Brake assembly of virtual rail train

Abstract

The invention provides a brake assembly of a virtual rail train, and relates to the technical field of rail transit. Comprising a main air cylinder, a brake air cylinder and a first electric control box, the main air cylinder is used for storing compressed air of a virtual rail train, and the brake air cylinder is connected with the main air cylinder through a one-way valve so as to control the compressed air to flow from the main air cylinder to the brake air cylinder; the first electric control box comprises a pressure limiting valve, a first electromagnetic valve and a first relay valve; wherein the brake air cylinder is connected with a first input valve port of the first electromagnetic valve through the pressure limiting valve, a second input valve port of the first electromagnetic valve is connected with the first air path connector, a first output valve port of the first electromagnetic valve is connected with a third input valve port of the first relay valve, and a fourth input valve port of the first relay valve is connected with the second air path connector. The brake assembly is designed in a modularized and integrated mode, and the problems that pipeline arrangement is complex, lines are numerous, and the equipment loading workload is large are solved.

Description

Technical Field

[0001] The present application relates to the field of rail transportation technology, and in particular, to a brake assembly for a virtual rail train. Background Art

[0002] Virtual rail trains are a new type of rail transit vehicle. Their braking systems are directly related to operational safety, and the brake assembly is a key module within this system. To adapt to the unique operating environment and braking requirements of virtual rail trains, the brake assembly requires greater flexibility and a modular design. This modular design facilitates integration with other train brake assemblies, thereby improving overall train performance.

[0003] In the relevant technical solutions, the various components of the existing brake assembly are independently and dispersedly arranged on the train. However, the above-mentioned dispersed arrangement easily leads to complex pipeline layout and numerous lines on the train, and the workload is large when the equipment is installed on the train, making it difficult to meet the design requirements of the virtual rail train. Summary of the Invention

[0004] In an embodiment of the present application, a brake assembly for a virtual rail train is provided, thereby overcoming, at least to a certain extent, the technical problems of the limitations and defects of related technologies, such as the complex piping layout and numerous lines of the train, the large workload when the equipment is installed on the train, and the difficulty in meeting the design requirements of the virtual rail train.

[0005] According to a first aspect of an embodiment of the present application, a brake assembly for a virtual track train is provided, the brake assembly comprising: a main air cylinder for storing compressed air for the virtual track train;

[0006] A brake air cylinder, wherein the brake air cylinder is connected to the main air cylinder via a one-way valve, and when the one-way valve is opened, the compressed air is controlled to flow from the main air cylinder to the brake air cylinder;

[0007] And a first electrical control box, which at least includes a pressure-limiting valve, a first solenoid valve, and a first relay valve; wherein the brake air cylinder is connected to the first input valve port of the first solenoid valve through the pressure-limiting valve, the second input valve port of the first solenoid valve is connected to the first air circuit interface, the first output valve port of the first solenoid valve is connected to the third input valve port of the first relay valve, and the fourth input valve port of the first relay valve is connected to the second air circuit interface.

[0008] In an optional embodiment of the present application, the brake assembly further comprises:

[0009] At least one first air source input port, used to provide compressed air to the main air cylinder;

[0010] The first air source output port is used for the bistable solenoid valve to release compressed air;

[0011] at least one second air source output port, for the brake air cylinder to release compressed air to the outside of the brake assembly;

[0012] At least one third air source output port is used for the first relay valve to release compressed air.

[0013] In an optional embodiment of the present application, the brake assembly further includes: a shut-off valve, a pressure reducing valve and a bistable solenoid valve, wherein the shut-off valve is connected to the main air cylinder, and the shut-off valve is connected to the bistable solenoid valve through the pressure reducing valve.

[0014] In an optional embodiment of the present application, the brake assembly further includes a pressure sensor, which is connected to the second output valve port of the first relay valve.

[0015] In an optional embodiment of the present application, the brake assembly further includes at least one test interface, which is respectively arranged at an end of the main air cylinder that is not connected to the brake air cylinder through a one-way valve, an end of the brake air cylinder that is not connected to the main air cylinder through a one-way valve, an end of the pressure sensor connected to the second output valve port of the first relay valve, an end of the second input valve port of the first solenoid valve, and an output end of the bistable solenoid valve.

[0016] A second aspect of the embodiments of the present application further provides a brake assembly for a virtual track train, the brake assembly comprising:

[0017] At least one air source system for producing compressed air for the virtual rail train;

[0018] The at least one air source system is connected to the main air cylinder, and the main air cylinder is connected to the brake air cylinder via a one-way valve. When the one-way valve is opened, the compressed air is controlled to flow from the main air cylinder to the brake air cylinder.

[0019] And a second electrical control box, which includes at least a second relay valve, a two-way valve, a pressure-limiting valve and a second solenoid valve; the at least one third air circuit interface and the at least one fourth air circuit interface are respectively connected to the first input port and the second input port of the two-way valve, the first output port of the two-way valve is connected to the third input port of the second relay valve, the brake air cylinder is connected to the fifth input port of the second solenoid valve through the pressure-limiting valve, and the second output port of the second solenoid valve is connected to the fourth input port of the second relay valve.

[0020] In an optional embodiment of the present application, the air source system includes: an air filter, an air compressor unit, a HOSE hose, at least one cooler, an adsorption dryer, and a safety valve;

[0021] Wherein, the air filter includes an air inlet, the air filter is connected to the air compressor unit, and the air compressor unit is connected to the at least one cooler through the HOSE hose, the at least one cooler is connected to the adsorption dryer, and the adsorption dryer is connected to the main air cylinder through the safety valve.

