Railway vehicle parking brake control device and method

Abstract

The invention relates to a rail vehicle parking brake control device and method, and belongs to the technical field of rail traffic braking, the rail vehicle parking brake control device comprises a control device and a detection device, an electromagnetic conversion valve pressure relief hole of the control device is provided with an electromagnetic valve, and the electromagnetic valve and a detection sensor are respectively connected with an intelligent electrical node; under the parking application working condition, the intelligent electrical node collects a pressure signal, fed back by the detection sensor, of the parking cylinder, calculates the real-time exhaust rate, logically judges the real-time exhaust rate and the target exhaust rate, and opens or closes the electromagnetic valve at high frequency to achieve the purpose that the pressure of the parking cylinder is discharged at the adjustable rate. The problem of potential safety hazards caused by false operation and false alarm due to too high or too low exhaust rate under various special working conditions is solved.

Description

Technical Field

[0001] This application relates to the technical field of rail transit braking, and particularly relates to a parking brake control device and method for rail vehicles. Background Art

[0002] The parking brake control device for rail vehicles is a device that is controlled by the parking brake button (apply / relieve) at the operating end, inflates or exhausts the parking cylinder under the car, and realizes the application and relief of the train's parking brake.

[0003] The application action of the existing parking brake control device is to exhaust air through the pressure relief hole of the electromagnetic conversion valve to reduce the pressure of the brake cylinder. The diameter of the pressure relief hole of the electromagnetic conversion valve is fixed and non-adjustable. Under normal parking conditions, the exhaust rate is controllable within the normal range. However, currently, there are various operating conditions for rail vehicles, such as the condition where normal braking and parking braking are applied simultaneously, the rescue condition, etc. The pressure of the brake cylinder may exceed the pressure range under normal parking conditions, resulting in an uncontrollable exhaust rate, and causing false actions and false alarms, posing a safety hazard.

[0004] Under special operating conditions, when pressing the parking application button to apply parking, when the brake cylinder has a high pressure, the too-fast exhaust rate of the pressure relief hole of the electromagnetic conversion valve will cause the pressure in the parking cylinder to rapidly decrease. When the pressure in the parking cylinder has not reached the target pressure, the pressure in the brake cylinder pushes the shuttle valve core to move, closing the exhaust passage between the parking cylinder and the electromagnetic conversion valve. The pressure in the parking cylinder and the brake cylinder will be superimposed, causing the pressure in the parking cylinder to be higher than the target value, resulting in false actions and false alarms;

[0005] If there is a foreign object blockage in the exhaust passage of the electromagnetic conversion valve, the exhaust rate of the pressure relief hole of the electromagnetic conversion valve is too low, causing the pressure in the parking cylinder to drop too slowly, and the exhaust time exceeding the preset time of the vehicle, resulting in untimely application of braking force. When the vehicle needs to park, it cannot quickly obtain sufficient braking force, posing a risk of vehicle rolling, increasing the waiting time of the vehicle, affecting the operation efficiency of the vehicle, and even causing error reporting faults, posing a safety hazard. Summary of the Invention

[0006] The purpose of the present invention is to solve one of the above technical problems, and provide a parking brake control device and control method for rail vehicles.

[0007] The first aspect of the present invention provides a parking brake control device for rail vehicles, including:

[0008] The control device is configured to perform a braking operation and control the application and release of braking force. The control device includes an electromagnetic conversion valve and a shuttle valve. The electromagnetic conversion valve is configured to control the exhaust through a pulse signal to control the pressure of the control air circuit. The shuttle valve is configured to automatically select the highest pressure output among multiple input air sources. The inlet of the electromagnetic conversion valve is connected to the main air supply, the outlet is connected to the inlet port p1 of the shuttle valve, the inlet port p2 of the shuttle valve is connected to the brake cylinder, and the outlet port A of the shuttle valve is connected to the parking cylinder. A solenoid valve is provided at the pressure relief hole of the electromagnetic conversion valve, and the solenoid valve is configured to adjust the exhaust rate of the electromagnetic conversion valve.

[0009] The detection device is configured to monitor the braking state in real time and feedback whether the braking is in place. The detection device includes a detection sensor, and the detection sensor is configured to monitor the dynamic pressure parameters in real time. The detection sensor is provided on the air circuit between the shuttle valve and the parking cylinder.

[0010] The intelligent control node is electrically connected to the solenoid valve and the detection sensor respectively. The intelligent control node is configured to collect the pressure signal fed back by the detection sensor, calculate the real-time exhaust rate k and perform a logical judgment with the target exhaust rate K, and control the solenoid valve to adjust the exhaust rate of the electromagnetic conversion valve.

[0011] Further, the control device further includes a cut-off cock, a filtering device, and a pressure reducing valve connected in series in sequence on the air circuit between the main air supply and the electromagnetic conversion valve. The detection device further includes a first detection switch and a second detection switch, and the first detection switch and the second detection switch are configured to confirm the state of braking application or release. The first detection switch and the second detection switch are connected in parallel and provided on the air circuit between the shuttle valve and the parking cylinder.

