Parking brake system and railway vehicle

Abstract

The embodiment of the invention provides a parking brake system and a railway vehicle, the system comprises an air supply cock, a pressure reducing valve, a parking brake electromagnetic valve, a two-way check valve, a first pressure switch, a second pressure switch, a control main part, a second pressure switch and a control main part, and the control main part is electrically connected with the first pressure switch and the second pressure switch; and the judgment module is used for judging whether parking brake execution is correct or not based on the received first pressure value and second pressure value. The parking braking state is monitored and intelligently judged in a dual mode by combining the arrangement with a control main part, the accuracy of braking state recognition and the fault-tolerant capability of the system are effectively improved, the problem of false alarm caused by faults of a pressure switch in a traditional system is solved, and the safety, stability and maintenance efficiency of train operation are improved; the method is suitable for rail transit scenes with high safety requirements.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle brake control, and in particular to a parking brake system and a rail vehicle. Background Art

[0002] The parking brake, a crucial braking method for preventing a stationary train from rolling away, utilizes a spring-loaded parking brake cylinder to deliver braking force, with the parking brake module controlling its application and release. This module incorporates a built-in pressure sensor or pressure switch to monitor the parking brake status and determines whether the train is in operation based on the train's speed signal. However, in practice, this traditional parking brake control system suffers from the following shortcomings:

[0003] Reliability issues of monitoring components: The parking brake status relies on a pressure switch for monitoring. Once the pressure switch fails (such as getting stuck, poor contact, etc.), it will cause the system to falsely alarm, that is, incorrectly display the status of whether the parking brake is applied or not applied. This will not only cause unnecessary alarms, but may also lead to unplanned train outages.

[0004] Risks of accidental application during operation and the challenges of addressing them: If the parking brake is accidentally applied while the train is in motion, emergency braking will be triggered immediately. Due to the lack of effective real-time monitoring and detailed fault information feedback mechanisms, crew members can only manually investigate the cause of the fault after the train stops. This process is complex and time-consuming, seriously affecting the train's normal operating efficiency and service quality.

[0005] Therefore, there is an urgent need for a more reliable and intelligent parking brake control system to overcome the above-mentioned defects, ensure the safe and efficient operation of trains, and reduce unnecessary troubles and economic losses caused by system failures. Summary of the Invention

[0006] In order to solve one of the above technical deficiencies, the present application provides a parking brake system and a rail vehicle in an embodiment. The implementation of the present application significantly ensures the safe and efficient operation of the train, while reducing unnecessary troubles and economic losses caused by system failures. The present application provides a parking brake system, comprising:

[0007] An air supply cock, one end of which is connected to the main air cylinder;

[0008] a pressure reducing valve, one end of which is connected to the other end of the air supply valve;

[0009] a parking brake solenoid valve, one end of the air circuit of the parking brake solenoid valve being connected to the other end of the pressure reducing valve;

[0010] A two-way check valve comprising an inlet end, an outlet end, and an intermediate end, wherein the inlet end is connected to the other end of the parking brake solenoid valve air circuit, the outlet end is connected to the brake cylinder, and the intermediate end is connected to the parking cylinder;

[0011] a first pressure switch connected in series in the air circuit between the two-way check valve and the parking cylinder, for detecting the air circuit pressure;

[0012] a second pressure switch connected in parallel with the first pressure switch to the air path between the two-way check valve and the parking cylinder;

[0013] The control main component is electrically connected to the first pressure switch and the second pressure switch, and is used to determine whether the parking brake is correctly executed based on the received first pressure value and the second pressure value.

[0014] Furthermore, it further comprises: a pressure sensor for detecting the pressure between the middle end and the parking cylinder;

[0015] The pressure sensor is electrically connected to the main control component, so that when the main control component determines that a parking brake execution error occurs, it determines a current parking brake state based on a third pressure value of the pressure sensor.

[0016] Furthermore, a falling edge setting value of the first pressure switch is greater than a rising edge setting value of the second pressure switch.

[0017] Furthermore, it also includes: an isolation plug door,

[0018] One end of the isolation plug door is connected to the middle end, the other end of the isolation plug door is connected to the first pressure sensor and the parking cylinder, and the control end of the isolation plug door is electrically connected to the control main component, and is used to isolate the air path between the parking cylinder and the middle end when the control main component determines that the parking brake is executed incorrectly.

[0019] Furthermore, it also includes:

[0020] Isolating switches,

[0021] The control end of the isolating switch is electrically connected to the control main component;

[0022] The isolating switch is connected in series between the power supply and the vehicle control signal output terminal, and is used to cut off the vehicle control signal output when the control main component determines that the parking brake is executed incorrectly. The vehicle control signal is a signal that controls the vehicle to brake and / or park.

[0023] Furthermore, the control main component is used for triggering the rising edge of the first pressure switch and the falling edge of the second pressure switch.

[0024] Alternatively, when the first pressure switch triggers a falling edge and the second pressure switch triggers a rising edge, it is determined that the parking brake execution error occurs.

[0025] Furthermore, it also includes:

[0026] The test port is connected to the parking cylinder and the other end of the isolation plug door.

[0027] Furthermore, it also includes: a display component connected to the control main component, which is used to display the parking status, parking cylinder pressure value, isolation plug door and / or isolation switch status in real time.

[0028] Furthermore, it also includes: a prompt component connected to the control main component, which is used to generate prompt information based on the current parking brake state.

[0029] On the other hand, the present application provides a rail vehicle comprising a driver's cab and any one of the above-mentioned parking brake systems.

[0030] The parking brake system and rail vehicle provided in the embodiments of the present application are adopted, by setting an air supply valve, a pressure reducing valve, a parking brake solenoid valve, a two-way check valve, and a first pressure switch and a second pressure switch in parallel, combined with the control main components to realize dual monitoring and intelligent judgment of the parking brake status, effectively improving the accuracy of brake status identification and the fault tolerance of the system, solving the false alarm problem caused by pressure switch failure in traditional systems, improving the safety, stability and maintenance efficiency of train operation, and being suitable for rail transit scenarios with high safety requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0032] Figure 1 A schematic diagram of the structure of a driver's cab provided in an embodiment of the present application;

[0033] Figure 2 Schematic diagram of the steel structure of the driver's cab provided for this application;

[0034] Figure 3 A schematic structural diagram of the front wall provided in an embodiment of the present application;

[0035] Figure 4 A schematic diagram of the structure of the front wall mainboard provided in an embodiment of the present application;

[0036] Figure 5Schematic diagram of the cross-sectional structure of the front wall mainboard provided in an embodiment of the present application; wherein (a) is a schematic diagram of the cross-sectional structure at AA in the middle, and (b) is a schematic diagram of the enlarged local structure at V in (a);

[0037] Figure 6 A schematic diagram of a plate-beam structure provided in an embodiment of the present application;

[0038] Figure 7 for Figure 6 A magnified schematic diagram of the local structure at point Ⅰ in the middle;

[0039] Figure 8 A schematic diagram of a top view of the steel structure of the driver's cab provided in an embodiment of the present application;

[0040] Figure 9 for Figure 8 AA-axis cross-sectional structural diagram;

[0041] Figure 10 A schematic diagram of the structure of the anti-collision column provided in an embodiment of the present application;

[0042] Figure 11 A schematic diagram of the structure of the side wall provided in an embodiment of the present application;

[0043] Figure 12 A schematic structural diagram of a sidewall structure provided in another embodiment of the present application;

[0044] Figure 13 for Figure 12 AA cross-sectional structural diagram in FIG;

[0045] Figure 14 for Figure 12 BB-direction cross-sectional structural diagram;

[0046] Figure 15 Schematic diagram of the assembly of the front wall and side wall components provided in an embodiment of the present application;

[0047] Figure 16 for Figure 15 A schematic diagram of the partially enlarged structure at center A;

[0048] Figure 17 A schematic diagram of the lateral structure of the driver's cab steel structure provided in an embodiment of the present application;

[0049] Figure 18 A schematic diagram of the assembly structure of the rear end wall and end columns provided in an embodiment of the present application;

[0050] Figure 19 for Figure 18 A magnified schematic diagram of the local structure;

[0051] Figure 20A schematic structural diagram of the rear end wall provided in an embodiment of the present application;

[0052] Figure 21 This is an enlarged schematic diagram of the local structure of the top curved beam provided in an embodiment of the present application;

[0053] Figure 22 A schematic diagram of the assembly structure of the cab head cover and end columns provided in an embodiment of the present application;

[0054] Figure 23 A schematic diagram of the assembly structure of the end column and the passenger compartment provided in an embodiment of the present application;

[0055] Figure 24 A schematic structural diagram of a parking brake system provided in an embodiment of the present application;

[0056] Figure 25 A circuit diagram of a parking brake system provided in an embodiment of the present application;

[0057] Figure 26 A schematic diagram of the parking brake monitoring process provided in an embodiment of the present application.

