A transport monitoring air brake control system for through-brake of engineering vehicles

Abstract

The present invention provides an air brake control system for direct braking of engineering vehicles. The air brake control system for direct braking of engineering vehicles includes: a main air duct and a brake cylinder pipe; a common braking mechanism, and the common braking mechanism includes a first cut-off valve, a first pressure reducing valve and a common brake solenoid valve. The air brake control system for direct braking of engineering vehicles provided by the present invention realizes the direct braking control function of the monitoring device, eliminates the limitation that the existing rail vehicle monitoring device can only rely on automatic braking for monitoring, and is suitable for rail engineering vehicles whose air brake systems adopt automatic braking or direct braking control. The first cut-off valve and the second cut-off valve have exhaust functions, which can prevent the problem of failure to brake normally when the common brake solenoid valve or the emergency brake solenoid valve fails.

Description

Technical Field

[0001] The invention relates to the technical field of operation monitoring brake control for rail engineering vehicles, and in particular to an operation monitoring air brake control system for a through brake system of a rail engineering vehicle. Background Art

[0002] The operation monitoring device is an important part of China Railway's train control system. It is an important driving equipment to prevent rail vehicles from "two accidents and one overrun" and to assist drivers in improving their operating ability. The air brake system of rail engineering vehicles is generally equipped with a JZ-7 brake machine. The operation monitoring device is GYK, which is mainly composed of a common brake solenoid valve, an emergency brake solenoid valve, a pressure maintaining valve, a pressure sensor, etc. It is used to exhaust the train pipe when the rail engineering vehicle exceeds the specified speed, so that the JZ-7 brake machine produces a braking effect, thereby controlling the speed of the rail vehicle.

[0003] When normal braking is implemented, the normal braking solenoid valve is energized, the train pipe is exhausted, and the vehicle is braked; when emergency braking is implemented, the emergency braking valve is de-energized, the train pipe is exhausted, and the vehicle is braked; when the normal braking solenoid valve is energized and the emergency braking valve is de-energized, the pressure maintaining valve is energized to maintain the total air pressure of the vehicle, and the pressure sensor is installed on the train pipe for closed-loop control of the train pipe pressure.

[0004] The existing GYK operation monitoring device must rely on the automatic braking function of the JZ-7 brake to achieve operation monitoring control. For a certain type of wire-laying vehicle whose air brake system is configured as a JZ-7 brake small gate + relay valve, the air brake system only has a straight-through braking function but no automatic braking function. Therefore, the existing GYK operation monitoring device cannot meet the needs of the wire-laying vehicle operation monitoring system.

[0005] Therefore, it is necessary to provide a rail engineering vehicle through-brake system for monitoring air brake control system to solve the above technical problems. Summary of the invention

[0006] The invention provides a transport monitoring air brake control system for a through brake system of a rail engineering vehicle, which solves the problem of transport monitoring air brake control of a through brake control system vehicle configured as a JZ-7 brake machine small gate + a relay valve.

[0007] In order to solve the above technical problems, the present invention provides a railway engineering vehicle through-brake system for monitoring air brake control system, comprising:

[0008] Main air duct and brake cylinder pipe;

[0009] A common brake mechanism, the common brake mechanism comprising a first cut-off valve, a first pressure reducing valve and a common brake solenoid valve, the input end of the first cut-off valve is connected to the output end of the main air duct, the output end of the first cut-off valve is equipped with a first pressure reducing valve, and the output end of the first pressure reducing valve is equipped with a common brake solenoid valve;

[0010] a first shuttle valve, the first shuttle valve being installed at an output end of the common brake solenoid valve;

[0011] a second shuttle valve, the second shuttle valve being installed at an output end of the first shuttle valve;

[0012] a first connecting pipe, one end of which is fixedly mounted on the second shuttle valve;

[0013] A second connecting pipe, one end of which is fixedly mounted on the second shuttle valve.

[0014] Preferably, it also includes a pressure sensor, which is installed on the brake cylinder pipe.

