Railway train's frame control brake control system and railway train

Abstract

The embodiment of the present application provides a bogie-controlled braking control system of a rail train and the rail train. The rail train has a plurality of bogies; the bogie-controlled braking control system comprises: a total air cylinder A and a main air pipe connected with the total air cylinder A, which provide a wind source required by braking for each vehicle of the rail train; each bogie is provided with an independent braking control module B00, each control module comprises a braking control unit B07, a braking air supply air cylinder B04, an auxiliary braking control device B30 with a parking brake electromagnetic valve B09 and a frequently-used braking cutoff plug B05. The embodiment of the present application solves the technical problem of complex structure of a traditional bogie-controlled braking system.

Description

Technical Field

[0001] This application relates to the field of rail train technology, specifically to a rail train frame control braking system and a rail train. Background Technology

[0002] The microcomputer-controlled direct-drive electro-pneumatic braking control system is an advanced rail transit braking technology with significant advantages such as stable performance, rapid response, and high integration. Employing a distributed control architecture, this system has been widely used in urban rail vehicles and suburban rail vehicles, providing reliable technical support for improving train operation safety and efficiency.

[0003] From the perspective of system structure, the microcomputer-controlled direct-drive braking control system is mainly divided into two types: vehicle control and bogie control. In vehicle control mode, each vehicle is equipped with a brake control unit (BCU) responsible for performing overall vehicle braking force management and fault isolation functions. In bogie control mode, an independent brake control unit is set on each bogie to achieve more precise bogie-level braking force adjustment and fault response.

[0004] The main air reservoir in the existing braking control system uses a manual drainage method, which is only performed during maintenance inside the depot. This method is difficult to meet the actual needs in extreme environments. In particular, the lack of timely and effective drainage methods in cold weather has become a key issue affecting the reliability of the braking control system, restricting the cold resistance and operational reliability of the braking system of rail vehicles, and causing the safe operation of rail vehicles in severe cold environments to be compromised.

[0005] Existing braking control systems are divided into two types: vehicle-controlled and frame-controlled.

[0006] The vehicle-controlled braking system equips each car with a brake control unit (BCU). Its core feature is that each car has its own independent BCU, responsible for managing the distribution and isolation of braking force. In vehicle-controlled mode, each car acts as an independent control node, interacting with the central control system via the train network communication system to achieve overall braking coordination of the train. When a fault is detected in a car, it can isolate the braking force of that car, ensuring the normal operation of the rest of the train. The bogie-controlled braking system equips each bogie with a brake control unit, enabling bogie-based braking force control. Its core feature is that the braking force control unit is decentralized from the vehicle level to the bogie level. Each bogie of each car has an independent brake control unit (BCU). By collecting real-time bogie status information and overall train commands, it controls and distributes the required braking force to each bogie. When a bogie fails, other bogies can respond quickly and compensate, thereby improving the overall safety and reliability of the train.

[0007] The existing parking brake tread brake unit has two different cylinders: a parking brake cylinder and a service brake cylinder. When the parking brake is released, the parking brake cylinder is filled with air to release the parking brake. When the parking brake is applied, the compressed air in the parking brake cylinder is discharged into the atmosphere through a solenoid valve. The spring force of the compression spring acts on the diaphragm, pushing the brake shoes to apply parking braking force to the wheel tread. To prevent the parking brake and service brake from overlapping when the vehicle is stationary, a two-way valve is used to prevent excessive braking force caused by the overlap of the service brake and parking brake, which could result in wheel scuffing.

[0008] Both the vehicle-controlled braking system and the frame-controlled braking system use manual drainage for the main air reservoir, which is only drained during maintenance in the depot. This method is difficult to meet the actual needs in extreme environments, especially in cold weather where the lack of timely and effective drainage methods has become a key issue affecting the reliability of the braking system.

[0009] Existing vehicle control braking system technology lacks flexibility and coordination in articulated vehicles. The articulated bogie is located at the junction of two vehicles, with each axle located in two different vehicles. The vehicle control braking system technology may cause asynchrony in controlling the articulated bogie, leading to control errors in the articulated bogie.

[0010] Existing vehicle-controlled braking systems and bogie-controlled braking systems use one set of brake air supply cylinders and auxiliary control modules per vehicle. When the vehicle module malfunctions, the brake system cannot fully achieve bogie-controlled mode, and neither parking braking nor regular braking can achieve isolation of individual bogies. Furthermore, if the anti-overlapping two-way valve used in the auxiliary control module for parking braking malfunctions, it will cause abnormal parking brake control function, potentially leading to wheelset abrasion.