[0058] Reference numerals:

[0059] Air supply valve 971; filter 972; pressure reducing valve 973; shrinkage hole 974; parking brake solenoid valve 975; two-way check valve 976; isolation valve 977; test port 978; first pressure switch 979; second pressure switch 9710; pressure sensor 9711; prompt component 9712; main control component 9713; isolation switch 9714;

[0060] Driver's cab 100;

[0061] Driver's cab steel structure 10, driver's cab head cover 20;

[0062] The front wall is composed of 11, the rear end wall is composed of 12, the side wall is composed of 13, the waist beam is composed of 14, the energy absorbing beam is composed of 15, the anti-collision column is composed of 16, the anti-collision corner column is composed of 17, and the roof curved beam is composed of 18;

[0063] Front wall 111, front wall main plate 1111, plate beam structure 1112, front wall reinforcement plate 1113, brake pipe installation interface 1114, electric whistle and bagpipe installation interface 1115, front wall crossbeam 11121, front wall longitudinal beam 11122, transverse reinforcement beam 11123, opening and closing mechanism installation interface 11131, hood installation interface 11132, first surface 111211, second surface 111212;

[0064] Top curved beam 121, rear end wall frame 122, rear end wall door frame 123, rear end wall cross beam 124, head cover end interface 1211, passenger compartment top area interface 1212;

[0065] Side wall frame 131, side wall skin 132, side wall curved beam 1311, end column 1312, support beam 1313, grid beam structure 1314, corner window installation interface 1315, side window installation interface 1316, transverse reinforcement beam 1317, reinforcement plate 1318, side wall patch 1319, installation flange 13121, support pad 13131;

[0066] Horizontal waist beam 141, vertical rib 1411, longitudinal waist beam 142;

[0067] Transverse ribs 161 and connecting ribs 162;

[0068] The side wall skin 21 of the passenger compartment and the side wall frame 22 of the passenger compartment. DETAILED DESCRIPTION

[0069] In order to make the technical solutions and advantages of the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, and are not an exhaustive list of all the embodiments. It should be noted that the embodiments and features in the embodiments of the present application can be combined with each other unless they conflict.

[0070] Existing parking brake control systems rely on pressure switches to monitor the parking brake status, but this method is prone to false alarms due to pressure switch failures. Furthermore, if the parking brake is accidentally applied while a train is in operation, the lack of real-time monitoring and detailed fault information feedback means mechanics are forced to perform tedious inspections after the train has stopped, severely impacting normal operational efficiency and service quality. These issues highlight the shortcomings of existing technologies in monitoring component reliability and fault response, necessitating urgent improvements to enhance system stability and safety.

[0071] In order to solve the above problems, the present invention provides a parking brake system in an embodiment of the present invention. Figures 24-26 Shown, including:

[0072] An air supply plug door 971, one end of which is connected to the main air cylinder;

[0073] a pressure reducing valve 973 , one end of which is connected to the other end of the air supply valve 971 ;

[0074] A parking brake solenoid valve 975 , one end of the air circuit of which is connected to the other end of the pressure reducing valve 973 ;

[0075] A two-way check valve 976 includes an inlet end, an outlet end, and an intermediate end. The inlet end is connected to the other end of the air circuit of the parking brake solenoid valve 975 , the outlet end is connected to the brake cylinder, and the intermediate end is connected to the parking cylinder.

[0076] A first pressure switch 979 is connected in series in the air circuit between the two-way check valve 976 and the parking cylinder, and is used to detect the air circuit pressure;

[0077] A second pressure switch 9710 is connected in parallel with the first pressure switch 979 in the air path between the two-way check valve 976 and the parking cylinder;

[0078] The control main component 9713 is electrically connected to the first pressure switch 979 and the second pressure switch 979, and is used to determine whether the parking brake is correctly executed based on the received first pressure value and the second pressure value.

[0079] Specifically, one end of the air supply valve 971 is connected to the main air cylinder, and by opening or closing it, it controls the supply of compressed air to the subsequent air circuit. The air supply valve 971 is used to ensure that air is supplied to the system only when needed, and can also cut off the air supply when necessary to facilitate maintenance and safe operation.

[0080] Pressure reducing valve 973 is connected to the other end of air supply valve 971. It regulates the high-pressure air from the main air cylinder to a pressure level suitable for the parking brake system. This ensures that the pressure entering parking brake solenoid valve 975 remains within a safe and effective range, preventing damage or performance degradation to parking brake solenoid valve 975 due to excessive pressure.

[0081] The parking brake solenoid valve 975 is located after the pressure reducing valve 973. The control end of the parking brake solenoid valve 975 is connected to the control main component 9713, and is used to operate according to the electrical signal sent by the control main component 9713, thereby controlling the on and off of the air circuit to achieve the application or release of the parking brake.

[0082] Two-way check valve 976 includes an inlet, an outlet, and an intermediate end. The inlet is connected to the parking brake solenoid valve 975; the outlet is connected to the brake cylinder; and the intermediate end is connected to the parking cylinder. This prevents reverse airflow and ensures that airflow flows only in the intended direction, from the inlet to the outlet or the intermediate end.

[0083] The first pressure switch 979 is connected in series in the air path between the two-way check valve 976 and the parking cylinder. It is used to detect the actual pressure value (first pressure value) in the air path between the two-way check valve 976 and the parking cylinder and convert it into an electrical signal to be transmitted to the main control unit 9713.

[0084] To provide direct pressure feedback to the control main component 9713, so that the control main component 9713 can determine whether the parking brake status meets expectations based on the first pressure value.

[0085] Second pressure switch 9710 is connected in parallel with first pressure switch 979 in the same gas circuit as a redundant design. They independently detect the pressure status of the same gas circuit and transmit the detection results to the main control unit 9713. This increases system reliability and accuracy. If one pressure switch fails, the other can continue to operate, reducing the possibility of false alarms.

[0086] Main control unit 9713 is electrically connected to first pressure switch 979 and second pressure switch 9710, and is configured to receive pressure detection signals from both pressure switches. Main control unit 9713 determines whether the parking brake has been correctly applied by comparing the pressure values (i.e., the first and second pressure values), thereby providing dual verification of the parking brake status and avoiding misjudgments due to a single pressure switch failure.

[0087] It should be noted that the parking brake is relieved: compressed air enters the parking air supply valve 971 through the main air cylinder, passes through the filter 972, the pressure reducing valve 973, and the shrinkage hole 974 to reach the parking brake solenoid valve 975. When the relief command is received, the compressed air reaches the parking cylinder through the two-way check valve 976 and the parking isolation valve 977 to achieve the relief of the parking brake.

[0088] Parking Brake Application: When the parking brake is applied, pressurized gas from the parking cylinder flows from the parking cylinder into parking isolation valve 977, two-way check valve 976, and then is exhausted to the atmosphere through parking brake solenoid valve 975, thus applying the parking brake. In this state, if air braking is applied, pressurized gas from the brake cylinder flows through two-way check valve 976 and parking isolation valve 977 to the parking cylinder, preventing the superposition of air and parking brake forces.

[0089] The parking brake system provided in the present application realizes dual monitoring and intelligent judgment of the parking brake status by setting an air supply valve 971, a pressure reducing valve 973, a parking brake solenoid valve 975, a two-way check valve 976 and a first pressure switch 979 and a second pressure switch 9710 in parallel, combined with the control main component 9713, thereby effectively improving the accuracy of braking status identification and the fault tolerance of the system, solving the false alarm problem caused by pressure switch failure in traditional systems, and improving the safety, stability and maintenance efficiency of train operation. It is suitable for rail transit scenarios with high safety requirements.