[0022] In an optional embodiment of the present application, the main air cylinder is a set consisting of multiple main air cylinders, and / or the brake air cylinder is a set consisting of multiple brake air cylinders.

[0023] In an optional embodiment of the present application, the brake assembly further includes a pressure sensor, and the pressure sensor is connected to the third output port of the second relay valve.

[0024] In an optional embodiment of the present application, the above-mentioned brake assembly also includes at least one test interface, and the at least one test interface is respectively arranged at the end of the brake air cylinder that is not connected to the main air cylinder through the one-way valve, the end of the pressure sensor connected to the third output port of the second relay valve, the at least one third air circuit interface, and the at least one fourth air circuit interface respectively connected to the first input port and the second input port of the two-way valve.

[0025] The technical solution of this application has the following beneficial effects:

[0026] The brake assembly of the virtual rail train includes a main air cylinder, a brake air cylinder, and a first electrical control box. The main air cylinder is used to store compressed air for the virtual rail train. The brake air cylinder is connected to the main air cylinder through a one-way valve, and when the one-way valve is opened, the compressed air is controlled to flow from the main air cylinder to the brake air cylinder. The first electrical control box includes at least one pressure-limiting valve, a first solenoid valve, and a first relay valve. The brake air cylinder is connected to the first input valve port of the solenoid valve through the pressure-limiting valve, the second input valve port of the first solenoid valve is connected to the first air path interface, the first output valve port of the first solenoid valve is connected to the third input valve port of the first relay valve, and the fourth input valve port of the first relay valve is connected to the second air path interface. The brake assembly can modularize and integrate a large number of complex brake devices, so that they can be flexibly arranged according to the space of the entire vehicle, avoiding the problems of complex pipeline layout, numerous lines, and large workload when the equipment is installed due to the scattered arrangement of the equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] 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:

[0028] Figure 1 A schematic diagram of the air circuit of a brake assembly of a virtual rail train in a related art provided in an embodiment of the present application;

[0029] Figure 2(a)-Figure 2(c) A diagram of the air circuit arrangement of a brake assembly of a virtual rail train in a related art provided in an embodiment of the present application;

[0030] Figure 3 A schematic diagram of an air circuit for a brake assembly for a virtual track train without a wind source, provided in an embodiment of the present application;

[0031] Figure 4 A module diagram of a brake assembly for a windless virtual track train provided in an embodiment of the present application;

[0032] Figure 5 A physical diagram of a brake assembly for a windless virtual track train provided in an embodiment of the present application;

[0033] Figure 6 A diagram showing the installation effect of a brake assembly applied to a virtual track train without a wind source provided in an embodiment of the present application;

[0034] Figure 7 A schematic diagram of an air circuit for a brake assembly of a virtual track train with a wind source, provided in an embodiment of the present application;

[0035] Figure 8 A module diagram of a brake assembly for a virtual track train with a wind source provided in an embodiment of the present application;

[0036] Figure 9 A physical diagram of a brake assembly for a virtual track train with a wind source provided in an embodiment of the present application;

[0037] Figure 10 A schematic diagram of a gas circuit of a wind source system (A00) provided in an embodiment of the present application;

[0038] Figure 11 Module diagrams of a wind source system (A00) provided in an embodiment of the present application from different perspectives;

[0039] Figure 12 This is a rendering of the installation effect of a brake assembly applied to a virtual track train with a wind source provided in an embodiment of the present application;

[0040] Figure 13 Another air circuit schematic diagram of a brake assembly for a virtual track train with a wind source provided in an embodiment of the present application;

[0041] Figure 14(a)-Figure 14(c) This is a schematic diagram of the air circuit of the overall braking system of a virtual rail train provided in an embodiment of the present application. DETAILED DESCRIPTION

[0042] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that the present disclosure will be more comprehensive and complete and will fully convey the concepts of the example embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, many specific details are provided to provide a full understanding of the embodiments of the present disclosure. However, those skilled in the art will appreciate that the technical solutions of the present disclosure may be practiced while omitting one or more of the specific details, or that other methods, components, devices, steps, etc. may be employed. In other cases, well-known technical solutions are not shown or described in detail to avoid obscuring various aspects of the present disclosure.

[0043] In addition, the accompanying drawings are merely schematic illustrations of the present disclosure and are not necessarily drawn to scale. Identical reference numerals in the figures denote identical or similar parts, and thus repetitive descriptions thereof will be omitted. Some of the block diagrams shown in the accompanying drawings are functional entities that do not necessarily correspond to physically or logically separate entities. These functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0044] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all steps. For example, some steps may be decomposed, while some steps may be combined or partially combined, so the actual execution order may change according to actual circumstances.

[0045] In the relevant technical context, virtual rail trains are a new type of rail transit vehicle, and the braking system on the train is directly related to the train's operational safety, ensuring its reliable operation under various environmental conditions. The brake assembly is a key braking component of the braking system. To adapt to the special operating environment and braking requirements of virtual rail trains, the brake assembly needs to have greater flexibility and a modular design. The modular design facilitates the integration of the brake assembly with other train brake assemblies, thereby improving the overall performance of the train. Furthermore, the modular braking design can improve the reliability of the brake assembly through standardization and simplified structure, facilitating subsequent independent testing and verification, and ensuring the high reliability of each module. If a module in the brake assembly fails, it can be quickly replaced, reducing train downtime, simplifying the maintenance process, and reducing the difficulty and cost of train maintenance. Furthermore, the modular braking design facilitates mass production and reduces manufacturing costs. Standardized modules reduce the number of spare parts and simplify inventory management. Modularity also contributes to lightweighting and reduced energy consumption.

