Rail vehicle, rail system and maintenance control method of rail vehicle

Abstract

The invention provides a rail vehicle, a rail system and a maintenance control method of the rail vehicle. The rail vehicle comprises a vehicle main body comprising an access door frame; one end of the access door is hinged to the access door frame; the opening and closing mechanism comprises a first driving piece, the first driving piece is telescopic, and the two ends of the first driving piece are hinged to the access door frame and the access door respectively; the locking device comprises a lock catch which is arranged on the access door; the locking driving piece is arranged on the access door frame, and the locking driving piece is provided with a telescopic piston rod; the transmission part is in transmission connection with the piston rod, a spring bolt structure is arranged on the transmission part, and the locking driving part is suitable for driving the transmission part to drive the spring bolt to be separably matched with the lock catch. According to the railway vehicle, the maintenance efficiency can be improved, the locking safety can be ensured, intelligent interaction and automatic control are achieved, and the railway vehicle is adaptive to diversified operation modes.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of rail transit, in particular to a rail vehicle, a rail system and a rail vehicle maintenance control method. BACKGROUND

[0002] With the development of intelligent operation and maintenance technology, especially the application of machine vision inspection, train-ground wireless communication and automatic control technology, rail vehicle maintenance has an urgent need for an efficient, safe and interactive automatic opening and closing system.

[0003] The existing opening and closing system of the maintenance door on the skirt plate of the rail vehicle is manual. During daily maintenance of the rail vehicle, the maintenance door needs to be manually opened first, and then the equipment under the vehicle can be checked and repaired. After the check and repair are completed, the maintenance door is manually locked again. By manually opening and locking, the maintenance personnel need to manually operate multiple mechanical locks and gas spring devices after the vehicle is stopped, which is time-consuming and has safety hazards. In addition, there is a problem of missed locking or locking out of position. SUMMARY

[0004] The present application provides a rail vehicle, a rail system and a rail vehicle maintenance control method, which can realize automatic opening and closing of the maintenance door through the first driving member, and realize automatic locking and releasing of the maintenance door through the locking device.

[0005] In a first aspect, the present application provides a rail vehicle, comprising: a vehicle body comprising a maintenance door frame; a maintenance door, one end of the maintenance door being hingedly connected to the maintenance door frame; an opening and closing mechanism, comprising: a first driving member, the first driving member being telescopic, both ends of the first driving member being hingedly connected to the maintenance door frame and the maintenance door respectively; a locking device, comprising: a lock catch provided on the maintenance door; a locking driving member provided on the maintenance door frame, the locking driving member having a telescopic piston rod; a transmission member in transmission connection with the piston rod, the transmission member being provided with a lock tongue structure, and the locking driving member being adapted to drive the transmission member to drive the lock tongue to be separably matched with the lock catch.

[0006] The rail vehicle provided by the present application can realize automatic opening and closing of the maintenance door through the automatic telescoping of the first driving member, thereby improving the daily maintenance efficiency. On the other hand, the locking driving member is provided on the maintenance door frame, and the lock catch is provided on the maintenance door. The locking driving member is adapted to drive the transmission member to drive the lock tongue to be separably matched with the lock catch, thereby improving the automatic operation and maintenance level.

[0007] In some embodiments, the locking device further comprises a mounting seat arranged on the access door frame, the locking driving member is fixed to the mounting seat, the transmission member is formed as a transmission shaft which is rotatably arranged on the mounting seat; a side wall of the transmission shaft is further provided with a force transmission structure extending in a radial direction, the force transmission structure abuts against the piston rod along an axial direction of the piston rod, an axis of the transmission shaft is perpendicular to an axis of the piston rod, and the locking driving member drives the transmission shaft to rotate through the force transmission structure so as to drive the lock tongue structure to separably cooperate with the lock catch.

[0008] In some embodiments, the mounting seat is provided with a rotating support which is arranged in a radial direction of the transmission shaft and is spaced apart from the locking driving member, and the transmission shaft is rotatably arranged on the rotating support.

[0009] In some embodiments, the rail vehicle further comprises an elastic reset member, one end of the elastic reset member is connected to the mounting seat, and the other end of the elastic reset member is connected to the transmission shaft.

[0010] In some embodiments, the transmission shaft is further provided with a detection rod, and the locking device further comprises a travel switch, the detection rod is separably in contact with the travel switch, and the travel switch is used to detect an opening and closing state of the access door.

[0011] In some embodiments, the locking device is two, and the two locking devices are arranged in a length direction of the access door frame and are spaced apart.

[0012] In some embodiments, the rail vehicle further comprises an electronic lock device, the electronic lock device comprises an electronic lock body and the electronic lock catch, the electronic lock body is provided with the electronic lock catch, the electronic lock body is arranged on the access door, and the electronic lock catch is arranged on the access door frame. In this way, the electronic lock device can be unlocked and locked through an electric driving mode, the automation of the access door locking is realized, and the automation and intelligent level of the train is improved.

[0013] In some embodiments, the rail vehicle further comprises a handle arranged on the access door, the handle is movable relative to the access door frame, the handle is in transmission connection with the electronic lock body, the electronic lock device has an electric unlocking mode and a manual unlocking mode, in the electric unlocking mode, the electronic lock catch and the electronic lock body are unlocked or locked through an electric driving mode, and in the manual unlocking mode, the electronic lock catch and the electronic lock body are unlocked or locked through the handle.

[0014] In some embodiments, the first driving member includes a driving cylinder; the rail vehicle further includes: a pneumatic control module, the pneumatic control module including: an air source; a first air path, the first air path including a first pipeline and a first pressure reducing valve and a first regulating valve disposed on the first pipeline, the two ends of the first pipeline being connected to the air source and the locking driving member respectively; a second air path, the second air path including a second pipeline and a second pressure reducing valve and a second regulating valve disposed on the second pipeline, the two ends of the second pipeline being connected to the air source and the driving cylinder respectively.

[0015] In some embodiments, there are two drive cylinders, and the second pipeline includes: a main pipe, a second pressure reducing valve disposed on the main pipe, and the main pipe being connected to the air source; two primary branch pipes corresponding to the drive cylinders, and multiple primary branch pipes being connected to the main pipe through the second regulating valve; and two secondary branch pipes corresponding to the primary branch pipes, each group including two secondary branch pipes, and the secondary branch pipes in each group being connected to the corresponding primary branch pipe and the two drive cylinders respectively.

[0016] In some embodiments, the pneumatic control module further includes: two speed control valves corresponding to the primary branch pipes, wherein the speed control valves are disposed on the corresponding primary branch pipes.

[0017] In some embodiments, the first regulating valve is a two-position three-way valve, and the second regulating valve is a two-position five-way valve; the pneumatic control module further includes a silencer, and both the first regulating valve and the second regulating valve are connected to a silencer.