[0012] Further, the electromagnetic conversion valve, the first detection switch, the second detection switch, and the detection sensor are electrically connected to the vehicle control system respectively, and the vehicle control system is electrically connected to the parking release button and the parking application button.

[0013] Further, there are multiple solenoid valves, and each solenoid valve is connected to the pressure relief hole of the electromagnetic conversion valve.

[0014] Further, the control device and the detection device are respectively arranged on two air circuit boards; two protective devices are provided at the bottom of the vehicle, each air circuit board is respectively arranged in one protective device, and a gasket is provided between the air circuit board and the protective device.

[0015] Further, the control device further includes a first switch cock, and the detection device further includes a second switch cock. The first switch cock and the second switch cock are provided on the air circuit between the shuttle valve and the parking cylinder.

[0016] Further, the control device is fixed on the first hanger on one side of the vehicle body through the first air circuit board; the detection device is fixed on the second hanger on the other side of the vehicle body through the second air circuit board.

[0017] Furthermore, the second detection switch is a tubular switch, and the second detection switch is fixed to the gas path board through an adapter.

[0018] Furthermore, on the outer peripheral part of the lower end of the adapter, a flange part is provided which stands vertically in the outward direction along the direction of the center line; a first annular groove is provided on the inner end surface of the flange part. The adapter is fixed to the second gas path board through a pressing plate. A fixing hole corresponding to the outer diameter of the adapter is provided at the center of the pressing plate, and a second annular groove corresponding to the flange part is provided on the lower side of the fixing hole. A sealing ring is provided inside the first annular groove, and the pressing plate is fixed to the second gas path board through a fastener.

[0019] A second aspect of the present invention provides a control method for a parking brake control device of a rail vehicle, including the steps:

[0020] S1. During the parking application process, the detection sensor acquires the pressure information P and transmits it to the intelligent control node;

[0021] S2. The intelligent control node calculates the real-time exhaust rate k according to the pressure information P;

[0022] S3. The intelligent control node compares and analyzes the real-time exhaust rate k with the target exhaust rate K to determine whether to continue exhausting. If k≥K, the intelligent control node controls the solenoid valve to stop exhausting and maintain pressure. If k<K, the intelligent control node controls the solenoid valve to continue exhausting;

[0023] S4. The intelligent control node compares and analyzes the pressure information P with the preset pressure Pc to determine whether to empty. If P≤Pc, the intelligent control node controls the solenoid valve to continue exhausting until it is emptied. If P>Pc, return to step S3.

[0024] The beneficial effects of the present invention are as follows:

[0025] The present invention is applied to the parking brake control device of a rail vehicle. The intelligent electrical node collects the pressure signal of the parking cylinder fed back by the detection device, makes a logical judgment with the preset target exhaust rate, and high-frequency opens or closes the solenoid valve to realize the exhaust of the parking cylinder pressure at an adjustable rate, and performs closed-loop control, solving the problem that in different working conditions of the rail vehicle, due to the brake cylinder pressure exceeding the normal control range, the uncontrollable exhaust rate leads to misoperations and false alarms, resulting in potential safety hazards.

[0026] For the parking brake control device provided by the present invention, the parking brake control device is divided into a control device and a detection device which are separately arranged. The individual volumes of the control device and the detection device are small and the structure is compact, solving the problem of arrangement in a limited and narrow space. Moreover, the installation position can be flexibly arranged according to the position under the vehicle, and it can be applicable to more rail vehicle models, avoiding the problem that it cannot be installed due to different under-vehicle spaces of various vehicle models and requires re-design and production, thus liberating a large amount of manpower and material resources.

[0027] The parking brake control device for rail vehicles provided by the present invention is respectively provided with switch cocks for the control device and the detection device, which are respectively installed on both sides of the car body. It is convenient to operate on both sides of the car body, solving the problem of inconvenient operation on one side of the car body under special working conditions (such as limited space during operation on this side or potential safety hazards due to vehicle intersection, etc.), saving time and effort.