[0046] Currently, brake assembly components on existing virtual rail trains are typically independently and discretely arranged on the vehicle, and existing brake assembly modularization merely integrates some of the components within the brake assembly. For ease of understanding, the following example illustrates the air circuit principles and brake component layout of a brake assembly on an existing virtual rail train.

[0047] Figure 1 A schematic diagram of the air circuit of a brake assembly of a virtual rail train in a related art provided in an embodiment of the present application, and Figure 2(a)-Figure 2(c) This is a gas circuit layout diagram of a brake assembly of a virtual rail train in a related technology provided in an embodiment of the present application; Figure 1 The gas circuit schematic diagram and the corresponding Figure 2(a)-Figure 2(c) The air circuit layout diagram shows that the components of the brake assembly are mainly installed on the train and are dispersed in different locations on the train, resulting in a very low modular design of the brake assembly, which leads to the following technical problems:

[0048] 1) Complex maintenance: The dispersed layout of brake components increases the difficulty of maintenance. Maintenance personnel need to inspect and repair at multiple locations, which is time-consuming and labor-intensive.

[0049] 2) Difficulty in troubleshooting: The dispersion of brake components makes fault location complicated, which increases the troubleshooting time of staff and affects the efficiency of train operation.

[0050] 3) Reduced reliability of the brake assembly: The dispersed layout of brake components increases the number of connection points and interfaces, which can easily affect the overall braking performance due to poor connection or component failure.

[0051] 4) Increased weight and space occupation: The dispersed arrangement of brake components requires more support structures and connections, increasing the train weight and space occupation, which may affect the arrangement of other brake assemblies.

[0052] 5) Increased cost: The dispersed arrangement of brake components requires more materials and more complex installation processes, increasing manufacturing costs and maintenance costs.

[0053] 6) Prolonged response time: The dispersed arrangement of brake components may cause delay in brake signal transmission, affecting brake response speed, which may pose a safety hazard in emergency situations.

[0054] 7) Difficulty in coordination: Multiple brake components need to be precisely coordinated, and the dispersed arrangement increases the difficulty of control, which may lead to uneven braking, affecting comfort and safety.

[0055] 8) Poor environmental adaptability: The components of the dispersed arrangement of brake components are more susceptible to environmental factors (such as temperature, humidity, dust), increasing the risk of failure.

[0056] To solve the above technical problems, the exemplary embodiments of the present application provide a virtual rail train brake assembly applied to a brake assembly without a wind source. Referring to Figure 3 the drawings, Figure 3 a virtual rail train brake assembly air circuit principle diagram applied to a virtual rail train brake assembly without a wind source is provided, referring to the virtual rail train brake assembly air circuit principle diagram, it can be known that:

[0057] The virtual rail train brake assembly includes a total air cylinder A08, a brake air cylinder B01, and a first electric control box C00; wherein the total air cylinder A08 is used to store compressed air of the virtual rail train; the brake air cylinder B01 is connected with the total air cylinder A08 through a one-way valve A07, and when the one-way valve A07 is opened, the compressed air flows from the total air cylinder A08 to the brake air cylinder B01.

[0058] The first electric control box C00 includes a pressure limiting valve B05, a first electromagnetic valve B07, and a first relay valve B04; wherein the brake air cylinder B01 is connected with a first input valve port of the first electromagnetic valve B07 through the pressure limiting valve B05, a second input valve port of the first electromagnetic valve B07 is connected with a first air circuit interface 3, a first output valve port of the first electromagnetic valve B07 is connected with a third input valve port 42 of the first relay valve B04, and a fourth input valve port 41 of the first relay valve B04 is connected with a second air circuit interface 11.

[0059] In the above-mentioned brake assembly, the above-mentioned main air cylinder A08 is used to store compressed air for the virtual rail train, while the brake air cylinder B01 is used to realize the storage of brake air for a single virtual rail train, and the brake air cylinder B01 and the main air cylinder A08 are connected by a one-way valve A07. It should be explained that the one-way valve A07 is also called a check valve, a one-way valve, a reverse flow valve and a back pressure valve. It allows compressed air / fluid to flow inside the one-way valve along the inlet direction (such as the direction of the main air cylinder A08->brake air cylinder B01 in this embodiment) and prevents the compressed air / fluid from flowing back from the outlet direction (such as the direction of the brake air cylinder B01->main air cylinder A08 in this embodiment). This is because when the compressed air / fluid flows in the reverse direction, the one-way valve will press the valve core against the valve seat through the spring force and the friction of the valve core, thereby blocking its reverse flow.

[0060] To address this, one-way valve A07 can be used to control the compressed air in the brake assembly to flow only from main air cylinder A08 to brake air cylinder B01. This design ensures that even if the virtual rail train experiences an air supply failure or upstream pipeline or equipment leaks, which prevents the normal supply of compressed air, the compressed air stored in main air cylinder A08 can always be used to supply brake air to brake air cylinder B01. This ensures that the brake equipment's air demand is met within a preset number of times, allowing the virtual rail train to achieve the corresponding emergency stop function and ensure the safety of the virtual rail train.

[0061] It can be understood that the preset number of times shown in the above embodiment is determined based on the amount of compressed air stored in the main air cylinder A08.

[0062] Moreover, under normal circumstances, water will be produced during the operation of the main air cylinder A08 and the brake air cylinder B01 due to the flow of compressed air, external environmental factors, etc. Therefore, air cylinder drain pull rings are provided for the main air cylinder A08 and the brake air cylinder B01 to discharge excess water and ensure the normal operation of the brake.