[0018] In some embodiments, pressure detection points are respectively provided on the first pipeline, the primary branch pipe, and the secondary branch pipe, and the pressure detection points are used to detect the pressure of the corresponding pipeline.

[0019] In some embodiments, the pneumatic control module further includes: a gas supply pipe connected to the gas source; a switch valve disposed on the gas supply pipe; and the first pipeline and the second pipeline are both connected to the gas source through the gas supply pipe.

[0020] In some embodiments, pressure switches are provided on the first pipeline, the primary branch pipe, and the secondary branch pipe, respectively.

[0021] In some embodiments, the rail vehicle further includes an electronic control module, which includes a door controller. The door controller is electrically connected to a limit switch, an electronic lock device, and a pressure switch, respectively. The door controller is used to acquire feedback signals from any one of the limit switch, the electronic lock device, and the pressure switch, and to control the working state of the first drive member, the electronic lock device, and the locking drive member.

[0022] In some embodiments, the vehicle body includes a driver's cab, and a central control button is provided in the driver's cab. The central control button is used to send an opening command or a closing command to the door controller. The door controller controls the working state of the first drive unit, the electronic lock device, and the locking drive unit according to the opening command or closing command of the central control button; and / or, a local control button is provided outside the vehicle body and around the maintenance door frame. The local control button is used to send an opening command or a closing command to the door controller. The door controller controls the working state of the first drive unit, the electronic lock device, and the locking drive unit according to the opening command or closing command of the local control button.

[0023] In some embodiments, the rail vehicle further includes a safety edge sensor disposed on the edge of the inspection door to detect whether there are foreign objects at the connection between the inspection door and the inspection door frame.

[0024] In some embodiments, the rail vehicle further includes: an on-board signaling system disposed on the vehicle body for acquiring external communication signals and locating the rail vehicle.

[0025] In some embodiments, the rail vehicle further includes a train control and management system disposed on the vehicle body for issuing zero-speed signals.

[0026] Secondly, this application provides a track system, including: a ground signaling system for communicating with the onboard signaling system of the track vehicle.

[0027] The track system provided in this application communicates with the on-board signal system of the track vehicle through the ground signal system, thereby improving the level of interaction between the systems and realizing intelligent operation and maintenance of the track vehicle.

[0028] Thirdly, this application provides a maintenance control method for rail vehicles, comprising the following steps:

[0029] Obtain an opening or closing command; control the opening / closing mechanism to open the maintenance door according to the opening command, and / or control the opening / closing mechanism to close the maintenance door according to the closing command.

[0030] The maintenance control method for rail vehicles provided in this application first obtains an opening or closing command, and then controls the opening and closing mechanism to open or close the maintenance door according to the opening or closing command, thereby realizing automated control of the opening and closing of the maintenance door.

[0031] In some embodiments, obtaining the door opening command or door closing command includes: when the ground signal system detects a door opening signal or door closing signal issued by the maintenance system, the vehicle signal system issues a door opening command or door closing command based on the feedback signal from the ground signal system; and / or, triggering the door opening command or door closing command via a central control button; and / or, triggering the door opening command or door closing command via a local control button. Attached Figure Description

[0032] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0033] Figure 1 A schematic diagram of the opening and closing structure of the access door provided in this application;

[0034] Figure 2 A schematic diagram of the pneumatic clamping device provided in this application;

[0035] Figure 3 This is a schematic diagram of the gas path principle provided in this application;

[0036] Figure 4 The intelligent door opening control flowchart provided in this application;

[0037] Figure 5 The centralized door opening control flowchart provided in this application;

[0038] Figure 6 The intelligent door closing control flowchart provided in this application;

[0039] Figure 7 The centralized door closing control flowchart provided in this application;

[0040] Figure 8 A flowchart of the maintenance control method for rail vehicles provided in this application.

[0041] 1000 - Rail vehicles;

[0042] 1-Vehicle body; 11-Inspection door frame;

[0043] 2-Inspection door;

[0044] 3- Opening and closing mechanism;

[0045] 31-First driving component; 311-Driving cylinder;

[0046] 32 - Locking device;

[0047] 321-Lock; 322-Locking drive component; 323-Transmission component; 324-Mounting base; 325-Force transmission structure; 326-Piston rod; 327-Lock tongue; 328-Rotating bracket; 329-Elastic reset component; 330-Detection rod; 331-Limit switch; 332-Drive shaft;

[0048] 4-Electronic lock device; 41-Electronic lock body; 42-Electronic lock latch;

[0049] 5-Clasp hands;

[0050] 6-Pneumatic control module; 60-Pneumatic circuit board; 61-Pneumatic source; 62-First gas path; 63-Second gas path; 64-Speed ​​control valve; 65-Silencer; 66-Pressure detection point; 67-Pneumatic supply pipe; 68-Switch valve; 69-Pressure switch;

[0051] 621 - First pipeline; 622 - First pressure reducing valve; 623 - First regulating valve;

[0052] 631 - Second pipeline; 632 - Second pressure reducing valve; 633 - Second regulating valve;

[0053] 631a - Main supervisor; 631b - First-level branch supervisor; 631c - Second-level branch supervisor;

[0054] 661 - Pressure detection point one; 662 - Pressure detection point two; 663 - Pressure detection point three;

[0055] 691 - First pressure switch; 692 - Second pressure switch; 693 - Third pressure switch;

[0056] 7-Safety edge sensor.

[0057] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0058] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0059] With the development of intelligent operation and maintenance technology, especially the application of machine vision inspection, vehicle-to-ground wireless communication and automated control technology, the maintenance of monorail vehicles has put forward an urgent need for efficient, safe and interactive automatic opening and closing systems.

[0060] Currently, the existing maintenance door opening and closing system for monorail vehicles is manual. During routine maintenance, the maintenance door must be manually opened before the equipment underneath can be inspected, and then manually locked again. This manual opening and locking requires maintenance personnel to operate multiple mechanical locks and gas spring devices after the vehicle has come to a complete stop, resulting in long maintenance times, low efficiency, safety hazards, and the possibility of missed locks or incomplete locking. Furthermore, the existing manual maintenance door opening and closing system suffers from insufficient automation and intelligent interaction; it cannot adapt to machine vision-based maintenance scenarios, cannot interact with the maintenance system, and cannot respond to the opening and closing requests of the intelligent platform.

[0061] Considering the aforementioned factors, this application provides a rail vehicle, a rail system, and a maintenance control method for the rail vehicle. In the rail vehicle, because the first driving component is retractable and its two ends are hinged to the maintenance door frame and the maintenance door respectively, the automatic opening and closing of the maintenance door can be achieved through the automatic extension and retraction of the first driving component, improving daily maintenance efficiency. On the other hand, a locking driving component is located on the maintenance door frame, and a latch is located on the maintenance door. The ventilation and exhaust of the locking driving component cause the piston rod to extend upwards and retract downwards, thereby driving the rotation of the transmission component. Simultaneously, the transmission component has a locking tongue structure, thus enabling automatic locking and automatic disengagement of the locking tongue and latch, improving the level of automated operation and maintenance.

