A braking device for a train, the train

Abstract

The present application discloses a braking device and a train for a train, which are applied to the field of rail transit braking. The first cock of the braking device of the present application is connected to the train pipe of the train; wherein, after the first piston is filled with air, the first cock is opened to exhaust the train pipe; the controller is connected to the second cock and is used for rotating the second cock to connect the first air cylinder to the first piston and the air exhaust port after the train releases the brake; after the first air cylinder connects the first piston to the air exhaust port, the first piston is inflated and air exhaust starts through the air exhaust port. When the train enters the towing mode and needs to release the brake, the rest of the braking modules stop braking, and there is a risk of the train running away. The solution of the present application inflates the first piston through the first air cylinder to open the first cock to exhaust the train pipe to continue to achieve the one-time braking of the train, avoiding the risk of the train running away.

Description

Technical Field

[0001] This application relates to the field of rail transit braking, and particularly to a braking device and a train for a train. Background Art

[0002] Modules with various braking functions are configured on the train, mainly including a power-off emergency braking module, a direct braking module, and a parking braking module. The emergency braking module is directly controlled by the signal system or the train safety loop. When the train loses power, the train safety loop is disconnected, or the signal system outputs an emergency braking signal, the emergency braking module will lose power. The loss of power of the emergency braking module will open the valve of the train pipe exhaust through the exhaust ventilation duct to evacuate the air in the train pipe to trigger emergency braking. Similarly, when the train loses power or other situations occur, the direct braking module will open the valve of the air cylinder (the second air cylinder) charging through the charging ventilation duct to charge the air cylinder. After the air cylinder of the direct braking module is charged, a braking pre-control pressure will be generated to apply braking force to the train. After the train brakes due to a fault, it may be rescued or transported without power. At this time, the train needs to enter the towing mode and relieve the braking, that is, control the braking module of the train to stop braking so that the train can move.

[0003] However, after each braking module stops braking, the situation of the train running away may occur, affecting the normal operation of the train.

[0004] Therefore, how to prevent the train from running away after relieving the braking of the train is an urgent problem to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this application is to provide a braking device and a train for a train to prevent the train from running away after relieving the braking of the train.

[0006] To solve the above technical problems, this application provides a braking device for a train, including: a controller, a first valve, a second valve, a first piston, an exhaust port, and a first air cylinder;

[0007] The first valve is connected to the train pipe of the train, and the first piston is connected to the first valve; wherein, after the first piston is charged, the first valve is opened to exhaust the train pipe.

[0008] The controller is connected to the second valve and is used to rotate the second valve after the train relieves the braking so that the first air cylinder communicates with the first piston and the exhaust port; after the first air cylinder communicates with the first piston and the exhaust port, air is inflated to the first piston and starts to exhaust through the exhaust port.

[0009] Preferably, before the second cock rotates, the first air cylinder is communicated with the train pipe so as to inflate the first air cylinder through the train pipe.

[0010] Preferably, it further includes: a second piston and a third cock;

[0011] The second piston is connected to the first air cylinder and the third cock. When the first air cylinder inflates the second piston, the third cock opens;

[0012] The third cock is connected to the first air cylinder and the train pipe so as to inflate the first air cylinder through the train pipe when the third cock opens.

[0013] Preferably, it further includes: a third piston and a fourth cock;

[0014] The parking brake module of the train is connected to the parking brake air cylinder and the parking brake caliper unit; before the train loses power, the parking brake module controls the ventilation of the parking brake air cylinder through its own dual-pulse solenoid valve to control the parking brake caliper unit;

[0015] After the train loses power, the dual-pulse solenoid valve is isolated; the third piston is connected to the train pipe and the fourth cock so as to control the opening and closing of the fourth cock according to the air volume inside the train pipe. The fourth cock is connected to the parking brake air cylinder and the parking brake caliper unit and is used to control the ventilation of the parking brake air cylinder.

[0016] Preferably, the controller is connected to a fifth cock on the air charging passage of the second air cylinder of the direct braking module of the train and is used to control the fifth cock to close to stop charging the second air cylinder.

[0017] Preferably, the controller is further used to control the emergency braking module of the train to stop braking.

[0018] Preferably, it further includes: an indicator;

[0019] The indicator is connected to each braking module of the train; and is used to emit corresponding indication signals when the braking module works.