[0028] The fixed structure of the tubular detection switch of the parking brake control device for rail vehicles provided by the present invention meets the requirements of reliable fixation, reasonable layout and maintainability of the tubular detection switch. The relative angle of the detection switch can be adjusted by 360°, and it is convenient to disassemble. Description of the Drawings

[0029] Figure 1 is the schematic diagram of the principle of the parking brake control device of this application;

[0030] Figure 2 is the overall structure schematic diagram of the control device of this application;

[0031] Figure 3 is the front view of the overall structure of the detection device of this application;

[0032] Figure 4 is the schematic diagram of the installation structure of the detection switch of this application;

[0033] Figure 5 is the sectional view of the installation structure of the detection switch of this application;

[0034] Figure 6 is the flow chart of the parking brake control method of this application;

[0035] Figure 7 is the exhaust curve of the electromagnetic conversion valve of this application;

[0036] In the above figures: 1 is the control device; 101 is the cut-off cock; 102 is the filtering device; 103 is the pressure reducing valve; 104 is the electromagnetic conversion valve; 105 is the shuttle valve; 106 is the first switch cock, 107 is the solenoid valve; 108 is the first air circuit board; 109 is the first hanger; 2 is the detection device; 201 is the first detection switch; 202 is the second detection switch; 203 is the detection sensor; 204 is the second switch cock; 205 is the second air circuit board; 206 is the second hanger; 3 is the brake cylinder; 4 is the parking cylinder; 5 is the intelligent electrical node; 6 is the gasket; 7 is the protection device; 8 is the adapter; 801 is the air passage; 802 is the flange part; 803 is the first annular groove; 9 is the pressing plate; 901 is the fixing hole; 902 is the second annular groove; 10 is the sealing ring; 11 is the fastener. Detailed Embodiments

[0037] Next, the present invention will be specifically described through exemplary embodiments. However, it should be understood that without further elaboration, the elements, structures, and features in one embodiment can also be beneficially incorporated into other embodiments.

[0038] In the description of the present invention, it should be noted that: (1) The orientation or positional relationship indicated by terms such as "inner", "outer", "upper", "lower", "front", "rear", etc. is based on the positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present invention; (2) When an element is referred to as "fixed to" or "supported by" another element, it can be directly on the other element, or there may also be an intermediate element; (3) When an element is considered to be "connected" to another element, it can be directly connected to the other element or there may be an intermediate element at the same time; (4) The terms "first", "second", "third", etc. are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0039] As Figure 1 shown, the parking brake control device of the rail vehicle according to the embodiment of the present invention includes a control device 1, a detection device 2, and an intelligent control node 5.

[0040] The control device 1 is arranged on the air path between the main air and the brake cylinder 3, responsible for performing the braking operation, and controlling the application and release of the braking force through a pneumatic system.

[0041] The control device 1 includes an electromagnetic conversion valve 104 and a shuttle valve 105. The electromagnetic conversion valve 104 is a high-speed pulse solenoid valve. The electromagnetic conversion valve 104 precisely adjusts the pressure of the brake air path through a pulse signal to achieve smooth application or release of the braking force, avoid mechanical impact, reduce energy consumption at the same time, and improve the control response speed. The shuttle valve 105, as an air path logic switching element, automatically selects the highest pressure output among multiple input air sources to ensure reliable supply of the key air path pressure and achieve redundant control or fault emergency switching.

[0042] The inlet of the electromagnetic conversion valve 104 is connected to the main air, the outlet is connected to the inlet port p1 of the shuttle valve 105. The inlet port p2 of the shuttle valve 105 is connected to the brake cylinder 3, and the outlet port A of the shuttle valve 105 is connected to the parking cylinder 4. A solenoid valve 107 is disposed at the pressure relief hole of the electromagnetic conversion valve 104, and the solenoid valve 107 is a high-frequency solenoid valve.

[0043] The solenoid valve 107 can quickly adjust the gas flow or pressure through high-frequency on-off, achieving precise and dynamic control responses. It is suitable for scenarios that require frequent switching or high-precision adjustment, improving energy efficiency and system stability. The detection device 2 monitors the braking state in real time, uses sensors (such as pressure and position sensors) to feedback whether the braking is in place, diagnoses abnormalities (such as insufficient air pressure or mechanical failures) and triggers an alarm to ensure reliable system operation, and synchronizes the data to the control system for auxiliary decision-making.

[0044] The detection device 2 includes a detection sensor 203. The detection sensor 203 monitors dynamic parameters (such as brake cylinder pressure and displacement) in real time, converts physical quantities into electrical signals (analog or digital), provides continuous data feedback, and supports precise fault diagnosis and system adjustment. The detection sensor 203 is arranged on the air path between the shuttle valve 105 and the parking cylinder 4.

[0045] The intelligent control node 5 is electrically connected to the solenoid valve 107 and the detection sensor 203 respectively.

[0046] The control device 1 also includes a cut-off cock 101, a filtering device 102, and a pressure reducing valve 103 that are connected in series in sequence on the air path between the main air and the electromagnetic conversion valve 104. The cut-off cock 101 controls the on-off of the air path, facilitating quick cutting off of the air source during maintenance or in case of emergency, preventing misoperation or leakage spread. The filtering device 102 removes particulate matter, moisture, and oil from the main air, protecting pneumatic components (such as valves and cylinders) from contamination and ensuring the cleanliness and reliability of the air path of the braking system. The rail vehicle braking system has extremely high requirements for pressure stability. The pressure reducing valve 103 can reduce the high-pressure unstable air source in the main air cylinder or the air supply system to the pressure range required by the parking brake cylinder, such as 580 kPa to 620 kPa, providing a stable air source for the parking brake cylinder, ensuring stable braking effect, avoiding component damage caused by overpressure, and at the same time adapting to the braking requirements of different working conditions.