[0062] The following describes a rail vehicle 1000 according to a first aspect embodiment of this application.

[0063] Combination Figure 1 , Figure 2 and Figure 3 The rail vehicle 1000 can be a monorail vehicle, a double-rail vehicle, or other types of rail vehicles.

[0064] The rail vehicle 1000 includes: a vehicle body 1, a maintenance door 2, and an opening and closing mechanism 3. The vehicle body 1 includes a maintenance door frame 11. One end of the maintenance door 2 is hinged to the maintenance door frame 11. The "one end" of the maintenance door 2 refers to the edge of one side of the maintenance door. The hinge means that the maintenance door 2 is connected to the maintenance door frame 11 through a hinge, allowing them to rotate relative to each other under certain conditions.

[0065] The inspection door 2 refers to an openable door on the skirt of a rail vehicle, used for inspecting and maintaining equipment and components under the vehicle. The rail vehicle can be a monorail train in a rail transit system; the skirt is a component located between the rail vehicle body and the track, typically at the bottom of the rail vehicle; the inspection door frame 11 is usually installed on the side or bottom of the rail vehicle, and the inspection door 2 can be selected as a rail vehicle skirt; the inspection door 2 and the inspection door frame 11 are hinged, allowing them to rotate and open. Thus, maintenance personnel can enter the space inside the skirt or at the bottom through the inspection door 2 to perform necessary inspections, cleaning, maintenance, and repairs.

[0066] The opening and closing mechanism 3 includes a first driving member 31 and a locking device 32. The first driving member 31 is telescopic, and its two ends are respectively hinged to the maintenance door frame 11 and the maintenance door 2. The hinge refers to the mechanical structure that connects the maintenance door frame 11 and the maintenance door 2 with a hinge, allowing the maintenance door 2 to rotate relative to each other within a limited range. The longitudinal beams refer to the longitudinal beams located on both sides of the maintenance door frame 11. The first driving member 31 is installed on the longitudinal beams on both sides of the maintenance door frame 11. The installation point and tilt angle need to be determined according to the size, weight and other parameters of the maintenance door. The first driving member 31 realizes the automatic opening and closing of the maintenance door 2 and supports the opened maintenance door 2.

[0067] The locking device 32 includes a latch 321 (not shown in the figure), a locking drive 322, and a transmission component 323. The latch 321 is located on the access door 2 and can be installed on both sides of the bottom of the access door. The locking drive 322 is located on the access door frame 11 and has a retractable piston rod 326. The locking drive 322 includes a drive cylinder, motor, or electromagnetic device. The transmission component 323 is connected to the piston rod 326 and has a locking tongue 327. The locking drive 322 is adapted to drive the transmission component 323 to detach and engage the locking tongue 327 with the latch 321. The transmission component can be a belt drive, chain drive, gear drive, pneumatic drive, hydraulic drive, etc.

[0068] For example, when the locking drive 322 is vented, the piston rod 326 extends upward. Since the transmission member 323 is connected to the piston rod 326 and has a locking tongue 327, the locking tongue 327 is rotated, causing it to contact the latch 321. Alternatively, the locking drive 322 can be replaced by a drive motor or an electromagnetic device, which drives the rotating shaft to rotate, thus eliminating the first pipeline 62 and simplifying the air path system.

[0069] The rail vehicle 1000 provided in this application, on the one hand, since the first drive member 31 is telescopic and its two ends are respectively hinged to the maintenance door frame 11 and the maintenance door 2, the automatic opening and closing of the maintenance door 2 can be realized through the automatic extension and retraction of the first drive member 31, thereby improving the efficiency of daily maintenance; on the other hand, the locking drive member 322 is provided on the maintenance door frame 11 and the latch 321 is provided on the maintenance door 2. The ventilation and exhaust of the locking drive member 322 cause the piston rod 326 to extend upward and retract downward, thereby driving the rotation of the transmission member 323. At the same time, the transmission member 323 has a locking tongue 327 structure, so the locking tongue 327 and the latch 321 can be automatically locked and automatically separated, thereby improving the level of automated operation and maintenance.

[0070] In some embodiments, the locking device 32 further includes a mounting base 324, which is disposed on the access door frame 11. The locking drive member 322 is fixed to the mounting base 324, and the transmission member 323 is formed as a transmission shaft 332, which is rotatably disposed on the mounting base 324. The side wall of the transmission shaft 332 is also provided with a force transmission structure 325 extending radially along the transmission shaft. The force transmission structure 325 abuts against the piston rod 326 along the axial direction of the piston rod 326. The axis of the transmission shaft 332 is perpendicular to the axis of the piston rod 326, and the transmission shaft 332 extends away from the piston rod 326 along the axis of the transmission shaft 332. The locking drive member 322 drives the transmission shaft 332 to rotate through the force transmission structure 325, so as to drive the locking tongue 327 structure to engage with the latch 321 in a separable manner.

[0071] The mounting base 324 can be a rectangular plate. For safety reasons and to prevent scratching workers, the rectangular plate can be chamfered. The inspection door frame 11 is usually installed on the side or bottom of the rail vehicle.

[0072] Thus, through the interaction between the piston rod 326, the force transmission structure 325, the drive shaft 332, and the locking tongue structure, the contact and separation between the locking tongue structure and the latch 321 are achieved. Moreover, the overall structure is relatively simple and has a low manufacturing cost.

[0073] Alternatively, the structure of the latch 327 and the buckle 321 can be optimized through digital modeling, simulation analysis, engineering calculations, etc., or wear-resistant and high-strength materials can be used to reduce friction loss, further improve the applicability and durability of the clamping device, and reduce the maintenance cost of long-term use.

[0074] In some embodiments, the mounting base 324 is provided with a rotating bracket 328, which is radially spaced from the locking drive member 322 along the transmission shaft 332. The transmission shaft 332 is rotatably mounted on the rotating bracket 328. The rotating bracket 328 may be an elongated plate with a circular hole, and the plate material may be steel, specifically wear-resistant steel. The rotating bracket 328 allows the transmission shaft 332 to rotate radially within the circular hole, but does not allow axial movement of the transmission shaft 332, and provides sufficient support for the transmission shaft 332.

[0075] In some embodiments, the rail vehicle 1000 further includes an elastic reset member 329, one end of which is connected to the mounting base 324, and the other end is connected to the drive shaft 332. When the locking drive is venting or venting, the rotation of the drive shaft 332 requires overcoming the force of the elastic reset member 329, ensuring the accuracy of the drive shaft's rotation position and preventing problems caused by loose components leading to misalignment between the locking tongue and the latch.