[0063] Continue to refer to Figure 3 As shown in the air circuit schematic diagram of the brake assembly, the compressed air flows from the main air cylinder A08 to the brake air cylinder B01, and after passing through the brake air cylinder B01, the compressed air is decompressed by the pressure-limiting valve B05 and then input into the first input valve port of the first solenoid valve B07. At the same time, the second input valve port of the first solenoid valve B07 is connected to another compressed air, specifically the compressed air input through the first air circuit interface 3. That is, the first air circuit interface 3 is used to provide compressed air to the second input valve port of the first solenoid valve B07. It should be explained that the first air circuit interface 3 is connected to an external air circuit, for example, it can be connected to the brake equipment in the cab of a virtual rail train. In fact, the pressure coefficient of the compressed air input into the second input valve port of the first solenoid valve B07 through the first air circuit interface 3 can be adjusted by adjusting the braking amplitude of the brake equipment.

[0064] Two lines of compressed air are inputted into the first input port and the second input port of the first solenoid valve B07, respectively. By controlling the first solenoid valve B07, the two lines of compressed air can be selectively outputted through the first output port of the first solenoid valve B07. The air source / compressed air outputted from the first output port of the first solenoid valve B07 is used as the pre-controlled pressure input to the third input port 42 of the first relay valve B04. Simultaneously, the compressed air passing through the second air path interface 11 is used as the input source for the fourth input port 41 of the first relay valve B04.

[0065] In the aforementioned brake assembly, the fourth input valve port 41 and the third input valve port 42 of the first relay valve B04 serve as pre-control input ports for the output pressure of the first output valve port of the first relay valve B04, thereby adjusting / controlling the output air source pressure of the first output valve port of the first relay valve B04. Furthermore, because the output control ratio between the fourth input valve port 41 and the first output valve port of the first relay valve B04 differs from the output control ratio between the third input valve port 42 and the first output valve port, the fourth input valve port 41 and the third input valve port 42 of the first relay valve B04 can serve as two pre-control pressure input ports for service braking, thereby distributing braking force to different axles. Consequently, during operation, both service braking and emergency braking are controlled via the first solenoid valve B07 of the aforementioned brake assembly.

[0066] In the above Figure 3 Based on the gas circuit schematic diagram shown, combined with Figure 4 Show the module diagram corresponding to the brake assembly applied to the windless source and Figure 5 A three-dimensional solid schematic diagram of the brake assembly is shown. Figure 4 The module diagram shown shows the component distribution of the main air cylinder A08, brake air cylinder B01 and first electrical control box C00 included in the brake assembly.

[0067] Continue to refer to Figure 4 In addition to integrating A08, the brake air cylinder B01, a one-way valve (not shown), and the first electrical control box C00, the module diagram also includes electrical connector interfaces, piping interfaces, and an air cylinder drainage device. It should be noted that the first electrical control box C00 is equipped with a pressure-limiting valve B05, a first solenoid valve B07, a first relay valve B04, a bistable solenoid valve P04, and a pressure sensor B11. These are integrated into the first electrical control box C00 and shown as a whole in the modular rendering.

[0068] Figure 5This is a diagram of a brake assembly for a windless virtual rail train, provided in an embodiment of the present application. The diagram includes equipment such as a main air cylinder, brake air cylinder, one-way valve, and electrical control box. It also features electrical connectors, piping connections, and an air cylinder drainage device. The electrical control box also includes diagrams of a pressure-limiting valve, emergency solenoid valve, relay valve, bistable solenoid valve, and pressure sensor.

[0069] From the above Figure 3 Display gas circuit schematic diagram, Figure 4 Show the module diagram corresponding to the brake assembly and Figure 5 As can be seen from the three-dimensional solid schematic diagram of the brake assembly, the above embodiment realizes a modular design of the brake assembly, thereby solving a series of technical problems such as high dimensional difficulty, low troubleshooting efficiency and high equipment cost caused by the dispersed arrangement of brake components in related technical solutions, thereby improving the overall performance of the train system and driving safety.

[0070] In an optional embodiment of the present application, in addition to the first air circuit interface 3 (which can also be determined as the air source input port, used to input compressed air to the second input valve port of the first solenoid valve B07) and the second air circuit interface 11 (which can also be determined as the air source input port, used to input compressed air to the fourth input valve port 41 of the first relay valve B04), the brake assembly can also include: at least one first air source input port 6, 13, a first air source output port 8, at least one second air source output port 9, 14, and at least one third air source output port 12, 15.

[0071] Among them, at least one first air source input port 6, 13 is used to provide compressed air to the main air cylinder A08, that is, the air source is provided to the main air cylinder A08 through at least one first air source input port 6, 13;

[0072] At the same time, the first air source output port 8 is used for the bistable solenoid valve P05 to release compressed air; at least one second air source output port 9, 14 is used for the brake air cylinder B01 to release compressed air to the outside of the brake assembly; and at least one third air source output port 12, 15 is used for the first relay valve B04 to release compressed air.

[0073] In addition to the above embodiments, Figure 3 As can be seen from the air circuit schematic diagram of the brake assembly shown, the above also includes other air circuit interfaces or air source input / output interfaces, such as: the fourth air source output port 17 for releasing compressed air for the pressure limiting valve B08, the second air source input port 16, the fifth air source output port 10, etc.

