Railway vehicle brake module and railway vehicle

Abstract

The railway vehicle braking module comprises a mounting frame, a first air spring additional air cylinder, a second air spring additional air cylinder and a control device, and the control device comprises at least one of a frame control braking device and a vehicle control anti-skid valve device. The rack control braking device is provided with a first air spring additional air cylinder pressure input interface and a second air spring additional air cylinder pressure input interface; the vehicle control anti-skid valve device is provided with a third air spring additional air cylinder pressure input connector and a fourth air spring additional air cylinder pressure input connector, and the first air spring additional air cylinder pressure input connector and the third air spring additional air cylinder pressure input connector have interchangeability. The second air spring additional air cylinder pressure input interface and the fourth air spring additional air cylinder pressure input interface have interchangeability, so that it is ensured that direct replacement and flexible compatibility can be achieved between the rack control braking device and the vehicle control anti-skid valve device, and then the universality and maintenance convenience of the railway vehicle braking module are effectively improved.

Description

Technical Field

[0001] This application relates to the field of vehicle braking technology, and more specifically, to a rail vehicle braking module and a rail vehicle. Background Technology

[0002] Currently, the braking systems of urban rail transit trains, such as subways and suburban trains, are mainly divided into two control methods: frame control and vehicle control. These two control methods differ fundamentally in the structure, interface logic, and control strategies of the braking control components. This results in the need for independent design of the installation layout, interface definitions, piping routing, and electrical connections of the braking equipment on the vehicle underframe. This design incompatibility makes it impossible to unify the undercarriage equipment layout when different braking control methods are used on the same platform, thereby increasing the complexity and cost of design, manufacturing, and maintenance.

[0003] Therefore, how to design a rail vehicle braking module that can simultaneously accommodate both frame control and vehicle control braking methods, in order to maintain the uniformity and maintainability of the undercarriage equipment layout and thus reduce costs, has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a rail vehicle braking module that can simultaneously accommodate both frame control and vehicle control braking methods, so as to maintain the uniformity and maintainability of the under-vehicle equipment layout and thus reduce costs.

[0005] Another objective of this application is to provide a rail vehicle including the aforementioned rail vehicle braking module.

[0006] A rail vehicle braking module, comprising:

[0007] Mounting framework;

[0008] The first air spring auxiliary air cylinder and the second air spring auxiliary air cylinder are mounted on the mounting frame;

[0009] A control device, mounted on the mounting frame, includes at least one of a frame control braking device and a vehicle control anti-skid valve device. The frame control braking device has a first air spring auxiliary air cylinder pressure input interface and a second air spring auxiliary air cylinder pressure input interface. The vehicle control anti-skid valve device has a third air spring auxiliary air cylinder pressure input interface and a fourth air spring auxiliary air cylinder pressure input interface. The first air spring auxiliary air cylinder pressure input interface and the third air spring auxiliary air cylinder pressure input interface are interchangeable and are both used to communicate with the first air spring auxiliary air cylinder to receive the pressure value of the air spring corresponding to the first air spring auxiliary air cylinder. The second air spring auxiliary air cylinder pressure input interface and the fourth air spring auxiliary air cylinder pressure input interface are interchangeable and are both used to communicate with the second air spring auxiliary air cylinder to receive the pressure value of the air spring corresponding to the second air spring auxiliary air cylinder.

[0010] Interchangeability refers to the fact that the shape, size, location, and connection method of the two interfaces remain consistent.

[0011] In some embodiments, the frame control braking device has a brake cylinder pressure input interface, a first brake cylinder pressure output interface, and a second brake cylinder pressure output interface.

[0012] The vehicle control anti-skid valve device has a brake cylinder pressure input interface, a third brake cylinder pressure output interface and a fourth brake cylinder pressure output interface.

[0013] The brake cylinder pressure input interface and the brake cylinder pressure input interface are interchangeable and are both used for inputting brake pressure; the first brake cylinder pressure output interface and the third brake cylinder pressure output interface are interchangeable and are both used to communicate with the first brake cylinder; the second brake cylinder pressure output interface and the fourth brake cylinder pressure output interface are interchangeable and are both used to communicate with the second brake cylinder.

[0014] In some embodiments, the vehicle control anti-skid valve device includes a first anti-skid valve and a second anti-skid valve. The inlets of the first anti-skid valve and the second anti-skid valve are both connected to the brake cylinder pressure input interface, and the outlets of the first anti-skid valve and the second anti-skid valve are respectively connected to the third brake cylinder pressure output interface and the fourth brake cylinder pressure output interface.

[0015] In some embodiments, the vehicle control anti-skid valve device is provided with a first test point and a second test point. The first test point is used to monitor the pressure and detect leakage at the pressure output interface of the third brake cylinder, and the second test point is used to monitor the pressure and detect leakage at the pressure output interface of the fourth brake cylinder.

[0016] In some embodiments, a first shut-off valve is provided between the inlet of the first anti-slip valve and the second anti-slip valve and the brake cylinder pressure input interface.

[0017] In some embodiments, the vehicle control anti-slip valve device has an air spring average pressure output interface;

[0018] The vehicle control anti-skid valve device includes an averaging valve. The two input ports of the averaging valve are respectively connected to the pressure input interface of the third air spring auxiliary air cylinder and the pressure input interface of the fourth air spring auxiliary air cylinder. The output port of the averaging valve is connected to the air spring average pressure output interface.

[0019] In some embodiments, a second shut-off valve is provided between the output port of the averaging valve and the air spring averaging pressure output port.

[0020] In some embodiments, the rack control braking device is provided with a wind pressure monitoring interface, which is used to detect the pressure of the main air duct or the pressure input of the parking brake pipe.