[0047] The detection device 2 also includes a first detection switch 201 and a second detection switch 202. The first detection switch 201 and the second detection switch 202 are connected in parallel and arranged on the air path between the shuttle valve 105 and the parking cylinder 4; the detection switch directly judges the physical position state (such as "braking applied" or "released") of the braking components (such as brake pads and springs) through mechanical contacts or proximity switches, and outputs a switch signal for status confirmation or interlock control. The two switches are used in combination and are not redundant. Generally, two detection switches are set, corresponding to the set values for parking brake application and release respectively. For example, for disc brakes, the preset low-pressure switch set value range is 80 - 120 kPa, and the high-pressure switch set value range is 460 - 510 kPa.

[0048] The electromagnetic conversion valve 104, the first detection switch 201, the second detection switch 202, and the detection sensor 203 are respectively electrically connected to the vehicle control system, and the vehicle control system is electrically connected to the parking release button and the parking application button.

[0049] There are multiple solenoid valves 107. When one of the solenoid valves 107 fails, the others can be used as redundancy. The intelligent electrical node 5 can also control multiple solenoid valves 107 to be energized simultaneously to achieve exhaust, or can control multiple solenoid valves 107 to be energized separately to form a coupling to achieve exhaust.

[0050] When the rail vehicle needs to release the parking brake, the driver presses the parking brake release button. The vehicle main air supply provides an air source to the control device 1. The main air passes through the opened cut-off cock 101 and the filtering device 102, filters out the impurities in the air, and then enters the pressure reducing valve 103 to adjust the working pressure. At this time, the electromagnetic conversion valve 104 is turned on. After comparing and taking the larger value between the shuttle valve 105 and the pressure from the brake cylinder 3, it is output to the detection device 2 and finally output to the parking cylinder 4 to achieve parking release. At the same time, the first detection switch 201 and the second detection switch 202 respond to the air pressure change, feedback the switch signal to the vehicle control system, and the detection sensor 203 outputs the electrical signal of the air pressure to the vehicle control system.

[0051] The parking application condition is opposite to the parking release condition. The driver presses the parking brake application button. The vehicle control system controls the electromagnetic conversion valve 104 to close and exhaust. The pressure of the parking cylinder 4 gradually decreases. When the pressure at the p1 inlet of the shuttle valve 105 is less than the pressure of the brake cylinder 3, the brake cylinder 3 is communicated with the parking cylinder 4, and the parking cylinder 4 stops exhausting to achieve parking application. At the same time, the first detection switch 201 and the second detection switch 202 respond to the air pressure change, feedback the switch signal to the vehicle control system, and the detection sensor 203 outputs the electrical signal of the air pressure to the vehicle control system.

[0052] Set the target initial pressure value of the parking cylinder when pressing the parking application button to be P0, and the final pressure value of the parking application condition to be Pt (generally greater than 0). Correspondingly, the initial time is t0, and the time at the moment of pressure Pt is tt. K is the target exhaust rate, then: K = (P0 - Pt) / (tt - t0).

[0053] During the process of pressure drop, set Pc = 0.xP0 threshold, that is, 0.x times of P0.

[0054] Divide the time period of tt - t0 into n segments, then each time period is: (tt - t0) / n.

[0055] Take the exhaust start time points tx and ty within any segment of (tt - t0) / n, and the corresponding pressure values are Px and Py respectively. k is the real-time exhaust rate, then: k = (Px - Py) / (ty - tx).

[0056] During the parking application process, the detection sensor 203 acquires the pressure information P and transmits it to the intelligent control node 5; the intelligent control node 5 calculates the real-time exhaust rate k based on the pressure information P; the intelligent control node 5 compares and analyzes the real-time exhaust rate k with the target exhaust rate K to determine whether to continue exhausting; if k≥K, the intelligent control node 5 controls the solenoid valve 107 to stop exhausting and maintain pressure, if k<K, the intelligent control node 5 controls the solenoid valve 107 to continue exhausting; the intelligent control node 5 compares and analyzes the pressure information P with the preset pressure Pc to determine whether to empty, if P≤Pc, the intelligent control node 5 controls the solenoid valve 107 to continue exhausting until it is emptied, if P>Pc, it enters the next time period, and the intelligent control node 5 continues to compare and analyze the real-time exhaust rate k with the target exhaust rate K to determine the next exhaust operation until it is finally emptied.