[0074] Through the above embodiment, multiple air source output ports and air source input ports can be arranged. Firstly, interfaces can be provided for the input and output of compressed air for different components to ensure the normal operation of each component; secondly, different air source input ports and air source output ports are set for the same air source to facilitate modular expansion with other components outside the brake assembly, thereby avoiding complex circuits, simplifying the circuits, and further reducing the cost of circuit layout.

[0075] In an optional embodiment of the present disclosure, the brake assembly may further include: a shutoff valve B27, a pressure reducing valve P04, and a bistable solenoid valve P05.

[0076] Among them, one end of the cut-off valve B27 is connected to the main air cylinder A08, and the other end of the cut-off valve B27 is connected to the bistable solenoid valve P05 through the pressure reducing valve P04.

[0077] For example, the shutoff valve B27 operates by controlling the airflow in the brake line to either shut off or open the air supply path to the brake system / brake assembly. By adjusting the shutoff valve between a closed and open state, the compressed air from the main air cylinder A08 can be blocked or controlled. For example, when the shutoff valve B27 is closed, it prevents compressed air from the main air cylinder A08 from entering the brake line, thereby shutting off the air supply path to the brake assembly. Conversely, when the shutoff valve B27 is open, it allows compressed air from the main air cylinder A08 to enter the brake line, enabling normal braking operation.

[0078] Normally, at the braking operation end, the cut-off valve B27 must be opened to ensure normal braking operation; while at the non-braking operation end, the cut-off valve B27 is required to be closed to prevent unnecessary braking operation and thus ensure driving safety.

[0079] For example, in a brake assembly without an air source, the compressed air in the main air cylinder A08 passes through the shut-off valve B27 and the pressure reducing valve P04 in sequence, and then adjusts the application and release of the compressed air during the parking brake process through the bistable solenoid valve P05.

[0080] It's important to explain that there's a difference between the pressure-limiting valve B05 and the pressure-reducing valve P04. The pressure-limiting valve B05 is a safety device, controlled by a dynamic balance mechanism between a spring and air pressure. It primarily prevents system overpressure, providing safety protection through pressure relief and preventing equipment damage. The pressure-reducing valve P04, on the other hand, functions to continuously reduce and stabilize fluid pressure, ensuring a constant output pressure. It operates by adjusting the fluid's kinetic energy by varying the throttle area, balancing the spring force with outlet pressure fluctuations.

[0081] In an optional embodiment of the present disclosure, the brake assembly further includes at least one test interface A09, B03, B09, B13, B19, and the at least one test interface A09, B03, B09, B13, B19 is respectively arranged at one end of the main air cylinder A08 that is not connected to the brake air cylinder B01 through the one-way valve A07, one end of the brake air cylinder B01 that is not connected to the main air cylinder A08 through the one-way valve A07, one end of the pressure sensor B11 connected to the second output valve port of the first relay valve B04, one end of the second input valve port of the first solenoid valve B07, and the output end of the bistable solenoid valve P05.

[0082] For example, at least one test connector A09, B03, B09, B13, or B19 is arranged in the pipeline of the brake assembly without an air source to facilitate real-time measurement of the pipeline pressure at the corresponding position. Figure 3 Taking the air circuit schematic diagram shown as an example, assuming that the test connector B03 is arranged at the end of the brake air cylinder B01 that is not connected to the main air cylinder A08 through the one-way valve A07, it can test the output air pressure of the output end of the brake air cylinder B01 in real time, and then facilitate observation of whether the pressure at the test position is in the normal range, so as to quickly locate the fault point.

[0083] In an optional embodiment of the present disclosure, the brake assembly further includes a pressure sensor B11 , and the pressure sensor B11 is connected to the second output valve port of the first relay valve B04 .

[0084] For example, a pressure sensor B11 is arranged at the second output valve port of the first relay valve B04, so as to realize real-time monitoring of the pipeline pressure at the second output valve port of the first relay valve B04 through the value of the pressure sensor B11, thereby realizing the collection of diagnostic information on the parking brake status.

[0085] After obtaining the brake assembly for the virtual track train without wind source based on the above embodiment, the brake assembly can be integrated and installed on the roof of the virtual track train. The layout effect diagram of the brake assembly of the virtual track train can be referred to Figure 6 As shown. Figure 6 As shown in the figure, the layout effect diagram of the virtual rail train includes modules such as cable unloading a, brake pipe roof unloading b, brake assembly c, air conditioning unit d and brake pipe roof jumper e. Figure 6 It can be seen that the brake assembly C of the virtual rail train provided in the embodiment of the present application can modularly integrate numerous complex brake devices, so that it occupies a smaller space when installed on the vehicle, achieving a lightweight design. Through the above-mentioned brake assembly, it can be flexibly arranged according to the space of the entire vehicle, avoiding the problems of complex piping layout, numerous lines, and large workload during equipment installation caused by the dispersed arrangement of equipment.

[0086] Furthermore, in order to solve the above technical problems, the exemplary embodiment of the present application also provides another brake assembly of a virtual track train, which is applied to a brake assembly including a wind source. Figure 7 The gas circuit schematic diagram is shown.

[0087] The brake assembly for use with an air source includes: at least one air source system A00, a main air cylinder (e.g. Figure 7 The second electrical control box D00 includes: a second relay valve B041, a two-way valve B19, a pressure limiting valve B05 and a second solenoid valve B12.

[0088] In the aforementioned brake assembly, at least one air supply system A00 is used to produce compressed air for the virtual rail vehicle. This system is connected to a main air cylinder, which in turn is connected to brake air cylinder B01 via a one-way valve A07. When open, this valve controls the flow of compressed air from main air cylinder A08 to brake air cylinder B01.