[0021] In some embodiments, the air spring average pressure output interface and the wind pressure monitoring interface are interchangeable.

[0022] In some embodiments, the frame control braking device integrates an anti-slip control function.

[0023] In some embodiments, a third shut-off valve is connected between the first air spring auxiliary air cylinder pressure input interface and the first air spring auxiliary air cylinder, and a fourth shut-off valve is connected between the second air spring auxiliary air cylinder pressure input interface and the second air spring auxiliary air cylinder.

[0024] In some embodiments, a differential pressure valve is connected between the first air spring auxiliary air cylinder and the second air spring auxiliary air cylinder, the differential pressure valve being used to connect the first air spring auxiliary air cylinder and the second air spring auxiliary air cylinder.

[0025] In some embodiments, the frame control braking device includes a first control box and a first mounting plate. The frame control braking device is connected to the mounting frame through the first mounting plate, and the first mounting plate is provided with a first connection hole for connecting to the mounting frame.

[0026] The vehicle anti-skid valve device includes a second control box and a second mounting plate. The anti-skid valve device is connected to the mounting frame through the second mounting plate. The second mounting plate is provided with a second connection hole for connecting to the mounting frame.

[0027] The shape, size, and position distribution of the first connecting hole and the second connecting hole are consistent.

[0028] In some embodiments, the first mounting plate is provided with at least two first mounting holes, the two first mounting holes being used to connect the pipelines where the first air spring auxiliary air cylinder pressure input interface and the second air spring auxiliary air cylinder pressure input interface are located, respectively.

[0029] The second mounting plate is provided with at least two second mounting holes. The two second mounting holes are used to connect the pipelines where the third air spring auxiliary air cylinder pressure input interface and the fourth air spring auxiliary air cylinder pressure input interface are located, respectively. The first mounting hole and the second mounting hole correspond one-to-one and are interchangeable.

[0030] In some embodiments, the control device, the first air spring auxiliary air cylinder, and the second air spring auxiliary air cylinder are sequentially mounted on the mounting frame.

[0031] In some embodiments, the rail vehicle braking module further includes a connecting pipe disposed on the mounting frame, the connecting pipe having a height valve air supply inlet and a height valve air supply outlet that are interconnected, the height valve air supply inlet being used to communicate with an air supply device, and the height valve air supply outlet being used to communicate with a height valve.

[0032] A rail vehicle, characterized in that it includes the above-described rail vehicle braking module.

[0033] The rail vehicle braking module provided in this application includes a mounting frame, a first air spring auxiliary air cylinder, a second air spring auxiliary air cylinder, and a control device. The first air spring auxiliary air cylinder, the second air spring auxiliary air cylinder, and the control device are all mounted on the mounting frame for positional arrangement. The first and second air spring auxiliary air cylinders are used to connect to two air springs on the same bogie, respectively, to act as auxiliary air chambers for the air springs and regulate the stability of the air spring pressure. The control device includes at least one of a bogie-controlled braking device and a vehicle-controlled anti-slip valve device. These two devices can be flexibly selected according to the braking control method to adapt to the braking control requirements of different rail vehicles. The frame-controlled braking device has a first air spring auxiliary air cylinder pressure input interface and a second air spring auxiliary air cylinder pressure input interface; the vehicle-controlled anti-skid valve device has a third air spring auxiliary air cylinder pressure input interface and a fourth air spring auxiliary air cylinder pressure input interface. The first and third air spring auxiliary air cylinder pressure input interfaces are interchangeable and are both used to connect to the first air spring auxiliary air cylinder to receive the pressure value of the air spring corresponding to the first air spring auxiliary air cylinder. The second and fourth air spring auxiliary air cylinder pressure input interfaces are interchangeable and are both used to connect to the second air spring auxiliary air cylinder. The first and second air spring auxiliary air cylinder pressure input interfaces receive the pressure value of the air spring corresponding to the second air spring auxiliary air cylinder. The pressure values ​​received by the first and second air spring auxiliary air cylinder pressure input interfaces are directly transmitted to the frame control braking device for subsequent braking control logic. The vehicle control anti-skid valve device is used to average the pressure values ​​input from the third and fourth air spring auxiliary air cylinder pressure input interfaces and output the output signal. This output signal is used to transmit to the braking control device (vehicle control) for subsequent braking control logic, such as dynamically adjusting the braking force according to the vehicle load to achieve more precise braking control.

[0034] Interchangeability in this application refers to the consistency of the shape, size, location distribution and connection method of the two interfaces, thereby ensuring that the frame control braking device and the vehicle control anti-slip valve device can be directly replaced and flexibly compatible without additional adjustments or modifications to the system structure. This effectively improves the versatility and ease of maintenance of the rail vehicle braking module and promotes the standardization of the rail vehicle braking system.

[0035] Compared to related technologies, the rail vehicle braking module provided in this application unifies the interfaces of the vehicle-controlled anti-slip valve device and the frame-controlled braking device, and integrates them separately with other common components, forming a frame-controlled braking module and a vehicle-controlled braking module. By designing some interfaces of the frame-controlled braking device and the vehicle-controlled anti-slip valve device into a one-to-one interchangeable structure, a high degree of interchangeability is achieved between the two, to be compatible with both frame-controlled and vehicle-controlled control methods. Furthermore, the differences in equipment configuration between the two control methods are encapsulated within the control device, ensuring the uniformity of the overall external mechanical and pneumatic interfaces of the rail vehicle braking module. This ensures the consistency of the undercarriage equipment layout of trains on the same platform, significantly reducing design, manufacturing, and maintenance costs, and providing strong technical support for the standardization and modular operation and maintenance of rail vehicle braking systems.

