Parking brake system and railway vehicle

Abstract

The embodiment of the application provides a parking brake system and a rail vehicle, and the system comprises a supply air plug valve, a pressure reducing valve, a parking brake electromagnetic valve, a bidirectional check valve, a first pressure switch, a second pressure switch, a control main part, and the control main part is electrically connected with the first pressure switch and the first pressure switch, and is used for judging whether parking brake execution is correct based on received first pressure values and second pressure values. Through the above setting and the control main part, double monitoring and intelligent judgment of the parking brake state are realized, the accuracy of brake state recognition and the fault tolerance of the system are effectively improved, the false alarm problem caused by the pressure switch fault in the traditional system is solved, the safety, stability and maintenance efficiency of train operation are improved, and the system is suitable for high-safety rail transit scenes.

Description

Technical Field

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

[0002] Parking brakes, as an important braking method to prevent trains from slipping while stationary, output braking force through a spring-loaded parking brake cylinder, and their application and release are controlled by a parking brake module. This module has a built-in pressure sensor or pressure switch to monitor the parking brake status and determines whether the train is in operation based on its speed signal. However, in practical applications, this traditional parking brake control system has the following shortcomings:

[0003] Reliability issues of monitoring components: The parking brake status relies on a pressure switch for monitoring. If the pressure switch malfunctions (such as jamming or poor contact), it will cause false alarms in the system, that is, incorrectly displaying whether the parking brake has been applied or not. This will not only cause unnecessary alarms, but may also lead to unplanned train stoppages.

[0004] Risks and challenges arising from unforeseen events during train operation: When a train is in motion, if the parking brake is unexpectedly applied, emergency braking will be triggered immediately. Due to the lack of effective real-time monitoring methods and detailed fault information feedback mechanisms, crew members can only manually check the cause of the fault after the train stops. This process is complex and time-consuming, seriously affecting the normal operating efficiency and service quality of the train.

[0005] Therefore, there is an urgent need for a more reliable and intelligent parking and braking 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] To address one of the aforementioned technical deficiencies, this application provides a parking braking system and a rail vehicle. The implementation of this application significantly ensures the safe and efficient operation of trains, while reducing unnecessary trouble and economic losses caused by system failures. This application provides a parking braking system, comprising:

[0007] An air supply plug, 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 plug;

[0009] A parking brake solenoid valve, one end of the air passage of which is connected to the other end of the pressure reducing valve;

[0010] A two-way check valve 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, the outlet end is connected to the brake cylinder, and the intermediate end is connected to the parking cylinder.

[0011] The first pressure switch is connected in series in the air circuit between the bidirectional check valve and the parking cylinder to detect the air circuit pressure.

[0012] The second pressure switch is connected in parallel with the first pressure switch in the air passage between the bidirectional check valve and the parking cylinder;

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

[0014] Furthermore, it also includes: a pressure sensor for detecting the pressure between the intermediate end and the parking cylinder;

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

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

[0017] Furthermore, it also includes: isolation barriers,

[0018] One end of the isolation valve is connected to the intermediate end, and the other end of the isolation valve is connected to the pressure sensor and the parking cylinder. The control end of the isolation valve is electrically connected to the control unit, and is used to isolate the air path between the parking cylinder and the intermediate end when the control unit determines that the parking brake execution is incorrect.

[0019] Furthermore, it also includes:

[0020] Disconnect switch

[0021] The control terminal of the disconnecting switch is electrically connected to the main control component.

[0022] The disconnect switch is connected in series between the power supply and the vehicle control signal output terminal. It is used to cut off the vehicle control signal output when the main control unit determines that the parking brake execution is incorrect. The vehicle control signal is a signal that controls the vehicle to perform braking and / or parking.

[0023] Furthermore, the control master is used to, when the first pressure switch triggers a rising edge and the second pressure switch triggers a falling edge,

[0024] Alternatively, if the parking brake is malfunctioning when the first pressure switch triggers a falling edge and the second pressure switch triggers a rising edge, the parking brake execution error can be determined.

[0025] Furthermore, it also includes:

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

[0027] Furthermore, it also includes: a display component, connected to the main control component, for displaying the parking status, parking cylinder pressure value, isolation valve and / or isolation switch status in real time.

[0028] Furthermore, it also includes: a prompting component, connected to the main control component, for generating prompting information based on the current parking braking state.

[0029] On the other hand, this application provides a rail vehicle including a driver's cab and any of the above-described parking braking systems.

[0030] The parking braking system and rail vehicle provided in this application embodiment, by setting up an air supply plug, a pressure reducing valve, a parking braking solenoid valve, a two-way check valve, and a first pressure switch and a second pressure switch connected in parallel, combined with the main control components, achieve dual monitoring and intelligent judgment of the parking braking status, 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, improving the safety, stability and maintenance efficiency of train operation, and is suitable for rail transit scenarios with high safety requirements. Attached Figure Description

[0031] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

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

[0033] Figure 2 The schematic diagram of the steel structure of the driver's cab provided in this application;

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

[0035] Figure 4 This is a schematic diagram of the structure of the front wall mainboard provided in an embodiment of this application;

[0036] Figure 5 This is a cross-sectional view of the front wall mainboard provided in an embodiment of this application; wherein, (a) is Figure 4(a) is a cross-sectional view of section AA, and (b) is an enlarged view of the local structure at section V in (a).

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

[0038] Figure 7 for Figure 6 Enlarged schematic diagram of a local structure at point I;

[0039] Figure 8 This is a top view of the steel structure of the driver's cab provided in an embodiment of this application;

[0040] Figure 9 for Figure 8 Schematic diagram of the cross-sectional structure along the middle AA direction;

[0041] Figure 10 This is a schematic diagram of the structure of the anti-collision post provided in the embodiments of this application;

[0042] Figure 11 This is a structural schematic diagram of the sidewalls provided in an embodiment of this application;

[0043] Figure 12 This is a structural schematic diagram of the sidewalls provided in another embodiment of this application;

[0044] Figure 13 for Figure 12 Schematic diagram of the AA-direction cross-section structure;

[0045] Figure 14 for Figure 12 Schematic diagram of the BB-direction cross-section structure in the middle;

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

[0047] Figure 16 for Figure 15 A magnified view of the structure at point A in the middle;

[0048] Figure 17 This is a schematic diagram of the lateral structure of the driver's cab steel structure provided in an embodiment of this application;

[0049] Figure 18 A schematic diagram of the assembly structure of the rear wall components and end columns provided in the embodiments of this application;

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

[0051] Figure 20 This is a schematic diagram of the structure of the back-end wall provided in an embodiment of this application;

[0052] Figure 21 A partial enlarged schematic diagram of the top curved beam provided in an embodiment of this application;

[0053] Figure 22 A schematic diagram of the assembly structure of the driver's cab headgear and end columns provided in the embodiments of this application;

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

[0055] Figure 24 This is a schematic diagram of the parking braking system provided in an embodiment of this application;

[0056] Figure 25 This is a circuit diagram of a parking braking system provided in an embodiment of this application;

[0057] Figure 26 This is a schematic diagram of the parking braking monitoring process provided in an embodiment of this application.

