A train and parking braking system

Abstract

This application relates to the field of parking brake technology, and discloses a train and parking brake system, including a parking brake control circuit and a parking brake module. The parking brake control circuit includes a first relay, a second relay, a first switch, and a second switch. The first and second relays are respectively connected to the parking brake module in each carriage. The first and second switches close when the train meets the parking brake control conditions, so that the first and second relays are energized to apply or release the parking brake. Thus, when the parking brake conditions are met, the first and second relays are energized to apply or release the parking brake, independent of the main control relay, allowing the parking brake to be applied or released from either side of the driver's cab. Furthermore, this parking brake control system is not controlled by the zero-speed relay, allowing parking brake to be applied even while the train is in operation, expanding the scope of parking brake application and improving train operation safety.

Description

Technical Field

[0001] This application relates to the field of parking braking technology, and in particular to a train and parking braking system. Background Technology

[0002] Parking braking technology is a crucial means of ensuring that high-speed trains remain stationary on roads with a certain gradient, thus preventing accidents. Currently, the application and release of parking brakes on high-speed trains can only be achieved through the parking brake application and release buttons in the main control driver's cab. After the high-speed train has finished running, before the driver cuts off the power or during a change of driving position, the driver needs to manually apply the parking brake to ensure that the high-speed train remains stationary on the slope.

[0003] However, if the driver forgets to apply the parking brake, there is a risk of the train rolling away if it is stored on a slope for an extended period due to air leaks. Furthermore, the parking brake application and release buttons can only be controlled from the driver's cab at the main control point of the train, limiting the scope of its use. Additionally, manually applying the parking brake via buttons requires the train to be at zero degrees Celsius, further restricting its application, making it inconvenient to operate, and reducing the safety of parking the train.

[0004] Therefore, it is evident that expanding the application scope of parking brakes and improving the overall safety of high-speed trains 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 train and parking braking system that expands the application scope of parking braking, improves the overall safety of EMU trains, and thus enhances the user experience.

[0006] To solve the above-mentioned technical problems, this application provides a parking brake control system, including: a parking brake control circuit and a parking brake module;

[0007] The parking brake control circuit includes a first relay, a second relay, a first switch, and a second switch. The coil and contacts of the first relay are connected in series, and the first switch is disposed between the coil and contacts of the first relay. The coil and contacts of the second relay are connected in series, and the second switch is disposed between the coil and contacts of the second relay.

[0008] The common terminal formed by connecting the other end of the first relay coil and the other end of the second relay coil is respectively connected to the first connection terminal of the parking brake module in each carriage. The common terminal formed by connecting the other end of the first relay contact and the other end of the second relay contact is respectively connected to the second connection terminal of the parking brake module in other carriages except the power car. The common terminal formed by connecting one end of the first relay coil and one end of the second relay coil is connected to the second connection terminal of the parking brake module in the power car.

[0009] The first switch and the second switch are closed when the train meets the parking brake control conditions, so that the first relay and the second relay are energized to apply parking brake or release parking brake.

[0010] Preferably, the parking brake control circuit further includes: a first diode, a second diode, a third diode, and a fourth diode;

[0011] The positive terminal of the first diode is connected to the other end of the first relay contact, the positive terminal of the third diode is connected to the other end of the second relay contact, the negative terminals of the first diode and the third diode are connected, the positive terminal of the second diode is connected to one end of the first relay contact, the positive terminal of the fourth diode is connected to one end of the second relay contact, and the negative terminals of the third diode and the fourth diode are connected.

[0012] Preferably, a double-to-single plug is provided between the auxiliary air cylinder and the parking air cylinder connected to the parking brake module.

[0013] Preferably, it further includes: a central control unit;

[0014] The central control unit is connected to the parking brake application button, the parking brake release button, the first switch and the second switch, the vehicle speed sensor and the electric key presence signal detection sensor, respectively, and is used to control the first switch and the second switch to close after determining that the train meets the parking brake control conditions.