[0011] The existing brake system's main air reservoir is manually drained, only during maintenance inside the depot. In extremely cold weather, with a large temperature difference between the inside and outside of the depot, the gas in the main air reservoir will liquefy into water droplets when leaving the depot. At this time, since manual drainage is not possible, water will condense or freeze in the brake system pipelines, affecting the performance of the brake system.

[0012] Therefore, the traditional frame-controlled braking system has a complex structure, which is a technical problem that urgently needs to be solved by those skilled in the art.

[0013] The information disclosed in the background section is only intended to enhance the understanding of the background of this application, and therefore may contain information that is not part of the prior art known to those skilled in the art. Summary of the Invention

[0014] This application provides a rail train control system and a rail train to solve the technical problem of complex structure in traditional rail train control systems.

[0015] According to a first aspect of the embodiments of this application, a bogie braking control system for a rail train is provided, the rail train having multiple bogies; the bogie braking control system includes: The main air reservoir A and the main air duct connected to it provide the air source required for braking of each vehicle of the rail train; Each bogie is equipped with an independent braking control module B00, and each control module includes a braking control unit B07, a braking air supply cylinder B04, an auxiliary braking control device B30 with a parking brake solenoid valve B09, and a service brake cut-off valve B05.

[0016] According to a second aspect of the embodiments of this application, a rail train is provided, including the above-described rail train frame control braking control system.

[0017] The embodiments of this application, by adopting the above technical solutions, have the following technical effects: The rail train control system of this application embodiment is a fully frame-controlled braking system. The air supply device generates air, which is stored in the main air cylinder A and provides the air required for the braking system of all vehicles through the main air pipe 1. Each bogie has an independent brake air supply cylinder B04, a brake control unit B07, an auxiliary brake control device B30, and a service brake cut-off valve B05, realizing complete frame control of the vehicle braking system. Moreover, the frame-controlled braking system has a simple structure. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 A schematic diagram of a rail train for setting up the frame control braking control system of the rail train according to an embodiment of this application; Figure 2 for Figure 1 The diagram shown is a partial view. Figure 3 for Figure 2 Another partial schematic diagram is shown; Figure 4 This is a schematic diagram of the braking control module B00 of the track train frame control braking control system according to an embodiment of this application; Figure 5 This is a schematic diagram of the brake control module B00 of the track train frame control braking system of this application being installed on the brake control module hanger; Figure 6 for Figure 5 A schematic diagram showing another angle; Figure 7 This is a schematic diagram illustrating the working principle of the parking brake solenoid valve B09 in the frame control braking system of a rail train according to an embodiment of this application. Figure 8 This is a schematic diagram of the main air cylinder A of the frame control braking control system of the rail train according to an embodiment of this application. Detailed Implementation

[0019] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0020] Example 1 like Figure 1 , Figure 2 , Figure 3 , Figure 4 As shown in the embodiment of this application, the track train has multiple bogies; the bogie control system includes: The main air reservoir A and the main air duct 1 connected to it provide the air source required for braking of each vehicle of the rail train; Each bogie is equipped with an independent braking control module B00, and each control module includes a braking control unit B07, a braking air supply cylinder B04, an auxiliary braking control device B30 with a parking brake solenoid valve B09, and a service brake cut-off valve B05.

[0021] The rail train control system of this application embodiment is a fully bogie-controlled braking system. The air supply device generates air, which is stored in the main air cylinder A and provides the air required for the braking system of all vehicles through the main air pipe 1. Each bogie has an independent brake air supply cylinder B04, a brake control unit B07, an auxiliary brake control device B30, a service brake cut-off valve B05, and a parking brake solenoid valve B09, realizing complete bogie control of the vehicle braking system. Moreover, the structure of the bogie-controlled braking system is simple.

[0022] like Figure 1 As shown, the two vehicles of the railcar are equipped with three bogies, each vehicle has an independent bogie, and the two vehicles share a single articulated bogie with an articulation device.

[0023] Each bogie has its own independent brake air supply cylinder B04, brake control unit B07, auxiliary brake control device B30, and service brake cut-off valve B05, achieving complete control of the vehicle's braking system.