[0036] The rail vehicle provided in this application includes the aforementioned rail vehicle braking module, and therefore also possesses the aforementioned structure and beneficial effects. Other structures refer to relevant technologies and will not be described in detail here. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram of the architecture of the frame-controlled braking control system disclosed in the embodiments of this application;

[0039] Figure 2 This is a schematic diagram of the vehicle braking control system architecture disclosed in an embodiment of this application;

[0040] Figure 3 This is a schematic diagram showing the correspondence between the interchangeable interfaces of the frame control braking device and the vehicle control anti-skid valve device disclosed in the embodiments of this application;

[0041] Figure 4 This is a piping diagram of the first type of rail vehicle braking module disclosed in the embodiments of this application;

[0042] Figure 5 for Figure 4 A partial enlarged view of the center frame control brake device;

[0043] Figure 6 This is a piping diagram of the second type of rail vehicle braking module disclosed in the embodiments of this application;

[0044] Figure 7 for Figure 6 A partial enlarged view of the CRRC anti-slip valve device;

[0045] Figure 8 This is an assembly diagram of the first control box and the first mounting plate disclosed in an embodiment of this application;

[0046] Figure 9 This is an assembly diagram of the second control box and the second mounting plate disclosed in an embodiment of this application;

[0047] Figure 10 This is a schematic diagram of the assembly of the first type of rail vehicle braking module disclosed in the embodiments of this application. Figure 1 ;

[0048] Figure 11 This is a schematic diagram of the assembly of the first type of rail vehicle braking module disclosed in the embodiments of this application. Figure 2 ;

[0049] Figure 12 This is a schematic diagram of the assembly of the second type of rail vehicle braking module disclosed in the embodiments of this application. Figure 1 ;

[0050] Figure 13 This is a schematic diagram of the assembly of the second type of rail vehicle braking module disclosed in the embodiments of this application. Figure 2 .

[0051] Among them, 100 is the installation frame, 101 is the top crossbeam, 102 is the side beam, 103 is the bottom crossbeam, and 104 is the hoisting beam;

[0052] 200 is the first air spring auxiliary air cylinder, 210 is the second air spring auxiliary air cylinder, and 220 is the differential pressure valve;

[0053] 300 is the frame control braking device, 301 is the brake cylinder pressure input interface, 302 is the first brake cylinder pressure output interface, 303 is the second brake cylinder pressure output interface, 304 is the first air spring auxiliary air cylinder pressure input interface, 305 is the second air spring auxiliary air cylinder pressure input interface, 306 is the air pressure monitoring interface, 310 is the third cut-off valve, 311 is the fourth cut-off valve, 320 is the first control box, 330 is the first mounting plate, 331 is the first connection hole, and 332 is the first mounting hole;

[0054] 400 is the vehicle control anti-skid valve device; 401 is the brake cylinder pressure input interface; 402 is the third brake cylinder pressure output interface; 403 is the fourth brake cylinder pressure output interface; 404 is the third air spring auxiliary air cylinder pressure input interface; 405 is the fourth air spring auxiliary air cylinder pressure input interface; 406 is the air spring average pressure output interface; 410 is the first anti-skid valve; 411 is the second anti-skid valve; 420 is the first test point; 421 is the second test point; 430 is the averaging valve; 431 is the second shut-off valve; 440 is the second control box; 450 is the second mounting plate; 451 is the second connection hole; 452 is the second mounting hole; 460 is the first shut-off valve.

[0055] 500 is the connecting pipe, 501 is the air inlet for the height valve, and 502 is the air outlet for the height valve. Detailed Implementation

[0056] The core of this application is to disclose a rail vehicle braking module that can simultaneously accommodate both overhead control and vehicle control braking methods, so as to maintain the uniformity and maintainability of the under-vehicle equipment layout and thus reduce costs.

[0057] Another key aspect of this application is the disclosure of a rail vehicle including the aforementioned rail vehicle braking module.

[0058] The embodiments will now be described with reference to the accompanying drawings. Furthermore, the embodiments shown below do not limit the scope of the invention as described in the claims. Additionally, the complete contents of the structures represented in the embodiments below are not limited to those necessary for the solution of the invention as described in the claims. It should be noted that, for ease of description, only the parts relevant to the invention are shown in the drawings. Unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0059] Combination Figure 1 and Figure 2 , Figure 1 This is a schematic diagram of the braking control system architecture based on frame control braking mode (hereinafter referred to as frame control). Figure 2This is a schematic diagram of a braking control system architecture based on vehicle-controlled braking (hereinafter referred to as vehicle control). The two systems differ in configuration: the frame control system has two braking control devices and four air spring auxiliary cylinders per vehicle, while the vehicle control system has one braking control device, four anti-slip valves, two averaging valves, and four air spring auxiliary cylinders per vehicle. To accommodate the modular design requirements of both frame control and vehicle control, this application discloses a rail vehicle braking module. By integrating the core components in the frame control system (located within dashed box A) and the core components in the vehicle control system (located within dashed box B) into a module with a unified interface, the layout of under-vehicle equipment is unified, improving the maintainability of rail vehicles, reducing costs, and supporting flexible switching between different braking control logics. This module is suitable for metro, urban rail, and other rail vehicles.

[0060] Combination Figures 4-13 The rail vehicle braking module disclosed in this application includes a mounting frame 100, a first air spring auxiliary air cylinder 200, a second air spring auxiliary air cylinder 210, and a control device. The first air spring auxiliary air cylinder 200, the second air spring auxiliary air cylinder 210, and the control device are all mounted on the mounting frame 100 for positional arrangement, and the connection methods include, but are not limited to, bolt connections. The first air spring auxiliary air cylinder 200 and the second air spring auxiliary air cylinder 210 are used to connect to two air springs on the same bogie, respectively, to act as auxiliary air chambers for the air springs, adjusting the stability of the air spring pressure, thereby improving the performance of the air spring system, enhancing the ride comfort of the rail vehicle, and extending the service life of the air springs.