[0015] Preferably, determining that the train meets the parking braking control conditions includes:

[0016] When the parking brake application button and / or the parking brake release button are triggered, and / or the speed collected by the vehicle speed sensor is zero and the presence signal collected by the electric key presence signal detection sensor is negative, it is determined that the train meets the parking brake control conditions.

[0017] Preferably, it also includes a power supply circuit, which includes a power button, a third relay, a fourth relay, a fifth relay, a sixth relay, and a time delay relay;

[0018] One end of the fourth relay coil, one end of the fifth relay coil, and one end of the sixth relay coil are connected in pairs to the power supply. The other end of the fourth relay coil is connected to the power button. The common terminal formed by the other end of the fifth relay coil and the first contact of the fifth relay connected in series is connected to the power button. The other end of the first contact of the fifth relay is connected to one end of the contact of the fourth relay coil. The common terminal formed by the other end of the fourth relay coil contact and one end of the second contact of the fifth relay is connected to the power supply. The other end of the second contact of the fifth relay is connected to the other end of the sixth relay coil.

[0019] The other end of the fourth relay coil contact is connected to one end of the time delay relay coil and one end of the time delay relay coil contact, and is connected in series with the contact of the sixth relay and then connected to one end of the time delay relay coil. The other end of the time delay relay coil is connected to the power supply. The other end of the time delay relay contact is connected to one end of the third relay coil. The other end of the third relay coil is connected to the power supply. The third relay contact is connected to the central control unit.

[0020] Preferably, determining that the train meets the parking braking control conditions includes:

[0021] When the power button is triggered to cut off power, it is determined that the train meets the parking braking control conditions.

[0022] Preferably, it also includes a parking braking safety loop;

[0023] The parking brake safety loop is connected to the central control unit and the parking brake module in each carriage, respectively, and is used to monitor the parking brake status of the train.

[0024] Preferably, it also includes a display screen;

[0025] The display screen is connected to the central control unit and the parking brake safety loop respectively, and is used to display the current parking brake status and the parking brake safety loop status.

[0026] To address the aforementioned technical problems, this application also provides a train, including the aforementioned parking braking system.

[0027] The present invention provides a parking brake control system, comprising: a parking brake control circuit and a parking brake module. The parking brake control circuit includes a first relay, a second relay, a first switch, and a second switch. The coil and contacts of the first relay are connected in series, and the first switch is disposed between the coil and contacts of the first relay. The coil and contacts of the second relay are connected in series, and the second switch is disposed between the coil and contacts of the second relay. A common terminal formed by connecting the other end of the first relay coil and the other end of the second relay coil is respectively connected to the first connection terminal of the parking brake module in each carriage. A common terminal formed by connecting the other end of the first relay contact and the other end of the second relay contact is respectively connected to the second connection terminal of the parking brake module in carriages other than the power car. A common terminal formed by connecting one end of the first relay coil and one end of the second relay coil is connected to the second connection terminal of the parking brake module in the power car. The first switch and the second switch close when the train meets the parking brake control conditions, so that the first relay and the second relay are energized to apply parking brake or release parking brake.

[0028] Therefore, the technical solution provided in this application allows the first and second switches to close when the train meets the parking braking conditions. At this time, the first and second relays are energized to apply or release the parking brake, independent of the main control relay. This allows the parking brake to be applied or released from either side of the driver's cab, preventing the risk of the train slipping due to the driver forgetting to apply the parking brake in the main control cab when switching sides. Furthermore, this parking brake control system is not controlled by the zero-speed relay, allowing the parking brake to be applied even while the train is in operation. This expands the application scope of parking brake technology, improves train operation safety, and enhances the user experience.

[0029] In addition, this application also provides a train that includes the above-mentioned parking brake control system, with the same effect. Attached Figure Description

[0030] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 A control circuit diagram for applying parking brakes is provided in an embodiment of this application;

[0032] Figure 2 A control circuit diagram for parking brake release provided in an embodiment of this application;

[0033] Figure 3This is a structural diagram of a parking braking control system provided in an embodiment of this application;

[0034] Figure 4 A structural diagram of a parking braking control system provided in another embodiment of this application;

[0035] The attached diagram is labeled as follows: 1 represents the parking brake module. Detailed Implementation

[0036] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this application.