[0015] Preferably, the emergency braking mechanism also includes a second shut-off valve, a second pressure reducing valve and an emergency braking solenoid valve, wherein the input end of the second shut-off valve is connected to the output end of the main air duct, the output end of the second shut-off valve is equipped with a second pressure reducing valve, the output end of the second pressure reducing valve is equipped with an emergency braking solenoid valve, and the output end of the emergency braking solenoid valve is connected to the input end of the first shuttle valve.

[0016] Preferably, the first cut-off plug gate adopts a flange-type ball-core plug gate with an exhaust function, and the structure of the second cut-off plug gate is the same as that of the first cut-off plug gate.

[0017] Preferably, the first cut-off valve and the second cut-off valve are installed in parallel at the output end of the main air duct.

[0018] Preferably, the first pressure reducing valve and the second pressure reducing valve are both installed in a tubular manner and have their own pressure gauges, the pressure setting value of the first pressure reducing valve is 300 kPa, and the pressure setting value of the second pressure reducing valve is 350 kPa.

[0019] Preferably, the commonly used brake solenoid valve is a two-position three-way solenoid valve, in which ①-② are connected when powered, and in which ②-③ are connected when powered off, and it is normally in a powered off state during normal driving.

[0020] Preferably, the emergency brake solenoid valve is a two-position three-way solenoid valve, in which ②-③ are connected when powered, and in which ①-② are connected when powered off, and it is always powered during normal driving.

[0021] Preferably, the first shuttle valve is connected to the normal brake solenoid valve, the emergency brake solenoid valve and the second shuttle valve, and is used to select normal brake or emergency brake and output a larger value.

[0022] Preferably, the second shuttle valve is connected to the first shuttle valve, the first connecting pipe and the second connecting pipe, and is used to select air braking or operation monitoring braking and output a larger value.

[0023] Compared with the related art, the air brake control system for the through-brake system of rail engineering vehicles provided by the present invention has the following beneficial effects:

[0024] The invention provides an operation monitoring air brake control system for a through brake system of a rail engineering vehicle, which solves the operation monitoring air brake control problem of a through brake control system configured as a JZ-7 brake machine small gate + a relay valve, realizes the through brake control function of an operation monitoring device, eliminates the limitation that the existing rail vehicle operation monitoring device can only rely on automatic braking for operation monitoring control, and is suitable for rail engineering vehicles whose air brake systems adopt automatic braking or through brake control. The first cut-off valve and the second cut-off valve have an exhaust function, which can prevent the problem of failure of normal braking when a common brake solenoid valve or an emergency brake solenoid valve fails. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 A schematic diagram of a preferred embodiment of the transport monitoring air brake control system for a through brake system of a rail engineering vehicle provided by the present invention;

[0026] Figure 2 A schematic diagram of the structure of the connecting device required to be used in the transport monitoring air brake control system for the through-brake system of the rail engineering vehicle provided by the present invention;

[0027] Figure 3 for Figure 2 The structural schematic diagram of the sealing cover part shown;

[0028] Figure 4 for Figure 2 The structural schematic diagram of the spring expansion member shown;

[0029] Figure 5 A structural schematic diagram of an optimization scheme for connecting equipment required to be used in a transport monitoring air brake control system for a through brake system of a rail engineering vehicle provided by the present invention.

[0030] Numbers in the figure:

[0031] 1. Main air duct;

[0032] 2. Common brake mechanism, 21. First cut-off valve, 22. First pressure reducing valve, 23. Common brake solenoid valve;

[0033] 3. The first shuttle valve;

[0034] 4. Second shuttle valve;

[0035] 5. First connecting pipe;

[0036] 6. Second connecting pipe;

[0037] 7. Brake cylinder pipe;

[0038] 8. Pressure sensor;

[0039] 9. Emergency brake mechanism, 91. Second cut-off valve, 92. Second pressure reducing valve, 93. Emergency brake solenoid valve;

[0040] 100, three-way bracket, 101, first docking hole, 102, second docking hole, 103, third docking hole;

[0041] 200, limit frame;

[0042] 300, spring expansion member;

[0043] 400, sealing cover, 410, movable cover body, 420, linkage frame, 421, fixing plate, 422, linkage rod, 430, sealing ring;

[0044] 500, activity disk;

[0045] 600, adjusting mechanism, 601, adjusting motor, 602, adjusting screw rod. DETAILED DESCRIPTION

[0046] The present invention will be further described below in conjunction with the accompanying drawings and implementation modes.