[0089] Similarly, in this brake assembly, one-way valve A07 can be used to control the compressed air in the brake assembly to flow only from main air cylinder A08 to brake air cylinder B01. This design ensures that even if the virtual rail train encounters an air supply failure or upstream pipeline or equipment leaks and cannot normally provide compressed air, the compressed air stored in main air cylinder A08 can always be used to provide braking air to brake air cylinder B01. This ensures that the braking equipment's air demand is met within a preset specified number of times, allowing the virtual rail train to achieve the corresponding emergency stop function and ensure the driving safety of the virtual rail train.

[0090] What needs to be explained is that Figure 7 The main air cylinder shown is a collection of multiple A08, A09, and A06. Of course, you can also use the same main air cylinder A08 as shown in the figure, which is composed of one main air cylinder A08.

[0091] Continuing to refer to the second electrical control box D00 in the brake system, the second electrical control box D00 at least includes a second relay valve B041, a two-way valve B19, a pressure-limiting valve B05, and a second solenoid valve B12.

[0092] Among them, at least one third air circuit interface 10, 15 and at least one fourth air circuit interface 9, 14 are respectively connected to the first input port A1 and the second input port A3 of the two-way valve B19, the first output port A2 of the two-way valve B19 is connected to the third input port 43 of the second relay valve B041, the brake air cylinder B01 is connected to the fifth input port of the second solenoid valve B12 through the pressure limiting valve B05, and the second output port of the second solenoid valve B12 is connected to the fourth input port 44 of the second relay valve B041.

[0093] For example, refer to Figure 7 As shown in the air circuit schematic diagram, after compressed air is generated by at least one air source system A00, it can exist in the main air cylinder A08 (or a set of multiple main air cylinders A09, A06, and A08), and then flow from the main air cylinder A08 to the brake air cylinder B01 through the one-way valve A07.

[0094] In one of the pipelines, the compressed air in the brake cylinder B01 is decompressed by the pressure-limiting valve B05 and flows into the second solenoid valve B12, and the compressed air output by the second solenoid valve B12 is input as one path (ie, the fourth input port 44) of the second relay valve B041.

[0095] For the other pipeline, the compressed air from the brake control of multiple driver's cabs (i.e., at least one third air circuit interface 10, 15, at least one fourth air circuit interface 9, 14) passes through the first input port A1 or the second input port A3 of the two-way valve B19, so that the first output port A2 of the two-way valve B19 is used as another input of the second relay valve B041 (i.e., the third input port 43).

[0096] In this embodiment, the braking state of the train can be controlled by compressed air in the driver's cabs at both ends of the train. Furthermore, the pressure input to the other input port (i.e., the third input port 43) of the second relay valve B041 can be determined by comparing the pressures between the two input ports of the two-way valve B19. For example, if the air pressure at the first input port A1 of the two-way valve B19 is greater than the air pressure at the second input port A3, the corresponding braking is performed on the driver's cab corresponding to the first input port A1. Conversely, if the air pressure at the second input port A3 of the two-way valve B19 is greater than the air pressure at the first input port A1, the corresponding braking is performed on the driver's cab corresponding to the second input port A3.

[0097] In addition, the application and release of the vehicle emergency brake can be achieved by controlling the state of the second solenoid valve B12.

[0098] In an optional embodiment of the present disclosure, the master air cylinder in the brake assembly is a set consisting of multiple master air cylinders, and / or the brake air cylinder is a set consisting of multiple brake air cylinders.

[0099] For example, in a brake assembly with a wind source, the master air cylinder may be a collection of multiple master air cylinders, for example Figure 7 The main air cylinder shown in the figure is composed of two main air cylinders A09, two main air cylinders / air source air cylinders A06 and one A08. Correspondingly, the brake air cylinder can be composed of one brake air cylinder or a collection of multiple brake air cylinders.

[0100] It is understandable that the master air cylinder in the brake assembly may also be composed of one master air cylinder, and the embodiments of the present disclosure do not impose any special restrictions on this.

[0101] In this embodiment, multiple main air cylinders are provided to facilitate the storage of more compressed air generated by at least one air source system A00. On the one hand, it is convenient to ensure that the automatic equipment has sufficient storage capacity to support the train to perform emergency braking in the event of a train air supply failure or leakage in the upstream pipeline or equipment; on the other hand, the compressed air generated by the air source system can be retained to a greater extent to avoid waste of resources.

[0102] In an optional embodiment of the present disclosure, the brake assembly also includes at least one test interface B03, B09, B14 and B15 to perform real-time testing on the pipeline pressure at the corresponding position.

[0103] For example, refer to Figure 7 The test interface B03 is set at the end of the brake air cylinder B01 that is not connected to the main air cylinder A08 through the one-way valve A07, the test interface B09 is set at the end where the pressure sensor B11 is connected to the second output valve port of the second relay valve B041, and the test interfaces B14 and B15 are respectively set at the first input port A1 and the second input port A3 of the two-way valve B19 that are connected to at least one third air circuit interface 10, 15 and at least one fourth air circuit interface 9, 14 respectively.

[0104] exist Figure 7 Based on the brake assembly principle diagram of the virtual track train with wind source shown in the figure, combined with Figure 8 A block diagram showing a braking assembly for a virtual rail train with wind source. Figure 8 As can be seen, the module diagram includes the corresponding modules for the two air source systems A00, the main air cylinders (two A09s, two A06s, and A08s), the brake air cylinder B01, and the second electrical control box D00 shown in the above embodiment. It should be noted that while the module diagram only shows the second electrical control box D00 at a macro level, the second relay valve B041, two-way valve B19, pressure-limiting valve B05, and second solenoid valve B12 contained within it are not shown.