[0037] The core of this application is to provide a train and parking braking system in which, when the train meets the parking braking conditions, the first and second relays respectively installed in the two driver cabs are energized to control the application or release of parking braking of the EMU, which is not controlled by the active relay. This allows parking braking to be applied or released from either side of the driver cab and is not controlled by the zero-speed relay. Even during operation, the EMU can apply or release parking braking, expanding the scope of parking braking application and improving the safety of the EMU.

[0038] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0039] Parking braking technology is a crucial means of ensuring that high-speed trains remain stationary on roads with a certain gradient, thus preventing accidents. Currently, the application and release of parking brakes on high-speed trains can only be achieved through the parking brake application and release buttons in the main control driver's cab. After the high-speed train has finished running, before the driver cuts off the power or during a change of driving position, the driver needs to manually apply the parking brake to ensure that the high-speed train remains stationary on the slope.

[0040] However, if the driver forgets to apply the parking brake, there is a risk of the train rolling away if it is stored on a slope for an extended period due to air leaks. Furthermore, the parking brake application and release buttons can only be controlled from the driver's cab at the main control point of the train, limiting the scope of its use. Additionally, manually applying the parking brake via buttons requires the train to be at zero degrees Celsius, further restricting its application, making it inconvenient to operate, and reducing the safety of parking the train.

[0041] To address the aforementioned technical issues, expand the application scope of parking brakes, and enhance the overall safety of EMU trains, this application provides a parking brake control system. This system includes a parking brake control circuit and a parking brake module. The parking brake control circuit includes a first relay, a second relay, a first switch, and a second switch. The first and second switches close when the train meets the parking brake conditions. At this time, the first and second relays, respectively located on both sides of the driver's cab, are energized to apply or release the parking brake, preventing the risk of runaway due to the driver forgetting to apply the parking brake in the main control driver's cab during end-to-end driving. Furthermore, the parking brake can be applied even when the EMU is not at zero speed.

[0042] In a specific embodiment, if the first and second relays in the parking brake control circuit are connected to the double-pulse solenoid valve application coil in the parking brake module, then when the train meets the parking brake conditions, the coils of the first and second relays are energized, the double-pulse solenoid valve application coil is energized, and at this time, the entire train applies parking brake.

[0043] If the first and second relays in the parking brake control circuit are connected to the release coil of the double-pulse solenoid valve in the parking brake module, then when the train meets the parking brake conditions, the coils of the first and second relays are energized, the release coil of the double-pulse solenoid valve is energized, and the parking brake of the entire train is released.

[0044] Figure 1 A control circuit diagram for applying parking brakes is provided in the embodiments of this application, such as Figure 1 As shown, if the parking brake control circuit is an application control circuit, the parking brake control circuit includes a first relay KE1, a second relay KE2, a first switch K1, and a second switch K2. The common terminal generated by the coil and contacts of the first relay KE1 connected in series is connected to the power supply, and the first switch K1 is located between the coil and contacts of the first relay KE1. The common terminal generated by the coil and contacts of the second relay KE2 connected in series is also connected to the power supply, and the second switch K2 is located between the coil and contacts of the second relay KE2.

[0045] The common terminal formed by connecting the other end of the coil of the first relay KE1 and the other end of the coil of the second relay KE2 is connected to the first connection terminal IN1 of the parking brake module in each carriage. The common terminal formed by connecting the other end of the contact of the first relay KE1 and the other end of the contact of the second relay KE2 is connected to the second connection terminal IN2 of the parking brake module in other carriages except the power car. The common terminal formed by connecting one end of the coil of the first relay KE1 and one end of the coil of the second relay KE2 is connected to the second connection terminal IN2 of the parking brake module in the power car.