[0047] Please refer to Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 ,in, Figure 1 A schematic diagram of a preferred embodiment of the transport monitoring air brake control system for a through brake system of a rail engineering vehicle provided by the present invention; Figure 2 A schematic diagram of the structure of the connecting device required to be used in the transport monitoring air brake control system for the through-brake system of the rail engineering vehicle provided by the present invention; Figure 3 for Figure 2 The structural schematic diagram of the sealing cover part shown; Figure 4 for Figure 2 The structural schematic diagram of the spring expansion member shown; Figure 5 A structural schematic diagram of an optimization scheme for connecting equipment required to be used in a transport monitoring air brake control system for a through brake system of a rail engineering vehicle provided by the present invention.

[0048] A transport monitoring air brake control system for a through brake system of a rail engineering vehicle, comprising:

[0049] Main air duct 1 and brake cylinder pipe 7;

[0050] A common brake mechanism 2, the common brake mechanism 2 comprises a first cut-off valve 21, a first pressure reducing valve 22 and a common brake solenoid valve 23, the input end of the first cut-off valve 21 is connected to the output end of the main air duct 1, the output end of the first cut-off valve 21 is equipped with the first pressure reducing valve 22, and the output end of the first pressure reducing valve 22 is equipped with the common brake solenoid valve 23;

[0051] A first shuttle valve 3, wherein the first shuttle valve 3 is installed at the output end of the common brake solenoid valve 23;

[0052] A second shuttle valve 4, wherein the second shuttle valve 4 is installed at the output end of the first shuttle valve 3;

[0053] A first connecting pipe 5, one end of which is fixedly mounted on the second shuttle valve 4;

[0054] A second connecting pipe 6 , one end of which is fixedly mounted on the second shuttle valve 4 .

[0055] The invention solves the problem of air brake control of the through brake control system configured as a JZ-7 brake machine small gate + relay valve, realizes the through brake control function of the operation monitoring device, eliminates the limitation that the existing rail vehicle operation monitoring device can only rely on automatic braking for operation monitoring control, and is suitable for rail engineering vehicles whose air brake system adopts automatic braking or through brake control. The first cut-off valve 21 and the second cut-off valve 91 have exhaust function, which can prevent the problem of failure of normal braking when the common brake solenoid valve 23 or the emergency brake solenoid valve 93 fails.

[0056] The service brake mechanism 2 supports the function of the service brake.

[0057] It also includes a pressure sensor 8 , which is installed on the brake cylinder pipe 7 .

[0058] It also includes an emergency brake mechanism 9, which includes a second shut-off valve 91, a second pressure reducing valve 92 and an emergency brake solenoid valve 93. The input end of the second shut-off valve 91 is connected to the output end of the main air duct 1, the output end of the second shut-off valve 91 is installed with a second pressure reducing valve 92, the output end of the second pressure reducing valve 92 is installed with an emergency brake solenoid valve 93, and the output end of the emergency brake solenoid valve 93 is connected to the input end of the first shuttle valve 3.

[0059] The emergency brake mechanism 9 supports the emergency brake function.

[0060] The first cut-off valve 21 is a flange-type ball-core valve with an exhaust function, and the structure of the second cut-off valve 91 is the same as that of the first cut-off valve 21.

[0061] The first cut-off valve 21 and the second cut-off valve 91 are installed in parallel at the output end of the main air duct 1 .

[0062] The first pressure reducing valve 22 and the second pressure reducing valve 92 are both installed in a tubular manner and have their own pressure gauges. The pressure setting value of the first pressure reducing valve 22 is 300 kPa, and the pressure setting value of the second pressure reducing valve 92 is 350 kPa.

[0063] The common brake solenoid valve 23 is a two-position three-way solenoid valve, in which ①-② are connected when it is powered on, and ②-③ are connected when it is powered off. It is normally powered off during normal driving.