[0058] Figure label:

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

[0060] Driver's cab 100;

[0061] 10mm steel structure for driver's cab; 20mm head cover for driver's cab;

[0062] The front wall consists of 11 components, the rear wall consists of 12 components, the side wall consists of 13 components, the waist beam consists of 14 components, the energy-absorbing beam consists of 15 components, the anti-collision post consists of 16 components, the anti-collision corner post consists of 17 components, and the roof curved beam consists of 18 components.

[0063] Front wall 111, front wall main board 1111, plate beam structure 1112, front wall reinforcement plate 1113, brake pipeline installation interface 1114, electric horn and wind horn installation interface 1115, front wall horizontal beam 11121, front wall longitudinal beam 11122, transverse reinforcement beam 11123, opening and closing mechanism installation interface 11131, head cover installation interface 11132, first surface 111211, second surface 111212;

[0064] Top curved beam 121, rear wall frame 122, rear wall door frame 123, rear wall cross beam 124, headgear end interface 1211, and passenger room 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 plate 1319, installation flange 13121, support pad 13131;

[0066] Horizontal wainscoting 141, vertical stiffening plate 1411, longitudinal wainscoting 142;

[0067] Transverse stiffener 161, connecting stiffener 162;

[0068] 21. Side wall cladding of the guest room; 22. Side wall frame of the guest room. Detailed Implementation

[0069] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0070] Existing parking brake control systems rely on pressure switches to monitor parking brake status, but this method is prone to false alarms due to pressure switch malfunctions. Furthermore, when parking brakes are unexpectedly applied during train operation, the lack of real-time monitoring and detailed fault information feedback mechanisms forces mechanics 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 improvements to enhance system stability and safety.

[0071] To address the aforementioned problems, this application provides a parking braking system, such as... Figure 24-26 As shown, it includes:

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

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

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

[0075] The 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] The 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] The second pressure switch 9710 is connected in parallel with the first pressure switch 979 in the air passage between the bidirectional check valve 976 and the parking cylinder.

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

[0079] Specifically, one end of the air supply plug 971 is connected to the main air reservoir, and its opening or closing controls the supply of compressed air to subsequent air paths. The air supply plug 971 ensures that air is supplied to the system only when needed, and can cut off the air supply when necessary for maintenance and safe operation.

[0080] Pressure reducing valve 973 is connected to the other end of air supply plug 971 and is used to regulate the high-pressure gas from the main air reservoir to a pressure level suitable for the operation of the parking brake system. This ensures that the pressure entering the parking brake solenoid valve 975 is within a safe and effective range, preventing damage or performance degradation of the 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 unit 9713 and is used to act according to the electrical signal issued by the control main unit 9713, thereby controlling the opening and closing of the air circuit and realizing the application or release of the parking brake.

[0082] The two-way check valve 976 includes an inlet end, an outlet end, and an intermediate end. The inlet end is connected to 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. It is used to prevent airflow from flowing in the opposite direction, ensuring that airflow can only flow in a predetermined direction, i.e., from the inlet end to the outlet end 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 measure the actual pressure value (first pressure value) in the air path between the two-way check valve 976 and the parking cylinder, and converts it into an electrical signal to be transmitted to the control unit 9713.

[0084] This provides direct pressure feedback to the control unit 9713, enabling the control unit 9713 to determine whether the parking braking state meets expectations based on the first pressure value.

[0085] The second pressure switch 9710 is connected in parallel with the first pressure switch 979 in the same gas path as a redundancy design. It independently detects the pressure status of the same gas path and sends the detection results to the main control unit 9713. This increases the reliability and accuracy of the system; if one pressure switch fails, the other can continue to operate, reducing the possibility of false alarms.

[0086] The control unit 9713 is electrically connected to the first pressure switch 979 and the second pressure switch 9710, and is used to receive pressure detection signals from the two pressure switches. By comparing the pressure values ​​of the two switches (i.e., the first pressure value and the second pressure value), the control unit 9713 determines whether the parking brake is executed correctly, thereby achieving dual verification of the parking brake status and avoiding misjudgment caused by the failure of a single pressure switch.

[0087] It should be noted that the parking brake is released as follows: Compressed air enters the parking air supply valve 971 through the main air cylinder, passes through the filter 972, pressure reducing valve 973, and reduction orifice 974 to reach the parking brake solenoid valve 975. When a release command is received, the compressed air passes through the two-way check valve 976 and the parking isolation valve 977 to reach the parking cylinder, thereby releasing the parking brake.

[0088] Parking brake application: Upon receiving an application command, pressurized gas from the parking cylinder flows from the parking cylinder into the parking isolation valve 977, through the two-way check valve 976, and then into the atmosphere via the parking brake solenoid valve 975, thus applying the parking brake. In this state, if air braking is applied, pressurized gas from the brake cylinder reaches the parking cylinder through the two-way check valve 976 and the parking isolation valve 977, preventing the air braking force and the parking braking force from overlapping.

[0089] The parking braking system provided in this application, by setting up an air supply plug 971, a pressure reducing valve 973, a parking braking solenoid valve 975, a two-way check valve 976, and a first pressure switch 979 and a second pressure switch 9710 connected in parallel, combined with the main control component 9713, achieves dual monitoring and intelligent judgment of the parking braking status, 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, improving the safety, stability and maintenance efficiency of train operation, and is suitable for rail transit scenarios with high safety requirements.

