Multi-step brake system and railway vehicle system having the same

Abstract

The application discloses a multi-stage brake system and a locomotive vehicle system with the same. The multi-stage brake system comprises: an air cylinder for outputting air pressure; a pressure adjusting device comprising a first adjusting valve body and a second adjusting valve body connected to the air cylinder respectively and in parallel with each other, and a first electromagnetic valve connected to the first adjusting valve body and the second adjusting valve body simultaneously; and a relay valve comprising a first input end connected to an output end of the pressure adjusting device, a second input end connected to the air cylinder through a second electromagnetic valve, and a brake output end for outputting brake pressure. The multi-stage brake system can output at least four stages of brake force, effectively improve the average deceleration and shorten the brake distance.

Description

Technical Field

[0001] This invention relates to the field of braking control technology, and in particular to a multi-stage braking system and a locomotive and rolling stock system having the system. Background Technology

[0002] Braking of trains or other vehicles is crucial for safety, especially emergency braking. If the train is traveling at high speed, applying a fixed and excessive braking force can cause the wheels to lock up, leading to a dangerous situation. Conversely, if the train is traveling at low speed, applying too little braking force will result in slow deceleration and a longer braking distance. Ideally, a suitable and fixed braking force allows for a short braking distance, improving train safety. However, shorter braking distances place higher demands on vehicle deceleration. In practical applications, especially during high-speed train operation, deceleration is limited by the thermal load capacity of the friction pairs and the adhesion between the wheel and rail, making shortening the braking distance a significant technical challenge.

[0003] Existing technologies often improve the average deceleration of vehicles by implementing two-stage high and low braking, but the improvement in average deceleration by two-stage braking force is limited and still cannot meet the current requirements for short braking distance of trains. Summary of the Invention

[0004] One of the objectives of this invention is to provide a multi-stage braking system to solve the technical problems of existing two-stage braking control, which cannot meet the requirements of short braking distances, has high cost, and is structurally complex.

[0005] One of the objectives of this invention is to provide a locomotive and rolling stock system.

[0006] To achieve one of the above-mentioned objectives, one embodiment of the present invention provides a multi-stage braking system, comprising: a pneumatic cylinder for outputting pressure; a pressure adjusting device including a first adjusting valve body and a second adjusting valve body respectively connected to the pneumatic cylinder and connected in parallel, and a first solenoid valve simultaneously connected to the first adjusting valve body and the second adjusting valve body; and a relay valve including a first input terminal connected to the output terminal of the pressure adjusting device, a second input terminal connected to the pneumatic cylinder through a second solenoid valve, and a brake output terminal for outputting braking pressure.

[0007] As a further improvement of one embodiment of the present invention, the output end of the first adjusting valve body is connected to the first solenoid valve, the output end of the second adjusting valve body is connected to the first solenoid valve, and the first solenoid valve is connected to the first input end.

[0008] As a further improvement of one embodiment of the present invention, when the first solenoid valve is de-energized, the first adjusting valve body is connected to the air cylinder; when the first solenoid valve is energized, the second adjusting valve body is connected to the air cylinder.

[0009] As a further improvement of one embodiment of the present invention, when the second solenoid valve is energized, the second input terminal is connected to the air cylinder, and the relay valve outputs a lower braking pressure; when the second solenoid valve is de-energized, the relay valve outputs a higher braking pressure.

[0010] As a further improvement of one embodiment of the present invention, the multi-stage braking system is configured to selectively output four types of emergency braking forces by adjusting the on / off state of the first solenoid valve and the second solenoid valve.

[0011] As a further improvement of one embodiment of the present invention, when both the first solenoid valve and the second solenoid valve are de-energized, the relay valve outputs a first-order emergency braking force; when the first solenoid valve is energized and the second solenoid valve is de-energized, the relay valve outputs a second-order emergency braking force; when the first solenoid valve is de-energized and the second solenoid valve is energized, the relay valve outputs a third-order emergency braking force; and when both the first solenoid valve and the second solenoid valve are energized, the relay valve outputs a fourth-order emergency braking force.