[0020] To solve the above technical problems, the present application also provides a train, including the braking equipment of the above train.

[0021] A braking device for a train provided in this application includes a controller, a first shut-off valve, a second shut-off valve, a first piston, an exhaust port, and a first air cylinder. The first shut-off valve is connected to the train pipe of the train, and the first piston is connected to the first shut-off valve to form a piston valve; wherein, after the first piston is filled with air, the first shut-off valve is opened to exhaust the train pipe. The controller is connected to the second shut-off valve and is used to rotate the second shut-off valve after the train releases the brake to connect the first air cylinder to the first piston and the exhaust port; after the first air cylinder is connected to the first piston and the exhaust port, it inflates the first piston and starts to exhaust air through the exhaust port. When the train enters the towing mode and needs to release the brake, the rest of the braking modules stop braking, and the train has a risk of rolling back. The solution of this application inflates the first piston through the first air cylinder to open the first shut-off valve to empty the air in the train pipe to achieve train braking, avoiding the risk of rolling back, and also slowly discharges the gas in the first air cylinder through the exhaust port, so that the first shut-off valve automatically closes after a period of time. At this time, after other trains are connected to the faulty train, the train pipe of the faulty train starts to be filled with air, and the first shut-off valve has closed at this time and will no longer exhaust the train pipe, and the train braking can be released.

[0022] This application also provides a train, including the braking device of the above train, so it has the same beneficial effects as the braking device of the above train. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the embodiments of this application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of this application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0024] Figure 1 It is a partial structural schematic diagram of a braking device for a train provided in an embodiment of this application;

[0025] Figure 2 It is a complete structural schematic diagram of a braking device for a train provided in an embodiment of this application;

[0026] Figure 3 It is a structural schematic diagram of an emergency braking module provided in an embodiment of this application;

[0027] Figure 4 It is a structural schematic diagram of a parking braking module of a train provided in an embodiment of this application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0028] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0029] The core of the present application is to provide a braking device and a train for a train to prevent the train from rolling back after the braking of the train is released.

[0030] In order to enable those skilled in the art to better understand the solution of the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0031] To prevent the train from rolling back after the braking is released, an embodiment of the present application provides a braking device for a train, including: a controller, a first cock, a second cock, a first piston, an exhaust port, and a first air cylinder; the first cock is connected to the train pipe of the train, and the first piston is connected to the first cock; wherein, after the first piston is filled with air, the first cock is opened to exhaust the train pipe; the controller is connected to the second cock and is used to rotate the second cock after the train releases the braking so that the first air cylinder communicates the first piston with the exhaust port; after the first air cylinder communicates the first piston with the exhaust port, it inflates the first piston and starts to exhaust through the exhaust port.

[0032] Figure 1 It is a partial structural schematic diagram of a braking device for a train provided by an embodiment of the present application; it should be noted that Figure 1 The structure shown is only one example of the embodiment of the present application. The braking device for the train provided by the present application is not limited to this structure. Generally, Figure 1 The structure shown is only a part of the braking device for the train, which can be called a drag mode conversion device. The braking device for the train generally also includes an emergency braking module, a direct braking module, and a parking braking module. Each braking module is used to implement the braking of the train and release the braking when the train needs to move, while Figure 1 The drag mode conversion device shown generally performs a one-time braking on the train after each braking module releases the braking, that is, when other trains are not connected to the faulty train, braking is achieved, and after other trains are connected to the faulty train, it no longer has a braking function. Figure 1The drag mode conversion device in it includes: a controller 1, a first cock 2, a second cock 3, a first piston 4, an exhaust port 5, and a first air cylinder 6. In practical applications, if a train breaks down, braking is performed through each braking module. Mainly, the emergency braking module exhausts the train pipe. Then, when the train needs to be towed and moved, another train will be connected to the faulty train. At this time, it is necessary to stop the exhaust function of the emergency braking module in advance. The controller 1 can be used to control each braking module to achieve braking relief. At this time, the train may have a risk of rolling back, and it generally takes some time for another train to tow this train. To prevent the train from rolling back, braking needs to be performed for some time. The controller 1 is connected to the second cock 3 and is used to rotate the second cock 3 after each braking module stops braking so that the first air cylinder 6 communicates the first piston 4 with the exhaust port 5. After the first air cylinder 6 communicates the first piston 4 with the exhaust port 5, it inflates the first piston 4 and starts to exhaust through the exhaust port 5. After the first piston 4 is inflated, it will open the first cock 2 to exhaust the train pipe. After the train pipe is exhausted, it will brake the train, avoiding the risk of rolling back. At the same time, the exhaust port 5 will slowly discharge the gas in the first air cylinder 6, and the gas in the first piston 4 cannot be lifted up sufficiently, so that the first cock 2 will automatically close after a period of time, realizing one-time braking of the train. When another train is connected to the faulty train, the two train pipes are connected, and the train pipe of the faulty train is ventilated. And because the first cock 2 has automatically closed, it will not continue to exhaust, and the faulty train can move normally. The gas in the first air cylinder 6 can be set to 1L. In practical applications, the models of each piston and cock, the size of the exhaust port 5, and the capacity of each air cylinder are not limited.