[0090] Based on the above embodiments, 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 setting value refers to the state change (e.g., from open to closed) triggered by the first pressure switch 979 when the pressure in the gas circuit drops from high pressure to a certain specific value. That is, the specific pressure value is the falling edge setting value of the pressure switch.

[0092] In this embodiment, setting the falling edge setting value of the first pressure switch 979 higher than the rising edge setting value of the second pressure switch 9710 ensures that the two pressure switches will not react simultaneously to changes in the same pressure value, thus forming a redundant and non-interfering working mechanism. By setting different thresholds (i.e., rising edge setting value and falling edge setting value), and with the falling edge of the first pressure switch 979 being greater than the rising edge of the second pressure switch 9710, false judgments caused by small pressure fluctuations can be reduced, thereby effectively reducing false alarms caused by pressure fluctuations. Simultaneously, 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 unit 9713 can confirm whether the operation was correctly completed based on the information provided by these two different setting values.

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

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

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

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

[0097] In the embodiments described in this specification, by reasonably setting the operating range of the two pressure switches, the potential errors of a single sensor can be compensated for 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] To reduce the impact on effective vehicle control when the vehicle malfunctions during parking braking, the parking braking system also includes a pressure sensor 9711.

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

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

[0101] That is, when the control unit 9713 determines that the vehicle is in a parking brake execution error, the control unit 9713 can make a judgment based on the third pressure value of the pressure sensor 9711 to determine the current parking brake state of the vehicle. In other words, the pressure sensor 9711 collects the parking brake cylinder pressure signal and transmits it to the control unit 9713, which then outputs the real-time pressure value of the parking cylinder. When the two pressure switches detect inconsistent parking states, the detected pressure value is used to determine the parking brake state.

[0102] For example, when pins 1 and 3 of the first pressure switch 979 are closed, it represents a pressure value of 560 kPa or higher. When pins 1 and 2 of the second pressure switch 9710 are closed, it represents a pressure value of 80 kPa or lower. The control unit 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 to be the parking brake applied state by combining the pressure value of 570 kPa detected by the pressure sensor 9711.

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

[0104] To prevent the air circuit from being in an incorrect state when the system malfunctions or an error is detected in the parking brake operation, the parking brake system also includes: an isolation valve 977.

[0105] One end of the isolation valve 977 is connected to the intermediate end, and the other end of the isolation valve 977 is connected to the pressure sensor 9711 and the parking cylinder. The control end of the isolation valve 977 is electrically connected to the control main unit 9713, and is used to isolate the air path between the parking cylinder and the intermediate end when the control main unit 9713 determines that the parking brake execution is incorrect.

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

[0107] For example, when the control unit 9713 determines, based on the detection data from the first pressure switch 979, the second pressure switch 9710, and the pressure sensor 9711, that an error has occurred in the parking brake execution (e.g., failure to apply or release the brake as instructed, component failure, etc.), the control unit 9713 will send a closing command to the isolation valve 977, causing it to cut off the air circuit connection between the middle end of the two-way check valve 976 and the parking cylinder. This effectively blocks the impact of the faulty air circuit on other system parts, preventing overall system loss of control due to a local fault. Simultaneously, timely isolation of the parking cylinder air circuit in the event of an anomaly prevents accidental application of the parking brake from causing wheel scuffing or other mechanical damage, while also providing safety assurance for subsequent fault handling. Furthermore, after air circuit isolation, the faulty section can be clearly identified, helping maintenance personnel quickly locate the problem and improve maintenance efficiency.

[0108] During air circuit isolation, the control system may still send a control signal to open the isolated air circuit. To avoid this situation, the parking braking system provided in this specification also includes:

[0109] Disconnecting switch 9714,

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

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

[0112] Specifically, the control terminal of the isolating switch 9714 is electrically connected to the main control component 9713 and receives control commands from it. The isolating switch 9714 is connected in series between the power supply and the vehicle control signal output terminal, that is, it is located in the circuit path that sends braking or parking-related control signals to the train control system. It is used to automatically cut off the electrical signal output related to vehicle control when the system determines that the parking braking execution is incorrect, thereby achieving safe isolation of the vehicle braking control.

[0113] For example, when the control unit 9713 determines, based on the feedback information from the first pressure switch 979, the second pressure switch 9710, and the pressure sensor 9711, that there is an abnormality or malfunction in the parking brake execution (such as failure to apply / release as instructed, sensor failure, air circuit abnormality, etc.), it will send an action signal to the isolating 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 commands to the relevant braking components, thus preventing more serious safety risks caused by malfunctions.

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

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

[0117] Specifically, the test port 978 can be used to connect external pressure measuring devices, diagnostic equipment, or maintenance tools to perform real-time monitoring, fault diagnosis, or performance testing of the pressure status of the parking cylinder and its related air 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 current 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, test gas or liquid is introduced through test port 978 to check for leaks in the gas path and ensure that the system's sealing performance meets the requirements;

[0120] Troubleshooting assistance: When the system determines that the parking brake is malfunctioning, maintenance personnel can quickly obtain pressure data of key nodes through test port 978 to help locate the cause of the fault (such as air circuit blockage, component failure, etc.).

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

[0122] By setting a test port 978 between the parking cylinder and the isolation valve 977, the present invention achieves the pressure measurability and diagnosability of key air circuit nodes, enhances the flexibility and safety of the system in operation, maintenance and fault handling, and further improves the intelligence level and engineering practicality of the parking braking system.

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

[0124] The displayed content includes, but is not limited to:

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

[0126] Parking cylinder pressure value: This is the actual value of the air pressure inside the parking cylinder, which is usually derived from the detection result of pressure sensor 9711;

[0127] Isolation gate 977 status: such as whether isolation gate 977 is currently open or closed;

[0128] Status of disconnector 9714: Whether disconnector 9714 is on or off.

[0129] Specifically, the display components can take the form of an LCD screen, LED indicator lights, touch screen or other visual human-machine interface, and be installed in the train cab or maintenance terminal for the driver, mechanic or maintenance personnel to view real-time system information.

[0130] Through the display unit, operators can intuitively understand the operation of the parking braking system, for example:

[0131] Is the current application / relief function working correctly?

[0132] Are there any abnormal pressures or inadequate execution?

[0133] Has the isolation gate 977 or the isolation switch 9714 been triggered?