[0090] Based on the above embodiment, in one embodiment of this specification, the falling edge setting value of the first pressure switch 979 is greater than the rising edge setting value of the second pressure switch 9710.

[0091] Specifically, the falling edge set value means that when the pressure in the gas circuit drops from high pressure to a certain value, the first pressure switch 979 will trigger a state change (for example, from open to closed). That is, the certain pressure value is the falling edge set value of the pressure switch.

[0092] In the embodiment of this specification, the falling edge set value of the first pressure switch 979 is set to be higher than the rising edge set value of the second pressure switch 9710, which can ensure that the two pressure switches will not react to changes in the same pressure value at the same time, thereby forming a redundant and non-interfering working mechanism. By setting different thresholds (i.e., the rising edge set value and the falling edge set value), and the falling edge of the first pressure switch 979 is greater than the rising edge of the second pressure switch 9710, the misjudgment caused by small pressure fluctuations can be reduced, thereby effectively reducing false alarms caused by pressure fluctuations. At the same time, setting two pressure switches allows the parking brake system to make more accurate status judgments based on two independent pressure signals. For example, when detecting whether the parking brake is fully applied or released, the control main component 9713 can confirm whether the operation is completed correctly based on the information provided by these two different set values.

[0093] For example, the rising edge setting value of the first pressure switch 979 is 510kPa, and the electrical contacts 1 and 3 inside the first pressure switch 979 are closed; the falling edge setting value of the first pressure switch 979 is 460kPa, and the electrical contacts 1 and 2 inside the first pressure switch 979 are closed; the rising edge setting value of the second pressure switch 9710 is 120kPa, and the electrical contacts 1 and 3 inside the second pressure switch 9710 are closed; the falling edge setting value of the second pressure switch 9710 is 80kPa, and the electrical contacts 1 and 2 inside the second pressure switch 9710 are closed, and the control main component 9713 will receive feedback signals from the two pressure switches.

[0094] When 1 and 2 in the first pressure switch 979 are closed and 1 and 2 in the second pressure switch 9710 are closed, the control main component 9713 determines that the vehicle is in the parking brake application state.

[0095] When 1 and 3 in the first pressure switch 979 are closed and 1 and 3 in the second pressure switch 9710 are closed, the control main component 9713 determines that the vehicle is in the parking brake release state.

[0096] Accordingly, when 1 and 2 in the first pressure switch 979 are closed and 1 and 3 in the second pressure switch 9710 are closed; or, when 1 and 3 in the first pressure switch 979 are closed and 1 and 2 in the second pressure switch 9710 are closed, the control main component 9713 determines that the vehicle has a parking brake execution error.

[0097] In the embodiments of this specification, by properly setting the operating ranges of the two pressure switches, the possible errors of a single sensor can be compensated to a certain extent, increasing the stability and reliability of the entire monitoring process. At the same time, it ensures higher safety and fewer false alarms.

[0098] In order to reduce the effective control of the vehicle when the vehicle performs parking brake errors, the parking brake system also includes: a pressure sensor 9711.

[0099] Specifically, the pressure sensor 9711 is used to detect the air circuit pressure between the middle end of the two-way check valve 976 and the parking cylinder, that is, the pressure parameter reflecting the actual effect of the parking brake cylinder.

[0100] The pressure sensor 9711 is electrically connected to the main control unit 9713 and can transmit the collected pressure signal (i.e., the third pressure value) in real time to the main control unit 9713. When the main control unit 9713 determines that there is an abnormality or error in the execution of the parking brake based on the detection results of the first pressure switch 979 and the second pressure switch 9710, it will further perform a comprehensive analysis based on the third pressure value to more accurately identify the actual status of the current parking brake (e.g., whether it is actually applied, whether it is fully released, etc.).

[0101] Specifically, when main control unit 9713 determines that the vehicle has experienced a parking brake actuation error, it can determine the vehicle's current parking brake state based on the third pressure value from pressure sensor 9711. In other words, pressure sensor 9711 collects the parking brake cylinder pressure signal and transmits it to main control unit 9713, which then outputs the real-time parking cylinder pressure value. If the two pressure switches detect inconsistent parking states, the detected pressure value is used in determining the parking brake state.

[0102] For example, when 1 and 3 in the first pressure switch 979 are closed, it represents a pressure value above 560 kPa, and when 1 and 2 in the second pressure switch 9710 are closed, it represents a pressure value below 80 kPa. The control main component 9713 can determine that at least one of the first pressure switch 979 or the second pressure switch 9710 is faulty. At this time, the current parking brake state can be determined as the parking brake applied state in combination with the pressure value of 570 kPa detected by the pressure sensor 9711.

[0103] The implementation of the embodiments of this specification can introduce additional pressure data support when an execution error occurs. By adding the pressure sensor 9711 and working in conjunction with the control main component 9713, the present invention further improves the judgment accuracy and fault response capability of the parking brake system in abnormal situations, enhances the safety and reliability of the system, and meets the requirements of the rail transit field for high safety and high intelligence of the braking system.

[0104] In order to prevent the air circuit from being in an incorrect state when the system is abnormal or the parking brake is judged to be executed incorrectly, the parking brake system also includes: an isolation plug door 977,

[0105] One end of the isolation plug door 977 is connected to the middle end, the other end of the isolation plug door 977 is connected to the first pressure sensor 9711 and the parking cylinder, and the control end of the isolation plug door 977 is electrically connected to the control main component 9713, and is used to isolate the air path between the parking cylinder and the middle end when the control main component 9713 determines that the parking brake is executed incorrectly.

[0106] Specifically, one end of isolation valve 977 is connected to the middle end of two-way check valve 976; the other end is connected to the first pressure sensor 9711 and the parking cylinder. The control end is electrically connected to the main control unit 9713, receiving control signals from it to automatically control the opening and closing of isolation valve 977. When the parking brake is isolated, by closing isolation valve 977, the pressure in the parking cylinder is exhausted to the atmosphere (main air cylinder) through isolation valve 977, and the parking brake is applied.

[0107] For example, when the control main component 9713 comprehensively determines that an error has occurred in the execution of the parking brake (such as failure to apply or release as instructed, component failure, etc.) based on the detection data of the first pressure switch 979, the second pressure switch 9710, and the pressure sensor 9711, the control main component 9713 will send a closing command to the isolation plug 977 to cut off the air connection between the middle end of the two-way check valve 976 and the parking cylinder. This can effectively block the impact of the faulty air circuit on other parts of the system and avoid the overall system from being out of control due to a local fault. At the same time, timely isolation of the parking cylinder air circuit when an abnormality occurs can prevent accidental application of the parking brake from causing wheel abrasions or other mechanical damage, while providing safety protection for subsequent fault handling. In addition, after the air circuit is isolated, the faulty section can be clearly locked, which helps maintenance personnel quickly locate the problem and improve maintenance efficiency.

[0108] When isolating the air circuit, the control system may still send a control signal to open the isolated air circuit. To avoid the above situation, the parking brake system provided in this specification further includes:

[0109] Isolating switch 9714,

[0110] The control end of the isolating switch 9714 is electrically connected to the control main component 9713;

[0111] The isolating switch 9714 is connected in series between the power supply and the vehicle control signal output terminal, and is used to cut off the vehicle control signal output when the control main component 9713 determines that the parking brake is executed incorrectly. The vehicle control signal is a signal that controls the vehicle to perform braking and / or parking.

[0112] Specifically, the control terminal of isolation switch 9714 is electrically connected to the main control unit 9713, receiving control commands from it. Isolation switch 9714 is connected in series between the power supply and the vehicle control signal output terminal, that is, located in the circuit path that sends braking or parking-related control signals to the train control system. If the system determines that the parking brake is incorrectly executed, it automatically cuts off the output of electrical signals related to vehicle control, thereby achieving safe isolation of the entire vehicle's braking control.

[0113] For example, when the control main component 9713 comprehensively determines through the feedback information of the first pressure switch 979, the second pressure switch 9710 and the pressure sensor 9711 that there is an abnormality or failure in the execution of the parking brake (such as failure to apply / release as instructed, sensor failure, air circuit abnormality, etc.), it will send an action signal to the isolation switch 9714 to disconnect the vehicle control signal output circuit.