[0061] The control device includes at least one of a frame control braking device 300 and a vehicle control anti-slip valve device 400. The frame control braking device 300 corresponds to the core control component of the frame control system. It can precisely control the output of the required brake cylinder pressure according to the braking command and integrates anti-slip control functions, enabling integrated control of braking and anti-slip. The vehicle control anti-slip valve device 400 corresponds to the execution of the anti-slip control function of the vehicle control system. When wheel slippage is detected, it can quickly suppress slippage and restore wheel-rail adhesion by controlling the venting or inflation of the brake cylinder pressure, ensuring the safety of braking. Both devices can be flexibly selected according to the braking control method to adapt to the braking control requirements of different rail vehicles.

[0062] Specifically, in combination Figures 3-5 , Figure 3 The two interfaces connected by a dashed line are interchangeable. The frame control brake 300 has a first air spring auxiliary air cylinder pressure input interface 304 and a second air spring auxiliary air cylinder pressure input interface 305; combined with Figure 6 and Figure 7The vehicle-controlled anti-skid valve device 400 has a third air spring auxiliary air cylinder pressure input interface 404 and a fourth air spring auxiliary air cylinder pressure input interface 405. The first air spring auxiliary air cylinder pressure input interface 304 and the third air spring auxiliary air cylinder pressure input interface 404 are interchangeable and are both used to communicate with the first air spring auxiliary air cylinder 200 to receive the pressure value of the air spring corresponding to the first air spring auxiliary air cylinder 200. The second air spring auxiliary air cylinder pressure input interface 305 and the fourth air spring auxiliary air cylinder pressure input interface 405 are interchangeable and are both used to communicate with the second air spring auxiliary air cylinder 210 to receive the pressure value of the air spring corresponding to the second air spring auxiliary air cylinder 210. Figure 1 The pressure values ​​received by the first air spring auxiliary air cylinder pressure input interface 304 and the second air spring auxiliary air cylinder pressure input interface 305 are directly transmitted to the frame control braking device 300 for subsequent braking control logic; combined with Figure 2 The vehicle control anti-skid valve device 400 is used to average the pressure values ​​input from the third air spring auxiliary air cylinder pressure input interface 404 and the fourth air spring auxiliary air cylinder pressure input interface 405 and output the output signal. This output signal is used to transmit to the brake control device (vehicle control) for subsequent brake control logic, such as dynamically adjusting the braking force according to the vehicle load to achieve more precise brake control.

[0063] It should be noted that the interchangeability in this application refers to the fact that the shape, size, position distribution and connection method of the two interfaces are consistent, so as to ensure that the frame control braking device 300 and the vehicle control anti-slip valve device 400 can be directly replaced and flexibly compatible without the need for additional adjustments or modifications to the system structure. This effectively improves the universality and maintenance convenience of the rail vehicle braking module and promotes the standardization of the rail vehicle braking system.

[0064] In the rail vehicle braking module disclosed in this application, the various components and interfaces are connected by pipes to form a complete air circuit system, ensuring the reliable implementation of functions such as braking commands, pressure regulation, and anti-slip control. It should also be noted that the interface referred to in this application can refer to either the physical interface of the control device itself or an external interface formed by extending the interface through pipes to other locations on the mounting frame 100 for docking with other components. This design not only improves the flexibility of the interface layout but also facilitates reliable connections between components in space-constrained or structurally complex scenarios. For example, in conjunction with… Figure 7 and Figure 12 The third brake cylinder pressure output port 402 can refer to either the outlet of the first anti-slip valve 410 itself, or to the external interface that extends from the outlet to a certain position on the mounting frame 100 via a pipeline.

[0065] Compared to related technologies, this application unifies the interfaces of the vehicle-controlled anti-slip valve device 400 and the frame-controlled braking device 300, and integrates them with other common components to form a frame-controlled braking module and a vehicle-controlled braking module, respectively. By designing some interfaces of the frame-controlled braking device 300 and the vehicle-controlled anti-slip valve device 400 into a one-to-one interchangeable structure, a high degree of interchangeability is achieved between the two, making them compatible with both frame-controlled and vehicle-controlled control methods. Furthermore, the differences in equipment configuration between the two control methods are encapsulated within the control device, ensuring the uniformity of the overall external mechanical and pneumatic interfaces of the rail vehicle braking module. This ensures the consistency of the undercarriage equipment layout of trains on the same platform, significantly reducing design, manufacturing, and maintenance costs, and providing strong technical support for the standardization and modular operation and maintenance of rail vehicle braking systems.