[0012] As a further improvement of one embodiment of the present invention, the first-stage emergency braking force, the second-stage emergency braking force, the third-stage emergency braking force, and the fourth-stage emergency braking force decrease sequentially; the multi-stage braking system is configured to output the fourth-stage emergency braking force, the third-stage emergency braking force, the second-stage emergency braking force, and the first-stage emergency braking force sequentially when performing emergency braking.

[0013] As a further improvement of one embodiment of the present invention, both the first adjusting valve body and the second adjusting valve body are pressure limiting valves, and the first adjusting valve body and the second adjusting valve body are configured to have different outlet pressure values.

[0014] As a further improvement of one embodiment of the present invention, the multi-stage braking system includes a load pressure feedback device; the first adjusting valve body and the second adjusting valve body are connected to the load pressure feedback device and configured to limit their own outlet pressure value according to the load pressure.

[0015] As a further improvement of one embodiment of the present invention, the multi-stage braking system includes a pressure control device connected to the air cylinder, and the input end of the pressure adjustment device is connected to the pressure control device; the pressure control device includes a direct braking control device, an indirect braking control device, and a two-way valve connected to the direct braking control device and the indirect braking control device respectively; the two-way valve is configured to output the braking control pressure that is larger between the direct braking control pressure and the indirect braking control pressure.

[0016] As a further improvement of one embodiment of the present invention, the multi-stage braking system includes a remote cut-off device that simultaneously connects the brake output end of the relay valve and the air cylinder, the remote cut-off device being used to remotely cut off the brake pressure output by the relay valve.

[0017] To achieve one of the above-mentioned objectives, one embodiment of the present invention provides a locomotive and rolling stock system, including the multi-stage braking system described in any of the above technical solutions.

[0018] Compared with the prior art, the present invention forms a first level of adjustment of braking force by configuring two adjusting valve bodies connected in parallel, and forms a second level of adjustment of braking force by setting two solenoid valves connected to the relay valve, one of which is connected to the main air cylinder and the other is connected to the two adjusting valve bodies mentioned above. In this way, at least four levels of braking force output control can be achieved, which effectively improves the average deceleration and greatly shortens the braking distance under the constraints of use. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of a multi-stage braking system according to one embodiment of the present invention.

[0020] Figure 2 This is a schematic diagram showing the relationship between braking deceleration and output braking pressure when implementing a multi-stage braking system in one embodiment of the present invention. Detailed Implementation

[0021] The present invention will now be described in detail with reference to the specific embodiments shown in the accompanying drawings. However, these embodiments do not limit the present invention, and any structural, methodological, or functional modifications made by those skilled in the art based on these embodiments are included within the scope of protection of the present invention.

[0022] It should be noted that the term "comprising" or any other variation thereof is 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 process, method, article, or apparatus. Furthermore, the terms "first," "second," "third," "fourth," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0023] The terms “connection,” “connected to,” or any other variations are intended to encompass various relative positions where a connection exists, including both direct and indirect connections. A direct connection can be formed through a pneumatic conduit, while an indirect connection can be formed through devices such as valves or sensors, through pneumatic components such as pressure control devices or pressure regulating devices, or through any other medium such as air.

[0024] Please see Figure 1 This is a schematic diagram of the air circuit of a multi-stage emergency braking system provided in an embodiment of the present invention.

[0025] The multi-stage braking system 100 includes an air cylinder 10, a pressure adjustment device 30, and a relay valve 40.

[0026] Preferably, the air cylinder 10 is used to output air pressure. The pressure adjustment device 30 includes a first solenoid valve 33, and a first adjustment valve body 31 and a second adjustment valve body 32 connected in parallel; wherein, the first solenoid valve 33 is connected to the first adjustment valve body 31 and the second adjustment valve body 32, the first adjustment valve body 31 is connected to the air cylinder 10, and the second adjustment valve body 32 is connected to the air cylinder 10.

[0027] Preferably, the relay valve 40 includes a brake output terminal 45, a first input terminal 41, and a second input terminal 42. The brake output terminal 45 is used to output brake pressure P3; the first input terminal 41 is connected to the output terminal of the pressure adjusting device 30; and the second input terminal 42 is connected to the air cylinder via a second solenoid valve 421.