[0046] It should be noted that the power car and control car are configured as two driver's cabs for the EMU, and parking brake modules are installed in the power car, trailer car, and control car. Figure 1 As shown, a first relay KE1 and a second relay KE2 are respectively installed in the power vehicle and the control vehicle. The two ends of the coil of the first relay KE1 in the power vehicle are directly connected to the double-pulse solenoid valve application coil Y1 in its own parking brake module. Therefore, the two ends of the double-pulse solenoid valve application coil Y1 serve as the first connection terminal IN1 and the second connection terminal IN2 of the parking brake module in the power vehicle, respectively. In both the trailer and the control vehicle, one end of the double-pulse solenoid valve application coil Y1 of the parking brake module is connected to a power source, and the other end is connected to the contact of relay KA1. The other end of the contact of relay KA1 is also connected to a power source. One end of the coil of relay KA1 serves as the first connection terminal IN1 of the parking brake module, and the other end serves as the second connection terminal IN2 of the parking brake module.

[0047] When the train meets the parking braking conditions, the first relay KE1 and the second relay KE2 are energized, and the contacts of the first relay KE1 and the second relay KE2 are closed. The relay KA1 in the parking braking module of the control car and each trailer is energized, and the contacts of relay KA1 are closed. At this time, the double pulse solenoid valve application coil Y1 of each parking braking module is energized, and the train applies parking braking.

[0048] It is understood that the parking brake control circuit includes a parking brake application control circuit and a parking brake release control circuit. In implementation, the parking brake application and release control circuits are the same but independent circuits. The difference lies in that the parking brake application control circuit is connected to the double-pulse solenoid valve application coil in the parking brake module. When the train meets the parking brake conditions, the double-pulse solenoid valve application coil is energized, thus applying the parking brake. Conversely, the parking brake release control circuit is connected to the double-pulse solenoid valve release coil. When the train meets the parking brake conditions, the double-pulse solenoid valve release coil is energized, thus releasing the parking brake.

[0049] Figure 2 A control circuit diagram for parking brake release provided in an embodiment of this application is shown below. Figure 2As shown, in the parking brake release control circuit, the two ends of the coil of the first relay KE1 in the power vehicle are directly connected to the dual-pulse solenoid valve release coil Y2 in its own parking brake module. Therefore, the two ends of the dual-pulse solenoid valve release coil Y2 serve as the first connection terminal IN1 and the second connection terminal IN2 of the parking brake module in the power vehicle, respectively. One end of the dual-pulse solenoid valve release coil Y2 of the parking brake module in the trailer and control vehicle is connected to the power supply, and the other end is connected to the contact of relay KA1. The other end of the contact of relay KA1 is also connected to the power supply. One end of the relay KA1 coil serves as the first connection terminal IN1 of the parking brake module, and the other end serves as the second connection terminal IN2 of the parking brake module.

[0050] When the train meets the parking braking conditions, the first relay KE1 and the second relay KE2 are energized, and the contacts of the first relay KE1 and the second relay KE2 are closed. The relay KA1 in the parking braking module of the control car and each trailer is energized, and the contacts of relay KA1 are closed. At this time, the double pulse solenoid valve release coil Y2 of each parking braking module is energized, and the EMU releases the parking brake.

[0051] The parking brake control system provided in this application includes a parking brake control circuit and a parking brake module. The parking brake control circuit includes a first relay, a second relay, a first switch, and a second switch. The coil and contacts of the first relay are connected in series, and the first switch is disposed between the coil and contacts of the first relay. The coil and contacts of the second relay are connected in series, and the second switch is disposed between the coil and contacts of the second relay. A common terminal formed by connecting the other end of the first relay coil and the other end of the second relay coil is connected to the first connection terminal of the parking brake module in each carriage. A common terminal formed by connecting the other end of the first relay contact and the other end of the second relay contact is connected to the second connection terminal of the parking brake module in carriages other than the power car. A common terminal formed by connecting one end of the first relay coil and one end of the second relay coil is connected to the second connection terminal of the parking brake module in the power car. The first switch and the second switch close when the train meets the parking brake control conditions, so that the first relay and the second relay are energized to apply parking brake or release parking brake. Therefore, the technical solution provided in this application allows the first and second switches to close when the train meets the parking braking conditions. At this time, the first and second relays are energized to apply or release the parking brake, independent of the main control relay. This allows the parking brake to be applied or released from either side of the driver's cab, preventing the risk of the train slipping due to the driver forgetting to apply the parking brake in the main control cab when switching sides. Furthermore, this parking brake control system is not controlled by the zero-speed relay, allowing the parking brake to be applied even while the train is in operation. This expands the application scope of parking brake technology, improves train operation safety, and enhances the user experience.