[0024] During implementation, such as Figure 1 , Figure 2 , Figure 3 , Figure 4 As shown, the auxiliary braking control device B30 includes a filter B01, a shut-off valve B02, and a one-way valve B03; wherein: One port of the brake control module B00 is connected to the vehicle's main air duct to receive compressed air from the main air duct; The inlet of the filter B01 is connected to port 1 of the brake control module B00; the outlet of the filter B01 is then divided into two paths, one of which is sequentially connected to the shut-off valve B02 and the one-way valve B03. The compressed air output from the one-way valve B03 is divided into two paths. One path is the interface 1 of the brake air supply cylinder B04, the service brake cut-off valve B05, and the brake control unit B07, which are connected in sequence.

[0025] One port of the brake control module B00 is connected to the vehicle's main air duct for inputting compressed air into the brake control module B00. This enables the supply of air to the brakes in normal operation.

[0026] After being filtered by filter B01, one path is used by the brake control unit B07 to control the application and release of the brakes. That is, the interface 1 of filter B01, shut-off valve B02, one-way valve B03, brake air supply cylinder B04, service brake shut-off valve B05, and brake control unit B07 is used by brake control unit B07 to control the application and release of the brakes.

[0027] Each bogie is equipped with a separate brake air supply cylinder B04, which is isolated from the main air duct 1 by a shut-off valve B02 and a one-way valve B03, thus enabling each bogie to have relatively independent air supply.

[0028] The shut-off valve B02 is used to cut off the air supply to the main air direction brake control unit B07, and the one-way valve B03 ensures that the air from the brake air supply cylinder B04 is used only for brake control and does not flow to other air supply components.

[0029] The live contact cut-off valve B05 is used to cut off the brakes of this bogie and to report the valve status to the vehicle's monitoring system.

[0030] During implementation, such as Figure 4 As shown, a drain plug B04.1 is provided at the bottom of the brake air supply cylinder B04.

[0031] The drain plug B04.1 on the brake air supply cylinder B04 can discharge the condensate inside the cylinder.

[0032] During implementation, such as Figure 1 , Figure 2 , Figure 3 , Figure 4 As shown, the auxiliary braking control device B30 also includes a parking brake solenoid valve B09, a parking brake cut-off valve B11, and a pressure switch B22. The second of the two paths branching off from the compressed air output from the one-way valve B03 consists of the parking brake solenoid valve B09, the parking brake cut-off valve B11, the pressure switch B22, and the brake control unit B07, which are connected in sequence. Among them, the A2 port of the parking brake solenoid valve B09 and the interface 3 of the brake control unit B07 are connected in sequence; The parking brake solenoid valve B09's A3 port, parking brake cut-off valve B11, and brake control unit B07's interface 6 are connected in sequence. The pressure switch B22 is connected to the pipeline between the parking brake shut-off valve B11 and the interface 6 of the brake control unit B07. That is, the filter B01, shut-off valve B02, one-way valve B03, parking brake solenoid valve B09, parking brake shut-off valve B11, and interface 6 of the brake control unit B07 form a parking brake passage, thus enabling air supply for the parking brake.

[0033] The parking brake solenoid valve B09 is used to control the application and release of the brake; the parking brake cut-off valve B11 is used to connect and close the parking brake passage and to provide feedback on the valve status to the vehicle's monitoring system; the pressure switch B22 is used to monitor the application and release status of the parking brake.

[0034] In existing technologies, parking brake control is achieved using a bistable solenoid valve and a two-way valve. This application employs a parking brake solenoid valve B09 for control, eliminating the two-way valve and resulting in simpler control and higher stability.

[0035] Parking braking is achieved through parking brake solenoid valve B09. The exhaust port of parking brake solenoid valve B09 and the interface of parking brake cylinder are connected to the service brake cylinder of brake control unit B07 to realize the anti-overlap function control of parking braking and service braking, thereby improving system reliability.

[0036] During implementation, such as Figure 4 As shown, the auxiliary braking control device B30 includes: Overflow valve L01, pressure reducing valve L03, shut-off valve L05; the second air path of the two air paths after filter B01 leads to the bogie air spring for charging the air spring; the air spring charging passage is connected in sequence to overflow valve L01 which controls the air pressure, pressure reducing valve L03 which adjusts the air pressure, and shut-off valve L05 which controls the air path opening and closing. The pressure measuring point L04, used to test the pressure of compressed air, is connected to the pipeline between the pressure reducing valve L03 and the shut-off valve L05.