[0033] In addition, in some embodiments, before the second cock 3 in the drag mode conversion device rotates, the first air cylinder 6 is connected to the train pipe to facilitate inflating the first air cylinder 6 through the train pipe. The specific structure is as Figure 1 shown. After the first air cylinder 6 completes one-time braking, the gas in itself needs to be replenished. The gas in the train pipe can be directly used to replenish the gas in the first air cylinder 6. This solution has a simple structure and only needs to rotate the second cock 3 to achieve the connection of different components. In other embodiments, the drag mode conversion device may further include: a third cock 7, a second piston 8; the specific structure is as Figure 1 shown. The second piston 8 is connected to the first air cylinder 6 and the third cock 7. When the first air cylinder 6 inflates the second piston 8, the third cock 7 opens; the third cock 7 is connected to the first air cylinder 6 and the train pipe to facilitate inflating the first air cylinder 6 through the train pipe when the third cock 7 opens. Through Figure 1It can be seen that when there is sufficient gas in the first air cylinder 6, the second piston 8 will be pushed up, thus opening the third stop valve 7. The train pipe will inflate the first air cylinder 6, and the gas in the first air cylinder 6 will gradually be emptied. As the exhaust port 5 continuously exhausts air, the gas in the second piston 8 gradually decreases, and the third stop valve 7 will slowly close, and finally stop inflating the air cylinder. This solution can slow down the exhaust speed of the first air cylinder 6, and can also supplement the gas in the first air cylinder 6 to different degrees according to the air volume in the train pipe to adjust the gas volume in the first air cylinder 6.

[0034] Figure 2 It is a complete structural schematic diagram of a braking device for a train provided by an embodiment of the present application; Figure 2 The structure shown is only one case of the embodiment of the present application and does not limit other solutions. The number and structure of each braking module in the figure are not limited. As Figure 2 shown, it includes a drag mode conversion device 10, a direct braking module 11, an emergency braking module 12, and a parking braking module 13. The direct braking module 11, the emergency braking module 12, and the parking braking module 13 are all used to implement the braking of the train and the release of the braking. When the train loses power, the train safety loop is disconnected, or the signal system outputs an emergency braking signal, the emergency braking module 12 will lose power. When the emergency braking module 12 loses power, it will open the stop valve for exhausting air from the train pipe and empty the air in the train pipe through the exhaust ventilation pipe to trigger emergency braking. Similarly, when the train loses power and other situations occur, the direct braking module 11 will open the stop valve for charging the second air cylinder and charge the second air cylinder through the charging ventilation pipe. After the second air cylinder of the direct braking module 11 is charged, a braking pre-control pressure will be generated to apply braking force to the train. After the train brakes due to a fault, it may be rescued or transported without power. At this time, the train needs to enter the drag mode and release the braking, that is, control the braking module of the train to stop braking so that the train can move. As Figure 2 shown, in addition to controlling Figure 1In addition to the second cock 3, it also controls three other cocks at the same time to separately achieve brake release for a direct braking module 11 and two emergency braking modules 12. The controller 1 can specifically be a physical switch. After toggling the switch, the braking effects of the direct braking module 11 and the emergency braking module 12 disappear, and the second cock 3 rotates at the same time to connect the first air cylinder 6 to the first piston 4 and the exhaust port 5 to achieve the braking of the train. In addition, the braking device of the train provided in the embodiment of the present application may further include a third piston and a fourth cock; the parking braking module 13 of the train is connected to the parking braking air cylinder and the parking braking caliper unit; before the train loses power, the parking braking module 13 controls the ventilation of the parking braking air cylinder through its own double-pulse solenoid valve to control the parking braking caliper unit; after the train loses power, the double-pulse solenoid valve is isolated; the third piston is connected to the train pipe and the fourth cock to facilitate controlling the opening and closing of the fourth cock according to the air volume inside the train pipe. The fourth cock is connected to the parking braking air cylinder and the parking braking caliper unit and is used to control the ventilation of the parking braking air cylinder. In practical applications, an indicator can also be set. The indicator is connected to each braking module of the train and is used to emit corresponding indication signals when the braking module is working.