[0076] Among them, the elastic reset component 329 can be a spring, which can be a multi-stage progressive return spring, so that the locking force is dynamically adjusted with the closing angle of the inspection door, further improving the applicability and durability of the clamping device and reducing maintenance costs.

[0077] For example, when the locking drive 322 releases air, the piston rod 326 retracts downward, and the drive shaft 332 rotates under the force of the elastic reset member 329, thereby separating the latch 327 from the latch 321. Since the latch 327 is located on the drive shaft 332, the drive shaft 332 is located on the mounting base 324, the mounting base 324 is located on the maintenance door frame 11, and the latch 321 is located on the maintenance door 2, the separation of the latch 327 from the latch 321 will cause the maintenance door frame 11 to separate from the maintenance door 2, thereby achieving the effect of automatic door opening.

[0078] In some embodiments, the drive shaft 332 is further provided with a detection rod 330, and the locking device 32 further includes a limit switch 331. The detection rod 330 and the limit switch 331 are in separable contact, and the limit switch 331 is used to detect the opening and closing status of the access door 2.

[0079] For example, when the locking drive 322 is ventilated, the piston rod 326 extends upward, driving the force transmission structure 325. Since the force transmission structure 325 is fixed together with the drive shaft 332, the drive shaft 332 overcomes the elastic force of the elastic reset member 329 and rotates with the force transmission structure 325. The drive shaft 332 is fixedly connected to the latch 327, thus driving the latch 327 to rotate, thereby causing the latch 327 to contact the latch 321. At the same time, the drive shaft 332 drives the detection rod 330 to rotate, thereby triggering the limit switch 331. At this time, the limit switch 331 indicates that the access door 2 is in the closed state.

[0080] For example, when the locking drive 322 vents, the piston rod 326 retracts downward, and the drive shaft 332 rotates under the force of the elastic reset member 329, thereby separating the locking tongue 327 from the latch 321. At the same time, the drive shaft 332 drives the detection rod 330 to rotate, thereby triggering the limit switch 331. At this time, the limit switch 331 indicates that the access door 2 is in the open state.

[0081] Thus, the detection rod 330 drives the limit switch to open and close, and the opening and closing of the limit switch reflects the opening and closing status of the maintenance door. In this way, even if the staff is not on site, they can determine the opening and closing status of the maintenance door 2 by observing the opening and closing status of the limit switch.

[0082] In some embodiments, there are two locking devices 32, which are spaced apart along the length of the access door frame 11. Alternatively, the two locking devices 32 can be installed on the bottom crossbeam of the access door frame 11, spaced apart along the length of the crossbeam. By providing two locking devices 32, the force exerted by the locking devices 32 on the access door is more even, thus better ensuring the mechanical locking between the access door 2 and the access door frame 11.

[0083] In some embodiments, the rail vehicle 1000 further includes an electronic lock device 4, wherein the electronic lock device 4 includes an electronic lock body 41 and an electronic latch 42. The electronic lock body 41 is provided with the electronic latch 42. The electronic lock body 41 is located on the inspection door 2, and the electronic latch 42 is located on the inspection door frame 11. Optionally, the electronic lock body 41 is installed in the middle of the bottom of the inspection door 2, and the electronic latch 42 is installed in the middle of the bottom crossbeam of the inspection door frame 11. In this way, the locking and unlocking of the inspection door 2 can be automated, improving the level of automation in maintenance.

[0084] In some embodiments, the rail vehicle 1000 further includes a handle 5 disposed on the inspection door 2, the handle 5 being movable relative to the inspection door frame 11, and the handle 5 being tactilely connected to the electronic lock body 41.

[0085] The electronic lock device 4 has both electric and mechanical unlocking functions, and features both electric and manual unlocking modes. It integrates a microswitch to detect the locking / unlocking status. In electric unlocking mode, the electronic latch 42 and the electronic lock body 41 are unlocked or locked electrically. In manual unlocking mode, the mechanical unlocking mechanism is located at the handle 5, and the electronic latch 42 and the electronic lock body 41 are unlocked or locked by the handle 5.

[0086] Optionally, an infrared sensor or pressure sensor can be added to the electronic lock's microswitch to verify the locking status from multiple dimensions. This confirms the effectiveness of the locking, improves the reliability of locking status detection, and avoids false alarms caused by microswitch malfunctions.

[0087] In this way, electric unlocking can improve the efficiency of locking and unlocking the maintenance door 2 in daily maintenance work, while manual unlocking can ensure the safety and reliability of unlocking. Especially in some emergency situations, such as when electronic components inside the rail vehicle are damaged, manual unlocking can be used to lock and unlock the maintenance door 2, thereby improving reliability.

[0088] In some embodiments, the first driving member 31 includes a driving cylinder 311 or an electric strut. The first driving member 31 may be a driving cylinder 311, which may be electrically driven or manually driven. The driving cylinder 311 is an end-lock cylinder with a lock on the rod side and a manual unlocking knob to ensure that the opened access door will not close accidentally. When the rodless end of the driving cylinder 311 is inflated and the rod end is deflated, the access door 2 is opened; when the rod end of the driving cylinder 311 is inflated and the rodless end is deflated, the access door 2 is closed.

[0089] Optionally, the drive cylinder 311 can be replaced by an electric strut. The number of rotations of the access door 2 when it is fully open can be detected by a Hall sensor, and the stroke is calculated by the door controller. A maximum stroke limit is set inside the strut, and a limit switch 331 can also be installed at the opening position of the access door 2 for auxiliary detection. The electric strut has a mechanical self-locking function to ensure that the opened access door 2 will not close accidentally. Position locks can also be installed on both sides of the access door 2 for auxiliary locking. Obstacle detection is achieved through motor current detection; when the motor current suddenly changes, the anti-pinch function is triggered. Using an electric strut eliminates the need for the second air path 63, simplifying the air path system, reducing maintenance complexity, and providing higher motor control precision and faster response speed.

[0090] Combination Figure 3 The rail vehicle 1000 also includes a pneumatic control module 6, which is installed on the pneumatic circuit board 60. The pneumatic control module 6 includes: a pneumatic source 61, a first pneumatic circuit 62, and a second pneumatic circuit 63.

[0091] The first air passage 62 includes a first pipe 621 and a first pressure reducing valve 622 and a first regulating valve 623 disposed on the first pipe 621. The two ends of the first pipe 621 are respectively connected to the air source 61 and the locking drive member 322. The air source 61 refers to the source that provides gas to the first air passage and the second air passage.

[0092] The second air passage 63 includes a second pipe 631 and a second pressure reducing valve 632 and a second regulating valve 633 disposed on the second pipe 631. The two ends of the second pipe 631 are respectively connected to the air source 61 and the drive cylinder 311.