[0134] Is there a system malfunction or a prompt message indicating that manual intervention is required?

[0135] By setting up and controlling the display component connected to the main component 9713, the present invention realizes the visualization display function of key status and parameters of the parking braking system, which not only improves the operability and maintainability of the system, but also provides strong information support for the safe operation of trains.

[0136] The parking braking system provided by the present invention may further include a prompting component 9712, which is electrically connected to the control main component 9713. When the system detects a specific parking braking state or abnormal situation, the prompting component 9712 generates corresponding prompting information based on the current parking braking state determined by the control main component 9713 to remind the operator to pay attention.

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

[0138] A confirmation prompt is issued when the parking brake is applied or released normally;

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

[0140] When the isolation gate 977 is triggered to close or the isolation switch 9714 is opened, a corresponding status indication is provided;

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

[0142] The prompts can take various forms, such as text, icons, sounds, flashing lights, or combinations thereof, to ensure that operators (such as drivers or maintenance personnel) can perceive them in a timely manner and take appropriate measures.

[0143] For example, the parking braking system may also include components such as a filter 972 and a constriction hole 974, as detailed in the documentation. Figure 1 .

[0144] On the other hand, this application provides a rail vehicle including a driver's cab and the aforementioned parking braking system. Since the vehicle includes a parking braking system, the corresponding technical features and effects of protecting the parking braking system will not be elaborated here.

[0145] Please see Figure 1-2 , Figure 1 A schematic diagram of the structure of a driver's cab provided in an embodiment of this application; Figure 2 This is a schematic diagram of the steel structure of the driver's cab provided in this application.

[0146] In one specific embodiment, the driver's cab provided in this application includes a driver's cab steel structure 10 and an integrated driver's cab headgear 20. The driver's cab headgear 20 is situated on and fixed to the driver's cab steel structure 10. The driver's cab headgear 20 located in the top area of ​​the driver's cab adopts an integrated fiberglass sandwich structure. The driver's cab headgear 20 includes two fiberglass layers and a sandwich layer in the middle. The sandwich layer is specifically a pre-embedded polymethyl methacrylate (PMI) foam layer. The integrated fiberglass sandwich structure facilitates the control of the dimensional accuracy of the driver's cab headgear 20 after molding, improves the accuracy control of the three-dimensional interface dimensions of the windshield, external lighting, headlight glass, and windshield wipers, and facilitates the installation of three-dimensional components such as the windshield, external lighting, headlight glass, and windshield wipers. The driver's cab steel structure 10 located in the bottom area of ​​the driver's cab consists of a steel frame and a skin. The steel frame is a carbon steel metal frame. By setting the driver's cab headgear 20, the scope of the driver's cab steel structure 10 is reduced, the manufacturing costs of molds, gauges, bending parts, etc. are reduced, and the economy is improved. The fiberglass of the driver's cab head cover 20 has a lower density than carbon steel, and reducing the range of the driver's cab steel structure 10 helps to achieve lightweighting of the driver's cab head structure.

[0147] In addition, the joint between the driver's cab hood 20 and the driver's cab steel structure 10 should be located on a simple, smooth surface with minimal curvature variation, so as to facilitate the streamlined matching of the driver's cab hood 20 and the driver's cab steel structure 10 during installation, while reducing the manufacturing difficulty of the frame and skin components of the driver's cab steel structure 10 and improving economy; the curvature at the joint between the driver's cab hood 20 and the side wall of the driver's cab steel structure 10 is small, and the location with a large curvature variation between the side surface and the top surface is located on the fiberglass hood; the interface between the driver's cab hood 20 and the front wall component 11 and the rear wall component 12 is a two-dimensional curved surface.

[0148] The driver's cab steel structure 10 provides installation interfaces for both movable and fixed windows. These interfaces are distributed across the driver's cab hood 20 and the driver's cab steel structure 10. This means that the installation interfaces are entirely provided by both the driver's cab hood 20 and the driver's cab steel structure 10, preventing any component interface from crossing the seam between the driver's cab steel structure 10 and the driver's cab hood 20, thus avoiding installation difficulties. Specifically, the driver's cab steel structure 10 includes a front wall assembly 11, a rear wall assembly 12, a waist beam assembly 14, a roof curved beam assembly 18, and two side wall assemblies 13 arranged laterally opposite each other. The waist beam assembly 14 connects the front wall assembly 11 and the side wall assembly 13. The side wall assembly 13 connects the front wall assembly 11 and the rear wall assembly 12 longitudinally, and has installation interfaces for both movable and fixed windows.

[0149] Example 1

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

[0151] In this embodiment, the front wall assembly 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, as described here and below, is based on the running direction of the rail vehicle, with the longitudinal direction being the length direction of the rail vehicle and the transverse direction being the width direction of the rail vehicle. The front wall assembly 11 is located at the end of the driver's cab steel structure 10, connected to the underframe and side wall assembly 13, and provides relevant installation interfaces for the opening and closing mechanism, head cover, electric whistle / wind whistle, brake lines, etc.

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

[0153] The front wall main board 1111 has a reinforced plate beam structure 1112 on the inner panel facing the driver's cab.