[0028] By configuring two parallel adjusting valve bodies (e.g., first adjusting valve body 31 and second adjusting valve body 32), a first level of adjustment of the braking force is achieved. By setting two solenoid valves (e.g., first solenoid valve 33 and second solenoid valve 421) connected to the relay valve 40, one of which (e.g., first solenoid valve 33) is connected to the air cylinder 10, and the other (e.g., second solenoid valve 421) is connected to the two adjusting valve bodies, a second level of adjustment of the braking force is achieved. In this way, at least four levels of braking force output control can be achieved, effectively improving the average deceleration and significantly shortening the braking distance under usage limitations such as friction pair thermal load capacity and wheel-rail adhesion.

[0029] Air cylinder 10 is used to store compressed air. More specifically, air cylinder 10 includes, but is not limited to, a main air cylinder R, a brake air cylinder R1, and a backup air cylinder. The main air cylinder R stores compressed air from an air source and supplies air to downstream air-consuming equipment, which may include the brake air cylinder R1 and the backup air cylinder. The compressed air stored in the brake air cylinder R1 and the backup air cylinder is mainly used to achieve the braking function and assist in outputting the braking pressure P3.

[0030] In one embodiment, the multi-stage braking system 100 includes a pressure control device 20 connected to the brake cylinder 10. Specifically, the pressure control device 20 is connected to the brake cylinder R1 and the backup cylinder through its input terminal. For ease of description, the pressure output by the pressure control device 20 is defined as the first pressure P1.

[0031] Preferably, the pressure control device 20 includes a direct braking control device 201 and an indirect braking control device 202. The direct braking control device 201 outputs direct braking control pressure, and the indirect braking control device 202 outputs indirect braking control pressure. The direct braking control device 201 is connected to the brake cylinder R1, and the indirect braking control device 202 is connected to the standby cylinder.

[0032] The pressure control device 20 also includes a two-way valve 24, which is connected to the direct braking control device 201 and the indirect braking control device 202 respectively. Specifically, the two-way valve 24 can be connected to the two braking control devices mentioned above through its two input terminals. Based on this, the output terminal of the two-way valve 24 can be used as the output terminal of the pressure control device 20 to output the first pressure P1.

[0033] Preferably, the two-way valve 24 is configured to output the greater braking control pressure between the direct braking control pressure and the indirect braking control pressure. This configuration enables the multi-stage braking system 100 to meet the highest permissible braking demand (e.g., direct braking or indirect braking), regardless of which device (e.g., direct braking control device 201 or indirect braking control device 202) generates the control pressure. In other words, the first pressure P1 may be either the direct braking control pressure or the indirect braking control pressure.

[0034] In one embodiment, the direct braking control device 201 includes a third solenoid valve 21 and a fourth solenoid valve 22. The output end of the third solenoid valve 21 is connected to the input end of the fourth solenoid valve 22. At the same time, the output end of the third solenoid valve 21 is connected to a fifth solenoid valve 23 that communicates with the outside world. That is, the fifth solenoid valve 23 is also connected to the input end of the fourth solenoid valve 22.

[0035] Thus, the pressure from the brake cylinder R1 can pass sequentially through the third solenoid valve 21 and the fourth solenoid valve 22, and then flow into the two-way valve 24; the pressure from the brake cylinder R1 can also flow directly to the fourth solenoid valve 22, and then flow into the two-way valve 24. When both the third solenoid valve 21 and the fourth solenoid valve 22 are de-energized, the fifth solenoid valve 23 is activated, discharging the gas in the pipeline.

[0036] In one embodiment, the indirect braking control device 202 may also be connected to a distribution valve to output indirect braking control pressure.

[0037] The pressure adjusting device 30 receives and adjusts the pressure from the air cylinder 10, which can be specifically interpreted in the following four ways:

[0038] (1) Receives pressure directly from the main air cylinder R;

[0039] (2) Accept pressure directly from the brake cylinder R1 or the spare cylinder;

[0040] (3) The pressure from the main air cylinder R is indirectly received by connecting the pressure control device 20 mentioned above;

[0041] (4) The pressure from the brake cylinder R1 or the spare cylinder is indirectly received by connecting the pressure control device 20 described above.