[0114] At this time, the isolating switch 9714 cuts off the output path of the train control signal, preventing the train control system from continuing to send erroneous or uncontrollable instructions to the relevant braking components, thereby preventing more serious safety risks caused by misoperation.

[0115] By introducing the isolating switch 9714 and linking it with the main control component 9713, the present invention realizes the automatic isolation function of the electrical signal output in the event of abnormal parking brake execution, effectively improving the safety protection level and control reliability of the parking brake system, and is suitable for rail transit application scenarios with high requirements for braking control accuracy and safety assurance.

[0116] The parking brake system provided by the present invention includes a test port 978, which is provided at the air path connection between the parking cylinder and the other end of the isolation plug door 977, and is used to provide an access interface for external testing equipment.

[0117] Specifically, the test port 978 can be used to connect an external pressure measuring device, diagnostic equipment, or maintenance tool to perform real-time monitoring, fault diagnosis, or performance testing of the pressure status of the parking cylinder and its associated gas circuits. Specific uses include, but are not limited to:

[0118] Pressure detection: By connecting a high-precision pressure gauge or sensor, the actual pressure value inside the parking cylinder is obtained, which is used to calibrate the system pressure switch or verify the control logic;

[0119] Air tightness test: During system maintenance, fill the test gas or liquid through the test port 978 to detect whether there is leakage in the gas circuit to ensure that the system sealing performance meets the requirements;

[0120] Troubleshooting assistance: When the system determines that the parking brake is abnormally executed, maintenance personnel can quickly obtain pressure data of key nodes through test port 978 to assist in locating the cause of the fault (such as air path blockage, component failure, etc.);

[0121] System debugging support: When building new vehicles or upgrading the system, test port 978 can be used to coordinate with the control system to perform parameter calibration and action logic verification, improving debugging efficiency.

[0122] By providing a test port 978 between the parking cylinder and the isolation plug 977, the present invention achieves pressure measurability and diagnosability of key air circuit nodes, enhances the flexibility and safety of the system during operation, maintenance and troubleshooting, and further improves the intelligence level and engineering practicality of the parking brake system.

[0123] The parking brake system provided by the present invention may include a display component, which is electrically connected to the control main component 9713 and is used to display the operating status and related key parameters of the parking brake system in real time.

[0124] Display content includes but is not limited to:

[0125] Parking status: such as whether the parking brake is applied or released;

[0126] Parking cylinder pressure value: the actual value of the current parking cylinder internal pressure, usually derived from the detection result of pressure sensor 9711;

[0127] Isolation plug door 977 status: if the isolation plug door 977 is currently open or closed;

[0128] Status of the isolating switch 9714: whether the isolating switch 9714 is on or off.

[0129] Specifically, the display component can be in the form of a liquid crystal display (LCD), a light-emitting diode (LED) indicator light, a touch screen or other visual human-computer interaction interface, and installed in the train cab or maintenance terminal for the driver, mechanic or maintenance personnel to view real-time information of the system.

[0130] The display components allow the operator to intuitively understand the operation of the parking brake system, such as:

[0131] Is it currently being applied / mitigated normally?

[0132] Whether there is abnormal pressure or inadequate execution;

[0133] Whether the isolation plug door 977 or the isolation switch 9714 has been triggered;

[0134] Check whether there are any system failures or prompts that require manual intervention.

[0135] By providing a display component connected to the control main component 9713, the present invention realizes the visual display function of the key status and parameters of the parking brake system, which not only improves the operability and maintainability of the system, but also provides strong information support for the safe operation of the train.

[0136] The parking brake system provided by the present invention may further include a prompt component 9712, which is electrically connected to the control main component 9713 and is used to generate corresponding prompt information based on the current parking brake status determined by the control main component 9713 when the system detects a specific parking brake status or abnormal situation, so as to alert the operator.

[0137] Specifically, the prompt component 9712 can be an audible and visual alarm device, a pop-up window prompt on a display screen, a voice broadcast module, or other forms of information output devices. Its main function is to convert the status information processed by the control main component 9713 into an easily recognizable prompt signal, for example:

[0138] When the parking brake is applied or released normally, a confirmation prompt is issued;

[0139] When the system detects that the parking brake is not executed as instructed (e.g., it is not released when it should be released, or it is not applied when it should be applied), a fault warning is issued;

[0140] When the isolation plug door 977 is triggered to close or the isolation switch 9714 is disconnected, a corresponding status prompt is provided;

[0141] When the pressure sensor 9711 detects abnormal air pressure or potential risks, a warning message is generated.

[0142] The prompt information can be in various forms such as text, icons, sounds, flashing lights, or a combination thereof to ensure that operators (such as drivers or maintenance personnel) can perceive and take corresponding measures in a timely manner.

[0143] For example, the parking brake system may further include: a filter 972, a shrink hole 974 and other components, for details, see Figure 1 .

[0144] On the other hand, the present application provides a rail vehicle including a driver's cab and the parking brake system described above. Since the vehicle includes the parking brake system, the corresponding technical features and effects of protecting the parking brake system are not described here.

[0145] See also Figure 1-2 , Figure 1 A schematic diagram of the structure of a driver's cab provided in an embodiment of the present application; Figure 2 Schematic diagram of the steel structure of the driver's cab provided for this application.

[0146] In a specific embodiment, the driver's cab provided in this application includes a driver's cab steel structure 10 and an integrally formed driver's cab hood 20. The driver's cab hood 20 is located on and fixed to the driver's cab steel structure 10. The driver's cab hood 20, located in the top area of the driver's cab, adopts an integrally formed fiberglass sandwich structure. The driver's cab hood 20 includes two fiberglass layers and a sandwich layer located in the middle. The sandwich layer is specifically a pre-embedded polymethacrylimide (PMI) foam layer. The integrally formed fiberglass sandwich structure facilitates controlling the dimensional accuracy of the driver's cab hood 20 after molding, improves the precision control of the three-dimensional interface dimensions of the windshield, external lighting, headlight glass, and wipers, and facilitates the installation of three-dimensional components such as the windshield external lighting, headlight glass, and wipers. The driver's cab steel structure 10, located in the bottom area of the driver's cab, is composed of a steel structure frame and a skin. The steel structure frame is a carbon steel metal frame. By providing the driver's cab hood 20, the scope of the driver's cab steel structure 10 is reduced, the manufacturing costs of molds, inspection tools, bending parts, etc. are reduced, and economic efficiency is improved. The density of the fiberglass reinforced plastic of the cab head cover 20 is lower than that of carbon steel, and reducing the range of the cab steel structure 10 helps to achieve lightweighting of the cab head structure.

[0147] In addition, the parting position of the cab hood 20 and the cab steel structure 10 should be on a simple, smooth surface with a small curvature change, so as to facilitate the streamlined matching of the cab hood 20 and the cab steel structure 10 during installation, while reducing the difficulty of manufacturing the skeleton and skin components of the cab steel structure 10 and improving economy; the curvature of the parting position between the cab hood 20 and the side wall of the cab steel structure 10 is small, and the position where the curvature of the side surface and the top surface change greatly is located on the fiberglass hood; the interface between the cab hood 20 and the front wall 11 and the rear end wall 12 is a two-dimensional surface.

[0148] The driver's cab steel structure 10 provides installation interfaces for movable windows and fixed windows, and thus the installation interfaces are respectively distributed on the driver's cab hood 20 and the driver's cab steel structure 10. It can be understood that the above-mentioned installation interfaces are respectively fully provided by the driver's cab hood 20 or the driver's cab steel structure 10, so as to avoid a certain component interface crossing the gap between the driver's cab steel structure 10 and the driver's cab hood 20, which makes the installation of the component difficult. Specifically, the driver's cab steel structure 10 includes a front wall component 11, a rear end wall component 12, a waist beam component 14, a roof curved beam component 18, and two side wall components 13 arranged opposite to each other in the transverse direction. The waist beam component 14 connects the front wall component 11 and the side wall component 13 respectively; the side wall component 13 connects the front wall component 11 and the rear end wall component 12 in the longitudinal direction, and the side wall component 13 has a movable window installation interface and a fixed window installation interface.