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

[0155] Since the opening and closing mechanism and the head cover are heavier than other installation components, in order to ensure the installation reliability of the opening and closing mechanism and the head cover, 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 matches the top contour of the joint position of the driver's cab head cover 20. The inner contour of the front wall reinforcement plate 1113 is set according to the principle of lightweighting (minimum area) of the connection point of the head cover and the opening and closing mechanism to achieve lightweighting. The thickness of the front wall reinforcement plate 1113 is greater than that of the front wall main plate 1111. The front wall main plate 1111 is 2-4mm thick, preferably 2mm, and the thickness of the front wall reinforcement plate 1113 is 8-12mm thick, preferably 10mm. On the driver's side, the front wall reinforcement plate 1113 protrudes beyond the front wall main plate 1111a by a certain dimension, and on the driver's side, the front wall reinforcement plate 1113 protrudes beyond the front wall main plate 1111b by a certain dimension. A brake line installation interface 1114 and an electric horn and windhorn installation interface 1115 are respectively provided on the outer plate surface of the front wall main plate 1111 for installing brake lines, electric horns, and windhorns respectively. Two brake line installation interfaces 1114 and two electric horn and windhorn installation interfaces 1115 are provided, symmetrically arranged along the transverse center line of the front wall component 11. The brake line installation interface 1114 and the electric horn and windhorn installation interface 1115 are respectively provided as mounting seats with flanged wing plates. To ensure the strength and rigidity of the front wall component 11, a reinforced plate-beam structure 1112 is provided on the inner panel of the front wall main board 1111 facing the driver's cab. The plate-beam structure 1112 includes several intersecting front wall horizontal beams 11121 and front wall longitudinal beams 11122, as well as transverse reinforcing beams 11123. The brake line installation interface 1114 and the electric horn and windhorn installation interface 1115 are respectively located on the outer panel of the front wall main board 1111 at the intersection points of the plate-beam structure 1112 on the inner panel. The plate-beam structure 1112 provides support for each installation interface, thereby preventing electric... The whistle / baghorn and brake lines deform after welding; the front wall crossbeam 11121 and the front wall longitudinal beam 11122 can be set as L-shaped angle irons, each L-shaped angle iron including a first face 111211 and a second face 111212 that are perpendicular to each other. The first face 111211 is attached to the front wall main board 1111, and the second face 111212 is perpendicular to the front wall main board 1111. The first face 111211 and the second face 111212 of the front wall crossbeam 11121 and the front wall longitudinal beam 11122 are continuously set at the intersection; thus, the lateral load and longitudinal load at the intersection can be continuously transmitted.Taking the example of four longitudinal beams 11122 and two sets of three crossbeams 11121 on the front wall, the top of the longitudinal beams 11122 is close to the front wall reinforcement plate 1113 to ensure the transmission of longitudinal load, while allowing for adjustment, such as a gap of 1.5-3.5mm. At the intersection of the crossbeams 11121 and the longitudinal beams 11122, the second surface 111212 of the crossbeams 11121 extends laterally to the top of the first surface 111211 of the longitudinal beams 11122 and abuts against and is welded to the second surface 111212 of the longitudinal beams 11122. The first surface 111211 of the crossbeams 11121 extends laterally to the edge of the second surface 111212 of the longitudinal beams 11122 and abuts against and is welded to the crossbeams 11122. The L-shaped angle iron openings of the two sets of crossbeams 11121 are arranged opposite each other to further improve the connection strength. The transverse reinforcing beam 11123 is located at the bottom of the front wall main plate 1111 and extends along the length of the front wall main plate 1111. It is used to connect with the base frame and prevent deformation after the front wall reinforcing plate 1113 is assembled and welded with the interface outside the driver's cab, and to prevent deformation after the front wall assembly 11 is welded. It can be understood that the transverse reinforcing beam 11123 also has adjustment allowances at both ends, such as a gap of 1.5-3.5mm. The transverse reinforcing beam 11123 with low rigidity is set on the inner plate of the front wall 111 to cooperate with the base frame, and process adjustment allowances are set at the transverse reinforcing beam 11123 to ensure the overall outline and dimensions of the driver's cab assembly, and can simultaneously achieve load and shape, and can achieve lightweight design of the driver's cab.

[0156] The front wall reinforcement plate 1113 is set along the outer contour of the front wall main plate 1111. An opening / closing mechanism mounting interface 11131 and a headgear mounting interface 11132 are respectively provided on the front wall reinforcement plate 1113. The opening / closing mechanism mounting interfaces 11131 are set in two sets, each set including two opening / closing mechanism mounting interfaces 11131. The two sets of opening / closing mechanism mounting interfaces 11131 are symmetrically arranged on both sides of the transverse centerline of the front wall component 11. The opening / closing mechanism mounting interface can be set as a mounting base; the headgear mounting interface 11132 can be set as an oblong hole to provide installation adjustment range. The front wall 111 and the opening / closing mechanism are sealed with adhesive (mechanical connection, sealing). The outer contour of the front wall 111 is recessed compared to the outer contour of the opening / closing mechanism to reserve 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, anti-collision posts 16, and anti-collision corner posts 17; the waist beam assembly 14 includes a transverse waist beam 141 and a longitudinal waist beam 142, with the transverse waist beam 141 located below the front window frame of the driver's cab; the longitudinal waist beam 142 is located below the side wall window; the front wall assembly 11, waist beam assembly 14, energy-absorbing beam 15, anti-collision posts 16, and anti-collision corner posts 17 form an energy-absorbing zone to ensure the driver's safety; the anti-collision posts 16, anti-collision corner posts 17, transverse waist beam 141, and 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 is fixedly connected to the front wall 111 along its length, and the other end of the energy-absorbing beam 15 is fixedly connected to the anti-collision post 16 along its length; the anti-collision post 16 and the energy-absorbing beam 15 are set in a one-to-one correspondence; the anti-collision post 16 and the anti-collision corner post 17 are both fixed below the transverse waist beam 141, and the anti-collision corner post 17 is located on the outside of the anti-collision post 16 along the transverse direction.

[0159] One end of the energy-absorbing beam 15 along its length is connected to the front wall reinforcement plate 1113, and preferably faces the installation interface of the opening and closing structure. The other end of the energy-absorbing beam 15 along its length is welded to the anti-collision post 16. Both the anti-collision post 16 and the anti-corner post are box beam structures. In the transverse direction of the driver's cab, the anti-collision corner post 17 is located transversely outside the anti-collision post 16. Optionally, there are two energy-absorbing beams 15, two anti-collision posts 16, and two anti-collision corner posts 17. To ensure the structural reliability and lightweight design of the aforementioned protective strips, several vertically arranged transverse stiffeners 161 are installed inside the crash posts 16 and corner posts 17, with the transverse stiffeners 161 in the same row of each crash post 16 and corner post 17 lying on the same horizontal plane. Taking the example of four transverse stiffeners 161 each for the crash posts 16 and corner posts 17, the first row of transverse stiffeners 161 of the crash posts 16 and the first row of transverse stiffeners 161 of the corner posts 17 are on the same horizontal plane, the second row of transverse stiffeners 161 of the crash posts 16 and the second row of transverse stiffeners 161 of the corner posts 17 are on the same horizontal plane, and so on.