[0042] In a specific embodiment, the input end of the pressure adjusting device 30 is connected to the pressure control device 20. The first pressure P1 output by the pressure control device 20 (or the two-way valve 24) is the pressure input to the pressure adjusting device 30. Simultaneously, the pressure adjusted and output by the pressure adjusting device 30 is defined as the second pressure P2. It is evident that the pressure control device 20 receives pressure from the brake cylinder R1 or the backup cylinder, and the pressure adjusting device 30 indirectly receives pressure from the brake cylinder R1 or the backup cylinder through the pressure control device 20. Therefore, in this embodiment, the phrase "connected to cylinder 10" for the pressure adjusting device 30 can be understood as being indirectly connected to the brake cylinder R1 or the backup cylinder through the connection to the pressure control device 20.

[0043] Similarly, the second solenoid valve 421 can be directly connected to the main air cylinder R, the brake air cylinder R1, or the spare air cylinder, or it can be indirectly connected to the main air cylinder R through other components, devices, modules, etc. In a specific embodiment, the input end of the second solenoid valve 421 is directly connected to the main air cylinder R. Accordingly, the second solenoid valve 421 "connected to air cylinder 10" means that it is directly connected to the main air cylinder R.

[0044] Preferably, the output end of the first adjusting valve body 31 is connected to the first solenoid valve 33, the output end of the second adjusting valve body 32 is connected to the first solenoid valve 33, and the first solenoid valve 33 is connected to the first input end 41 of the relay valve 40. That is, the two input ends of the first solenoid valve 33 are respectively connected to the output ends of the first adjusting valve body 31 and the second adjusting valve body 32, while the output end of the first solenoid valve 33 is connected to the relay valve 40; at this time, the output end of the first solenoid valve 33 is the output end of the pressure adjusting device 30, and the pressure output by the first solenoid valve 33 is the second pressure P2 output by the pressure adjusting device 30.

[0045] Preferably, the first adjusting valve body 31 and the second adjusting valve body 32 are configured to have different outlet pressure values, and the outlet pressure value of the first adjusting valve body 31 is greater than that of the second adjusting valve body 32. In this way, the pressure adjusting device 30 can output a second pressure P2 with different pressure values, thereby creating a more varied braking force output. In a preferred embodiment, both the first adjusting valve body 31 and the second adjusting valve body 32 are pressure-limiting valves. In other embodiments, the adjusting valve body can also be a pressure-reducing valve, and the choice can be made according to the actual situation.

[0046] In one embodiment, when the first solenoid valve 33 is de-energized, the first adjusting valve body 31 is connected to the air cylinder 10, that is, connected to the brake air cylinder R1 or the spare air cylinder through the pressure control device 20; when the first solenoid valve 33 is energized, the second adjusting valve body 32 is connected to the air cylinder 10, that is, connected to the brake air cylinder R1 or the spare air cylinder through the pressure control device 20.

[0047] More specifically, in an embodiment where the outlet pressure of the first adjusting valve body 31 is greater than that of the second adjusting valve body 32, when the first adjusting valve body 31 is connected to the air cylinder 10, the second pressure P2 output by the pressure adjusting device 30 has a higher second pressure value p21; when the second adjusting valve body 32 is connected to the air cylinder 10, the second pressure P2 output by the pressure adjusting device 30 has a lower second pressure value p22.

[0048] In layman's terms, the first input terminal 41 of the relay valve 40 is the basic control pressure input terminal, and the second input terminal 42 is the high and low pressure control pressure input terminal. The first input terminal 41 is connected to the output terminal of the first solenoid valve 33 (i.e., the output terminal of the pressure adjusting device 30), and the second input terminal 42 is connected to the main air cylinder R. Thus, after the second pressure P2 from the first solenoid valve 33 is input to the first input terminal 41, the second solenoid valve 421 controls whether the pressure of the main air cylinder is simultaneously input to the second input terminal 42, thereby achieving diversified and customized adjustment of the braking force.

[0049] Specifically, when the second solenoid valve 421 is de-energized, the second input terminal 42 is disconnected, resulting in no pressure input. Only the first input terminal 41 is connected to the pressure adjustment device 30, and the braking pressure P3 output by the relay valve has a higher braking pressure value p31. When the second solenoid valve 421 is energized, the total air cylinder pressure is input to the second input terminal through the second solenoid valve 421, and the first input terminal 41 is also connected to the pressure adjustment device 30. At this time, the braking pressure P3 output by the relay valve 40 has a lower braking pressure value p31. Since the pressure adjustment device 30 itself can output two pressure values ​​(e.g., the higher second pressure value p21 and the lower second pressure value p22), through the adjustment of the second solenoid valve 421 and the relay valve 40, at least 2×2=4 combined output modes can be formed, outputting four different braking pressures P3.