[0105] In addition to the above embodiments, combined with the actual needs of the brake assembly, other modules on the brake assembly are also included, such as Figure 8 The central ring-shaped air cylinder drain handle C1 (it should be explained that during the operation of various types of air cylinders, the exchange of compressed air will generate excess moisture, which can be drained through the air cylinder drain handle), pipe interface C2), equipment ground wire C3, high-voltage power connector C4, and low-voltage connector C5. Among them, pipe interface C2 facilitates the connection of the brake assembly to the external pipeline, while the equipment ground wire C3, high-voltage power connector C4, and low-voltage connector C5 are connected to the various power supply devices in the virtual rail train. Figure 9 A physical diagram of a brake assembly for a virtual track train with wind source provided in an embodiment of the present application.

[0106] In this embodiment, by providing at least one test interface B03, B09, B14 and B15 in the brake assembly, pressure testing of key pipelines is facilitated to ensure braking safety.

[0107] Furthermore, in a brake assembly with an air source, the air source system is one of the important components. The air source system A00 will be exemplarily described below in conjunction with specific embodiments.

[0108] In an optional embodiment of the present disclosure, the air source system A00 includes: an air filter A011, an air compressor unit A01, a HOSE hose A02, at least one cooler A03, A05, an adsorption dryer A04 and a safety valve;

[0109] Among them, the air filter A011 includes an air inlet, and the other end of the air filter A011 is connected to one end of the air compressor unit A01, the other end of the air compressor unit A01 is connected to at least one cooler A03, A05 through a HOSE hose A02, the other end of at least one cooler A03, A05 is connected to the adsorption dryer A04, and the adsorption dryer A04 is connected to the air source cylinder A06 through a safety valve.

[0110] Among them, a wind source system A00 can refer to Figure 7 The structure shown.

[0111] For example, in the air source system A00, the air source system A00 has a modular integrated design. After the air is filtered by the suction air filter A011, it is compressed by the air compressor unit A01 to form high-temperature and high-pressure gas. After that, it is processed by at least one cooler A03, A05, and adsorption dryer A04 to become compressed air that can be used by the braking equipment. Finally, it passes through the safety valve and enters the main air cylinder A08, thereby providing compressed air for the train brake assembly.

[0112] In another wind source system A00, please refer to Figure 10 As shown, the air source system A00 includes: an air filter (AF, equivalent to Figure 7 Air filter A011), air compressor unit (C, equivalent to Figure 7 Air compressor unit A01), HOSE hose (equivalent to Figure 7 HOSE hose A02), three-phase synchronous motor (M is equivalent to Figure 7 M in), cooler (AFT, equivalent to Figure 7 Cooler (A03, A05)) adsorption dryer (DRY equivalent to Figure 7 Adsorption dryer A04) and safety valve SF.

[0113] For ease of understanding, Figure 11 The effect diagrams of the wind source system A00 from different perspectives are provided, which correspond to the components included in the wind source system A00 respectively.

[0114] In an optional embodiment of the present disclosure, the brake assembly further includes a pressure sensor B11 , which is connected to the second output port of the second relay valve B041 .

[0115] For example, the brake assembly is provided with a pressure sensor B11, which can realize real-time online monitoring of the output pressure of the second relay valve B041, thereby improving braking safety.

[0116] In another optional embodiment of the present disclosure, the number of the main air cylinder A08 and the brake air cylinder B01 is the same as or different from the number of the air source system A00.

[0117] For example, the number of the main air cylinder A08 and the brake air cylinder B01 can be the same as the number of the air source system A00. Figure 7 As shown, there are 2 air source systems A00, and the corresponding total air cylinders A08 and brake air cylinders B01 are both 2. For example, the number of total air cylinders A08 and brake air cylinders B01 may be different from the number of air source systems A00, refer to Figure 13 As shown, there are two air source systems A00, while the corresponding main air cylinder A08 and brake air cylinder B01 are both one. The two main air cylinders A09 can also be combined with the main air cylinder A08 to form one. In other words, the main air cylinder can be a collection of multiple main air cylinders or a single air cylinder, and the brake air cylinder B01 can also be a collection of one or more air cylinders.

[0118] Based on the above embodiments, Figure 12 A rendering showing the effect of installing the above-mentioned brake assembly including a wind source on a virtual rail train is shown.

[0119] Depend on Figure 12It can be seen that the display effect diagram on the train is marked with modules such as brake pipe roof lowering b, brake assembly c and brake pipe roof jumper e. Figure 12 As can be seen, the brake assembly C incorporates numerous complex braking devices into a modular, integrated design, allowing for flexible placement within the vehicle's space. This avoids the complex piping and wiring associated with dispersed equipment placement, as well as the significant workload associated with loading. Based on train design requirements, the assembly can implement single-car service braking, emergency braking, and responsive braking control from the driver's cab at both ends.

[0120] In addition, the above-mentioned brake assembly is an integrated module designed for virtual rail trains, which integrates the brake equipment scientifically and reasonably to the greatest extent. In actual production, it can be configured according to the marshaling situation of the virtual rail train. After the brake assembly of a virtual rail train is configured with these two assembly modules, it only needs to install the bridge module, ABS brake assembly and basic brake device to complete the basic braking system. Figure 14(a)-Figure 14(c) As shown, a modular design of the brake assembly is achieved, which saves design and manufacturing costs and improves production efficiency.

