that, The third port of the two-way valve is connected to the brake cylinder of the vehicle. The two-way valve is further configured to, when the vehicle is braking, connect the third port of the two-way valve to the first port of the two-way valve if the pressure at the third port of the two-way valve is greater than the pressure at the second port of the two-way valve, so that the gas in the vehicle's brake cylinder flows to the parking brake cylinder.

4. The system according to claim 2, characterized in that, The system also includes a shut-off switch; the second port of the two-way valve is connected to the first end of the shut-off switch, and the second end of the shut-off switch is connected to the third port of the piston valve. The cut-off switch is used to be in the open state when the brake pipe is venting air, so that the two-way valve is connected to the piston valve.

5. The system according to claim 4, characterized in that, The cut-off switch is also used to be in a closed state when it is determined that the piston valve is in a faulty state, so that the parking brake cylinder can be vented through the cut-off switch.

6. The system according to claim 1, characterized in that, The vehicle's auxiliary air cylinder is connected to the fourth air port of the piston valve. The piston valve is also used to connect the fourth port of the piston valve with the second port of the piston valve when the brake pipe is being inflated, so that the auxiliary air cylinder inflates the parking brake cylinder and the delay air cylinder.

7. The system according to claim 6, characterized in that, The auxiliary air cylinder is connected to the main air pipe of the vehicle, and a pressure reducing valve is installed on the connecting pipe between the auxiliary air cylinder and the main air pipe; the main air pipe is used to inflate the auxiliary air cylinder. Alternatively, the brake pipe may also be used to inflate the auxiliary air cylinder via the vehicle's first control valve.

8. The system according to any one of claims 1-7, characterized in that, The brake pipe is connected to the locomotive's air compressor, and a second control valve is installed on the connecting pipe between the brake pipe and the air compressor; The air compressor is used to inflate the brake pipe.

9. A vehicle, characterized in that, The vehicle is equipped with a vehicle parking braking control system as described in any one of claims 1-8.

10. A train, characterized in that, The train includes a locomotive and the vehicles as described in claim 9.

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