[0050] More specifically, when the second solenoid valve 421 is de-energized and the second pressure P2 output by the first solenoid valve has a higher second pressure value p21, the braking pressure P3 output by the relay valve 40 has a first braking pressure value p311; when the second solenoid valve 421 is de-energized and the second pressure P2 output by the first solenoid valve has a lower second pressure value p22, the braking pressure P3 output by the relay valve 40 has a second braking pressure value p312; when the second solenoid valve 421 is energized and the second pressure P2 output by the first solenoid valve has a higher second pressure value p21, the braking pressure P3 output by the relay valve 40 has a third braking pressure value p321; when the second solenoid valve 421 is energized and the second pressure P2 output by the first solenoid valve has a higher second pressure value p22, the braking pressure P3 output by the relay valve 40 has a fourth braking pressure value p322.

[0051] In one embodiment, the multi - stage braking system 100 can be used to output emergency braking force. Thus, the multi - stage braking system 100 is configured to selectively output four levels of emergency braking force (for example, output braking pressure P3 as the emergency braking force) by adjusting the on - off states of the first solenoid valve 33 and the second solenoid valve 421.

[0052] (1) When both the first solenoid valve 33 and the second solenoid valve 421 are de - energized, the relay valve 40 outputs the first - stage emergency braking force P311. Among them, the first - stage emergency braking force P311 has the above - mentioned first braking pressure value p311;

[0053] (2) When the first solenoid valve 33 is energized and the second solenoid valve 421 is de - energized, the relay valve outputs the second - stage emergency braking force P312. Among them, the second - stage emergency braking force P312 has the above - mentioned second braking pressure value p312;

[0054] (3) When the first solenoid valve 33 is de - energized and the second solenoid valve 421 is energized, the relay valve outputs the third - stage emergency braking force P321. Among them, the third - stage emergency braking force P321 has the above - mentioned third braking pressure value p321;

[0055] (4) When both the first solenoid valve 33 and the second solenoid valve 421 are energized, the relay valve outputs the fourth - stage emergency braking force P322. Among them, the fourth - stage emergency braking force P322 has the above - mentioned fourth braking pressure value p322.

[0056] The first - stage emergency braking force P311, the second - stage emergency braking force P312, the third - stage emergency braking force P321, and the fourth - stage emergency braking force P322 decrease in sequence. The first braking pressure value p311, the second braking pressure value p312, the third braking pressure value p321, and the fourth braking pressure value p322 decrease in sequence.

[0057] The multi - stage braking system 100 is configured to, when performing emergency braking, sequentially output the fourth - stage emergency braking force P322, the third - stage emergency braking force P321, the second - stage emergency braking force P312, and the first - stage emergency braking force P311.

[0058] See Figure 2 As shown, in a preferred embodiment, taking a train with the multi - stage braking system 100 as an example, when the train running speed is 400 km / h, the outlet pressure value set by the first adjustment valve body 31 is 4.5 bar, and the outlet pressure value set by the second adjustment valve body 32 is 3.6 bar, the following state can be presented:

[0059] During emergency braking, a braking pressure of 1.6 bar (fourth-order braking pressure) is achieved in the speed range of 400–350 km / h (fourth-order speed range), 2.0 bar (third-order braking pressure) in the speed range of 350–300 km / h (third-order speed range), 2.56 bar (second-order braking pressure) in the speed range of 300–250 km / h (second-order speed range), and 3.2 bar (first-order braking pressure) in the speed range below 250 km / h (first-order speed range). This four-stage emergency braking control improves the average deceleration and shortens the braking distance under operating constraints, meeting the requirements of multi-stage emergency braking control for high-speed trains. The speed values ​​in the first, second, third, and fourth-order speed ranges increase sequentially.

[0060] The multi-stage braking system 100 includes a service braking state (driving braking) and an emergency braking state (braking). In the service braking state, the first solenoid valve 33 is de-energized, and the two-way valve allows a larger flow between the direct braking control pressure and the indirect braking control pressure, which is input to the first adjusting valve body 31, and thus input to the first input terminal 41 of the relay valve 40.