[0149] Example 1

[0150] like Figure 3-10 As shown, Figure 3A schematic structural diagram of the front wall 111 provided in an embodiment of the present application; Figure 4 A schematic structural diagram of the front wall main board 1111 provided in an embodiment of the present application; Figure 5 Schematic diagram of the cross-sectional structure of the front wall main board 1111 provided in an embodiment of the present application; wherein (a) is a schematic diagram of the cross-sectional structure at AA in the middle, and (b) is a schematic diagram of the partial structure enlarged at V in (a); Figure 6 A schematic diagram of a plate-beam structure 1112 provided in an embodiment of the present application; Figure 7 for Figure 6 A magnified schematic diagram of the local structure at point Ⅰ in the middle; Figure 8 A schematic top view of the steel structure 10 of the driver's cab provided in an embodiment of the present application; Figure 9 for Figure 8 AA-axis cross-sectional structural diagram; Figure 10 This is a schematic structural diagram of the anti-collision column 16 provided in an embodiment of the present application.

[0151] In this embodiment, the front wall component 11 includes a front wall 111 and an opening and closing mechanism located at the front end of the front wall 111. The front end described here and below is based on the running direction of the rail vehicle, the longitudinal direction is the length direction of the rail vehicle, and the transverse direction is the width direction of the rail vehicle; the front wall component 11 is located at the end of the driver's cab steel structure 10, is connected to the chassis and side wall component 13, and provides relevant installation interfaces for the opening and closing mechanism, hood, electric whistle / bagpipe, brake pipe, etc.

[0152] The front wall component 11 includes a front wall 111, and the front wall 111 includes:

[0153] The front wall main plate 1111, the inner plate surface of the front wall main plate 1111 facing the interior of the driver's cab is provided with a plate beam structure 1112 for reinforcement;

[0154] The front wall reinforcement plate 1113 is arranged along the outer contour of the front wall main board 1111, and is used to connect with the driver's cab head cover 20 and the side wall component 13; the thickness of the front wall reinforcement plate 1113 is greater than the thickness of the front wall main board 1111.

[0155] Since the opening and closing mechanism, hood, etc. are heavier than other installed components, in order to ensure the installation reliability of the opening and closing mechanism and the hood, a front wall reinforcement plate 1113 is set in the outer contour area of the front wall main board 1111. The outer contour of the front wall reinforcement plate 1113 is consistent with the top contour of the parting position of the driver's cab hood 20, and the inner contour of the front wall reinforcement plate 1113 is set according to the lightweight principle (minimum area) of the connection point of the hood and the opening and closing mechanism to achieve lightweight. The thickness of the front wall reinforcement plate 1113 is greater than that of the front wall main board 1111. The front wall main board 1111 is set to 2-4mm, preferably 2mm, and the thickness of the front wall reinforcement plate 1113 is set to 8-12mm, preferably 10mm; on the outside of the driver's compartment, the front wall reinforcement plate 1113 protrudes beyond the size of the front wall main board 1111a, and on the outside of the driver's compartment, the front wall reinforcement plate 1113 protrudes beyond the size of the front wall main board 1111b; a brake pipe installation interface 1114 and an electric whistle and bagpipe installation interface 1115 are respectively provided on the outer plate surface of the front wall main board 1111, for respectively installing the brake pipe, electric whistle and bagpipe; two brake pipe installation interfaces 1114 and two electric whistle and bagpipe installation interfaces 1115 are respectively provided, and are symmetrically arranged along the transverse center line of the front wall component 11; the brake pipe installation interface 1114 and the electric whistle and bagpipe installation interface 1115 are respectively set as mounting seats with flanged wing plates. In order to ensure the strength and rigidity of the front wall component 11, a plate beam structure 1112 for reinforcement is provided on the inner panel surface of the front wall main panel 1111 facing the interior of the driver's cab. The plate beam structure 1112 includes a number of front wall cross beams 11121 and front wall longitudinal beams 11122 that are staggered horizontally and vertically, as well as a transverse reinforcement beam 11123. The brake pipe installation interface 1114, the electric whistle and bagpipe installation interface 1115 are respectively opposite to the horizontal and vertical intersection points of the plate beam structure 1112 on the inner panel surface on the outer panel surface of the front wall main panel 1111, and the plate beam structure 1112 provides support for each installation interface, thereby avoiding electric shock. The flute / bagpipe and brake pipe are deformed after welding; wherein, the front wall cross beam 11121 and the front wall longitudinal beam 11122 can be respectively set as L-shaped angle irons, and the L-shaped angle iron includes a first surface 111211 and a second surface 111212 perpendicular to each other, the first surface 111211 is in contact with the front wall main board 1111, and the second surface 111212 is perpendicular to the front wall main board 1111; the front wall cross beam 11121 and the front wall longitudinal beam 11122 are respectively continuously arranged at the first surface 111211 and the second surface 111212 at the intersection; thereby, the lateral load and the longitudinal load at the intersection can be continuously transmitted.Taking the example of setting 4 front wall longitudinal beams 11122 and 2 groups of front wall cross beams 11121, with 3 beams in each group, the top of the front wall longitudinal beam 11122 is close to the front wall reinforcement plate 1113 to ensure the transmission of the longitudinal load, while leaving an adjustment amount, such as a 1.5-3.5mm gap; at the intersection of the front wall cross beam 11121 and the front wall longitudinal beam 11122, the second surface 111212 of the front wall cross beam 11121 extends horizontally to above the first surface 111211 of the front wall longitudinal beam 11122 and abuts against the second surface 111212 of the front wall longitudinal beam 11122 and is welded and fixed, and the first surface 111211 of the front wall cross beam 11121 extends horizontally to the edge of the second surface 111212 of the front wall longitudinal beam 11122 and abuts and is welded and fixed; the L-shaped angle iron openings of the two groups of front wall cross beams 11121 are arranged opposite to each other to further improve the connection strength. The transverse reinforcement beam 11123 is located at the bottom of the front wall main board 1111 and extends along the length direction of the front wall main board 1111 and is set throughout the length, which is used to connect with the chassis, and at the same time prevent the front wall reinforcement plate 1113 from being deformed after being assembled and welded with the outer interface of the driver's cab, and prevent the front wall component 11 from being deformed after welding; it can be understood that the transverse ends of the transverse reinforcement beam 11123 also have adjustment amounts, such as a 1.5-3.5mm gap, and a transverse reinforcement beam 11123 with smaller rigidity is set on the inner plate surface of the front wall 111 to cooperate with the chassis, and a process adjustment amount is set at the transverse reinforcement beam 11123 to ensure the overall outline and size of the driver's cab after assembly, and can simultaneously realize load and shaping, and can realize a lightweight setting of the driver's cab.

[0156] The front wall reinforcement plate 1113 is arranged along the outer contour of the front wall main plate 1111. An opening and closing mechanism mounting interface 11131 and a head cover mounting interface 11132 are provided on the front wall reinforcement plate 1113. The opening and closing mechanism mounting interfaces 11131 are arranged in two groups, each group including two opening and closing mechanism mounting interfaces 11131. The two groups of opening and closing mechanism mounting interfaces 11131 are symmetrically arranged on both sides of the transverse centerline of the front wall component 11. The opening and closing mechanism mounting interfaces can be configured as mounting seats; the head cover mounting interfaces 11132 can be configured as oblong holes to provide installation adjustment. Adhesive is used to seal the front wall 111 and the opening and closing mechanism (mechanical connection and sealing). The outer contour of the front wall 111 is recessed inward from the outer contour of the opening and closing mechanism, leaving space for adhesive application. The front wall reinforcement plate 1113 provides support for adhesive application.

[0157] The driver's cab steel structure 10 provided in this application also includes an energy-absorbing beam 15, an anti-collision column 16 and an anti-collision corner column 17; the waist beam component 14 includes a transverse waist beam 141 and a longitudinal waist beam 142, the transverse waist beam 141 is located below the front window frame of the driver's cab; the longitudinal waist beam 142 is located below the side wall window; the energy absorption area is formed by the front wall component 11, the waist beam component 14, the energy-absorbing beam 15, the anti-collision column 16 and the anti-collision corner column 17 to ensure the safety of the driver; the anti-collision column 16, the anti-collision corner column 17, the transverse waist beam 141 and the longitudinal waist beam 142 form a protective belt to further protect the driver's personal safety.