[0064] When the vehicle receives a service brake signal:

[0065] The common brake solenoid valve 23 is energized, and ports ①-② of the brake solenoid valve 23 are connected. The total air passes through the first cut-off valve 21, the first pressure reducing valve 22, the common brake solenoid valve 23, ports ①-③ of the first shuttle valve 3, ports ②-③ of the second shuttle valve 4 in sequence, and finally passes through the second connecting pipe 6. The second connecting pipe 6 is the No. 14 pipe of the relay valve of the JZ-7 brake machine, thereby realizing the control of the relay valve and braking the vehicle;

[0066] When the service brake signal is eliminated:

[0067] The common brake solenoid valve 23 loses power, and the air in the second connecting pipe 6 passes through port ③-port ② of the second shuttle valve 4, port ③-port ① of the first shuttle valve 3, and the common brake solenoid valve 23, thereby exhausting the atmosphere, and the brake of the line-laying vehicle is released after the operation monitoring.

[0068] The emergency brake solenoid valve 93 is a two-position three-way solenoid valve. When it is powered on, ②-③ are connected, and when it is powered off, ①-② are connected. It is always powered during normal driving.

[0069] When the vehicle receives an emergency brake signal:

[0070] The emergency brake solenoid valve 93 loses power, and ports ①-② of the emergency brake solenoid valve 93 are connected. The total air passes through the second cut-off valve 91, the second pressure reducing valve 92, the emergency brake solenoid valve 93, ports ②-③ of the first shuttle valve 3, ports ②-③ of the second shuttle valve 4, and finally passes through the second connecting pipe 6, thereby realizing the control of the relay valve and the vehicle is braked;

[0071] When the emergency brake signal is removed:

[0072] The emergency brake solenoid valve 93 is energized, and the air in the second connecting pipe 6 is discharged through the ③ port-② port of the second shuttle valve 4, the ③ port-② port of the first shuttle valve 3, and the emergency brake solenoid valve 93, thereby exhausting the atmosphere, and the brake of the line-laying vehicle is released after the operation monitoring.

[0073] The first shuttle valve 3 is connected to the normal brake solenoid valve 23, the emergency brake solenoid valve 93 and the second shuttle valve 4, and is used to select normal brake or emergency brake and output a larger value.

[0074] The second shuttle valve 4 is connected to the first shuttle valve 3, the first connecting pipe 5 and the second connecting pipe, and is used to select air braking or operation monitoring braking and output a larger value.

[0075] Description of the action of air brakes;

[0076] When the vehicle implements air braking, the small gate of the JZ-7 brake machine is placed in the braking position, and the total air passes through the first connecting pipe 5 and the ports ① to ③ of the second shuttle valve 4, thereby realizing the control of the relay valve.

[0077] The solution for the operation and monitoring control solenoid valve failure;

[0078] When the common brake solenoid valve 23 fails, the first cut-off valve 21 is closed, the total air is cut off, and the total air leakage is avoided. At the same time, the air between the second shuttle valve 4 and the first cut-off valve 21 can be discharged through the exhaust port of the first cut-off valve 21, ensuring the normal air brake of the pay-off vehicle.

[0079] When the emergency brake solenoid valve 93 fails, the second shut-off valve 91 is closed, the total air is shut off to prevent total air leakage. At the same time, the air between the second shuttle valve 4 and the second shut-off valve 91 can be discharged through the exhaust port of the second shut-off valve 91 to ensure normal air braking of the pay-off vehicle.

[0080] In an optional manner, the first pressure reducing valve 22 and the second pressure reducing valve 92 may be eliminated, and a microcomputer closed-loop control may be used to control the target value of the brake cylinder pre-control pressure.

[0081] The working principle of the air brake control system for the through-brake system of rail engineering vehicles provided by the present invention is as follows:

[0082] S1 When the vehicle receives the normal braking signal:

[0083] The common brake solenoid valve 23 is energized, and ports ①-② of the brake solenoid valve 23 are connected. The total air passes through the first cut-off valve 21, the first pressure reducing valve 22, the common brake solenoid valve 23, ports ①-③ of the first shuttle valve 3, ports ②-③ of the second shuttle valve 4 in sequence, and finally passes through the second connecting pipe 6. The second connecting pipe 6 is the No. 14 pipe of the relay valve of the JZ-7 brake machine, thereby realizing the control of the relay valve and braking the vehicle;