[0066] Further optimization of the scheme, in some embodiments, combined with Figures 3-5 The frame-controlled braking device 300 has a brake cylinder pressure input interface 301, a first brake cylinder pressure output interface 302, and a second brake cylinder pressure output interface 303; combined with Figure 6 and Figure 7 The vehicle control anti-skid valve device 400 has a brake cylinder pressure input interface 401, a third brake cylinder pressure output interface 402, and a fourth brake cylinder pressure output interface 403. The brake cylinder pressure input interface 301 and the brake cylinder pressure input interface 401 are interchangeable and are both used for brake pressure input. The first brake cylinder pressure output interface 302 and the third brake cylinder pressure output interface 402 are interchangeable and are both used to connect to the first brake cylinder to supply air to it. The second brake cylinder pressure output interface 303 and the fourth brake cylinder pressure output interface 403 are interchangeable and are both used to connect to the second brake cylinder to supply air to it. Figures 10-13 This further standardizes and interchanges the various air circuit interfaces of the frame control braking device 300 and the vehicle control anti-slip valve device 400, achieving standardization and universalization of the undercarriage equipment layout, effectively reducing design, manufacturing, and maintenance costs, and improving the compatibility and scalability of the rail vehicle braking system. Specifically, this is combined with... Figure 1 and Figure 2 The first and second brake cylinders are brake cylinders for two axles on the same bogie, with the first brake cylinder corresponding to the braking of the first (or fourth) axle on the bogie, and the second brake cylinder corresponding to the braking of the second (or third) axle. (Combined...) Figure 3 Except for the unified external air circuit interfaces of the frame control braking device 300 and the vehicle control anti-slip valve device 400, the remaining air circuit interfaces and installation interfaces of the rail vehicle braking module based on both frame control and vehicle control control logics are also consistent. For example, the external air circuit interfaces of the first air spring auxiliary air cylinder 200 and the second air spring auxiliary air cylinder 210 (e.g. Figure 3The x1 and x2 components in dashed boxes C and D, as well as the mounting interfaces of the first air spring auxiliary air cylinder 200, the second air spring auxiliary air cylinder 210, and the mounting frame 100, all adopt the same design standards and structural configuration. This comprehensive and unified interface design ensures the consistency of the external air circuit interface and mounting interface of the rail vehicle braking module under both vehicle control and frame control logics, thereby significantly improving the interchangeability and versatility of the rail vehicle braking module and effectively reducing the design, manufacturing, and maintenance costs caused by interface differences.

[0067] Combination Figure 7 The vehicle-controlled anti-skid valve device 400 includes a first anti-skid valve 410 and a second anti-skid valve 411. The inlets of both the first and second anti-skid valves 410 and 411 are connected to the brake cylinder pressure input interface 401, and their outlets are connected to the third brake cylinder pressure output interface 402 and the fourth brake cylinder pressure output interface 403, respectively. The first and second anti-skid valves 410 and 411 are used to precisely adjust the pressure of the first and second brake cylinders according to commands issued by the brake control device (vehicle control), achieving rapid increase and decrease control of braking force. This allows for a rapid reduction of braking force when wheel slippage is detected, followed by a smooth restoration of brake cylinder pressure after the slippage is eliminated. Specifically, the first and second anti-skid valves 410 and 411 can be electromagnetic control valves to provide rapid response and high reliability.

[0068] In some embodiments disclosed in this application, combined with Figure 7 The vehicle control anti-skid valve device 400 is provided with a first test point 420 and a second test point 421. The first test point 420 is used to monitor the pressure and detect leakage at the pressure output interface 402 of the third brake cylinder, and the second test point 421 is used to monitor the pressure and detect leakage at the pressure output interface 403 of the fourth brake cylinder.

[0069] Combination Figure 6 and Figure 7A first shut-off valve 460 is also connected between the inlet of the first anti-slip valve 410 and the second anti-slip valve 411 and the brake cylinder pressure input interface 401. The first shut-off valve 460 is used to manually cut off or open the compressed air flowing from the brake cylinder pressure input interface 401 to the first anti-slip valve 410 and the second anti-slip valve 411 under specific working conditions. For example, when the rail vehicle is running normally, the first shut-off valve 460 can be placed in the open state to ensure that the braking pressure can be normally transmitted to the first anti-slip valve 410 and the second anti-slip valve 411; when a fault occurs and the first anti-slip valve 410 and the second anti-slip valve 411 need to be repaired and maintained, the operator can close the first shut-off valve 460 to quickly cut off the pressure source, disconnect the air path between the first anti-slip valve 410 and the second anti-slip valve 411 and the brake cylinder pressure input interface 401, and at the same time release the pressure in the brake cylinder.

[0070] Combination Figure 7 The vehicle control anti-skid valve device 400 has an air spring average pressure output interface 406. This interface 406 outputs the average pressure value input from the third air spring auxiliary cylinder pressure input interface 404 and the fourth air spring auxiliary cylinder pressure input interface 405, which is also used to output the average pressure value of the two air springs corresponding to the first air spring auxiliary cylinder 200 and the second air spring auxiliary cylinder 210. Specifically, the vehicle control anti-skid valve device 400 includes an averaging valve 430. The two input ports of the averaging valve 430 are respectively connected to the third air spring auxiliary cylinder pressure input interface 404 and the fourth air spring auxiliary cylinder pressure input interface 405 to receive the pressure value signals of the two air springs corresponding to the first air spring auxiliary cylinder 200 and the second air spring auxiliary cylinder 210. The output port of the averaging valve 430 is connected to the air spring average pressure output interface 406. The averaging valve 430 internally uses a mechanical method to process the two input pressure values ​​in real time, calculates the average pressure value, and outputs this average value to the brake control device (vehicle control) through the air spring average pressure output interface 406. The setting of the average valve 430 significantly enhances the fault tolerance of the braking control system of the rail vehicle to the pressure difference of the air springs on both sides of the bogie. Even if the pressure of the first air spring auxiliary air cylinder 200 or the second air spring auxiliary air cylinder 210 fluctuates or becomes abnormal, the braking control system can still maintain a stable control output based on the average pressure, thereby ensuring the consistency of braking performance and operational safety of the rail vehicle under different load conditions.

[0071] Combination Figure 6 A second shut-off valve 431 is provided between the output port of the averaging valve 430 and the air spring averaging pressure output port 406. The second shut-off valve 431 is used to cut off or open the flow path of compressed air when necessary, thereby realizing the control and isolation of the averaging valve 430.