[0093] In this way, the air supply 61 and the first air passage 62 enable the locking drive component 322 to be vented and vented; the air supply 61 and the second air passage 63 enable the drive cylinder 311 to be vented and vented.

[0094] In some embodiments, there are two drive cylinders 311, which are respectively located on the longitudinal beams on both sides of the inspection door frame 11.

[0095] The second pipeline 631 includes a main pipe 631a, a primary branch pipe 631b, and a secondary branch pipe 631c. The main pipe 631a is connected to the gas source 61, and a second pressure reducing valve 632 is located on the main pipe 631a. There are two primary branch pipes 631b, each corresponding to one of the two drive cylinders 311. Multiple primary branch pipes 631b are connected to the main pipe 631a via a second regulating valve 633. There are two sets of secondary branch pipes 631c, each corresponding to one of the two primary branch pipes 631b. Each set of secondary branch pipes 631c includes two secondary branch pipes 631c, and each set of secondary branch pipes 631c is connected to its corresponding primary branch pipe 631b and the two drive cylinders 311. Thus, the second pipeline 631 reduces, regulates, and silences the gas supplied by the gas source 61, thereby driving the drive cylinders 311.

[0096] In some embodiments, the pneumatic control module 6 further includes two speed control valves 64, each corresponding to one of the two primary branch pipes 631b, and the speed control valves 64 are disposed on the corresponding primary branch pipes 631b. This enables the inspection door 2 to have a speed regulation function when opening and closing.

[0097] In some embodiments, the first regulating valve 623 is a two-position three-way valve, and the second regulating valve 633 is a two-position five-way valve. The pneumatic control module 6 also includes a silencer 65. The two-position three-way valve controls the opening and closing of the pneumatic valve by controlling the energization and de-energization of a single coil, thereby controlling the locking device 32. The two-position five-way valve controls the opening and closing of the pneumatic valve by controlling the energization and de-energization of two coils, thereby controlling the first driving component. The core difference between the two-position three-way valve and the two-position five-way valve lies in the number of channels, the type of electrical control, and the application scenario. The two-position three-way valve has three channels and can be used in a single electrical control scenario to control a single-acting pneumatic actuator. The two-position five-way valve has five channels and can be used in a single electrical control or dual electrical control scenario. It is designed specifically for double-acting pneumatic actuators and can achieve bidirectional motion control.

[0098] Both the first regulating valve 623 and the second regulating valve 633 are connected to a muffler 65 to reduce the operating noise of the first regulating valve 623 and the second regulating valve 633. At the same time, the first regulating valve 623 is used to regulate the locking drive component 322, thereby regulating the locking device 32; the second regulating valve 633 is used to regulate the drive cylinder 311, thereby regulating the first drive component 31 to realize the opening and closing of the maintenance door 2.

[0099] In some embodiments, pressure detection points 66 (not shown in the figure) are provided on the first pipeline 621, the primary branch 631b, and the secondary branch 631c, respectively, namely pressure detection point one 661, pressure detection point two 662, and pressure detection point three 663. The pressure detection points 66 are used to detect the pressure of the corresponding pipelines, thereby ensuring that the pipeline pressure of the first pipeline 621, the primary branch 631b, and the secondary branch 631c is always within a safe and stable value range.

[0100] In some embodiments, the pneumatic control module 6 further includes an air supply pipe 67 and a switching valve 68, wherein the air supply pipe 67 is connected to the air source 61; the switching valve 68 is disposed on the air supply pipe 67; the first pipeline 621 and the second pipeline 631 are both connected to the air source 61 through the air supply pipe 67. Therefore, the air supply pipe 67 provides air to the pneumatic control module 6, and the switching valve 68 changes the air supply state of the pneumatic control module 6.

[0101] In some embodiments, pressure switches 69 (not shown in the figure) are provided on the first pipeline 621, the primary branch 631b, and the secondary branch 631c. The specific locations are as follows: the first pressure switch 691 is located on the first pipeline 621 and is located further away from the air source 61 than the first regulating valve 623; the second pressure switch 692 is located on the primary branch 631b and is located further away from the air source 61 than the speed regulating valve 64; and the third pressure switch 693 is located on the secondary branch 631c.

[0102] Pressure switches 692 on the primary branch pipe 631b and 693 on the secondary branch pipe 631c are used to provide feedback on the pressure status of the drive cylinder 311. Different pressure statuses of the drive cylinder 311 correspond to the opening and closing status of the access door. Pressure switch 69 on the first pipeline 621 provides feedback on the pressure status of the locking drive component 322. Different pressure statuses of the locking drive component 322 indicate the locking status. In this way, the pressure statuses of the drive cylinder 311 and the locking drive component 322 can be fed back through pressure switches 69, thereby providing feedback on the opening, closing, and locking status of the access door.

[0103] In some embodiments, the rail vehicle 1000 may further include an electronic control module, which includes a door controller. The door controller is electrically connected to a limit switch 331, an electronic lock device 4, and a pressure switch 69, respectively. The door controller is used to acquire feedback signals from any one of the limit switch 331, the electronic lock device 4, and the pressure switch 69, and to control the operating states of the first drive member 31, the electronic lock device 4, and the locking drive member 322. This enables automatic opening and closing of the rail vehicle maintenance door 2, real-time monitoring of the locking status of the maintenance door 2, and automatic tightening and releasing of the automatic tightening device, thus improving the safety of the skirt panel.

[0104] In some embodiments, the vehicle body 1 includes a driver's cab, which is equipped with a central control button. The central control button is used to send opening or closing commands to the door controller. The door controller controls the operating status of the first drive unit 31, the electronic lock device 4, and the locking drive unit 322 according to the opening or closing commands from the central control button. The central control button is a manually operated button located in the driver's cab, capable of opening or closing the maintenance doors of the entire rail vehicle. Therefore, issuing opening or closing commands via the central control button is suitable for personnel close to the driver's cab to open the doors, or for the driver to open the maintenance doors of the entire rail vehicle, thus simplifying the operation process and saving maintenance time.

[0105] A self-control button is provided on the exterior of the vehicle body 1 and around the maintenance door frame 11. This button is used to send opening or closing commands to the door controller. The door controller controls the operation of the first drive unit 31, the electronic lock device 4, and the locking drive unit 322 according to the opening or closing commands from the self-control button. Each self-control button can only open one maintenance door at a time. When only a single maintenance door 2 needs to be opened, or when the vehicle is far from the driver's cab, the maintenance door can be opened or closed using this self-control button.

[0106] In some embodiments, the rail vehicle 1000 further includes a safety edge sensor 7, which is disposed on the edge of the inspection door 2 to detect whether there are foreign objects at the connection between the inspection door 2 and the inspection door frame 11. When a foreign object is detected, the inspection door 2 will stop closing and open. After one cycle, if a foreign object is still detected, the inspection door 2 will remain open. This ensures the safety of maintenance personnel, avoids pinching injuries, and improves maintenance safety.