[0061] In emergency braking condition, the two-way valve 24 still allows a large flow between the direct braking control pressure and the indirect braking control pressure, outputting the first pressure P1, and the relay valve 40 can output the above four emergency braking pressures P3.

[0062] In a preferred embodiment, the multi-stage braking system 100 includes a load pressure feedback device 50, a first adjusting valve body 31 connected to the load pressure feedback device 50 and configured to limit its own outlet pressure value according to the load pressure; and a second adjusting valve body 32 connected to the load pressure feedback device 50 and configured to limit its own outlet pressure value according to the load pressure.

[0063] In a preferred embodiment, the relay valve 40 further includes a third input terminal 43, which is the main air cylinder pressure input terminal and is connected to the train's main air cylinder R.

[0064] In a preferred embodiment, the multi-stage braking system 100 includes a remote cut-off device 60 that simultaneously connects the brake output terminal 44 of the relay valve 40 and the main air cylinder R. The remote cut-off device 60 is used to remotely cut off the brake pressure P3 output by the relay valve.

[0065] In a preferred embodiment, the remote cut-off device 60 includes a piston valve 61 connected to the brake output terminal 44 of the relay valve and a sixth solenoid valve 62 connected to the main air cylinder R. Preferably, the output terminal of the sixth solenoid valve 62 is connected to the input terminal of the piston valve 61.

[0066] In a preferred embodiment, the multi-stage braking system 100 includes a plurality of pressure sensors and pressure switches. The pressure sensors are used to detect the magnitude of the measured pressure, and the pressure switches are used to detect whether the measured pressure exceeds the rated value.

[0067] Specifically, the multi-stage braking system 100 includes a first pressure sensor 71, a second pressure sensor 72, a third pressure sensor 73, and a fourth pressure sensor 74. The first pressure sensor 71 is connected to the output of the direct-acting braking control device 201 to detect the magnitude of the output direct-acting braking control pressure. The second pressure sensor 72 is connected to the output of the indirect-acting braking control device 202 to detect the magnitude of the output indirect-acting braking control pressure. The third pressure sensor 73 is connected to the load pressure feedback device 50 to detect the load pressure input to the load pressure feedback device 50. The fourth pressure sensor 74 is connected to the third input terminal 43 of the relay valve 40 to detect the total air cylinder pressure input to the relay valve 40.

[0068] The multi-stage braking system 100 includes a first pressure switch 75 and a second pressure switch 76. The first pressure switch 75 is connected to the second input terminal 42 of the relay valve 40, and its rated value is 3.5 bar. That is, when the pressure input to the second input terminal 42 is less than 3.5 bar, the first pressure switch 75 will automatically disconnect to detect whether there is high or low pressure control pressure. The second pressure switch 76 is located on a branch of the brake output terminal 43 of the relay valve 40, and its rated value is 0.3 bar. That is, when the pressure flowing through the branch is less than 0.3 bar, the second pressure switch 76 will automatically disconnect to detect whether there is braking pressure in the branch. At the same time, a fifth pressure sensor 77 is provided in this branch.

[0069] The present invention includes a locomotive and rolling stock system, which includes the multi-stage braking system 100 described in any of the above technical solutions.

[0070] Specifically, the multi-stage braking system 100 can be configured with two adjusting valve bodies connected in parallel (e.g., a first adjusting valve body 31 and a second adjusting valve body 32), and preferably the outlet pressure values ​​of the two adjusting valve bodies are configured to be unequal. Through different adjusting valve bodies, the pressure adjusting device 30 outputs different second pressures P2, forming a first level of adjustment to the braking force.

[0071] The first input terminal 41 of the relay valve 40 can be defined as the basic control pressure input terminal and is connected to the first solenoid valve 33. The second input terminal 42 can be defined as the high and low pressure control pressure input terminal and is connected to the main air cylinder R through the second solenoid valve 421. After the second pressure P2 output by the pressure adjustment device 30 is input to the first input terminal 41, the second level of adjustment of the braking force is formed by controlling the opening and closing of the second input terminal 42. Locomotive and rolling stock systems including multi-stage braking systems 100 under other embodiments can be formed with reference to any of the technical solutions provided above, and will not be described again here.