[0084] When the S2 common brake signal is eliminated:

[0085] The common brake solenoid valve 23 loses power, and the air in the second connecting pipe 6 passes through the ③-② ports of the second shuttle valve 4, the ③-① ports of the first shuttle valve 3, and the common brake solenoid valve 23, thereby exhausting the atmosphere, and the brake of the line-laying vehicle is released;

[0086] S3 When the vehicle receives an emergency brake signal:

[0087] The emergency brake solenoid valve 93 loses power, and ports ①-② of the emergency brake solenoid valve 93 are connected. The total air passes through the second cut-off valve 91, the second pressure reducing valve 92, the emergency brake solenoid valve 93, ports ②-③ of the first shuttle valve 3, ports ②-③ of the second shuttle valve 4, and finally passes through the second connecting pipe 6, thereby realizing the control of the relay valve and the vehicle is braked;

[0088] When the S4 emergency brake signal is eliminated:

[0089] The emergency brake solenoid valve 93 is energized, and the air in the second connecting pipe 6 is discharged through the ③ port-② port of the second shuttle valve 4, the ③ port-② port of the first shuttle valve 3, and the emergency brake solenoid valve 93, thereby exhausting the atmosphere, and the brake of the line-laying vehicle is released after the operation monitoring.

[0090] When the main air duct 1 is connected with the first cut-off valve 21 and the second cut-off valve 91 in the rail engineering vehicle through-brake system, a connecting device is required for parallel installation between the main air duct 1 and the first cut-off valve 21 and the second cut-off valve 91. The connecting device includes:

[0091] A tee frame 100, wherein a first docking hole 101, a second docking hole 102 and a third docking hole 103 are respectively formed on the tee frame 100, wherein the first docking hole 101 is connected to the second docking hole 102, and the first docking hole 101 is connected to the third docking hole 103;

[0092] A limiting frame 200, wherein the limiting frame 200 is fixedly mounted on the three-way frame 100;

[0093] A spring expansion member 300, wherein the spring expansion member 300 is fixedly mounted on the limiting frame 200;

[0094] The sealing cover 400 includes a movable cover body 410, a linkage frame 420 and a sealing ring 430. The movable cover body 410 is fixedly installed on the movable end of the spring telescopic member 300. The bottom end of the movable cover body 410 passes through the main air duct 1 and extends into the second docking hole 102. The movable cover body 410 is slidably connected to the main air duct 1. The linkage frame 420 is fixedly installed on the bottom of the movable cover body 410. The outer surface of the movable cover body 410 is fixedly installed with a sealing ring 430. The sealing ring 430 is slidably installed on the three-way frame 100 through the second docking hole 102.

[0095] By arranging the second docking hole 102 and the third docking hole 103 on the tee frame 100, when the pipeline without any first cut-off plug gate 21 or second cut-off plug gate 91 is installed, the sealing cover 400 moves downward under the elastic force of the spring telescopic member 300 and blocks the second docking hole 102 or the third docking hole 103, so as to facilitate the packaging of the device when it is not connected, and it can also be used as a single channel.

[0096] The limiting frame 200 , the spring expansion member 300 and the sealing cover 400 form a packaging mechanism. The packaging mechanism is provided with two groups, one group corresponds to the packaging of the second docking hole 102 , and the other group corresponds to the packaging of the third docking hole 103 .

[0097] The first docking hole 101 is used to connect to the main air duct 1 , and the second docking hole 102 and the third docking hole 103 are used to connect to the first cut-off plug 21 or the second cut-off plug 91 .

[0098] When the connecting end of the first cut-off plug 21 is inserted into the second docking hole 102, a threaded connection design is adopted for the connection, and after the first cut-off plug 21 is inserted into the second docking hole 102, it can abut against the linkage frame 420, and the linkage frame 420 drives the movable cover body 410 to retract upward, so that the second docking hole 102 is connected to the pipeline of the first cut-off plug 21.