[0158] Specifically, one end of the energy-absorbing beam 15 in the longitudinal direction is fixedly connected to the front wall 111, and the other end of the energy-absorbing beam 15 in the longitudinal direction is fixedly connected to the anti-collision column 16; the anti-collision column 16 and the energy-absorbing beam 15 are arranged in a one-to-one correspondence; the anti-collision column 16 and the anti-collision corner column 17 are both fixedly arranged below the transverse waist beam 141, and the anti-collision corner column 17 is located on the outside of the anti-collision column 16 in the transverse direction.

[0159] One end of the energy-absorbing beam 15 in the longitudinal direction is connected to the front wall reinforcement plate 1113, preferably opposite the opening and closing structure mounting interface. The other end of the energy-absorbing beam 15 in the longitudinal direction is welded to the anti-collision column 16. The anti-collision column 16 and the anti-rotation corner post are both box-beam structures. In the transverse direction of the driver's cab, the anti-collision corner post 17 is located laterally outside the anti-collision column 16. Optionally, there are two energy-absorbing beams 15, two anti-collision columns 16, and two anti-collision corner posts 17. In order to ensure the structural reliability and lightweight setting of the above-mentioned protective belt, a number of vertically arranged transverse ribs 161 are set inside the anti-collision column 16 and the anti-collision corner column 17, and the transverse ribs 161 in the same row of each anti-collision column 16 and anti-collision corner column 17 are in the same horizontal plane; taking the anti-collision column 16 and the anti-collision corner column 17 as an example to illustrate that four transverse ribs 161 are set respectively, the first row of transverse ribs 161 of the anti-collision column 16 and the first row of transverse ribs 161 of the anti-collision corner column 17 are in the same horizontal plane, the second row of transverse ribs 161 of the anti-collision column 16 and the second row of transverse ribs 161 of the anti-collision corner column 17 are in the same horizontal plane, and so on.

[0160] In order to further ensure the structural reliability of the protective belt, vertical ribs 1411 corresponding to the lateral side panels of the anti-collision column 16 and the anti-collision corner column 17 are provided in the transverse waist beam 141, and a number of vertical ribs 1411 are provided in the length direction of the transverse waist beam 141. The two lateral side panels of each anti-collision column 16 are respectively provided with two vertical ribs 1411 opposite to each other. Similarly, the two lateral side panels of each anti-collision corner column 17 are respectively provided with two vertical ribs 1411 opposite to each other, so as to improve the connection strength and ensure the continuous transmission of the load.

[0161] At the same time, since the bottom collides first when a collision occurs and the bottom bears a larger load, a connecting rib 162 is provided between the bottoms of adjacent anti-collision columns 16 and anti-collision corner columns 17 to facilitate structural stability and load transfer.

[0162] Example 2

[0163] like Figure 11-19 As shown, Figure 11 A schematic structural diagram of the side wall component 13 provided in an embodiment of the present application; Figure 12 A schematic structural diagram of a sidewall component 13 provided in another embodiment of the present application; Figure 13 for Figure 12 AA cross-sectional structural diagram in FIG; Figure 14 for Figure 12 BB-direction cross-sectional structural diagram; Figure 15 Schematic diagram of the assembly of the front wall assembly 11 and the side wall assembly 13 provided in an embodiment of the present application; Figure 16 for Figure 15 A schematic diagram of the partially enlarged structure at center A; Figure 17 A schematic diagram of the lateral structure of the driver's cab steel structure 10 provided in an embodiment of the present application; Figure 18 A schematic diagram of the assembly structure of the rear end wall component 12 and the end column 1312 provided in an embodiment of the present application; Figure 19 for Figure 18 A magnified schematic diagram of the local structure.

[0164] The side wall component 13 of the present application provides an installation interface for corner windows, side windows, and a driver's cab installed driver's station; the side wall component 13 includes a side wall frame 131 and a side wall skin 132 located on the outside of the side wall frame 131; the side wall frame 131 matches the inner contour of the side wall skin 132, and the skin needs to have good deformation ability and a certain degree of rigidity, so the plate thickness is relatively thin, generally 2 to 3 mm; the side wall frame 131 plays the role of transferring loads, and the skin plays the role of shaping and providing an installation interface, so the plate thickness is relatively thicker than the skin.

[0165] Optionally, the side wall frame 131 includes a side wall bent beam 1311 and an end column 1312. The side wall bent beam 1311 extends longitudinally and its height increases gradually from front to back. With the front direction of the rail vehicle as the front, the front end of the side wall bent beam 1311 is docked with the front wall reinforcement plate 1113 to realize the connection between the side wall component 13 and the front wall component 11; the end column 1312 is located at the longitudinal rear end of the side wall bent beam 1311 and is arranged in the vertical direction; the end column 1312 is used to connect the rear end wall component 12; the longitudinal waist beam 142 of the waist beam component 14 is located below the side wall window, the longitudinal front end of the longitudinal waist beam 142 is fixed to the side wall bent beam 1311, and the longitudinal rear end of the longitudinal waist beam 142 is perpendicular to and fixed to the end column 1312. The upper and lower planes of the longitudinal waist beam 142 are parallel to the rail surface and can serve as a positioning reference in the vehicle height direction. The longitudinal end surfaces of the end columns 1312 are perpendicular to the rail surface and can serve as a positioning reference in the vehicle length direction when the cab side walls 13 and the cab are assembled. Together with the longitudinal waist beam 142, they form a reference for the manufacture of side windows and corner windows, thereby helping to ensure that the manufacturing tolerances of the side window and corner window frames are within the limits. Preferably, the end columns 1312 are U-shaped columns.

[0166] Furthermore, the side wall frame 131 also includes:

[0167] Several support beams 1313 are arranged longitudinally. The top of the first support beam 1313 is fixed to the side wall curved beam 1311. The tops of the remaining support beams 1313 except the first support beam 1313 are fixed to the longitudinal waist beam 142. The bottom ends of the support beams 1313 are used to be fixed to the base frame.

[0168] The side wall curved beam 1311 below the longitudinal waist beam 142, the first longitudinal support beam 1313 and the longitudinal waist beam 142 form a first side wall region, in which a plurality of grid beam structures 1314 staggered in both horizontal and vertical directions are provided;

[0169] The longitudinal waist beam 142, the first longitudinal support beam 1313 below the longitudinal waist beam 142, and the end column 1312 form a second side wall area;

[0170] The side wall curved beam 1311 above the longitudinal waist beam 142, the first longitudinal support beam 1313, the longitudinal waist beam 142 and the end column 1312 form a third side wall area, which is used to install corner windows and side windows.

[0171] The first support beam 1313 arranged from front to back in the longitudinal direction is divided into two parts, upper and lower, through the longitudinal waist beam 142. The top of the upper part of the first support beam 1313 is fixed to the side wall curved beam 1311, and the bottom of the upper part of the first support beam 1313 is fixed to the upper surface of the longitudinal waist beam 142; the top of the lower part of the first support beam 1313 is fixed to the lower surface of the longitudinal waist beam 142, and the bottom of the lower part of the first support beam 1313 is fixed to the bottom frame. The top of each of the remaining support beams 1313 is fixed to the lower surface of the longitudinal waist beam 142, and the bottom of each support beam 1313 is fixed to the bottom frame; the support beam is set to a U-shaped structure, such as Figure 14 shown.

[0172] The first side wall region consists of a longitudinal waist beam 142, a side wall curved beam 1311 below the longitudinal waist beam 142, and the lower portion of the first support beam 1313. This region is located outside the driver's cab safety zone and provides an interface for hood installation. The curvature of the side wall skin 132 in this region varies significantly. Therefore, a rigid U-shaped frame is used around the side wall skeleton 131 in this region (except for the open structure at the bottom where it connects to the chassis). Several grid beam structures 1314 are arranged in a staggered pattern, horizontally and vertically, within the first side wall region. This utilizes an orthogonal grid beam structure, i.e., thinner, denser, and shorter vertical and horizontal grid beam structures 1314. This facilitates shaping while ensuring strength and rigidity. The orthogonal grid beams in this region are 3mm thick and spaced 200 to 300mm apart. Some cross beams of the grid beam structure 1314 and the front ends of the side wall curved beams 1311 are fixed to the front wall reinforcement plate 1113; the grid beam adopts L-shaped angle iron or U-shaped angle iron, which is fixed to the front wall reinforcement plate 1113 of the driver's cab in an open structure to increase stability and reduce noise.