[0072] Combination Figure 1and Figure 5 The rack control brake device 300 is equipped with a wind pressure monitoring interface 306, which is used to monitor the pressure input status of the main air duct or the parking brake pipe in real time. Through the detection function of the wind pressure monitoring interface 306, the rack control brake device 300 can obtain the current pressure data of the main air duct or the parking brake pipe, thereby realizing real-time monitoring and judgment of the pressure status of the braking system, providing a basis for the safe parking and braking control of the vehicle.

[0073] Furthermore, the aforementioned air spring average pressure output interface 406 and wind pressure monitoring interface 306 are interchangeable, meaning that their interface shapes, sizes, and connection methods are consistent, and their positions on the rail vehicle braking module are also the same. This allows the two interfaces to be flexibly replaced as the control method changes, improving the versatility and modularity of the rail vehicle braking module and simplifying the installation and maintenance process.

[0074] The frame control braking device 300 integrates an anti-slip control function. This function monitors the rotational speed of each wheel axle in real time and dynamically adjusts the braking force output in combination with parameters such as the vehicle's operating status and track adhesion conditions. This effectively prevents the wheels from slipping or locking up during braking, thereby significantly improving the braking safety and operational stability of the rail vehicle and enhancing the braking system's adaptability to complex working conditions.

[0075] Combination Figure 4 A third shut-off valve 310 is provided between the first air spring auxiliary air cylinder pressure input interface 304 and the first air spring auxiliary air cylinder 200, and a fourth shut-off valve 311 is provided between the second air spring auxiliary air cylinder pressure input interface 305 and the second air spring auxiliary air cylinder 210. The third shut-off valve 310 and the fourth shut-off valve 311 are used to control the air passage opening and closing of the first air spring auxiliary air cylinder 200 and the second air spring auxiliary air cylinder 210, respectively, so as to quickly cut off the air supply in the event of system maintenance, debugging and testing, fault isolation or emergency, thereby ensuring the safe operation and convenient maintenance of the air spring system.

[0076] For example, when the first air spring auxiliary air cylinder 200 needs to be inspected or replaced, the first air spring auxiliary air cylinder 200 can be isolated from the main air circuit by closing the third shut-off valve 310 without affecting the normal operation of other components, thereby enhancing safety redundancy and effectively preventing the risk of system failure caused by local faults. In addition, the third shut-off valve 310 and the fourth shut-off valve 311 can be integrated with status indication devices (such as position sensors or mechanical indicators) so that operators can monitor their working status in real time, further improving the monitoring and fault diagnosis capabilities of the rail vehicle.

[0077] Combination Figure 4 and Figure 6A differential pressure valve 220 is connected between the first air spring auxiliary air cylinder 200 and the second air spring auxiliary air cylinder 210. The differential pressure valve 220 connects the first air spring auxiliary air cylinder 200 and the second air spring auxiliary air cylinder 210, thereby establishing a controllable gas communication channel between them. Specifically, when the pressure difference between the first air spring auxiliary air cylinder 200 and the second air spring auxiliary air cylinder 210 reaches a preset threshold, the differential pressure valve 220 automatically opens to achieve pressure equalization, thus preventing the stability and safety of the air spring system from being affected by abnormal pressure on one side. Furthermore, the differential pressure valve 220 enhances the redundancy design of the rail vehicle. Even if one of the first air spring auxiliary air cylinder 200 or the second air spring auxiliary air cylinder 210 experiences leakage or abnormal pressure, the other air spring auxiliary air cylinder 200 or the second air spring auxiliary air cylinder 210 can still compensate through the differential pressure valve 220, ensuring the smooth operation of the vehicle under complex working conditions.

[0078] Combination Figure 8 and Figure 11 The frame control brake device 300 includes a first control box 320 and a first mounting plate 330. The main valve body structure of the frame control brake device 300 is disposed inside the first control box 320. The first control box 320 and the first mounting plate 330 are connected by bolts and sealed by sealing measures. The first mounting plate 330 is fixed to the mounting frame 100 by bolts and other means, thereby providing stable installation support and protection for the frame control brake device 300. In some embodiments disclosed in this application, combined with Figure 8 and Figure 9 The first control box 320 is connected to the mounting frame 100 via a first mounting plate 330. The first control box 320 and the first mounting plate 330 can be connected by bolts or other means. The first mounting plate 330 has a first connection hole 331 for connecting to the mounting frame 100, allowing bolts, screws, or other fasteners to pass through for connection. Furthermore, the first mounting plate 330 can specifically be an air passage mounting plate, and it has first mounting holes 332 for connecting the pipes containing the first air spring auxiliary air cylinder pressure input interface 304 and the second air spring auxiliary air cylinder pressure input interface 305, respectively. For example, the pipes can be assembled with the first mounting holes 332 via threaded connections or compression fittings. The first mounting holes 332 can also be used for assembling the pipes containing the brake cylinder pressure input interface 301, the first brake cylinder pressure output interface 302, the second brake cylinder pressure output interface 303, and the air pressure monitoring interface 306, which will not be elaborated further here. The door of the first control box 320 can be located on the side facing away from the mounting frame 100 for easy inspection and maintenance.