[0052] In a specific embodiment, in order to avoid damage to the components in the parking brake control circuit and improve the reliability of the parking brake technology, the parking brake control circuit provided in this application further includes a first diode D1, a second diode D2, a third diode D3, and a fourth diode D4.

[0053] like Figure 1 As shown, the positive terminal of the first diode D1 is connected to the other end of the first relay contact, the positive terminal of the third diode D3 is connected to the other end of the second relay contact, the negative terminals of the first diode D1 and the third diode D3 are connected, the positive terminal of the second diode D2 is connected to one end of the first relay contact, the positive terminal of the fourth diode D4 is connected to one end of the second relay contact, and the negative terminals of the third diode D3 and the fourth diode D4 are connected.

[0054] The parking brake control system provided in this application embodiment adds a first diode, a second diode, a third diode, and a fourth diode to the parking brake control circuit to prevent the components in the circuit from being broken down and damaged, extend the service life of the components, and thus improve the reliability of the train parking brake.

[0055] During implementation, if the EMU experiences issues such as air leakage in the main air duct, it will affect the EMU's parking braking. Therefore, the parking braking control system provided in this application includes a double-to-single-block valve between the auxiliary air cylinder connected to the parking braking module and the parking air cylinder.

[0056] Figure 3 A structural diagram of a parking braking control system provided in an embodiment of this application is shown below. Figure 3 As shown, the parking air supply valve 01 of the parking brake module 1 is connected to the parking air cylinder, and a double-to-single valve T1 is set between the parking air cylinder and the auxiliary air cylinder.

[0057] The EMU control car and trailer car can adopt two air supply modes: single-pipe air supply and dual-pipe air supply. Under normal circumstances, when the EMU adopts the dual-pipe air supply mode, the main air damper T1 of the trailer car and control car is open, and the dual-to-single damper T2 is closed, with the main air pipe supplying air for parking brake. When the trailer car and control car adopt the single-pipe air supply mode, the main air damper T1 is closed, and the dual-to-single damper T2 is open, with the train pipe supplying air for parking brake through the auxiliary air cylinder, thus ensuring that parking brake is not affected.

[0058] Other components are described as follows: 02 is a filter, 03 is a pressure reducing valve, 04 is a shrinkage orifice, 05 is a dual-pulse solenoid valve, wherein the dual-pulse solenoid valve 05 includes an application coil Y1 and a release coil Y2, 06 is a bidirectional check valve, 07 is a parking isolation plug, 08 is a debugging interface, 09 is a pressure switch, 10 is a pressure sensor, and 11 is a parking brake indicator.

[0059] When the parking brake is applied, the double-pulse solenoid valve coil Y1 is energized, and the compressed air in the parking brake cylinder is discharged through the double-pulse solenoid valve 05, applying spring force. The two-way check valve 06 is connected to the brake cylinder pressure output by the air brake on the left and to the parking brake pressure on the right. The larger of the two outputs is used to prevent the parking brake and air brake forces from being applied simultaneously, which could damage the basic brake or cause wheel rubbing.

[0060] When the parking brake is released, the release coil Y2 of the dual-pulse solenoid valve is energized, and the total air pressure is reduced to 600 kPa through the pressure reducing valve 03. The air pressure then enters the parking brake cylinder through the dual-pulse solenoid valve 05 and the two-way check valve 06 to release the parking brake.