[0099] When the connecting end of the second cut-off plug 91 is inserted into the third docking hole 103, a threaded connection design is adopted for the connection, and after the second cut-off plug 91 is inserted into the third docking hole 103, it can abut against the linkage frame 420, and the linkage frame 420 drives the movable cover body 410 to retract upward, so that the third docking hole 103 is connected to the pipeline of the second cut-off plug 91.

[0100] The working principle of the connection device provided by the present invention is as follows:

[0101] During installation and use, the main air duct 1 is preferentially docked and installed on the first docking hole 101;

[0102] Then, the connecting end of the first cut-off plug 21 is inserted into the second docking hole 102. The threaded connection design is adopted during the connection. After the first cut-off plug 21 is inserted into the second docking hole 102, it can abut against the linkage frame 420. The linkage frame 420 drives the movable cover body 410 to retract upward, so that the second docking hole 102 is connected with the pipeline of the first cut-off plug 21. The first docking hole 101 is connected with the first cut-off plug 21 through the second docking hole 102.

[0103] Finally, the connecting end of the second cut-off plug 91 is inserted into the third docking hole 103. A threaded connection design is adopted for the connection. After the second cut-off plug 91 is inserted into the third docking hole 103, it can abut against the linkage frame 420. The linkage frame 420 drives the movable cover body 410 to retract upward, so that the third docking hole 103 is connected to the pipeline of the second cut-off plug 91, and the first docking hole 101 is connected to the second cut-off plug 91 through the third docking hole 103.

[0104] Beneficial effects of the connection device provided by the present invention:

[0105] By arranging the second docking hole 102 and the third docking hole 103 on the tee frame 100, when the pipeline without any first cut-off plug gate 21 or second cut-off plug gate 91 is installed, the sealing cover 400 moves downward under the elastic force of the spring telescopic member 300 and blocks the second docking hole 102 or the third docking hole 103, so as to facilitate the packaging of the device when it is not connected, and it can also be used as a single channel.

[0106] Also includes:

[0107] The linkage frame 420 is composed of a fixed plate 421 and a linkage rod 422. The top of the fixed plate 421 is fixedly mounted with a linkage rod 422. The top of the linkage rod 422 penetrates the movable cover body 410 and extends into the movable cover body 410. The linkage rod 422 is slidably connected to the movable cover body 410.

[0108] A movable plate 500, wherein the movable plate 500 is fixedly mounted on the top end of the linkage rod 422, and the movable plate 500 is slidably mounted in the movable cover body 410;

[0109] The adjusting mechanism 600 includes an adjusting motor 601 and an adjusting screw 602. The adjusting motor 601 is fixedly installed in the movable cover body 410. The adjusting screw 602 is fixedly installed on the shaft end of the adjusting motor 601. The adjusting screw 602 passes through the movable disk 500 and is threadedly connected to the movable disk 500.

[0110] By movably installing the linkage frame 420 part on the movable cover body 410, the adjustment mechanism 600 can conveniently drive the linkage frame 420 part to retract upward as a whole through the movable disk 500, so that the movable cover body 410 is in a closed state. Even if the corresponding cut-off plug door is connected, it will not open, providing support for the protection and control of the equipment when it is folded.

[0111] The adjusting motor 601 is a stepping motor, which is connected to an external power source when in use, and provides a power source for the rotation adjustment of the adjusting screw rod 602 .

[0112] The adjusting screw rod 602 rotates forward, the movable plate 500 drives the fixed plate 421 to move upward through the linkage rod 422, and the linkage frame 420 contracts;

[0113] The adjusting screw rod 602 is reversed, the movable plate 500 drives the fixed plate 421 to move downward through the linkage rod 422, and the linkage frame 420 is unfolded downward.

[0114] Compared with the related art, the air brake control system for the through-brake system of rail engineering vehicles provided by the present invention has the following beneficial effects:

[0115] The invention solves the problem of air brake control of the through brake control system configured as a JZ-7 brake machine small gate + relay valve, realizes the through brake control function of the operation monitoring device, eliminates the limitation that the existing rail vehicle operation monitoring device can only rely on automatic braking for operation monitoring control, and is suitable for rail engineering vehicles whose air brake system adopts automatic braking or through brake control. The first cut-off valve 21 and the second cut-off valve 91 have exhaust function, which can prevent the problem of failure of normal braking when the common brake solenoid valve 23 or the emergency brake solenoid valve 93 fails.