[0107] Optionally, when the drive cylinder 311 is replaced by an electric strut, the safety edge sensor 7 can be simultaneously removed. Obstacle detection and anti-pinch are achieved by monitoring the motor current; when the motor current suddenly changes, the anti-pinch function is activated. The dimensions, driving force, and installation position of the electric strut are determined based on the specific dimensions and weight of the skirt door.

[0108] Optionally, an infrared ranging sensor can be added to the safety edge sensor 7 to achieve dual protection of contact detection and distance warning. When the infrared sensor detects an approaching obstacle, it will slow down or stop the movement of the maintenance door 2 in advance. This can significantly reduce the risk of pinching and improve the safety of passengers and maintenance personnel.

[0109] In some embodiments, the rail vehicle 1000 further includes an on-board signaling system (not shown in the figure), which is located on the vehicle body 1 and is used to acquire external communication signals and locate the rail vehicle.

[0110] In some embodiments, the rail vehicle 1000 further includes a train control and management system, which is located on the vehicle body 1, wherein the train control and management system can be used to issue zero-speed signals.

[0111] The orbital system of the second aspect of this application is described below.

[0112] The track system includes the rail vehicle 1000 and the ground signaling system, wherein the ground signaling system is used for communication connection with the onboard signaling system of the rail vehicle 1000. The train control and management system is the core control system of the rail vehicle, and is generally located in the electronic equipment area of ​​the driver's cab console.

[0113] In this way, the ground signaling system, onboard signaling system, train control and management system, and maintenance system can interact, and display status and fault information and provide early warnings on the screen. The ground signaling system provides protection against door opening, and the maintenance system controls door opening and closing. The maintenance system is typically located in the maintenance dispatch center, which is responsible for equipment maintenance, fault handling, and operational coordination, including equipment status monitoring, maintenance plan development, and emergency response.

[0114] For example, in a robotic inspection scenario, rail vehicles require intelligent door opening. After the vehicle returns to the depot, the maintenance system generates a maintenance task and issues a door opening command. Upon receiving the door opening command from the maintenance system, the ground signaling system transmits it to the onboard signaling system. The ground signaling system identifies the vehicle's position and issues a permission signal only if the vehicle is in the depot and stationary. The train control and management system issues a zero-speed signal. The door controller will unlock the electronic lock only if all three signals—the permission signal, the door opening command, and the zero-speed signal—are satisfied.

[0115] For example, in situations where it is necessary to open the maintenance door 2 of the entire rail vehicle, the operator can press the central control button in the driver's cab to issue an opening command. The door controller will only unlock the electronic lock when all three signals are satisfied: the ground signal system issues a permission signal, the central control button issues the opening command, and the train control and management system issues a zero-speed signal.

[0116] The track system described in this application enables interaction between the ground signaling system, the onboard signaling system, the track vehicle control and management system, and the maintenance system, thereby responding to the opening and closing requirements of the maintenance door 2; it monitors the locking status of the maintenance door 2 in real time to avoid problems with incomplete locking; and it can also control the opening and closing of the maintenance door 2 of the entire track vehicle via a button, improving daily maintenance efficiency. In this way, intelligent operation and maintenance of monorail vehicles can be fully realized.

[0117] The following describes a maintenance control method for rail vehicles according to a third aspect of this application.

[0118] Combination Figure 1 , Figure 2 , Figure 3 and Figure 8 The maintenance and control method for rail vehicle 1000 includes the following steps:

[0119] S1, obtain the door opening command or door closing command;

[0120] To obtain the door opening command, specifically, in robotic inspection mode, the rail vehicle needs to intelligently open its doors. After the vehicle returns to the depot, the maintenance system at the maintenance dispatch center generates a maintenance task and issues a door opening command. Upon receiving the door opening command from the maintenance system, the ground signaling system transmits it to the onboard signaling system. The ground signaling system issues a permission command; that is, the ground signaling system identifies the vehicle's position and issues a permission signal only if the vehicle is in the depot and stationary. The train control and management system on the rail vehicle issues a zero-speed signal. Optionally, the door opening command can be issued via the centralized door opening button in the driver's cab or via the door opening button near the maintenance door.

[0121] To obtain the door closing command, specifically, after maintenance is completed, the maintenance system issues a door closing command. Upon receiving this command, the ground signal system transmits it to the vehicle-mounted signal system, which then issues its own door closing command. Optionally, the door closing command can be issued via the centralized door opening button in the driver's cab, or via the door opening button near the maintenance door.

[0122] S2 controls the opening and closing mechanism 3 to open the maintenance door 2 according to the door opening command; controls the opening and closing mechanism 3 to close the maintenance door 2 according to the door closing command.

[0123] The door controller controls the opening and closing mechanism 3 to open the maintenance door 2 according to the door opening command. Specifically, the door controller will only control the electronic lock to be energized and unlocked, and the first regulating valve 623 to be de-energized when all three signals—the door opening command, the permission command, and the zero-speed signal—are satisfied. The electronic lock will then return a locked state. The clamping device will release air, and the maintenance door will be released from its clamping position. The pressure switch 691 on the first pipeline 621 will provide feedback on the status of the locking drive 322, and the clamping device will provide feedback on its clamping status. Based on the feedback status, the door controller determines that the maintenance door 2 has been unlocked, the clamping device has been released, and the second regulating valve 633 has been energized. The rodless end of the drive cylinder 311 will be inflated, and the rod end will be vented, thereby controlling the maintenance door 2 to open. The pressure switch 692 on the first-level branch pipe 631b and the pressure switch 693 on the second-level branch pipe 631c will provide feedback on the pressure status of the drive cylinder 311. Based on the feedback signals, the controller determines that the maintenance door is open.

[0124] According to the closing command, the opening and closing mechanism 3 closes the maintenance door 2. Specifically, after receiving the closing command, the door controller de-energizes the second regulating valve 633, inflates the rod end of the drive cylinder 311, and deflates the rodless end. The drive cylinder 311 drives the maintenance door to close, and controls the pressure switch 692 on the first-level branch pipe 631b and the pressure opening valve 693 on the second-level branch pipe 631c to provide feedback on the pressure status of the drive cylinder 311. The electronic lock body contacts the electronic lock latch 42, automatically locks, and provides feedback on the locked status. Based on the feedback signal, the controller determines that the door is closed and energizes the first regulating valve 623. The pneumatic pressing device inflates, and the maintenance door 2 is pressed down. The pressure opening valve 691 on the first pipeline 621 provides feedback on the air pressure status of the locking drive component 322, and the pneumatic pressing device provides feedback on the pressing status. Based on the feedback status, the controller determines that the maintenance door is pressed down.