[0072] In summary, this invention achieves a first level of braking force adjustment by configuring two parallel adjusting valve bodies, and a second level of braking force adjustment by setting two solenoid valves connected to a relay valve, one of which is connected to the main air cylinder and the other is connected to the two adjusting valve bodies. In this way, at least four levels of braking force output control can be achieved, effectively improving the average deceleration and greatly shortening the braking distance under usage constraints.

[0073] It should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0074] The detailed descriptions listed above are merely specific descriptions of feasible embodiments of the present invention, and are not intended to limit the scope of protection of the present invention. All equivalent embodiments or modifications made without departing from the spirit of the present invention should be included within the scope of protection of the present invention.

Claims

1. A multi-stage braking system, characterized in that, include: Air cylinders are used to output air pressure; The pressure regulating device includes a first regulating valve body and a second regulating valve body connected in parallel to the air cylinder, and a first solenoid valve connected to both the first regulating valve body and the second regulating valve body; the first regulating valve body and the second regulating valve body are configured to have different outlet pressure values. The relay valve includes a first input terminal connected to the output terminal of the pressure regulating device, a second input terminal connected to the air cylinder via a second solenoid valve, and a brake output terminal for outputting brake pressure. The output end of the first adjusting valve body is connected to the first solenoid valve, the output end of the second adjusting valve body is connected to the first solenoid valve, and the first solenoid valve is connected to the first input end. When the first solenoid valve is de-energized, the first adjusting valve body is connected to the air cylinder; when the first solenoid valve is energized, the second adjusting valve body is connected to the air cylinder. When the second solenoid valve is energized, the second input terminal is connected to the air cylinder, and the relay valve outputs a lower braking pressure; when the second solenoid valve is de-energized, the relay valve outputs a higher braking pressure. The multi-stage braking system is configured to selectively switch the output of emergency braking force by adjusting the on / off state of the first and second solenoid valves.

2. The multi-stage braking system according to claim 1, characterized in that, The multi-stage braking system is configured to selectively output four types of emergency braking forces by adjusting the on / off state of the first and second solenoid valves.

3. The multi-stage braking system according to claim 1, characterized in that, When both the first solenoid valve and the second solenoid valve are de-energized, the relay valve outputs a first-stage emergency braking force. When the first solenoid valve is energized and the second solenoid valve is de-energized, the relay valve outputs a second-stage emergency braking force. When the first solenoid valve is de-energized and the second solenoid valve is energized, the relay valve outputs a third-stage emergency braking force. When both the first solenoid valve and the second solenoid valve are energized, the relay valve outputs a fourth-order emergency braking force.

4. The multi-stage braking system according to claim 3, characterized in that, The first-stage emergency braking force, the second-stage emergency braking force, the third-stage emergency braking force, and the fourth-stage emergency braking force decrease sequentially; the multi-stage braking system is configured to output the fourth-stage emergency braking force, the third-stage emergency braking force, the second-stage emergency braking force, and the first-stage emergency braking force sequentially when performing emergency braking.

5. The multi-stage braking system according to claim 1, characterized in that, Both the first regulating valve body and the second regulating valve body are pressure relief valves.

6. The multi-stage braking system according to claim 1, characterized in that, The multi-stage braking system includes a load pressure feedback device; the first adjusting valve body and the second adjusting valve body are connected to the load pressure feedback device and configured to limit their own outlet pressure value according to the load pressure.

7. The multi-stage braking system according to claim 1, characterized in that, The multi-stage braking system includes a pressure control device connected to the air cylinder, and the input end of the pressure adjustment device is connected to the pressure control device. The pressure control device includes a direct braking control device, an indirect braking control device, and a two-way valve connected to the direct braking control device and the indirect braking control device respectively; The two-way valve is configured to output the greater braking control pressure between the direct braking control pressure and the indirect braking control pressure.

8. The multi-stage braking system according to claim 1, characterized in that, The multi-stage braking system includes a remote cut-off device that connects the brake output end of the relay valve and the air cylinder simultaneously. The remote cut-off device is used to remotely cut off the brake pressure output by the relay valve.

9. A locomotive and rolling stock system, characterized in that, Includes the multi-stage braking system as described in any one of claims 1 to 8.

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