[0035] A braking device for a train provided in an embodiment of the present application includes a controller, a first cock, a second cock, a first piston, an exhaust port, and a first air cylinder. The first cock is connected to the train pipe of the train, and the first piston is connected to the first cock to form a piston valve. Among them, after the first piston is filled with air, it opens the first cock to exhaust the train pipe. The controller is connected to the second cock and is used to rotate the second cock after the train releases the brake to connect the first air cylinder to the first piston and the exhaust port. After the first air cylinder is connected to the first piston and the exhaust port, it inflates the first piston and starts to exhaust through the exhaust port. When the train enters the towing mode and needs to release the brake, the rest of the braking modules stop braking, and there is a risk of the train running away. The solution of the embodiment of the present application inflates the first piston through the first air cylinder to open the first cock to empty the air in the train pipe to achieve the braking of the train, avoiding the risk of running away. Moreover, the gas in the first air cylinder is slowly discharged through the exhaust port, so that the first cock automatically closes after a period of time. At this time, after other trains are connected to the faulty train, the train pipe of the faulty train starts to be filled with air, and the first cock has been closed at this time and will no longer exhaust the train pipe, and the train brake is released.

[0036] As Figure 1The shown drag mode conversion device has the first air cylinder 6 communicating with the train pipe before the second throttle valve 3 rotates, so as to facilitate inflating the first air cylinder 6 through the train pipe. The drag mode conversion device further includes a second piston 8 and a third throttle valve 7; the second piston 8 is connected to the first air cylinder 6 and the third throttle valve 7, and the third throttle valve 7 opens when the first air cylinder 6 inflates the second piston 8; the third throttle valve 7 is connected to the first air cylinder 6 and the train pipe, so as to facilitate inflating the first air cylinder 6 through the train pipe when the third throttle valve 7 opens.

[0037] After the first air cylinder 6 completes one braking, the gas in itself needs to be replenished. In actual application, the gas in the first air cylinder 6 can be replenished through various schemes. To simplify the structure, the gas in the train pipe can be directly used to replenish the gas in the first air cylinder 6. Before the controller 1 rotates the second throttle valve 3, the train pipe communicates with the first air cylinder 6 to fill the first air cylinder 6 with gas. After the controller 1 rotates the second throttle valve 3, the first air cylinder 6 communicates with the first piston 4 and the exhaust port 5, pushes up the first piston 4 to open the first throttle valve 2, and starts exhausting through the exhaust port 5. After braking is achieved, the gas in the first air cylinder 6 is emptied, and the controller 1 will rotate the second throttle valve 3 back, and the train pipe communicates with the first air cylinder 6 again. This scheme only needs to realize the connection of different components by rotating the second throttle valve 3, with low cost, simple structure and easy implementation.

[0038] It was mentioned above that the drag mode conversion device may further include a third throttle valve 7 and a second piston 8; the specific structure is as Figure 1 shown, the second piston 8 is connected to the first air cylinder 6 and the third throttle valve 7, and the third throttle valve 7 opens when the first air cylinder 6 inflates the second piston 8; the third throttle valve 7 is connected to the first air cylinder 6 and the train pipe, so as to facilitate inflating the first air cylinder 6 through the train pipe when the third throttle valve 7 opens. Through Figure 1 it can be seen that when the gas in the first air cylinder 6 is sufficient, the second piston 8 will be pushed up, thus opening the third throttle valve 7, the train pipe will inflate the first air cylinder 6, the gas in the first air cylinder 6 will gradually be emptied, and as the exhaust port 5 exhausts continuously, the gas in the second piston 8 will gradually decrease, the third throttle valve 7 will slowly close, and finally stop inflating the air cylinder. This scheme can slow down the exhaust speed of the first air cylinder 6, and can also supplement the gas in the first air cylinder 6 to different degrees according to the air volume in the train pipe to adjust the gas volume in the first air cylinder 6. It should be noted that when the drag mode conversion device includes the third throttle valve 7 and the second piston 8, the third throttle valve 7 will close after the gas in the first air cylinder 6 is emptied. At this time, the third throttle valve 7 cannot fill the first air cylinder 6 with air, so the second throttle valve 3 can only be rotated to fill the first air cylinder 6 with air through the train pipe.