[0057] As Figure 7 shown, under special working conditions, press the parking application button to apply parking. When there is a relatively high pressure in the brake cylinder 3, the electromagnetic conversion valve 104 exhausts through the pressure relief hole. The intelligent control node 5 receives the pressure information P from the detection sensor 203 and calculates the real-time exhaust rate k. At this time, the real-time exhaust rate k is greater than the target exhaust rate K. The intelligent control node 5 controls the solenoid valve 107 to stop exhausting and maintain pressure. When the pressure information P is less than or equal to the preset pressure Pc, the intelligent control node 5 controls the solenoid valve 107 to continue exhausting until it is emptied. If the pressure information P is greater than the preset pressure Pc, it enters the next time period, and the intelligent control node 5 continues to compare and analyze the real-time exhaust rate k with the target exhaust rate K to determine the next exhaust operation until it is finally emptied.

[0058] If there is a foreign object blockage in the exhaust passage of the electromagnetic conversion valve 104 and the exhaust rate of the pressure relief hole of the electromagnetic conversion valve 104 is too low, the intelligent control node 5 receives the pressure information P from the detection sensor 203 and calculates the real-time exhaust rate k. At this time, the real-time exhaust rate k is less than the target exhaust rate K. The intelligent control node 5 controls multiple solenoid valves 107 to exhaust faster, increasing the pressure drop rate in the brake cylinder 3; when the pressure information P is less than or equal to the preset pressure Pc, the intelligent control node 5 controls the solenoid valve 107 to continue exhausting until it is emptied. If the pressure information P is greater than the preset pressure Pc, the intelligent control node 5 continues to compare and analyze the real-time exhaust rate k with the target exhaust rate K to determine the next exhaust operation until it is finally emptied. The control of the exhaust rate by the intelligent control node 5 ensures that the vehicle can quickly obtain sufficient braking force when parking is required, avoiding the risk of vehicle rolling and generating potential safety hazards.

[0059] As Figure 2 and Figure 3As shown in the figure, the control device 1 and the detection device 2 of the parking brake control device of the embodiment of the present invention are respectively arranged on two air circuit boards; two protective devices 7 are arranged at the bottom of the vehicle, each air circuit board is respectively arranged in a protective device 7, and a gasket 6 is arranged between the air circuit board and the protective device 7. This separate distribution of the control device 1 and the detection device 2 has a relatively small individual volume, which is 60% of the volume of the original control device, and the structure is compact.

[0060] Currently, there are many types of rail vehicles, and the space under the vehicle is not fixed. On both sides of the installation position of the parking brake control device of some rail vehicles, there are air cylinders, air circuit hard pipes, etc., which are fixed and non-adjustable. In the limited space, only a parking brake control device with a small volume can be arranged. At present, the components integrated in the parking brake control device are all solidified, and their volume sizes are similar, so the possibility of further miniaturization is small, and the cost is increased. Usually, due to the limited space under the vehicle, the parking brake device of the rail vehicle needs to be redesigned and produced, wasting a lot of manpower and material resources.

[0061] The parking brake control device is divided into a control device 1 and a detection device 2 which are separately arranged. The intelligent control node 5, as a part of the control device 1, is installed on the side wall of the protective device 7 of the control device 1, without occupying a separate space. The control device 1 and the detection device 2 have relatively small individual volumes and a compact structure. The space under the vehicle is limited and irregular in shape. The control device 1 and the detection device 2 with small volumes can be more flexibly installed at various positions under the vehicle, such as near the bogie, on both sides of the car body, etc., making full use of the limited space; it is convenient to reasonably layout with other equipment, improving the concentration and orderliness of equipment layout, solving the problem of layout in a limited and narrow space, and the installation position can be flexibly arranged according to the position under the vehicle, and it can be applied to more vehicle types without the need for technicians to redesign and produce.

[0062] The distributed layout solves the separation of the control cable and the signal cable of the parking brake control device, and the influence of the control cable on the heat generation and electromagnetic interference of the signal cable is weakened, which is beneficial to improving the stability of the signal transmission of the signal cable.

[0063] The parking brake device of the rail vehicle provided by the embodiment of the present invention significantly improves the adaptability of the parking brake device of the rail vehicle to different vehicle types and complex working conditions by setting an intelligent control node and combining the independent separation layout of the control device and the detection device.

[0064] Due to the harsh working conditions under the vehicle, it is vulnerable to being hit by foreign objects under the vehicle and being eroded by dust, water and corrosive substances at any time, resulting in component damage or function failure. The main material of the protective device 7 is weathering steel, which has high plasticity and corrosion resistance, and is protected by an ethylene propylene rubber gasket 6 between it and the air circuit board, and the protection is reliable and durable.

[0065] The parking brake device for rail vehicles provided by the embodiments of the present invention is equipped with a first shut-off cock 106 in the control device 1, and a second shut-off cock 204 in the detection device 2. The first shut-off cock 106 and the second shut-off cock 204 are arranged on the air path between the shuttle valve 105 and the parking cylinder 4.