[0061] The parking brake control system provided in this application embodiment has a double-to-single plug valve installed between the auxiliary air cylinder and the parking air cylinder connected to the parking brake module. When the EMU is in fault condition such as air leakage in the main air pipe, it adopts single-pipe air supply from the train pipe, and the auxiliary air cylinder provides parking brake air for the control car and trailer car. The parking brake function is not affected, further improving the reliability of the parking brake control system.

[0062] As a preferred embodiment, the parking braking system provided in this application further includes a central control unit (CCU). Figure 4 A structural diagram of a parking braking control system provided in another embodiment of this application is shown below. Figure 4 As shown, the central control unit (CCU) is connected to the parking brake application button SB1 and the parking brake release button SB2, as follows: Figure 1 and 2 As shown, the central control unit (CCU) is also connected to the first switch K1 and the second switch K2. In addition, it is also connected to the vehicle speed sensor and the electric key presence signal detection sensor. It is used to determine that after the train meets the parking brake control conditions, it controls the first switch K1 and the second switch K2 to close, thereby realizing the application or release of parking brake for the EMU.

[0063] The Central Control Unit (CCU) determines that the train meets the parking brake control conditions when the parking brake application button and / or parking brake release button are triggered, and / or the speed collected by the vehicle speed sensor is zero and the presence signal collected by the electric key presence signal detection sensor is negative.

[0064] When the parking brake is applied, if the parking brake application button SB1 is triggered, that is, when the parking brake application button SB1 is pressed by the user, the parking brake application command is sent to the parking brake application control circuit simultaneously via hard wiring and the central control unit CCU, so as to control the KE1 relay to be energized to realize the application of parking brake.

[0065] When the parking brake is released, the parking brake release button SB2 is triggered, and a parking brake application command is sent to the parking brake release control circuit via hard wiring and the central control unit CCU, so as to control the KE1 relay to be energized to release the parking brake.

[0066] The central control unit (CCU) monitors the electric key's position status and train speed in real time. When the CCU detects that the speed sensor has collected zero speed and the electric key's position signal detection sensor has collected no position signal, that is, the current speed is zero and the electric key has been removed, the CCU sends a parking brake application command to control the KE1 relay to be energized, thereby realizing the application of the parking brake.

[0067] The parking brake control system provided in this application embodiment adds a central control unit to monitor the train speed and the status of the electric key in real time. When the parking brake application button and / or parking brake release button are triggered, and / or the speed collected by the speed sensor is zero and the presence signal collected by the electric key presence signal detection sensor is negative, a control command is sent to the parking brake control circuit to realize the parking brake of the train or apply it. This avoids the danger of the train running away if the driver forgets to apply the parking brake when changing driving ends, expands the scope of use of the parking brake, and improves the overall safety of the train.

[0068] Based on the above embodiments, the parking braking system provided in this application also includes a power supply circuit, such as... Figure 4 As shown, the power supply circuit includes a power button SA10, a third relay KE3, a fourth relay KE4, a fifth relay KE5, a sixth relay KM6, and a time delay relay KT1.

[0069] One end of the coil of the fourth relay KE4, one end of the coil of the fifth relay KE5, and one end of the coil of the sixth relay KM6 are connected in pairs and then connected to the power supply. The other end of the coil of the fourth relay KE4 is connected to the power button SA10. The common terminal formed by the other end of the coil of the fifth relay KE5 and the first contact of the fifth relay KE5 in series is connected to the power button SA10. The other end of the first contact of the fifth relay KE5 is connected to one end of the coil contact of the fourth relay KE4. The common terminal formed by the other end of the coil contact of the fourth relay KE4 and one end of the second contact of the fifth relay KE5 is connected to the power supply. The other end of the second contact of the fifth relay KE5 is connected to the other end of the coil of the sixth relay KM6.