[0125] The maintenance control method for the rail vehicle 1000 disclosed in this application is applicable to multi-mode operation and supports intelligent control, centralized control, local control, and manual operation. It improves maintenance efficiency while meeting the operational needs of different scenarios.

[0126] Combination Figure 4 and Figure 5In some embodiments, the obtained door opening command includes: when the ground signal system detects a door opening signal issued by the maintenance system, the vehicle signal system issues a door opening command based on the feedback signal from the ground signal system; triggering the door opening command via the central control button; or triggering the door opening command via the local control button.

[0127] Intelligent door opening refers to the process where, when the ground signaling system detects a rail vehicle 1000, the onboard signaling system issues a door opening command based on feedback from the ground signaling system. The control process is as follows: After the vehicle returns to the depot, the maintenance system at the maintenance dispatch center generates a maintenance task and issues a door opening command. The ground signaling system receives the door opening command from the maintenance system and sends feedback to the onboard signaling system. The onboard signaling system then issues a door opening command based on the feedback from the ground signaling system; the ground signaling system issues a permission signal, wherein the ground signaling system identifies the vehicle's position, and issues the permission signal only if the vehicle is in the maintenance depot and stationary; the rail vehicle control and management system issues a zero-speed signal.

[0128] The door controller will only energize and unlock the electronic lock, de-energize the first regulating valve 623, and return the electronic lock to its locked state when all three signals—the permission signal, the door opening command, and the zero-speed signal—are satisfied. The clamping device will release air, releasing the clamping pressure on the maintenance door. The pressure switch 691 on the first pipeline 621 provides feedback on the status of the locking drive 322, and the clamping device provides feedback on its clamping status. Based on the feedback, the door controller determines that the maintenance door 2 has been unlocked, the clamping device has been released, and the second regulating valve 633 has been energized. The rodless end of the drive cylinder 311 is inflated, and the rod end is vented, thereby controlling the opening of the maintenance door. The pressure switch 692 on the first-level branch pipe 631b and the pressure switch 693 on the second-level branch pipe 631c provide feedback on the pressure status of the drive cylinder 311. Based on the feedback signals, the controller determines that the maintenance door is open.

[0129] Thus, this intelligent door opening method can be adapted to intelligent operation and maintenance scenarios such as machine vision inspection, but it is difficult to meet the intelligent upgrade needs of future rail transit.

[0130] The centralized control door opening system, triggered by a central control button, requires manual operation to open all the maintenance doors on the rail vehicle. Aside from this, the centralized control door opening process is identical to the intelligent door opening control process. This improves the opening efficiency of all maintenance doors 2 on the entire train, saving maintenance and repair time.

[0131] Locally controlled door opening is triggered by a local control button. This button can be located near maintenance door 2, and only one maintenance door 2 can be opened at a time. Otherwise, the local control opening process is identical to the centralized control opening process. This improves the opening efficiency of a single maintenance door 2.

[0132] Alternatively, the door can be opened manually. First, close the switch valve 68; then pull the handle 5 to manually unlock the electronic lock; continue to lift the inspection door 2 upwards using the handle 5 until the drive cylinder 311 locks. Manual opening is suitable for emergency situations, such as when electrical control components are damaged, allowing for quick and efficient opening of the inspection door 2 for repairs, thereby ensuring the safety of the rail vehicle.

[0133] Combination Figure 6 and Figure 7 In some embodiments, obtaining the door closing command includes: when the ground signal system detects a door closing signal issued by the maintenance system, the vehicle signal system issues a door closing command based on the feedback signal from the ground signal system; triggering the door closing command via the central control button; or triggering the door closing command via the local control button.

[0134] Intelligent door closing refers to the process where, when the ground signaling system detects a problem with the rail vehicle 1000, the onboard signaling system issues a door closing command based on feedback signals from the ground signaling system. The control process is as follows:

[0135] The maintenance system sends a door-closing command to the ground signal system, and the vehicle-mounted signal system sends a door-closing command based on the feedback signal from the ground signal system. Upon receiving the door-closing command, the door controller de-energizes the second regulating valve 633, inflates the rod end of the drive cylinder 311, and deflates the rodless end, causing the drive cylinder 311 to close the maintenance door. It also controls the pressure switch 692 on the first-stage branch pipe 631b and the pressure opening valve 693 on the second-stage branch pipe 631c to provide feedback on the pressure status of the drive cylinder 311. The electronic lock body contacts the electronic lock latch 42, automatically locking and providing feedback on the locked status. Based on the feedback signal, the controller determines that the door is closed and energizes the first regulating valve 623. The pneumatic clamping device inflates, applying pressure to the maintenance door 2. The pressure opening valve 691 on the first pipeline 621 provides feedback on the air pressure status of the locking drive component 322, and the pneumatic clamping device provides feedback on the clamping status. Based on the feedback status, the controller determines that the maintenance door is clamped.

[0136] In this way, the intelligent door closing method can simplify the operation process, save maintenance time, and can be adapted to intelligent operation and maintenance scenarios such as machine vision inspection.

[0137] The centralized control door closing system, triggered by a centralized control button, requires manual operation to close all maintenance doors 2 on the rail vehicles. Aside from this, the centralized control door closing process is identical to the intelligent door closing process. This improves the closing efficiency of all maintenance doors 2 on the train, saving maintenance and repair time.

[0138] Local control door closing is triggered by a local control button. This button is located near maintenance door 2 and can only open one maintenance door 2 at a time. Otherwise, the local control door closing process is identical to the centralized control door closing process. This improves the closing efficiency of a single maintenance door 2.

[0139] Alternatively, the door can be closed manually. First, close the switch valve 68, then manually unlock the cylinder knob on the operating end to unlock the cylinder. Pull the maintenance door handle 5 to gently close the maintenance door 2 until the electronic lock engages. Manual closing is suitable for emergency situations, such as when electrical control components fail, allowing for quick and efficient closure of the maintenance door 2, thereby ensuring the safety of the rail vehicle.

[0140] In addition, wireless remote control opening and closing functionality can be optionally added. A wireless communication module, such as Bluetooth or 4G, can be integrated into the electrical control module, supporting remote control of the access door 2 via remote control or mobile terminal. After user authorization is verified, specific personnel are allowed to operate it remotely. This further enhances operational flexibility and is suitable for complex maintenance scenarios.

[0141] Finally, it should be noted that other embodiments of this application will readily conceive of by those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this invention is limited only by the appended claims.

Claims

1. A rail vehicle, characterized in that, include: The main body of the vehicle, including the inspection door frame; An inspection door, one end of which is hinged to the inspection door frame; Opening and closing mechanisms, including: A first driving member, which is telescopic, has two ends hinged to the inspection door frame and the inspection door, respectively. Locking device, including: A latch is provided on the access door; A locking drive is provided on the inspection door frame, and the locking drive has a retractable piston rod; A transmission component is connected to the piston rod, and the transmission component is provided with a locking tongue structure. The locking drive component is adapted to drive the transmission component to make the locking tongue and the latch separable and cooperate.