[0066] The on-off of the parking brake air path is manually controlled by the shut-off cock, and the switching of the braking state (such as application or release) is achieved through rotation or lever operation. In the case of maintenance, emergency or system failure, the brake air path can be quickly isolated to ensure the safe parking of the vehicle or the restoration of normal operation.

[0067] The shut-off cocks on both sides can form redundancy. When one shut-off cock fails, the shut-off cock on the other side can be used as a backup to ensure the normal operation of the equipment and improve the reliability of the device.

[0068] The control device 1 is fixed on the first hanger 109 on one side of the car body through the first air path plate 108; the detection device 2 is fixed on the second hanger 206 on the other side of the car body through the second air path plate 205.

[0069] When it is necessary to manually close the shut-off cock to drain the pressure, the existing parking brake control device only has one shut-off cock, and the parking brake control device is fixed after being installed on a certain side of the car body. In special working conditions (such as limited space during operation on that side or potential safety hazards during vehicle intersection), the operation is restricted. Shut-off cocks are respectively arranged on both sides of the car body. In different working scenarios, the staff can choose to control the shut-off cock on either side according to needs, which improves the flexibility of operation. The staff of the rail vehicle can conveniently operate the shut-off cock on both sides of the vehicle without having to go around to a specific side, saving time and effort.

[0070] For the parking brake device for rail vehicles provided by the embodiments of the present invention, the second detection switch 202 is a tubular switch. The second detection switch 202 is fixed on the second air path plate 205 through the adapter 8, and an air passage 801 is arranged in the adapter 8.

[0071] The air path interface of the second detection switch is an Rc3 / 8 internal thread tubular structure. During installation, to prevent the second detection switch 202 from interfering with other components, the second detection switch 202 needs to be kept fixed in a certain position, such as a horizontal position parallel to the edge of the air path plate or at a certain angle to the edge of the air path plate. At the same time, to prevent the second detection switch 202 from rotating or loosening during operation, a rigid connection needs to be established between the second detection switch 202 and the air path plate, and it should also be detachable for maintenance.

[0072] Currently, common connection methods include riveting, welding, threaded connection, key connection, pin connection, interference fit, bonding, etc. To meet the above requirements, there are the following embodiments:

[0073] Embodiment 1: An adapter 8 is provided between the second detection switch 202 and the gas path board. One end of the adapter 8 is threadedly connected to the gas path interface of the second detection switch 202, and torque is applied. The other end of the adapter 8 is welded to the gas path board. The biggest drawback of this embodiment is that it is non-detachable and cannot be maintained;

[0074] Embodiment 2: The gas path board is processed with an external thread interface and threadedly connected to the gas path interface of the second detection switch 202, and torque is applied. The drawback of this embodiment is that the angle of the second detection switch 202 relative to the edge line of the gas path board cannot be guaranteed, and interference is likely to occur;

[0075] Embodiment 3: The gas path board is processed with a groove for interference fit with the external hexagon of the gas path interface of the second detection switch 202, and press-fitted with the second detection switch. The biggest drawback of this embodiment is that it is non-detachable or directly damages the second detection switch 202.

[0076] Embodiment 4: Specifically refer to Figure 4 and Figure 5 , an adapter is provided between the second detection switch 202 and the gas path board. One end of the adapter is threadedly connected to the gas path interface of the second detection switch 202, thread locking glue is applied, and torque is applied. On the outer peripheral part of the other end of the adapter 8, a flange part 802 is provided which stands vertically outward along the direction relative to the center line; a first annular groove 803 is provided on the inner end face of the flange part. The adapter 8 is fixed to the second gas path board 205 through a pressing plate 9. A fixing hole 901 corresponding to the outer diameter of the adapter 8 is provided in the center of the pressing plate 9. A second annular groove 902 corresponding to the flange part 802 is provided below the fixing hole 901. A sealing ring 10 is provided inside the first annular groove 803. The pressing plate 9 is fixed to the second gas path board 206 through a fastener 11.

[0077] During the installation of Embodiment 4, first pass the adapter 8 through the fixing hole 901 of the pressing plate 9, then clamp the adapter 8 in a vise, evenly apply thread locking glue around the thread, and then threadedly engage the second detection switch 202 with the adapter 8 and lock with torque; after installing the sealing ring 10, rotate the adapter 8 relative to the pressing plate 9. After finding the position of the relative angle between the second detection switch 202 and the edge line of the gas path board, use the fastener 11 to press the second detection switch 202 and the adapter 8 tightly on the gas path board through the pressing plate 9. A sealing ring 10 is provided between the adapter 8 and the gas path board to achieve sealing. When maintenance is required, first loosen the fastener 11, and replace or further disassemble and maintain the second detection switch 202 and the adapter 8 as a whole.

[0078] For the installation structure of this tubular switch, the pressing plate 9 and the adapter 8 can rotate relative to each other. After adjusting the required relative angle, it is pressed tightly and can be adjusted by 360°, meeting the requirements of reliable installation, reasonable layout and detachable maintenance of the tubular switch.