[0121] It should be explained that in order to more clearly show the overall air path distribution diagram of the brake system, this embodiment will use Figure 14(a)-Figure 14(c) The following diagrams show a part of the air distribution diagram of the brake assembly system, and the complete air distribution diagram can be obtained by combining them. Figure 14(a)-Figure 14(c) The connected parts capture some of the same areas. For example, the right side of Figure 14(a) and the left side of Figure 14(b) are partially identical, indicating that they are connected to form a whole. The right side of Figure 14(c) and the left side of Figure 14(c) are partially identical, indicating that they are connected to form a whole. This provides a complete air path diagram for the brake system.

[0122] In the description of the present application and its embodiments, it should be understood that the terms "top", "bottom", "height", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present 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. Therefore, they should not be understood as limitations on the present application.

[0123] In this application and its embodiments, unless otherwise expressly specified or limited, terms such as "disposed," "installed," "connected," "connected," and "fixed" should be understood in a broad sense. 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 connections between two components or interactions between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0124] In the present application and its embodiments, unless otherwise expressly specified and limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0125] The disclosure above provides many different embodiments or examples for realizing the different structures of the present application. In order to simplify the disclosure of the present application, the components and settings of specific examples are described above. Of course, they are merely examples and are not intended to limit the present application. In addition, the present application may repeat reference numerals and / or reference letters in different examples, and such repetition is for the purpose of simplicity and clarity, and does not itself indicate the relationship between the various embodiments and / or settings discussed. In addition, the present application provides examples of various specific processes and materials, but those of ordinary skill in the art will appreciate the application of other processes and / or the use of other materials.

[0126] 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.

[0127] 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 brake assembly for a virtual track train, wherein the brake assembly is characterized in that: The brake assembly comprises: A main air cylinder, used for storing compressed air for the virtual track train; A brake air cylinder, wherein the brake air cylinder is connected to the main air cylinder via a one-way valve, and when the one-way valve is opened, the compressed air is controlled to flow from the main air cylinder to the brake air cylinder; And a first electrical control box, which at least includes a pressure-limiting valve, a first solenoid valve, and a first relay valve; wherein the brake air cylinder is connected to the first input valve port of the first solenoid valve through the pressure-limiting valve, the second input valve port of the first solenoid valve is connected to the first air circuit interface, the first output valve port of the first solenoid valve is connected to the third input valve port of the first relay valve, and the fourth input valve port of the first relay valve is connected to the second air circuit interface.

2. The brake assembly according to claim 1, characterized in that: The brake assembly further comprises: At least one first air source input port, used to provide compressed air to the main air cylinder; The first air source output port is used for the bistable solenoid valve to release compressed air; at least one second air source output port, for the brake air cylinder to release compressed air to the outside of the brake assembly; At least one third air source output port is used for the first relay valve to release compressed air.

3. The brake assembly according to claim 1, characterized in that: The brake assembly also includes a cut-off valve, a pressure reducing valve and a bistable solenoid valve. The cut-off valve is connected to the main air cylinder, and the cut-off valve is connected to the bistable solenoid valve through the pressure reducing valve.

4. The brake assembly according to claim 1, characterized in that: The brake assembly further includes a pressure sensor connected to the second output valve port of the first relay valve.

5. The brake assembly according to claim 4, characterized in that: The brake assembly also includes at least one test interface, which is respectively arranged at an end of the main air cylinder that is not connected to the brake air cylinder through a one-way valve, an end of the brake air cylinder that is not connected to the main air cylinder through a one-way valve, an end of the pressure sensor connected to the second output valve port of the first relay valve, an end of the second input valve port of the first solenoid valve, and an output end of the bistable solenoid valve.

6. A brake assembly for a virtual track train, characterized in that: The brake assembly comprises: At least one air source system for producing compressed air for the virtual rail train; The at least one air source system is connected to the main air cylinder, and the main air cylinder is connected to the brake air cylinder via a one-way valve. When the one-way valve is opened, the compressed air is controlled to flow from the main air cylinder to the brake air cylinder. And a second electrical control box, which includes at least a second relay valve, a two-way valve, a pressure-limiting valve and a second solenoid valve; the at least one third air circuit interface and the at least one fourth air circuit interface are respectively connected to the first input port and the second input port of the two-way valve, the first output port of the two-way valve is connected to the third input port of the second relay valve, the brake air cylinder is connected to the fifth input port of the second solenoid valve through the pressure-limiting valve, and the second output port of the second solenoid valve is connected to the fourth input port of the second relay valve.

7. The brake assembly according to claim 6, characterized in that: The air source system includes: an air filter, an air compressor unit, a HOSE hose, at least one cooler, an adsorption dryer and a safety valve; Wherein, the air filter includes an air inlet, the air filter is connected to the air compressor unit, and the air compressor unit is connected to the at least one cooler through the HOSE hose, the at least one cooler is connected to the adsorption dryer, and the adsorption dryer is connected to the main air cylinder through the safety valve.

8. The brake assembly according to claim 6, characterized in that: The main air cylinder is a collection of multiple main air cylinders, and / or the brake air cylinder is a collection of multiple brake air cylinders.

9. The brake assembly according to claim 6, characterized in that: The brake assembly further includes a pressure sensor connected to the third output port of the second relay valve.

10. The brake assembly according to claim 6, characterized in that: The brake assembly also includes at least one test interface, which is respectively arranged at the end of the brake air cylinder that is not connected to the main air cylinder through the one-way valve, the end of the pressure sensor connected to the third output port of the second relay valve, the at least one third air circuit interface, and the at least one fourth air circuit interface, which are respectively connected to the first input port and the second input port of the two-way valve.

Images