2. The rail vehicle according to claim 1, characterized in that, The locking device further includes: Mounting base, the mounting base is disposed on the inspection door frame, the locking drive member is fixed to the mounting base, the transmission member is formed as a transmission shaft, and the transmission shaft is rotatably disposed on the mounting base; The side wall of the drive shaft is also provided with a radially extending force transmission structure. The force transmission structure abuts against the piston rod along the axial direction of the piston rod. The axis of the drive shaft is perpendicular to the axis of the piston rod. The locking drive member drives the drive shaft to rotate through the force transmission structure, so as to drive the locking tongue structure and the locking tongue latch to be separably engaged.

3. The rail vehicle according to claim 2, characterized in that, The mounting base is provided with a rotating bracket, and the rotating bracket and the locking drive are arranged radially spaced along the transmission shaft, and the transmission shaft is rotatably mounted on the rotating bracket.

4. The rail vehicle according to claim 2, characterized in that, Also includes: An elastic reset component, one end of which is connected to the mounting base and the other end of which is connected to the drive shaft.

5. The rail vehicle according to claim 2, characterized in that, The drive shaft is also equipped with a detection rod. The locking device further includes a limit switch, wherein the detection rod is detachably in contact with the limit switch, and the limit switch is used to detect the open / closed state of the access door.

6. The rail vehicle according to any one of claims 1-5, characterized in that, There are two locking devices, which are spaced apart along the length of the inspection door frame.

7. The rail vehicle according to any one of claims 1-5, characterized in that, Also includes: An electronic lock device includes an electronic lock body and an electronic latch. The electronic lock body is provided with an electronic latch. The electronic lock body is located on the access door, and the electronic latch is located on the access door frame.

8. The rail vehicle according to claim 7, characterized in that, Also includes: A handle is provided on the inspection door, the handle is movable relative to the inspection door frame, and the handle is throttle-connected to the main body of the electronic lock; The electronic lock device has an electric unlocking mode and a manual unlocking mode. In the electric unlocking mode, the electronic lock buckle and the electronic lock body are unlocked or locked by electric drive. In the manual unlocking mode, the electronic lock buckle and the electronic lock body are unlocked or locked by the handle.

9. The rail vehicle according to claim 1, characterized in that, The first driving component includes a driving cylinder; The rail vehicle further includes: a pneumatic control module, the pneumatic control module comprising: Gas source; The first air path includes a first pipeline and a first pressure reducing valve and a first regulating valve disposed on the first pipeline. The two ends of the first pipeline are respectively connected to the air source and the locking drive. The second air passage includes a second pipeline and a second pressure reducing valve and a second regulating valve disposed on the second pipeline. The two ends of the second pipeline are respectively connected to the air source and the drive cylinder.

10. The rail vehicle according to claim 9, characterized in that, There are two drive cylinders, and the second pipeline includes: The main pipe is connected to the gas source via the second pressure reducing valve. The primary branch pipe consists of two corresponding to the drive cylinder, and multiple primary branch pipes are connected to the main pipe through the second regulating valve; The secondary branch pipe consists of two groups corresponding to the primary branch pipe. Each group includes two secondary branch pipes, and the secondary branch pipes in each group are connected to the primary branch pipe and the two drive cylinders respectively.

11. The rail vehicle according to claim 10, characterized in that, The pneumatic control module also includes: two speed control valves, corresponding to the first-level branch pipe, with the speed control valves located on the corresponding first-level branch pipe.

12. The rail vehicle according to claim 10, characterized in that, The first regulating valve is a two-position three-way valve, and the second regulating valve is a two-position five-way valve; The pneumatic control module also includes a silencer, and both the first regulating valve and the second regulating valve are connected to a silencer.

13. The rail vehicle according to claim 10, characterized in that, Pressure detection points are respectively provided on the first pipeline, the primary branch pipe, and the secondary branch pipe, and the pressure detection points are used to detect the pressure of the corresponding pipeline.

14. The rail vehicle according to claim 9, characterized in that, The pneumatic control module also includes: A gas supply pipe, connected to the gas source; A switching valve is located on the gas supply pipe; Both the first pipeline and the second pipeline are connected to the gas source through the gas supply pipe.

15. The rail vehicle according to claim 10, characterized in that, Pressure switches are respectively installed on the first pipeline, the first-level branch pipe, and the second-level branch pipe.

16. The rail vehicle according to claim 1, characterized in that, Also includes: The electronic control module includes: A door controller is electrically connected to a limit switch, an electronic lock device, and a pressure switch, respectively. The door controller is used to acquire feedback signals from any one of the limit switch, the electronic lock device, and the pressure switch, and to control the working state of the first drive unit, the electronic lock device, and the locking drive unit.

17. The rail vehicle according to claim 16, characterized in that, The vehicle body includes a driver's cab, and a central control button is provided in the driver's cab. The central control button is used to send an opening command or a closing command to the door controller. The door controller controls the working status of the first drive unit, the electronic lock device and the locking drive unit according to the opening command or closing command of the central control button. And / or, The vehicle body is equipped with a control button on its exterior and around the maintenance door frame. The control button is used to send an opening or closing command to the door controller. The door controller controls the working status of the first drive unit, the electronic lock device, and the locking drive unit according to the opening or closing command of the control button.

18. The rail vehicle according to claim 1, characterized in that, Also includes: A safety edge sensor is provided at the edge of the inspection door to detect whether there are foreign objects at the connection between the inspection door and the inspection door frame.

19. The rail vehicle according to claim 1, characterized in that, Also includes: The vehicle-mounted signaling system, located on the main body of the vehicle, is used to acquire external communication signals and locate the rail vehicle.

20. The rail vehicle according to claim 1, characterized in that, Also includes: The train control and management system is located on the main body of the vehicle and is used to issue zero-speed signals.

21. A track system, characterized in that, include: The rail vehicle as described in any one of claims 1-20; A ground signaling system for communicating with the onboard signaling system of the rail vehicle.

22. A maintenance control method for rail vehicles, characterized in that, Includes the following steps: Get the door open or door close command; The opening and closing mechanism is controlled to open the maintenance door according to the opening command, and / or the opening and closing mechanism is controlled to close the maintenance door according to the closing command.

23. The maintenance control method for rail vehicles according to claim 22, characterized in that, The process of obtaining the door opening or closing command includes: When the ground signal system detects an open or close signal issued by the maintenance system, the vehicle signal system issues an open or close command based on the feedback signal from the ground signal system. And / or, The door opening or closing command is triggered via the central control button; and / or, The door can be opened or closed by pressing the button on this device.

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