[0160] To further ensure the structural reliability of the protective belt, the transverse waist beam 141 is provided with vertical stiffeners 1411 corresponding to the transverse side plates of the anti-collision posts 16 and anti-collision corner posts 17. Several vertical stiffeners 1411 are provided in the length direction of the transverse waist beam 141. Each anti-collision post 16 has two vertical stiffeners 1411 respectively on its two transverse side plates. Similarly, each anti-collision corner post 17 has two vertical stiffeners 1411 respectively on its two transverse side plates to improve the connection strength and ensure the continuous transmission of load.

[0161] Meanwhile, since the bottom is the first to collide when a collision occurs, and the bottom bears a larger load, a connecting stiffener 162 is provided between the bottoms of the adjacent anti-collision posts 16 and anti-collision corner posts 17 to facilitate the stability of the structure and the transfer of load.

[0162] Example 2

[0163] like Figure 11-19 As shown, Figure 11 This is a structural schematic diagram of the sidewall assembly 13 provided in an embodiment of this application; Figure 12 This is a structural schematic diagram of the sidewall assembly 13 provided in another embodiment of this application; Figure 13 for Figure 12 Schematic diagram of the AA-direction cross-section structure; Figure 14 for Figure 12 Schematic diagram of the BB-direction cross-section structure in the middle; Figure 15 An assembly diagram of the front wall assembly 11 and the side wall assembly 13 provided in an embodiment of this application; Figure 16 for Figure 15 A magnified view of the structure at point A in the middle; Figure 17 A schematic diagram of the side structure of the driver's cab steel structure 10 provided in an embodiment of this application; Figure 18 A schematic diagram of the assembly structure of the rear wall component 12 and the end column 1312 provided in the embodiments of this application; Figure 19 for Figure 18 A magnified schematic diagram of a local structure.

[0164] The side wall component 13 of this application provides an installation interface for corner windows, side windows, and the driver's cab. The side wall component 13 includes a side wall frame 131 and a side wall skin 132 located outside the side wall frame 131. The inner contours of the side wall frame 131 and the side wall skin 132 match. The skin needs to have good deformation capacity and a certain rigidity. Therefore, the thickness of the plate is relatively thin, generally 2 to 3 mm. The side wall frame 131 plays the role of transmitting loads, and the skin plays the role of shaping and providing installation interfaces. Therefore, the thickness of the plate is relatively thicker than that of the skin.

[0165] Optionally, the side wall frame 131 includes a side wall curved beam 1311 and an end column 1312. The side wall curved beam 1311 extends longitudinally and its height gradually increases from front to back. With the direction of the front of the rail vehicle as the front, the front end of the side wall curved beam 1311 is connected to 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 curved beam 1311 and is arranged in the vertical direction. The end column 1312 is used to connect the rear 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 curved 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 be used as a positioning reference in the vehicle height direction. The longitudinal end faces of the end column 1312 are perpendicular to the rail surface and can be used as a positioning reference in the vehicle length direction when assembling the driver's cab side wall 13 and the driver's cab. Together with the longitudinal waist beam 142, they form the reference for manufacturing side windows and corner windows, which helps to ensure the manufacturing error of the side window and corner window frames. Preferably, the end column 1312 is a U-shaped column.

[0166] Furthermore, the sidewall frame 131 also includes:

[0167] Several longitudinally arranged support beams 1313, the top of the first longitudinal support beam 1313 is fixed to the side wall curved beam 1311, the top of the remaining support beams 1313 other than the first support beam 1313 is fixed to the longitudinal waist beam 142, and the bottom of the support beams 1313 is used to fix to the base frame.

[0168] The side wall curved beam 1311 below the longitudinal waist beam 142, the first support beam 1313 along the longitudinal direction, and the longitudinal waist beam 142 form the first side wall area, and a number of intersecting grid beam structures 1314 are provided in the first side wall area.

[0169] The longitudinal waist beam 142, the first longitudinal support beam 1313 below the longitudinal waist beam 142 and the end column 1312 form the 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 the third side wall area, which is used to install corner windows and side windows.

[0171] The first support beam 1313, arranged longitudinally from front to back, is divided into upper and lower parts by 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 base frame. The tops of the remaining support beams 1313 are fixed to the lower surface of the longitudinal waist beam 142, and the bottoms of the remaining support beams 1313 are fixed to the base frame. The support beams are configured as a U-shaped structure, such as... Figure 14 As shown.

[0172] The first side wall area consists of a longitudinal waist beam 142, a side wall curved beam 1311 below the longitudinal waist beam 142, and the lower part of the first support beam 1313. Located outside the driver's cab safety area, this first side wall area provides an interface for the installation of the hood, and the curvature of the side wall skin 132 in this area varies considerably. Therefore, the perimeter of the side wall frame 131 in this area (except for the open structure at the bottom connection with the base frame) adopts a U-shaped frame with high rigidity. Several intersecting grid beam structures 1314 are provided within the first side wall area, using an orthogonal grid beam structure, i.e., a relatively thin, dense, and short longitudinal and transverse grid beam structure 1314. This facilitates shaping while ensuring strength and rigidity. The thickness of the orthogonal grid beams in this area is 3mm, and the spacing between the orthogonal grid beams is between 200 and 300mm. The front ends of some of the crossbeams and side wall curved beams 1311 of the grid beam structure 1314 are fixed to the front wall reinforcement plate 1113. The grid beams are made of L-shaped or U-shaped angle irons and are 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 consists of a longitudinal waist beam 142, the lower part of the first support beam 1313, and end columns 1312, forming a box-shaped stable structure for load transfer; the side wall frame 131 also includes:

[0174] Several transverse reinforcing beams 1317 are located between adjacent support beams 1313, support beams 1313 and end columns 1312, respectively. The transverse reinforcing beams 1317 are used to support the side wall skin 132.

[0175] A reinforcing plate 1318 is provided below any support beam 1313, and the support 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 relatively small curvature change in this area, and considering shape retention and weight reduction requirements, transverse reinforcing beams 1317 are used to support the side wall skin 132 between each supporting beam 1313. The interval between each supporting beam 1313 is set at 600-700mm to meet shape retention and weight reduction requirements, and the transverse reinforcing beams 1317 are set at a vertical interval of 250-300mm. Specifically, several transverse reinforcing beams 1317 are located between adjacent supporting beams 1313, between supporting beams 1313 and end columns 1312; simultaneously, a reinforcing plate 1318 is provided below each supporting beam 1313, and the supporting beam 1313 is fixed to the base frame via the reinforcing plate 1318 to reduce stress concentration. The transverse reinforcing beams 1317 are set as L-shaped angle irons.