[0079] Similar to the frame control brake 300, combined with Figure 9and Figure 13 The vehicle-controlled anti-skid valve device 400 includes a second control box 440 and a second mounting plate 450. The main valve body structure of the vehicle-controlled anti-skid valve device 400 is located inside the second control box 440. The second control box 440 and the second mounting plate 450 are connected by bolts and sealed with a sealing device. The second mounting plate 450 can be fixed to the mounting frame 100 by bolts or other means, providing stable installation support and protection for the vehicle-controlled anti-skid valve device 400. Specifically, the second control box 440 can be stably connected to the mounting frame 100 through the second mounting plate 450. The second control box 440 and the second mounting plate 450 can be connected by bolts or other processes. A second connection hole 451 is provided on the second mounting plate 450 for connecting to the mounting frame 100 by screws, bolts, or other connecting parts. Furthermore, the second mounting plate 450 can specifically be an air circuit mounting plate, and a second mounting hole 452 is provided on the second mounting plate 450. The second mounting hole 452 is used to connect the pipelines where the third air spring auxiliary air cylinder pressure input interface 404 and the fourth air spring auxiliary air cylinder pressure input interface 405 are located. The connection method includes, but is not limited to, threaded fit, compression fitting, etc. In addition, the second mounting hole 452 can also be used to assemble the pipelines where the air spring average pressure output interface 406, the brake cylinder pressure input interface 401, the third brake cylinder pressure output interface 402, and the fourth brake cylinder pressure output interface 403 are located respectively. Correspondingly, the first mounting hole 332 and the second mounting hole 452 correspond one-to-one and are interchangeable, thereby ensuring the uniformity of the air circuit interfaces of the frame control brake device 300 and the vehicle control anti-slip valve device 400 for external air pipes. The door of the second control box 440 can be set on the side opposite to the mounting frame 100 for easy inspection and maintenance.

[0080] Furthermore, the second connecting hole 451 is consistent with the first connecting hole 331 in shape, size and position distribution, thereby ensuring the uniformity of the installation interface connecting the frame control brake device 300 and the vehicle control anti-skid valve device 400 to the mounting frame 100, and enhancing the interchangeability of the frame control brake device 300 and the vehicle control anti-skid valve device 400.

[0081] The mounting frame 100 can be a three-dimensional frame structure; in some embodiments, it can be combined with... Figure 10 and Figure 12The control device, the first air spring auxiliary air cylinder 200, and the second air spring auxiliary air cylinder 210 are sequentially mounted on the mounting frame 100 along its length. The axial directions of the first air spring auxiliary air cylinder 200 and the second air spring auxiliary air cylinder 210 are parallel to the length direction of the mounting frame 100. This design makes the overall structure of the rail vehicle braking module compact and suitable for installation in the relatively confined space under the rail vehicle underframe. Furthermore, the placement of the first air spring auxiliary air cylinder 200 and the second air spring auxiliary air cylinder 210 inside the mounting frame 100 helps protect them from external environmental influences and optimizes space utilization. The control device is located outside the mounting frame 100, facilitating inspection, debugging, and maintenance by operators. This layout not only improves the overall structural compactness and protective performance but also reduces the risk of interference between components through reasonable partitioning, enhancing reliability and maintainability. For example, Figure 10 and Figure 12 The image shows a technical solution for an installation frame 100 including a top crossbeam 101, a bottom crossbeam 103, and a side beam 102. The side beam 102 is connected between the top crossbeam 101 and the bottom crossbeam 103 by welding or bolting, and together with the top crossbeam 101 and the bottom crossbeam 103, it forms an installation space for arranging the first air spring auxiliary air cylinder 200 and the second air spring auxiliary air cylinder 210. A hoisting beam 104 is provided on the top of the top crossbeam 101 for connecting to the underframe of the rail vehicle.

[0082] In some embodiments disclosed in this application, combined with Figure 4 and Figure 6 The rail vehicle braking module also includes a connecting pipe 500 mounted on the mounting frame 100. The connecting pipe 500 has a height valve air supply inlet 501 and a height valve air supply outlet 502, which are connected. The height valve air supply inlet 501 is connected to an air supply device, while the height valve air supply outlet 502 is connected to the height valves corresponding to the two air springs on the same bogie. The height valves are mainly used to regulate and stabilize the air pressure entering the air springs, ensuring accurate braking force output and rapid response.

[0083] The rail vehicle braking module disclosed in this application is characterized by high integration, modularity, and versatility. Through optimized internal structural design and unified interface design, it can flexibly adapt to both frame control and vehicle control logics. It ensures that the overall external air circuit interface and installation interface of the rail vehicle braking module remain completely consistent under both frame control and vehicle control logics, thereby eliminating differences in interface structure and location layout caused by different control logics. This improves the interchangeability and versatility of the rail vehicle braking module between different vehicle models, ensures the consistency of the undercarriage equipment layout of trains on the same platform, effectively reduces design, manufacturing, and maintenance costs, and promotes the standardization of urban rail transit vehicles.

[0084] The rail vehicle disclosed in this application includes the above-mentioned rail vehicle braking module, and therefore also has the above-mentioned structure and beneficial effects. Other structures refer to related technologies and will not be described in detail here.

[0085] The terms "first" and "second," etc., used in the specification and claims of this application are used to distinguish different objects, not to describe a specific order, and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units may include steps or units not listed, but rather steps or units not listed. Additionally, in the description of embodiments in this application, "a plurality of" means two or more.

[0086] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Specific technical means in some embodiments may be incorporated, in whole or in part, into another embodiment unless explicitly excluded by another embodiment. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A braking module for rail vehicles, characterized in that, include: Mounting frame (100); The first air spring auxiliary air cylinder (200) and the second air spring auxiliary air cylinder (210) are disposed on the mounting frame (100); A control device, mounted on the mounting frame (100), includes at least one of a frame control brake (300) and a vehicle control anti-skid valve device (400), wherein the frame control brake (300) has a first air spring auxiliary air cylinder pressure input interface (304) and a second air spring auxiliary air cylinder pressure input interface (305); the vehicle control anti-skid valve device (400) has a third air spring auxiliary air cylinder pressure input interface (404) and a fourth air spring auxiliary air cylinder pressure input interface (405), wherein the first air spring auxiliary air cylinder pressure input interface (304) The third air spring auxiliary air cylinder pressure input interface (404) is interchangeable with the first air spring auxiliary air cylinder (200) and is used to communicate with the first air spring auxiliary air cylinder (200) to receive the pressure value of the air spring corresponding to the first air spring auxiliary air cylinder (200). The second air spring auxiliary air cylinder pressure input interface (305) and the fourth air spring auxiliary air cylinder pressure input interface (405) are interchangeable and are used to communicate with the second air spring auxiliary air cylinder (210) to receive the pressure value of the air spring corresponding to the second air spring auxiliary air cylinder (210). Interchangeability refers to the fact that the shape, size, location, and connection method of the two interfaces remain consistent.