[0116] The above descriptions are merely embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A transport monitoring air brake control system for a through brake system of a rail engineering vehicle, characterized in that: include: Main air duct and brake cylinder pipe; A common brake mechanism, the common brake mechanism comprising a first cut-off valve, a first pressure reducing valve and a common brake solenoid valve, the input end of the first cut-off valve is connected to the output end of the main air duct, the output end of the first cut-off valve is equipped with a first pressure reducing valve, and the output end of the first pressure reducing valve is equipped with a common brake solenoid valve; a first shuttle valve, the first shuttle valve being installed at an output end of the common brake solenoid valve; a second shuttle valve, the second shuttle valve being installed at an output end of the first shuttle valve; a first connecting pipe, one end of which is fixedly mounted on the second shuttle valve; a second connecting pipe, one end of which is fixedly mounted on the second shuttle valve; The connecting device is used when the main air duct is connected with the first cut-off plug and the second cut-off plug. The connecting device includes: A tee frame, wherein a first docking hole, a second docking hole and a third docking hole are respectively formed on the tee frame, wherein the first docking hole is connected to the second docking hole, and the first docking hole is connected to the third docking hole; A limiting frame, the limiting frame is fixedly mounted on the three-way frame; A spring expansion member, wherein the spring expansion member is fixedly mounted on the limiting frame; A sealing cover, the sealing cover includes a movable cover body, a linkage frame and a sealing ring, the movable cover body is fixedly installed on the movable end of the spring telescopic member, the bottom end of the movable cover body extends into the second docking hole, the bottom of the movable cover body is fixedly installed with a linkage frame, the outer surface of the movable cover body is fixedly installed with a sealing ring, and the sealing ring is slidably installed on the three-way frame through the second docking hole.

2. The air brake control system for railway engineering vehicle through-brake system according to claim 1 is characterized in that: A pressure sensor is also included, and the pressure sensor is installed on the brake cylinder pipe.

3. The air brake control system for a railway engineering vehicle through-brake system according to claim 2, characterized in that: It also includes an emergency braking mechanism, which includes a second shut-off valve, a second pressure reducing valve and an emergency braking solenoid valve, the input end of the second shut-off valve is connected to the output end of the main air duct, the output end of the second shut-off valve is equipped with a second pressure reducing valve, the output end of the second pressure reducing valve is equipped with an emergency braking solenoid valve, and the output end of the emergency braking solenoid valve is connected to the input end of the first shuttle valve.

4. The air brake control system for a rail engineering vehicle through-brake system according to claim 3, characterized in that: The first cut-off plug gate adopts a flange-type ball core plug gate with an exhaust function, and the structure of the second cut-off plug gate is the same as that of the first cut-off plug gate.

5. The air brake control system for railway engineering vehicle through-brake system according to claim 4, characterized in that: The first cut-off valve and the second cut-off valve are installed in parallel at the output end of the main air duct.

6. The air brake control system for a railway engineering vehicle through-brake system according to claim 5, characterized in that: The first pressure reducing valve and the second pressure reducing valve are both installed in a pipe type and have their own pressure gauges. The pressure setting value of the first pressure reducing valve is 300 kPa, and the pressure setting value of the second pressure reducing valve is 350 kPa.

7. The air brake control system for a railway engineering vehicle through-brake system according to claim 6, characterized in that: The commonly used brake solenoid valve is a two-position three-way solenoid valve.

8. The air brake control system for a railway engineering vehicle through-brake system according to claim 7, characterized in that: The emergency brake solenoid valve is a two-position three-way solenoid valve.

9. The air brake control system for a railway engineering vehicle through-brake system according to claim 8, characterized in that: The first shuttle valve is connected to the normal brake solenoid valve, the emergency brake solenoid valve and the second shuttle valve, and is used to select normal brake or emergency brake and output a larger value.

10. The air brake control system for railway engineering vehicle through-brake system according to claim 9, characterized in that: The second shuttle valve is connected to the first shuttle valve, the first connecting pipe and the second connecting pipe, and is used to select air braking or operation monitoring braking and output a larger value.

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