[0039] As mentioned in the above embodiments, the controller 1 can control the second shut-off valve 3, the direct braking module 11, and the emergency braking module 12 simultaneously. When a situation such as a power failure of the train occurs, the direct braking module 11 will open the shut-off valve for charging the second air cylinder and charge the second air cylinder through the charging ventilation duct. After the second air cylinder of the direct braking module 11 is charged, a pre-control braking pressure will be generated to apply braking force to the train. After the train brakes due to a fault, it may be rescued or transported without power. At this time, the train needs to enter the towing mode to relieve the braking. The controller 1 is connected to the fifth shut-off valve on the charging passage of the second air cylinder of the direct braking module 11 of the train, and is used to control the fifth shut-off valve to close to stop charging the second air cylinder. At this time, the direct braking module 11 of the train is controlled to stop braking, and the train can move.

[0040] The controller 1 is also used to control the emergency braking module 12 of the train to stop braking. Figure 3 It is a schematic structural diagram of the emergency braking module provided by the embodiment of the present application; as Figure 3 shown, it includes: the solenoid valve 20 of the emergency braking module and the piston valve 21 of the emergency braking module; when a fault occurs in the train, the solenoid valve 20 of the emergency braking module loses power, and the piston in the piston valve 21 of the emergency braking module starts to exhaust air to open the shut-off valve, thereby controlling the train pipe to exhaust air. When it is necessary to relieve the braking, the controller 1 controls the corresponding sixth shut-off valve 22 to close, and the piston in the piston valve 21 of the emergency braking module starts to charge air through the train pipe to close the shut-off valve, and the train pipe stops exhausting air. The original emergency braking module of the train is directly controlled by the signal system or the locomotive safety loop. After the locomotive safety loop is disconnected or the signal system outputs an emergency braking signal, the emergency braking module loses power and evacuates the air in the train pipe to trigger emergency braking. When the locomotive breaks down and is rescued or transported without power, the towing mode (fault or no-power transportation state) of the locomotive needs to perform parking brake isolation and manual relief of the braking calipers under the vehicle, and the setting steps are cumbersome. However, the solution provided by the embodiment of the present application can realize the setting of the towing mode (fault or no-power transportation state) of the locomotive through one-step operation of the controller, with simple steps and improved work efficiency.

[0041] Figure 4 It is a schematic structural diagram of the parking braking module of the train provided by the embodiment of the present application; as Figure 4As shown in the figure, the parking brake module 13 includes: a third piston 31 and a fourth stop valve 32; the parking brake module 13 of the train is connected to a parking brake cylinder 30 and a parking brake caliper unit; before the train loses power, the parking brake module 13 controls the ventilation of the parking brake cylinder 30 through its own double-pulse solenoid valve 33 to control the parking brake caliper unit; after the train loses power, the double-pulse solenoid valve 33 is isolated; the third piston 31 is connected to the train pipe and the fourth stop valve 32 to facilitate controlling the opening and closing of the fourth stop valve according to the air volume inside the train pipe, and the fourth stop valve 32 is connected to the parking brake cylinder and the parking brake caliper unit for controlling the ventilation of the parking brake cylinder 30. Generally, when the train is running normally, the isolation solenoid valve 35 works normally and the connected stop valve is closed, thus isolating the fourth stop valve 32. At this time, the parking brake module 13 is controlled by the double-pulse solenoid valve 33. When the train is in rescue power-off, the solenoid valve in the isolation device 34 of the parking brake module 13 loses power, and the piston valve in the isolation device 34 isolates the air path of the double-pulse solenoid valve 33. And when the train is in rescue power-off, it will cause the isolation solenoid valve 35 to lose power. At this time, the parking brake module 13 is controlled through the third piston 31 and the fourth stop valve 32. When the train is coupled to the train for rescue and the train pipe fills the third piston 31 with air, the third piston 31 controls the fourth stop valve 32 to open, and the passage from the parking cylinder to the parking brake caliper unit is conducted, and the train parking brake will be released. The solution provided by the embodiment of the present application realizes braking through a double-pulse solenoid valve when the train is running normally, while when the train fails and loses power, the double-pulse solenoid valve is isolated, and braking is realized through the third piston and the fourth stop valve according to the air volume in the train pipe, which can meet the working requirements in special situations.