[0037] The other path after filter B01 leads to the bogie air springs, used to monitor vehicle load. The air spring charging path is sequentially connected to an overflow valve L01 (ensuring priority air supply to brake control), a pressure reducing valve L03 (adjusting air spring supply pressure), a pressure measuring point L04 (for testing compressed air pressure in this path), and a shut-off valve L05 (controlling the on / off of air spring supply). This achieves air supply to the air springs.

[0038] At this point, each bogie is equipped with a separate brake air supply cylinder B04, which is isolated from the main air pipe 1 by a cut-off valve B02 and a one-way valve B03; the air spring P of each bogie used to monitor the vehicle load is isolated from the main air pipe by a cut-off valve L05; thus enabling each bogie to have relatively independent air supply.

[0039] In the existing technology, there are at least three through pipes under the main air duct: air spring air supply pipe, brake air supply pipe, and parking brake air supply pipe.

[0040] In this application, the shut-off valve B02 and the one-way valve B03 installed between the filter B01 and the brake air supply cylinder B04 ensure that the air from the brake air supply cylinder B04 is used only for brake control and does not flow to other air supply components. Therefore, only one main air duct is needed to connect the central pipeline, meaning only one connecting pipe is required to connect to the air supply duct, instead of three connecting pipes. This results in a more centralized braking system and a higher degree of modularity.

[0041] Figure 4 This is a schematic diagram of the braking control module B00 of the track train's frame-controlled braking control system according to an embodiment of this application. The braking components are modularly arranged to form the braking control module B00. Compared with traditional frame-controlled braking installations in the prior art, the braking control module B00 of this application is more compact, has higher redundancy in its braking control principle, and is more reliable in its control system.

[0042] During implementation, such as Figure 2 As shown, an automatic heating system is installed inside the automatic drainage control valve f.

[0043] The automatic drainage control valve is equipped with an automatic heating system to prevent the control valve from freezing. It can achieve automatic control and can effectively and timely discharge condensate. It can better solve the problem of condensate precipitation and freezing caused by the high temperature inside the warehouse and the reduced water absorption capacity of the drying tower in extremely cold weather, as well as the rapid temperature drop after leaving the warehouse. It improves air quality and makes the air braking system more reliable.

[0044] During implementation, such as Figure 2 As shown, a manual drain plug g and an automatic drain control valve f are provided at the bottom of the main air cylinder A; The automatic drainage control valve f contains a solenoid valve.

[0045] The automatic drainage control valve f is equipped with a temperature sensor to monitor the ambient temperature and feed it back to the vehicle control system of the rail train. The vehicle control system determines the automatic drainage based on the temperature sensor readings under the following conditions: Scenario 1: The total air pressure is above the working pressure of the air compressor, the ambient temperature drops to below 0℃, the temperature difference of the ambient temperature drops by 10℃~20℃ within 1 minute, and automatic drainage is performed after 10 minutes. Scenario 2: When the total air pressure is above the working pressure of the air compressor, the ambient temperature drops below 0°C, and the temperature difference between the ambient temperature and the temperature drop within 1 minute is greater than 20°C, drainage should be carried out after 2 minutes.

[0046] By setting an automatic drainage control valve f, the automatic control of condensate drainage can be achieved, which can discharge condensate in a timely and effective manner. This can better solve the problems of reduced water absorption capacity of the drying tower due to high temperature inside the warehouse in extremely cold weather, and the inability to discharge condensate in a timely and effective manner due to rapid temperature drop after leaving the warehouse. In cold climates, condensate freezes, causing pipes and components to freeze, thus improving air quality and making the air braking system more reliable.

[0047] An automatic drainage control valve f is added to the main air cylinder to drain the main air cylinder during extremely cold winter weather and when the preset drainage condition is met.

[0048] like Figure 4 As shown, the brake control unit B07 is mainly used for brake management and control. The advantage of the brake control unit B07 is that it can be flexibly installed on modules depending on the form of the bogie control unit. Interface 1 of the brake control unit B07 is used for brake air supply input; interfaces 2 and 3 monitor the pressure of the two brake cylinders on the bogie, respectively; interfaces 4 and 5 are used to monitor the pressure of the two air springs; interface 6 is generally used for monitoring parking pressure or acquiring the total air pressure signal.

[0049] Figure 5 This is a schematic diagram of the brake control module B00 of the track train frame control system of this application mounted on the brake control module hanger.