[0177] Furthermore, the side wall frame 131 also includes several side wall reinforcement plates 1319, located at the longitudinal front end of the grid beam structure 1314, specifically set within the front grid of the grid beam structure 1314; the side wall curved beam 1311 and some of the side wall reinforcement plates 1319 are fixed to the front wall assembly 11. Before the front open structure of the front wall assembly 11 is connected to the front wall reinforcement plate 1113, the side wall reinforcement plates 1319 are welded first. The side wall reinforcement plates 1319 and the front wall reinforcement plate 1113 in the outer contour area of ​​the front wall assembly 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 manufacturing costs and processability, the sidewalls are typically constructed by welding multiple sidewall skins 132 to a sidewall frame 131. To control deformation of the sidewall skins 132 after welding, the dividing lines between the multiple sidewalls are set on a supported frame, such as longitudinal waist beams 142 or support beams 1313. Simultaneously, corresponding support plates 13131 can be installed on the support beams to improve support for the sidewall skins. Figure 13 As shown.

[0179] The third side wall area provides installation interfaces for corner windows and side windows, specifically including corner window installation interface 1315 and side window installation interface 1316; the top provides an interface for hood installation. The structural design of this area should facilitate the installation of corner windows, side windows, and hoods, reducing error accumulation. The first, second, and third side wall areas are formed by integral components such as longitudinal waist beam 142 and end columns 1312, which helps reduce manufacturing errors in the connection between the second and third side wall areas. The two sides of the U-shaped beam of the end column 1312 are perpendicular to the rail surface and can be used as a positioning reference in the vehicle length direction when assembling the driver's cab side wall 13 and the driver's cab. The upper and lower planes of the longitudinal waist beam 142 (which are parallel to the rail surface) can be used as a positioning reference in the vehicle height direction of the third side wall area, forming a reference for the manufacturing of side windows and corner windows together with the end column 1312, thus helping to ensure the manufacturing error of the side window and corner window frames. The upper sidewall curved beam 1311 of the third sidewall area provides an interface for the headgear installation, and is designed in sections with the longitudinal waist beam 142 and the sidewall curved beam 1311 of the first sidewall area. The design of the beams and columns inside the first sidewall area needs to take into account the load transfer and distribution near the front of the vehicle. The beam row design is consistent with the U-shaped beam row section at the corresponding position in the first sidewall area; the beam row between the corner windows and side windows is designed to take into account the outline of the corner windows and side windows.

[0180] The side wall component 13 is a curved component, using the end column 1312 as the reference for the vehicle length direction and the longitudinal waist beam 142 as the reference for the side wall height direction. This reduces the accumulation of manufacturing errors after the installation of corner windows and side window frames, facilitating the subsequent installation of interior trim, corner windows, side windows, and the driver's cab, and saving on assembly and repair work. The end column 1312 is a U-shaped column, with its outer contour matching the inner skin of the driver's cab side wall, providing good rigidity and resistance to deformation, which helps to ensure the outline of the driver's cab after the side wall component 13 is connected to the rear wall. Stiffeners are installed at the corresponding positions of the end column 1312, 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 This is a structural schematic diagram of the back-end wall assembly 12 provided in an embodiment of this application; Figure 21 A partial enlarged structural schematic diagram of the top curved beam 121 provided in an embodiment of this application; Figure 22 A schematic diagram of the assembly structure of the driver's cab headgear 20 and the end column 1312 provided in the embodiments of this application; Figure 23 This is a schematic diagram of the assembly structure of the end column 1312 and the passenger compartment provided in the embodiment of this application.

[0183] The rear wall assembly 12 provided in this application is a planar structure used to connect the driver's cab and the passenger compartment. The rear wall assembly 12 includes a top curved beam 121 and a rear wall frame 122. The top curved beam 121 spans across the rear wall frame 122 laterally, and the bottom surfaces of both ends of the top curved beam 121 rest on the top surface of the end column 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 wall frame 122. The top curved beam 121 also provides a connection interface for the driver's cab hood 20 and the passenger compartment roof structure, and connects to the end column 1312 of the side wall. To facilitate measurement and assembly positioning during driver's cab assembly, the interface between the top curved beam 121 and the end column 1312 is parallel to the rail surface.

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

[0185] The centerline of the rear wall door frame 123 coincides with or is parallel to the transverse centerline of the driver's cab steel structure 10; the bottom of the rear wall door frame 123 is used to connect with the base frame.

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

[0187] The rear wall door frame 123 has two door frame columns arranged laterally opposite each other, and the bottom of the rear wall door frame 123 is used to connect with the base frame. The rear wall crossbeam 124 is preferably set as an L-shaped angle iron or a U-shaped angle iron, which has an open structure during the rear wall construction to provide process allowance. This ensures the installation accuracy of the door frame structure and facilitates the connection between the driver's cab side wall and the rear wall 12. The length of the rear wall crossbeam 124 can be adjusted to ensure the overall outline accuracy requirements of the driver's cab. Similarly, the bottom column of the rear wall door frame 123 is also set as an open structure, such as an L-shaped structure or a U-shaped structure. The open structure is used to connect with the base frame floor surface, which reduces the connection area and facilitates the adjustment of the height dimension.

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

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

[0190] The end interface 1211 of the head cover has a stepped structure, and the end of the driver's cab head cover 20 is also set with a stepped structure to achieve docking and fixation by adhesive 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 to overlap with the passenger compartment top area, specifically the passenger compartment skin. It can be understood that after the driver's cab is assembled, the passenger compartment roof skin overlaps on the top curved beam 121 to ensure welding quality and the airtightness of the entire vehicle. The passenger compartment roof assembly is the last component assembled during the vehicle body assembly. After ensuring the airtightness of the roof skin and the rear wall of the driver's cab, in order to reduce repair and adjustment work, a connecting plate is set between the passenger compartment roof frame and the top curved beam 121 of the rear wall of the driver's cab to adjust the manufacturing error during vehicle body assembly and ensure the vehicle body length.

[0191] Meanwhile, in order to connect the end column 1312 with the passenger compartment and the driver's cab, the end column 1312 is provided with an installation flange 13121 extending towards the passenger compartment in the longitudinal direction, and the connection seam of the side wall skin 21132 of the passenger compartment and the side wall skin 132 of the driver's cab is connected to the installation flange 13121.