[0173] The second side wall area is composed of the longitudinal waist beam 142, the lower part of the first support beam 1313 and the end column 1312, forming a box-shaped stable structure for load transfer; the side wall frame 131 also includes:

[0174] A plurality of transverse reinforcement beams 1317 are respectively located between adjacent support beams 1313 and between support beams 1313 and end columns 1312 . The transverse reinforcement beams 1317 are used to support the side wall skin 132 .

[0175] A reinforcing plate 1318 is provided below any supporting beam 1313 , and the supporting beam 1313 is fixed to the base frame via the reinforcing plate 1318 .

[0176] Similar to the first side wall area, the bottom of the second side wall area is an open structure. Due to the small curvature variation in this area, and considering the requirements for shape and weight reduction, transverse reinforcement beams 1317 are used between each support beam 1313 to support the side wall skin 132. The spacing between each support beam 1313 is set at 600-700mm to meet the requirements for shape and weight reduction. The transverse reinforcement beams 1317 are vertically spaced at 250-300mm. Specifically, several transverse reinforcement beams 1317 are respectively located between adjacent support beams 1313, and between support beams 1313 and end columns 1312. At the same time, a reinforcement plate 1318 is provided below each support beam 1313, and the support beam 1313 is fixed to the base frame via the reinforcement plate 1318 to reduce stress concentration. The transverse reinforcement beams 1317 are configured as L-shaped angle irons.

[0177] Furthermore, the side wall frame 131 also includes a number of side wall patches 1319, which are located at the longitudinal front end of the grid beam structure 1314, specifically arranged in the front end grid of the grid beam structure 1314; the side wall bent beam 1311 and part of the side wall patches 1319 are fixed to the front wall component 11, and before the front end open structure of the front wall component 11 is connected with the front wall reinforcement plate 1113, the side wall patches 1319 are welded first, and the side wall patches 1319 and the front wall reinforcement plate 1113 in the outer contour area of the front wall component 11 constitute the bonding area between the opening and closing mechanism and the driver's cab; at the same time, the surface quality control of the side wall shape is further improved, the stability of the structure is enhanced, and vibration and noise are reduced.

[0178] Considering the manufacturing cost and processability, the side wall is usually welded with multiple side wall skins 132 and side wall frames 131. In order to control the deformation of the side wall skins 132 after welding, the dividing lines between the multiple side walls are set on a supporting frame, such as a longitudinal waist beam 142, a support beam 1313, etc. At the same time, corresponding support pads 13131 can be set on the support beam to improve the support of the side wall skin, such as Figure 13 shown.

[0179] The third sidewall region provides installation interfaces for corner windows and side windows, specifically including corner window installation interface 1315 and side window installation interface 1316. The top portion provides an interface for hood installation. The structural design of this region should facilitate the installation of corner windows, side windows, and hoods, minimizing error accumulation. The first, second, and third sidewall regions are formed from integral components such as the longitudinal waist beam 142 and end columns 1312, which helps reduce manufacturing errors in the connection between the second and third sidewall regions. The U-shaped beams of the end columns 1312 have two surfaces perpendicular to the rail surface, serving as a vehicle-length positioning reference for cab sidewall assembly 13 and cab assembly. The upper and lower planes of the longitudinal waist beam 142 (parallel to the rail surface) serve as a vehicle-height positioning reference for the third sidewall region. Together with the end columns 1312, they form a reference for manufacturing the side windows and corner windows, helping to minimize manufacturing errors in the side window and corner window frames. The curved side beam 1311 at the top of the third side wall provides an interface for hood installation, and is designed to be divided into sections by the longitudinal waist beam 142 and the curved side beam 1311 of the first side wall. The design of the internal beams in the first side wall area, located near the front of the vehicle, must balance load transfer and load distribution. The beam row design matches the cross-section of the U-shaped beam row in the corresponding position in the first side wall area. The beam row between the corner windows and side windows is designed to take into account the contours of the corner windows and side windows.

[0180] The side wall component 13 is a curved component, using the integral end column 1312 as the reference for vehicle length, and the integral longitudinal waist beam 142 as the reference for side wall height. This reduces the cumulative manufacturing errors after the installation of the corner window and side window frames, facilitates the subsequent installation of interior decoration, corner windows, side windows, and the driver's platform, and saves assembly and repair work. The end column 1312 is a U-shaped column, and its outer contour matches the inner skin of the driver's cab side wall. It has good rigidity and is not easily deformed, which helps to maintain the contour of the driver's cab after the side wall component 13 is connected to the rear end wall. Ribs are installed at the corresponding positions where the end column 1312 connects to the side wall curved beam 1311 and the longitudinal waist beam 142 to facilitate load transfer.

[0181] Example 3

[0182] like Figure 19-23 As shown, Figure 20 A schematic structural diagram of the rear end wall component 12 provided in an embodiment of the present application; Figure 21 This is an enlarged schematic diagram of a partial structure of the top curved beam 121 provided in an embodiment of the present application; Figure 22 A schematic diagram of the assembly structure of the cab head cover 20 and the end column 1312 provided in an embodiment of the present application; Figure 23 This is a schematic diagram of the assembly structure of the end column 1312 and the passenger compartment provided in an embodiment of the present application.

[0183] The rear end wall assembly 12 provided in this application is a planar structure used to connect the driver's cab and the passenger compartment. The rear end wall assembly 12 includes a top curved beam 121 and a rear end wall frame 122. The top curved beam 121 spans the upper portion of the rear end wall frame 122 in the transverse direction, and the bottom surfaces of the lateral ends of the top curved beam 121 are seated on the top surfaces of the end columns 1312. The top curved beam 121 is used to connect the driver's cab hood 20 and the passenger compartment roof structure. The top curved beam 121 is welded and fixed to the rear end wall frame 122. The top curved beam 121 also provides a connection interface between the driver's cab hood 20 and the passenger compartment roof structure, and is connected to the side wall end columns 1312. To facilitate measurement and assembly positioning during the driver's cab assembly, the interface between the top curved beam 121 and the end columns 1312 is parallel to the rail surface.

[0184] Optionally, the rear wall frame 122 includes:

[0185] The rear end wall door frame 123 has a center line that coincides with or is parallel to the transverse center line of the cab steel structure 10; the bottom of the rear end wall door frame 123 is used to connect to the chassis;

[0186] A plurality of rear end wall cross beams 124 and door frame columns on both sides of the rear end wall door frame 123 are connected to the end columns 1312 via the plurality of rear end wall cross beams 124 .

[0187] The rear wall door frame 123 has two door frame columns arranged in a transversely opposed relationship. The bottom of the rear wall door frame 123 is used to connect to the chassis. The rear wall crossbeam 124 is preferably configured as an L-shaped or U-shaped angle iron. This is open during the rear wall assembly process to provide a process margin, ensuring the installation accuracy of the door frame structure. This also facilitates the connection of the cab side walls to the rear wall assembly 12 by grinding the length of the rear wall crossbeam 124 to ensure the required overall cab profile accuracy. Similarly, the bottom column of the rear wall door frame 123 is also configured as an open structure, such as an L-shaped or U-shaped structure. This open structure connects to the chassis floor surface, facilitating height adjustment by reducing the connection area.

[0188] Optionally, a head cover end interface 1211 is provided at one end of the top curved beam 121 along the longitudinal direction toward the cab head cover 20;

[0189] And / or, a passenger compartment top area interface 1212 is provided on a side of the top surface of the top curved beam 121 close to the passenger compartment.