[0042] To solve the above technical problems, an embodiment of the present application provides a train, including the braking device of the train in the above embodiment.

[0043] Since the embodiments of the train part correspond to the embodiments of the braking device part of the train, for the embodiments of the train part, please refer to the description of the embodiments of the braking device part of the train, and will not be elaborated here for the time being.

[0044] The train provided by this embodiment corresponds to the above-mentioned braking device of the train, so it has the same beneficial effects as the above-mentioned braking device of the train.

[0045] The above has introduced in detail the braking device and the train of the train provided by the present application. The embodiments in the specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The same and similar parts among the embodiments can be referred to each other. It should be noted that for those of ordinary skill in the art in this technical field, without departing from the principle of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the protection scope of the claims of the present application.

[0046] It should also be noted that in this specification, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article or device comprising a series of elements not only includes those elements but also includes other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the above elements.

Claims

1. A braking device for a train, characterized in that, Comprising: A controller, a first cock, a second cock, a first piston, an exhaust port, and a first air cylinder; The first cock is connected to the train pipe of the train, and the first piston is connected to the first cock; wherein, after the first piston is filled with air, the first cock is opened to exhaust the train pipe; The controller is connected to the second cock and is configured to rotate the second cock after the train releases the brake so that the first air cylinder connects the first piston and the exhaust port; after the first air cylinder connects the first piston and the exhaust port, it inflates the first piston and starts exhausting through the exhaust port; After the first piston is filled with air, it will open the first cock to exhaust the train pipe. After the train pipe is exhausted, it will brake the train to avoid the risk of rolling back; at the same time, the exhaust port will slowly discharge the gas in the first air cylinder, and the gas in the first piston cannot lift it up sufficiently, so that the first cock will automatically close after a period of time, realizing the one-time braking of the train.

2. The braking device of a train according to claim 1, characterized in that, Before the second cock rotates, the first air cylinder is connected to the train pipe to facilitate inflating the first air cylinder through the train pipe.

3. The braking equipment of the train according to claim 2, characterized in that, Further comprising: A second piston and a third cock; The second piston is connected to the first air cylinder and the third cock, and the third cock is opened when the first air cylinder inflates the second piston; The third cock is connected to the first air cylinder and the train pipe to facilitate inflating the first air cylinder through the train pipe when the third cock is opened.

4. The braking device of a train according to claim 1, characterized in that, The controller is further configured to control the emergency braking module of the train to stop braking.

5. The braking equipment of the train according to claim 4, characterized in that Further comprising: A third piston and a fourth cock; The parking braking module of the train is connected to the parking braking air cylinder and the parking braking caliper unit; before the train loses power, the parking braking module controls the ventilation of the parking braking air cylinder through its own double-pulse solenoid valve to control the parking braking caliper unit; After the train loses power, the double-pulse solenoid valve is isolated; the third piston is connected to the train pipe and the fourth cock to facilitate controlling the opening and closing of the fourth cock according to the air volume inside the train pipe. The fourth cock is connected to the parking braking air cylinder and the parking braking caliper unit and is used to control the ventilation of the parking braking air cylinder.

6. The braking device of a train according to claim 5, characterized in that, The controller is connected to a fifth cock on the air charging passage of the second air cylinder of the direct braking module of the train and is configured to control the fifth cock to close to stop charging the second air cylinder.

7. The braking device of the train according to claim 1, characterized in that, Further comprising: An indicator; The indicator is connected to each braking module of the train; and is configured to emit corresponding indication signals when the braking module is working.

8. A train, characterized in that, Comprising the braking equipment of the train according to any one of claims 1 to 7.

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