[0050] During implementation, such as Figure 5 As shown and Figure 6 The frame control braking system also includes: A brake control module hanger is provided, wherein the brake air supply cylinder B04 is located in the middle of the brake control module hanger, the brake control unit B07 and the auxiliary brake control device B30 are suspended at both ends of the brake control module hanger, and the service brake cut-off valve B05 is located between the brake control unit B07 and the brake air supply cylinder B04.

[0051] The brake air supply cylinder B04 is designed in the middle of the brake control module hanger and is fixed to the brake control module hanger by the air cylinder sling. The outlet faces the equipment end, making the connection more convenient. At the same time, the modular design facilitates later installation and greatly improves production efficiency.

[0052] The auxiliary braking control device B30 and the braking control unit B07 are designed at both ends of the braking control module hanger, with the housing facing the outside of the vehicle body, making maintenance and operation easier.

[0053] Figure 7 This is a schematic diagram illustrating the working principle of the parking brake solenoid valve B09 in the track train frame control braking system of this application embodiment.

[0054] like Figure 7 As shown, when the parking brake solenoid valve B09 is not energized, that is, when the parking brake is released, the compressed air connection from the brake air supply cylinder B04 to the control interface A4 is cut off. At this time, the air passage between the compressed air interface A1 of the brake air supply cylinder B04 and the parking brake cylinder interface A3 is opened, and the path between interface A2 and interface A3 is cut off. Compressed air flows from the brake air supply cylinder into the parking brake cylinder, the parking brake cylinder is charged with air, and the parking brake is released. When the parking brake solenoid valve B09 is energized, the parking brake is applied. Compressed air is controlled to enter port A4 from the brake air supply cylinder B04. Compressed air port A1 of the brake air supply cylinder B04 is closed, while the air passage between ports A2 and A3 is open. If the service brake is not applied at this time, the compressed air in the parking brake cylinder is discharged to the atmosphere through the brake control unit B07 connected to port A2, thus venting the parking brake cylinder and applying the parking brake. If the vehicle applies the brakes at this time, the compressed air in the parking brake cylinder flows into the parking brake cylinder through ports A2 / A3 of the parking brake solenoid valve B09. The entry of the service brake compressed air into the parking brake cylinder at this time alleviates some of the parking brake pressure, preventing excessive braking force caused by the superposition of service brake and parking brake. Compared to the existing combination of a bistable solenoid valve and a two-way valve for the parking brake, this design is simpler and the control is more stable and reliable.

[0055] The parking brake solenoid valve B09 has two states: either interfaces A1 and A3 are open (parking brake released), or interfaces A2 and A3 are open (parking brake applied). Interface A2 is connected to the brake control unit B07 (pin 3), and exhaust is performed through the exhaust passage of the brake control unit B07 (controlled by the internal valve body).

[0056] Anti-overlap is also achieved through this process: the parking brake is applied by exhaust. Since the parking brake is applied by exhaust, if the vehicle applies the service brake at this time, it will inflate the parking brake cylinder, which will relieve some of the spring force of the parking brake and achieve the anti-overlap function.

[0057] Figure 8 This is a schematic diagram of the main air cylinder A of the track train's frame control braking control system according to an embodiment of this application. Figure 8 As shown, the main air cylinder A is suspended at the main air cylinder hanger. The bottom of the main air cylinder A has an automatic drainage control valve f. The main air cylinder A has an air inlet and an air outlet.

[0058] The present application discloses a railcar frame control braking system that can be applied to the braking control system of articulated vehicles operating in countries and regions with extremely cold weather. Its parking braking control and automatic drainage control can also be applied to the air braking system of other rail vehicles.

[0059] The railcar braking control system disclosed in this application has significant technical advantages: Each bogie is equipped with an independent air supply system and brake control unit, which not only improves the redundancy and reliability of the system, but also avoids the impact of a single bogie failure on the operation of the whole vehicle.

[0060] By optimizing the piping structure and reducing the number of components, this system reduces potential failure points and significantly improves the system's simplicity, maintainability, and space utilization.

[0061] In addition, this invention innovatively introduces an automatic drainage function, which can effectively solve the problem of pipeline freezing caused by condensation in extremely cold environments, ensure the stable operation of the braking system in cold climates, and further improve the overall safety and reliability of the rail vehicle.