[0192] The side wall frame 22 of the guest room extends longitudinally to the inner surface where the flange 13121 is installed and connects with the longitudinal end wall of the end column 1312.

[0193] The mounting flange 13121 can be specifically an L-shaped angle iron. One side of the L-shaped angle iron fits against the longitudinal end wall of the end column 1312, and the other side of the L-shaped angle iron extends longitudinally towards the passenger compartment. The connection seam between the passenger compartment side wall skin 21 and the driver's cab side wall skin 132 overlaps on the mounting flange 13121. The end column 1312 simultaneously provides support for both the passenger compartment side wall skin 132 and the driver's cab side wall skin 132, ensuring welding quality and the airtightness of the entire vehicle. The end column 1312 of the passenger compartment frame and the driver's cab side wall 13 is 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's cab end column 1312, and the passenger compartment roof skin and the top curved beam 121 adopt an overlapping structure, which helps to ensure welding quality, dimensional accuracy after vehicle body assembly, and the airtightness of the entire vehicle.

[0194] In one specific embodiment, after the driver's cab is assembled, its structure with the underframe includes the interface between the front wall assembly 11 and the underframe, the interface between the side wall assembly 13 and the underframe, and the interface between the rear wall assembly 12 and the underframe. Because the overall rigidity of the underframe is relatively high, a transverse reinforcing beam 11123 with lower rigidity is installed on the inner side of the front wall of the driver's cab for connection, ensuring the dimensional accuracy and airtightness of the assembled vehicle body. The side wall frame 131 is connected to the underframe plane via an open support beam 1313, and the side wall skin 132 overlaps the support beam 1313, ensuring not only an aesthetically pleasing appearance after welding but also the airtightness of the entire vehicle.

[0195] The aforementioned driver's cab is suitable for vehicles with carbon steel bodies and structures requiring significant interior space. It combines a bottom driver's cab steel structure 10 with an upper driver's cab headliner 20. The bottom driver's cab steel structure 10 is composed of a carbon steel metal frame and skin, providing load-bearing capacity and shape stability to ensure driver safety. It also provides installation interfaces for driver's cab equipment such as side windows and operable windows, reducing the space occupied within the cab and ensuring convenient operating space. The reduced size of the driver's cab steel structure 10 helps lower the manufacturing costs of molds, gauges, and bending parts, improving economic efficiency and achieving lightweight design.

[0196] The upper driver's cab hood 20 adopts a fiberglass sandwich structure that facilitates curved surface design, providing three-dimensional interfaces for the windshield, external lighting, headlight glass, etc. This achieves both lightweight design and reduced manufacturing costs. Furthermore, the fiberglass composite material manufacturing process improves the dimensional accuracy of three-dimensional components and the control of interface matching. The driver's cab hood 20 is connected by bolts to ensure reliable connection, and a sealant structure is used to seal the driver's cab steel structure 10 to the driver's cab hood 20.

[0197] The connection interfaces between the major modules of the driver's cab, including the front wall component 11, the side wall component 13, and the rear wall component 12, adopt a connection structure with high stiffness matching low stiffness. In addition, process adjustment is set in the area with low stiffness, which helps to ensure the overall outline and dimensions of the driver's cab after assembly.

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

[0199] Those skilled in the art will understand that embodiments of this application can be provided as methods or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take 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.) containing computer-usable program code. The solutions in the embodiments of this application can be implemented in various computer languages, such as C, VHDL, Verilog, the object-oriented programming language Java, and the interpreted scripting language JavaScript.

[0200] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional 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, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0201] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0202] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0203] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0204] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A parking braking system, characterized in that, include: An air supply plug (971) is provided, one end of which is connected to the main air cylinder. Pressure reducing valve (973), one end of which is connected to the other end of the air supply plug (971); A parking brake solenoid valve (975) has one end of its air passage connected to the other end of the pressure reducing valve (973). The two-way check valve (976) includes: 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) is connected in series in the air path between the two-way check valve (976) and the parking cylinder to detect the air path pressure; The second pressure switch (9710) is connected in parallel with the first pressure switch (979) in the air passage between the two-way check valve (976) and the parking cylinder; The control unit (9713) is electrically connected to the first pressure switch (979) and the second pressure switch (9710) and is used to determine whether the parking brake is executed correctly based on the received first pressure value and second pressure value. Also includes: Disconnecting switch (9714). The control terminal of the disconnecting switch (9714) is electrically connected to the control main unit (9713); The disconnect 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 main control component (9713) determines that the parking brake execution is incorrect. The vehicle control signal is a signal that controls the vehicle to perform braking and / or parking. 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); The control unit (9713) is used to, when the first pressure switch (979) triggers a rising edge and the second pressure switch (9710) triggers a falling edge, Alternatively, a parking brake execution error may be determined when the first pressure switch (979) triggers a falling edge and the second pressure switch (9710) triggers a rising edge.

2. The parking braking system according to claim 1, characterized in that, Also includes: A pressure sensor (9711) is used to detect the pressure between the intermediate end and the parking cylinder; The pressure sensor (9711) is electrically connected to the control unit (9713) so that when the control unit (9713) determines that the parking brake execution is erroneous, it determines the current parking brake state based on the third pressure value of the pressure sensor (9711).

3. The parking braking system according to claim 2, characterized in that, Also includes: Isolation plug (977). One end of the isolation valve (977) is connected to the intermediate end, and the other end of the isolation valve (977) is connected to the pressure sensor (9711) and the parking cylinder. The control end of the isolation valve (977) is electrically connected to the control unit (9713) and is used to isolate the air path between the parking cylinder and the intermediate end when the control unit (9713) determines that the parking brake execution is incorrect.

4. The parking braking system according to claim 3, characterized in that, Also includes: The test port (978) is connected to the other end of the parking cylinder and the isolation plug (977).

5. The parking braking system according to claim 4, characterized in that, Also includes: The display component, connected to the main control component (9713), is used to display the parking status, parking cylinder pressure value, isolation valve (977) and / or isolation switch (9714) status in real time.

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

7. A rail vehicle, characterized in that, Includes a driver's cab and a parking braking system as described in any one of claims 1 to 6.

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