[0070] The other end of the coil contact of the fourth relay KE4 is connected to one end of the coil of the time delay relay KT1 and one end of the coil contact of the time delay relay KT1, and is connected in series with the contact of the sixth relay KM6 and then connected to one end of the coil of the time delay relay KT1. The other end of the coil of the time delay relay KT1 is connected to the power supply. The other end of the contact of the time delay relay KT1 is connected to one end of the coil of the third relay KE3. The other end of the coil of the third relay KE3 is connected to the power supply. The contact of the third relay KE3 is connected to the central control unit CCU.

[0071] During implementation, when the train is initially powered on, the driver's cab power button SA10 is triggered, the knob is placed at the power supply potential and automatically resets, the fourth relay KE4 is de-energized, the fifth relay KE5 is energized to form a self-locking circuit, the sixth relay KM6 is energized, and the time-delay relay KT1 is de-energized. When the train operation ends, the power button SA10 is triggered, the knob is placed at the power-off potential and automatically resets, the fourth relay KE4 is energized, the fifth relay KE5 is de-energized, and at this time, the time-delay relay KT1 is energized, sending a signal within a preset time to control the energization time of the third relay KE3 for a preset duration. Figure 1 The first relay KE1 is energized for a preset duration, and each vehicle applies and maintains the parking brake state.

[0072] Therefore, when the central control unit (CCU) detects that the power button has been triggered and the power is cut off, it determines that the train meets the parking brake control conditions and sends a parking brake application command to the parking brake application control circuit in order to apply the parking brake to the train.

[0073] The parking brake control system provided in this application embodiment also includes a power supply circuit, in which a power button is connected to a central control unit. When the power button is triggered to cut off the power, the central control unit determines that the train meets the parking brake control conditions and sends a parking brake application command to the parking brake application control circuit to apply the parking brake. This ensures that if the driver forgets to apply the parking brake, the parking brake can be automatically applied based on whether the power is on, further improving the overall safety of the train.

[0074] In a preferred embodiment, the parking braking system provided in this application further includes a parking braking safety loop and a display screen. The parking braking safety loop is connected to the central control unit (CCU) and the parking braking modules in each carriage, respectively, for monitoring the parking braking status of the train. The display screen is connected to both the central control unit and the parking braking safety loop, for displaying the current parking braking status and the status of the parking braking safety loop.

[0075] During implementation, the parking brake safety loop monitors the parking brake status of the entire EMU. In fact, when each car is in the parking brake released state, the pressure of the parking brake cylinder of each car is higher than 480 kPa. Figure 3 The pressure switch 09 contact is in the open state. When any vehicle is in the parking brake application state, if the parking brake cylinder pressure is lower than 420 kPa, the pressure switch 09 contact closes, the parking brake safety loop activates, and the CCU detects that the parking loop relay in the parking brake safety loop is de-energized. At this time, the display screen in the driver's cab displays a message indicating that the parking brake safety loop is open. When the vehicle is stationary, the central control unit (CCU) controls the vehicle to block traction. When the vehicle speed exceeds a preset value, the CCU controls the vehicle to trigger penalty braking.

[0076] In addition, it is worth noting that another set of normally closed contacts of the parking loop relay in the parking brake safety loop is used to drive the indicator light inside the parking brake button. When the parking brake safety loop is activated, the normally closed contacts are in the closed state, the indicator light is on, indicating that the driver and vehicle group are in the parking brake application state. When the parking safety loop is restored, the indicator light goes out.

[0077] The parking brake control system provided in this application embodiment adds a parking brake safety loop and a display screen to monitor the parking brake status of each car and ensure that the driver can obtain the parking brake status of the train in a timely manner.

[0078] The parking braking system has been described in detail in the above embodiments. This application also provides a train that includes the parking braking system in the above embodiments, with the same effect, which will not be described again here.

[0079] The foregoing has provided a detailed description of a train and parking braking system provided in this application. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of the claims of this application.