[0062] In the description of this application and its embodiments, it should be understood that the terms "top", "bottom", "height", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0063] In this application and its embodiments, unless otherwise expressly specified and limited, the terms "set," "install," "connect," "link," "fix," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0064] In this application and its embodiments, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0065] The foregoing disclosure provides many different embodiments or examples for implementing different structures of this application. To simplify the disclosure, specific examples of components and arrangements are described above. Of course, these are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, examples of various specific processes and materials are provided in this application, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0066] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0067] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A braking control system for a railcar, characterized in that, The railcar has multiple bogies; the bogie control system includes: The main air reservoir A and the main air pipe (1) connected to it provide the air source required for braking of each vehicle of the rail train; Each bogie is equipped with an independent braking control module B00, and each control module includes a braking control unit B07, a braking air supply cylinder B04, an auxiliary braking control device B30 with a parking brake solenoid valve B09, and a service brake cut-off valve B05. The auxiliary braking control device B30 includes a filter B01, a shut-off valve B02, and a one-way valve B03; in: One port of the brake control module B00 is connected to the vehicle's main air duct to receive compressed air from the main air duct; The inlet of the filter B01 is connected to port 1 of the brake control module B00; the outlet of the filter B01 is then divided into two paths, one of which is sequentially connected to the shut-off valve B02 and the one-way valve B03. The compressed air output from the one-way valve B03 is divided into two paths, one of which is the interface 1 of the brake air supply cylinder B04, the normal brake cut-off valve B05, and the brake control unit B07 connected in sequence. The auxiliary braking control device B30 also includes a parking brake solenoid valve B09, a parking brake cut-off valve B11, and a pressure switch B22. The second of the two paths branching off from the compressed air output from the one-way valve B03 consists of the parking brake solenoid valve B09, the parking brake cut-off valve B11, the pressure switch B22, and the brake control unit B07, which are connected in sequence. Among them, the A2 port of the parking brake solenoid valve B09 and the interface 3 of the brake control unit B07 are connected in sequence; The parking brake solenoid valve B09's A3 port, parking brake cut-off valve B11, and brake control unit B07's interface 6 are connected in sequence. The pressure switch B22 is connected to the pipeline between the parking brake cut-off valve B11 and the interface 6 of the brake control unit B07; The auxiliary braking control device B30 includes: Overflow valve L01, pressure reducing valve L03, shut-off valve L05; the second air path of the two air paths after the filter leads to the bogie air spring; the air spring charging passage is connected in sequence to overflow valve L01 which controls the air pressure, pressure reducing valve L03 which adjusts the air pressure, and shut-off valve L05 which controls the air path opening and closing to charge the air spring. The pressure measuring point L04, used to test the pressure of compressed air, is connected to the pipeline between the pressure reducing valve L03 and the shut-off valve L05. The bottom of the main air cylinder A is equipped with a manual drain plug g and an automatic drain control valve f; The automatic drainage control valve f is equipped with a solenoid valve. The automatic drainage control valve f is equipped with a temperature sensor to monitor the ambient temperature and feed it back to the vehicle control system of the rail train. The vehicle control system makes a judgment based on the temperature of the temperature sensor.

2. The track train frame control and braking control system according to claim 1, characterized in that, Automatic drainage will be activated in the following situations: Scenario 1: The total air pressure is above the working pressure of the air compressor, the ambient temperature drops to below 0℃, the temperature difference of the ambient temperature drops by 10℃~20℃ within 1 minute, and automatic drainage is performed after 10 minutes. Scenario 2: When the total air pressure is above the working pressure of the air compressor, and the ambient temperature drops below 0°C, and the temperature difference between the ambient temperature and the temperature drop within 1 minute is greater than 20°C, drainage should be carried out after 2 minutes.

3. The railcar brake control system of claim 1, wherein, An automatic heating system is installed inside the automatic drainage control valve f.

4. The railcar brake control system of claim 1, wherein, The bottom of the brake air supply cylinder B04 is provided with a drain plug B04.

1.

5. The track train frame control braking control system according to claim 1, characterized in that, Also includes: A brake control module hanger is provided, wherein the brake air supply cylinder B04 is located in the middle of the brake control module hanger, the brake control unit B07 and the auxiliary brake control device B30 are suspended at both ends of the brake control module hanger, and the service brake cut-off valve B05 is located between the brake control unit B07 and the brake air supply cylinder B04.

6. A rail vehicle, characterized in that Includes the frame control braking control system as described in any one of claims 1 to 5.

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