[0079] The control method of the parking brake control device for rail vehicles provided by the embodiments of the present invention specifically includes the following steps:

[0080] S1. During the parking application process, the detection sensor 203 acquires the pressure information P of the parking cylinder 4 and transmits it to the intelligent control node 5;

[0081] S2. The intelligent control node 5 calculates the real-time exhaust rate k based on the pressure information P;

[0082] S3. The intelligent control node 5 compares and analyzes the real-time exhaust rate k with the target exhaust rate K to determine whether to continue exhausting. If k ≥ K, the intelligent control node 5 controls the solenoid valve 107 to stop exhausting and maintain pressure. If k < K, the intelligent control node 5 controls the solenoid valve 107 to continue exhausting;

[0083] S4. The intelligent control node 5 compares and analyzes the pressure information P with the preset pressure Pc to determine whether to empty. If P ≤ Pc, the intelligent control node 5 controls the solenoid valve 107 to continue exhausting until it is emptied. If P > Pc, it returns to step S3.

[0084] It is set that when the parking application button is pressed, the target initial pressure value of the parking cylinder is P0, and the final pressure value at the end of the parking application condition is Pt (generally greater than 0). Correspondingly, the initial time is t0, the time when the pressure is Pt is tt, and K is the target exhaust rate. Then: K = (P0 - Pt) / (tt - t0)

[0085] During the process of pressure drop, it is set that Pc = 0.xP0 threshold, that is, 0.x times of P0.

[0086] The time period of tt - t0 is evenly divided into n segments, then each time period is: (tt - t0) / n.

[0087] At any time point within the segment of (tt - t0) / n, the exhaust start time points are tx and ty, and the corresponding pressure values are Px and Py respectively. k is the real-time exhaust rate. Then: k = (Px - Py) / (ty - tx)

[0088] If k ≥ K, the intelligent electrical node 5 controls the solenoid valve 107 to lose power and close, and does not exhaust and maintain pressure;

[0089] If k < K, the intelligent electrical node 5 controls the solenoid valve 107 to be energized and exhaust to the next time period of (tt - t0) / n.

[0090] Repeat like this until when the actual pressure is less than or equal to the preset pressure Pc threshold, the intelligent electrical node 5 controls the solenoid valve 107 to be continuously energized until the pressure of the parking cylinder reaches the final pressure value Pt. The specific flowchart is shown in Figure 6 .

[0091] Such as Figure 7As shown, under special working conditions, press the parking application button to apply parking. When there is a relatively high pressure in the brake cylinder 3, the pressure relief hole of the electromagnetic conversion valve 104 exhausts air. The intelligent control node 5 receives the pressure information P from the detection sensor 203, calculates the real-time exhaust rate k. At this time, the real-time exhaust rate k is greater than the target exhaust rate K. The intelligent control node 5 controls the solenoid valve 107 to stop exhausting air and maintain pressure. When the pressure information P is less than or equal to the preset pressure Pc, the intelligent control node 5 controls the solenoid valve 107 to continue exhausting air until it is emptied. If the pressure information P is greater than the preset pressure Pc, enter the next time period. The intelligent control node 5 continues to compare and analyze the real-time exhaust rate k with the target exhaust rate K to judge the next exhaust operation until it is finally emptied.

[0092] If there is a foreign object blockage in the exhaust passage of the electromagnetic conversion valve 104 and the exhaust rate of the pressure relief hole of the electromagnetic conversion valve 104 is too low, the intelligent control node 5 receives the pressure information P from the detection sensor 203, calculates the real-time exhaust rate k. At this time, the real-time exhaust rate k is less than the target exhaust rate K. The intelligent control node 5 controls multiple solenoid valves 107 to exhaust air faster, increasing the pressure drop rate in the brake cylinder 3. When the pressure information P is less than or equal to the preset pressure Pc, the intelligent control node 5 controls the solenoid valve 107 to continue exhausting air until it is emptied. If the pressure information P is greater than the preset pressure Pc, the intelligent control node 5 continues to compare and analyze the real-time exhaust rate k with the target exhaust rate K to judge the next exhaust operation until it is finally emptied. The control of the exhaust rate by the intelligent control node 5 ensures that the vehicle can quickly obtain sufficient braking force when parking is required, avoiding the risk of vehicle rolling and generating potential safety hazards.