2. The rail vehicle braking module as described in claim 1, characterized in that, The frame control braking device (300) has a brake cylinder pressure input interface (301), a first brake cylinder pressure output interface (302), and a second brake cylinder pressure output interface (303). The vehicle control anti-skid valve device (400) has a brake cylinder pressure input interface (401), a third brake cylinder pressure output interface (402) and a fourth brake cylinder pressure output interface (403). The brake cylinder pressure input interface (301) and the brake cylinder pressure input interface (401) are interchangeable and are both used for inputting brake pressure; the first brake cylinder pressure output interface (302) and the third brake cylinder pressure output interface (402) are interchangeable and are both used to communicate with the first brake cylinder; the second brake cylinder pressure output interface (303) and the fourth brake cylinder pressure output interface (403) are interchangeable and are both used to communicate with the second brake cylinder.

3. The rail vehicle braking module as described in claim 2, characterized in that, The vehicle control anti-skid valve device (400) includes a first anti-skid valve (410) and a second anti-skid valve (411). The inlets of the first anti-skid valve (410) and the second anti-skid valve (411) are both connected to the brake cylinder pressure input interface (401). The outlets of the first anti-skid valve (410) and the second anti-skid valve (411) are respectively connected to the third brake cylinder pressure output interface (402) and the fourth brake cylinder pressure output interface (403).

4. The rail vehicle braking module as described in claim 3, characterized in that, The vehicle control anti-skid valve device (400) is provided with a first test point (420) and a second test point (421). The first test point (420) is used to monitor the pressure and detect leakage of the third brake cylinder pressure output interface (402), and the second test point (421) is used to monitor the pressure and detect leakage of the fourth brake cylinder pressure output interface (403).

5. The rail vehicle braking module as described in claim 3, characterized in that, A first shut-off plug (460) is provided between the inlet of the first anti-slip valve (410) and the second anti-slip valve (411) and the brake cylinder pressure input interface (401).

6. The rail vehicle braking module as described in any one of claims 1-5, characterized in that, The vehicle control anti-slip valve device (400) has an air spring average pressure output interface (406). The vehicle control anti-skid valve device (400) includes an averaging valve (430). The two input ports of the averaging valve (430) are respectively connected to the pressure input interface (404) of the third air spring auxiliary air cylinder and the pressure input interface (405) of the fourth air spring auxiliary air cylinder. The output port of the averaging valve (430) is connected to the air spring average pressure output interface (406).

7. The rail vehicle braking module as described in claim 6, characterized in that, A second shut-off plug (431) is provided between the output port of the average valve (430) and the average pressure output port (406) of the air spring.

8. The rail vehicle braking module as described in claim 6, characterized in that, The rack control braking device (300) is equipped with a wind pressure monitoring interface (306), which is used to detect the pressure of the main air duct or the pressure input of the parking brake pipe.

9. The rail vehicle braking module as described in claim 8, characterized in that, The air spring average pressure output interface (406) and the wind pressure monitoring interface (306) are interchangeable.

10. The rail vehicle braking module as described in any one of claims 1-5, characterized in that, The frame control braking device (300) includes a first control box (320) and a first mounting plate (330). The first control box (320) is connected to the mounting frame (100) through the first mounting plate (330). The first mounting plate (330) is provided with a first connection hole (331) for connecting to the mounting frame (100). The vehicle control anti-skid valve device (400) includes a second control box (440) and a second mounting plate (450). The second control box (440) is connected to the mounting frame (100) through the second mounting plate (450). The second mounting plate (450) is provided with a second connection hole (451) that is connected to the mounting frame (100). The shape, size and position distribution of the first connecting hole (331) and the second connecting hole (451) are consistent.

11. The rail vehicle braking module as described in claim 10, characterized in that, The first mounting plate (330) is provided with at least two first mounting holes (332), which are used to connect the pipelines where the first air spring auxiliary air cylinder pressure input interface (304) and the second air spring auxiliary air cylinder pressure input interface (305) are located respectively; The second mounting plate (450) is provided with at least two second mounting holes (452). The two second mounting holes (452) are used to connect the pipelines where the third air spring auxiliary air cylinder pressure input interface (404) and the fourth air spring auxiliary air cylinder pressure input interface (405) are located, respectively. The first mounting hole (332) and the second mounting hole (452) correspond one-to-one and are interchangeable.

12. The rail vehicle braking module as described in any one of claims 1-5, characterized in that, The control device, the first air spring auxiliary air cylinder (200), and the second air spring auxiliary air cylinder (210) are sequentially mounted on the mounting frame (100).

13. The rail vehicle braking module as described in any one of claims 1-5, characterized in that, The rail vehicle braking module also includes a connecting pipe (500) disposed on the mounting frame (100). The connecting pipe (500) has a height valve air supply inlet (501) and a height valve air supply outlet (502) that are interconnected. The height valve air supply inlet (501) is used to communicate with the air supply device, and the height valve air supply outlet (502) is used to communicate with the height valve.

14. A rail vehicle, characterized in that, Includes the rail vehicle braking module as described in any one of claims 1-13.

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