[0080] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A parking braking system, characterized in that, include: Parking brake control circuit, parking brake module and central control unit; The parking brake control circuit includes a first relay, a second relay, a first switch, and a second switch. The coil and contacts of the first relay are connected in series, and the first switch is disposed between the coil and contacts of the first relay. The coil and contacts of the second relay are connected in series, and the second switch is disposed between the coil and contacts of the second relay. The common terminal formed by connecting the other end of the first relay coil and the other end of the second relay coil is respectively connected to the first connection terminal of the parking brake module in each carriage. The common terminal formed by connecting the other end of the first relay contact and the other end of the second relay contact is respectively connected to the second connection terminal of the parking brake module in other carriages except the power car. The common terminal formed by connecting one end of the first relay coil and one end of the second relay coil is connected to the second connection terminal of the parking brake module in the power car. The first switch and the second switch are closed when the train meets the parking brake control conditions, so that the first relay and the second relay are energized to apply parking brake or release parking brake; The central control unit is connected to the parking brake application button, the parking brake release button, the first switch and the second switch, the vehicle speed sensor and the electric key presence signal detection sensor, respectively, and is used to control the first switch and the second switch to close after determining that the train meets the parking brake control conditions; Determining that the train meets the parking braking control conditions includes: When the parking brake application button and / or the parking brake release button are triggered, and / or the speed collected by the vehicle speed sensor is zero and the presence signal collected by the electric key presence signal detection sensor is negative, it is determined that the train meets the parking brake control conditions.

2. The parking braking system according to claim 1, characterized in that, The parking brake control circuit further includes: a first diode, a second diode, a third diode, and a fourth diode; The positive terminal of the first diode is connected to the other end of the first relay contact, the positive terminal of the third diode is connected to the other end of the second relay contact, the negative terminals of the first diode and the third diode are connected, the positive terminal of the second diode is connected to one end of the first relay contact, the positive terminal of the fourth diode is connected to one end of the second relay contact, and the negative terminals of the third diode and the fourth diode are connected.

3. The parking braking system according to claim 1, characterized in that, A double-to-single stop valve is installed between the auxiliary air cylinder and the parking air cylinder, which are connected to the parking brake module.

4. The parking braking system according to claim 1, characterized in that, It also includes a power supply circuit, which includes a power button, a third relay, a fourth relay, a fifth relay, a sixth relay, and a time delay relay; One end of the fourth relay coil, one end of the fifth relay coil, and one end of the sixth relay coil are connected in pairs to the power supply. The other end of the fourth relay coil is connected to the power button. The common terminal formed by the other end of the fifth relay coil and the first contact of the fifth relay connected in series is connected to the power button. The other end of the first contact of the fifth relay is connected to one end of the contact of the fourth relay coil. The common terminal formed by the other end of the fourth relay coil contact and one end of the second contact of the fifth relay is connected to the power supply. The other end of the second contact of the fifth relay is connected to the other end of the sixth relay coil. The other end of the fourth relay coil contact is connected to one end of the time delay relay coil and one end of the time delay relay coil contact, and is connected in series with the contact of the sixth relay and then connected to one end of the time delay relay coil. The other end of the time delay relay coil is connected to the power supply. The other end of the time delay relay contact is connected to one end of the third relay coil. The other end of the third relay coil is connected to the power supply. The third relay contact is connected to the central control unit.

5. The parking braking system according to claim 4, characterized in that, Determining that the train meets the parking braking control conditions includes: When the power button is triggered to cut off power, it is determined that the train meets the parking braking control conditions.

6. The parking braking system according to any one of claims 1 to 5, characterized in that, It also includes the parking braking safety loop; The parking brake safety loop is connected to the central control unit and the parking brake module in each carriage, respectively, and is used to monitor the parking brake status of the train.

7. The parking braking system according to claim 6, characterized in that, It also includes a display screen; The display screen is connected to the central control unit and the parking brake safety loop respectively, and is used to display the current parking brake status and the parking brake safety loop status.

8. A train, characterized in that, Includes the parking braking system as described in any one of claims 1 to 7.

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