[0093] In some embodiments, although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

Claims

1. A parking brake control device for a rail vehicle, characterized in that, Comprising: A control device (1), configured to perform a braking operation and control the application and release of braking force; the control device (1) includes an electromagnetic conversion valve (104) and a shuttle valve (105), and the electromagnetic conversion valve (104) is configured to control the exhaust through a pulse signal to control the air circuit pressure; the inlet of the electromagnetic conversion valve (104) is connected to the main air supply, the outlet is connected to the inlet port p1 of the shuttle valve (105), the inlet port p2 of the shuttle valve (105) is connected to the brake cylinder (3), and the outlet port A of the shuttle valve (105) is connected to the parking cylinder (4); a solenoid valve (107) is provided at the pressure relief hole of the electromagnetic conversion valve (104), and the solenoid valve (107) is configured to adjust the exhaust rate of the electromagnetic conversion valve (104). A detection device (2), configured to monitor the braking state in real time and feedback whether the braking is in place; the detection device (2) includes a detection sensor (203), and the detection sensor (203) is configured to monitor the pressure dynamic parameters in real time; the detection sensor (203) is provided on the air circuit between the shuttle valve (105) and the parking cylinder (4). An intelligent control node (5), electrically connected to the solenoid valve (107) and the detection sensor (203) respectively, and the intelligent control node (5) is configured to collect the pressure signal fed back by the detection sensor (203), calculate the real-time exhaust rate k and perform a logical judgment with the target exhaust rate K, and control the solenoid valve (107) to adjust the exhaust rate of the electromagnetic conversion valve (104).

2. The parking brake control device for a rail vehicle according to claim 1, wherein The control device (1) further includes a cut-off cock (101), a filtering device (102), and a pressure reducing valve (103) connected in series in sequence on the air circuit between the main air supply and the electromagnetic conversion valve (104). The detection device (2) further includes a first detection switch (201) and a second detection switch (202), and the first detection switch (201) and the second detection switch (202) are configured to confirm the state of brake application or release; the first detection switch (201) and the second detection switch (202) are connected in parallel and provided on the air circuit between the shuttle valve (105) and the parking cylinder (4).

3. The parking brake control device for a rail vehicle according to claim 2, characterized in that, The electromagnetic conversion valve (104), the first detection switch (201), the second detection switch (202), and the detection sensor (203) are respectively electrically connected to the vehicle control system, and the vehicle control system is electrically connected to a parking release button and a parking application button.

4. The parking brake control device for a rail vehicle according to claim 1, characterized in that, There are multiple solenoid valves (107), and each solenoid valve (107) is connected to the pressure relief hole of the electromagnetic conversion valve (104).

5. The parking brake control device for a rail vehicle according to claim 2, characterized in that, The control device (1) and the detection device (2) are respectively arranged on two air circuit boards; two protection devices (7) are provided at the bottom of the vehicle, each air circuit board is respectively arranged in a protection device (7), and a sealing gasket (6) is provided between the air circuit board and the protection device (7).

6. The parking brake control device for a rail vehicle according to claim 1 or 5, characterized in that, The described control device (1) further includes a first switch cock (106), and the described detection device (2) further includes a second switch cock (204). The first switch cock (106) and the second switch cock (204) are arranged on the air path between the shuttle valve (105) and the parking cylinder (4).

7. The parking brake control device for a rail vehicle according to claim 6, characterized in that, The control device (1) is fixed on the first hanger (109) on one side of the vehicle body through the first air circuit board (108); the detection device (2) is fixed on the second hanger (206) on the other side of the vehicle body through the second air circuit board (205).

8. The parking brake control device for a rail vehicle according to claim 5, characterized in that, The described second detection switch (202) is a tube type switch, and the second detection switch (202) is fixed on the air circuit board through the adapter (8).

9. The parking brake control device for a rail vehicle according to claim 8, characterized in that, On the outer peripheral part of the lower end of the described adapter (8), a flange part (802) is provided which stands vertically in the outward direction along the center line direction; a first annular groove (803) is provided on the inner end surface of the flange part (802). The adapter (8) is fixed on the second air circuit board (205) through the pressure plate (9). A fixing hole (901) corresponding to the outer diameter of the adapter (8) is provided in the center of the pressure plate (9). A second annular groove (902) corresponding to the flange part (802) is provided below the fixing hole (901). A sealing ring (10) is provided inside the first annular groove (803), and the pressure plate (9) is fixed on the second air circuit board (205) through fasteners (11).

10. A control method using the parking brake control device for a rail vehicle according to any one of claims 1-9, characterized in that, Including steps: S1. During the parking application process, the detection sensor (203) acquires the pressure information P and transmits it to the intelligent control node (5); S2. The intelligent control node (5) calculates the real-time exhaust rate k according to the pressure information P; S3. The intelligent control node (5) compares and analyzes the real-time exhaust rate k with the target exhaust rate K to judge whether to continue exhausting. If k≥K, the intelligent control node (5) controls the solenoid valve (107) to stop exhausting and maintain pressure. If k<K, the intelligent control node (5) controls the solenoid valve (107) to continue exhausting; S4. The intelligent control node (5) compares and analyzes the pressure information P with the preset pressure Pc to judge whether to empty. If P≤Pc, the intelligent control node (5) controls the solenoid valve (107) to continue exhausting until it is emptied. If P>Pc, return to step S3.

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