[0190] The end interface 1211 of the hood is a stepped structure, and the end of the cab hood 20 is also set to a stepped structure accordingly to achieve docking and fixation by bonding. The top surface of the top curved beam 121 is provided with a passenger compartment top area interface 1212, which can be set as a groove, and the passenger compartment top area can be overlapped with the passenger compartment skin. It can be understood that after the driver's cab is assembled, the passenger compartment roof skin is overlapped on the top curved beam 121 to ensure the welding quality and the airtightness of the whole vehicle. The passenger compartment roof assembly is the last component to be assembled during the vehicle body assembly. After ensuring the airtightness of the roof skin and the rear end wall of the driver's cab, in order to reduce the repair and adjustment work, a connecting plate is set between the passenger compartment roof frame and the top curved beam 121 of the rear end wall of the driver's cab to adjust the manufacturing error during the vehicle body assembly to ensure the vehicle body length.

[0191] At the same time, in order to achieve the connection between the end column 1312 and the passenger compartment and the driver's cab, the end column 1312 is provided with a mounting flange 13121 extending toward the passenger compartment side along the longitudinal direction. The connecting seam between the passenger compartment side wall skin 21132 and the driver's cab side wall skin 132 is butted against the mounting flange 13121.

[0192] The side wall frame 22 of the passenger compartment extends longitudinally to the inner surface of the mounting flange 13121 and butts against the longitudinal end wall of the end column 1312 .

[0193] The installation flange 13121 can be specifically an L-shaped angle iron, one side of the L-shaped angle iron is in contact with the longitudinal end wall of the end column 1312, and the other side of the L-shaped angle iron extends longitudinally toward the passenger compartment. The connection seam between the passenger compartment side wall skin 21 and the driver compartment side wall skin 132 overlaps the installation flange 13121, and the end column 1312 provides support for the passenger compartment side wall skin 132 and the driver compartment side wall skin 132 at the same time, ensuring the welding quality and the airtightness of the entire vehicle. The passenger compartment frame and the end column 1312 of the driver compartment side wall assembly 13 are connected through the reserved process adjustment amount of the passenger compartment frame to ensure the length of the vehicle body. The passenger compartment side wall skin 132 and the driver compartment end column 1312, the passenger compartment roof skin and the top curved beam 121 adopt an overlapping structure, which is conducive to ensuring the welding quality, the dimensional accuracy after the vehicle body is assembled, and the airtightness of the entire vehicle.

[0194] In one specific embodiment, after the driver's cab is assembled, its structure with the chassis includes interfaces with the front wall 11, the side walls 13, and the rear wall 12. Due to the high overall rigidity of the chassis, a transverse reinforcement beam 11123 with low rigidity is installed on the inside of the front wall of the driver's cab to connect with it, ensuring the dimensional accuracy and airtightness of the vehicle body after assembly. The side wall frame 131 is connected to the chassis plane via an open support beam 1313, and the side wall skin 132 is overlapped on the support beam 1313, ensuring not only an aesthetically pleasing appearance after welding but also the airtightness of the vehicle.

[0195] The above-described cab is suitable for structures with carbon steel bodies and a relatively large interior cab space requirement. It utilizes a bottom cab steel structure 10 combined with an upper cab hood 20. The bottom cab steel structure 10, comprised of a carbon steel metal frame and skin, ensures load-bearing and shape stability, ensuring driver safety. It also provides mounting ports for cab equipment such as side windows and movable windows, minimizing interior cab space occupation and ensuring convenient operating space throughout the cab. The reduced size of the cab steel structure 10 reduces manufacturing costs for molds, gauges, and bent parts, improving economic efficiency and achieving a lightweight design.

[0196] The upper cab hood 20 utilizes a fiberglass sandwich structure that facilitates curved surface shaping, providing a three-dimensional interface for the windshield, exterior lighting, and headlight glass. This achieves lightweight design while reducing manufacturing costs. Furthermore, the fiberglass composite manufacturing process improves the dimensional accuracy of the three-dimensional components and the control of interface matching. The cab hood 20 is bolted together for reliable connection, and a sealant seal is used to seal the cab steel structure 10 and the cab hood 20.

[0197] The connection interfaces between the driver's cab front wall component 11, the side wall component 13, and the rear end wall component 12 adopt a connection structure with high stiffness matching low stiffness, and process adjustment amounts are set in the area with low stiffness, which is conducive to ensuring the overall outline and size of the driver's cab after assembly.

[0198] The design of the connection interfaces between the front wall, side walls and rear end wall of the driver's cab, as well as the interface relationship design between the driver's cab steel structure 10 and the passenger compartment chassis, side walls and roof, can reduce the amount of assembly mold modification, control post-weld deformation, and ensure the dimensional accuracy and sealing of the entire vehicle.

[0199] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code. The scheme in the embodiments of the present application can be implemented in various computer languages, for example, C language, VHDL language, Verilog language, object-oriented programming language Java and interpreted scripting language JavaScript, etc.

[0200] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0201] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. Throughout the description of this application, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0202] In this application, unless otherwise expressly specified or limited, terms such as "mounted," "connected," "connect," and "fixed" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections, electrical connections, or communication; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of these terms in this application based on specific circumstances.

[0203] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application.

[0204] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. A parking brake system, characterized in that: include: An air supply cock door (971), one end of which is connected to the main air cylinder; a pressure reducing valve (973), one end of the pressure reducing valve (973) being connected to the other end of the air supply valve (971); a parking brake solenoid valve (975), wherein one end of the air circuit of the parking brake solenoid valve (975) is connected to the other end of the pressure reducing valve (973); A two-way check valve (976) comprising an inlet end, an outlet end and an intermediate end, wherein the inlet end is connected to the other end of the air circuit of the parking brake solenoid valve (975), the outlet end is connected to the brake cylinder, and the intermediate end is connected to the parking cylinder; a first pressure switch (979) connected in series in the air path between the two-way check valve (976) and the parking cylinder, for detecting air path pressure; a second pressure switch (9710) connected in parallel with the first pressure switch (979) in the air path between the two-way check valve (976) and the parking cylinder; The control main component (9713) is electrically connected to the first pressure switch (979) and the second pressure switch (979), and is used to determine whether the parking brake is correctly executed based on the received first pressure value and the second pressure value.

2. The parking brake system according to claim 1, characterized in that: Also includes: a pressure sensor (9711) for detecting the pressure between the intermediate end and the parking cylinder; The pressure sensor (9711) is electrically connected to the control main component (9713) so that when the control main component (9713) determines that a parking brake execution error has occurred, it determines the current parking brake state based on the third pressure value of the pressure sensor (9711).

3. The parking brake system according to claim 1, characterized in that The falling edge setting value of the first pressure switch (979) is greater than the rising edge setting value of the second pressure switch (9710).

4. The parking brake system according to claim 2, characterized in that: Also includes: Isolation plug door (977), One end of the isolation plug door (977) is connected to the middle end, and the other end of the isolation plug door (977) is connected to the first pressure sensor (9711) and the parking cylinder. The control end of the isolation plug door (977) is electrically connected to the control main component (9713) and is used to isolate the air path between the parking cylinder and the middle end when the control main component (9713) determines that the parking brake is executed incorrectly.

5. The parking brake system according to claim 4, characterized in that: Also includes: Isolating switch (9714), The control end of the isolating switch (9714) is electrically connected to the control main component (9713); The isolating switch (9714) is connected in series between the power supply and the vehicle control signal output terminal, and is used to cut off the vehicle control signal output when the control main component (9713) determines that the parking brake is executed incorrectly. The vehicle control signal is a signal for controlling the vehicle to perform braking and / or parking.

6. The parking brake system according to claim 3, characterized in that: The control main component (9713) is used for triggering the rising edge of the first pressure switch (979) and the falling edge of the second pressure switch (9710). Or when the first pressure switch (979) triggers a falling edge and the second pressure switch (9710) triggers a rising edge, it is determined that the parking brake execution error occurs.

7. The parking brake system according to claim 4, characterized in that: Also includes: The test port (978) is connected to the parking cylinder and the other end of the isolation plug door (977).

8. The parking brake system according to claim 5, characterized in that: Also includes: The display component is connected to the control main component (9713) and is used to display the parking status, parking cylinder pressure value, isolation plug door (977) and / or isolation switch (9714) status in real time.

9. The parking brake system according to claim 2, characterized in that: Also includes: The prompt component (9712) is connected to the control main component (9713) and is used to generate prompt information based on the current parking brake status.

10. A rail vehicle, characterized in that: The invention comprises a driver's cab and the parking brake system according to any one of claims 1 to 9.

Images