An auxiliary braking device for multi-unit articulated vehicles

Abstract

This invention relates to the field of braking systems for urban rail transit vehicles, specifically disclosing an auxiliary braking device for multi-unit articulated vehicles. The device includes an air circuit board housed within a mounting box, with multiple air circuit interfaces for connecting to external air circuits. The auxiliary braking assembly comprises multiple valve components, all integrated and mounted on the air circuit board, and connected to the multiple air circuit interfaces via internal air circuits. Integrating all valve components into a single air circuit board and encapsulating it within the mounting box forms an independent modular unit. This effectively improves the overall integration level, greatly simplifies piping and installation on the top of the vehicle unit, reduces potential leakage points, and enhances the overall reliability, sealing, and environmental protection capabilities of the system. Furthermore, the device can be installed as a single module on the top of the first and last cars, achieving standardized functional layout and facilitating mass production, testing, and subsequent maintenance.

Description

Technical Field

[0001] This invention relates to the field of braking system technology for urban rail transit vehicles, and in particular to an auxiliary braking device for multi-unit articulated vehicles. Background Technology

[0002] Multi-car articulated vehicles are a relatively new type of vehicle in urban rail transit in recent years. They typically use a three-car configuration, and their core advantages lie in their large passenger capacity and small turning radius. These vehicles generally employ air braking systems, allowing drivers to perform various braking functions such as service braking and parking braking by pressing the brake pedal or corresponding buttons. Air braking systems typically require several key functions, including low total air pressure monitoring, brake pedal pressure protection limiting, emergency braking, standby braking, parking braking, and standby brake impact rate limiting, to ensure driving safety and reliable braking performance.

[0003] Traditional pneumatic braking systems suffer from complex installation of brake valve components and cumbersome piping layouts, which inconveniences installation, routine inspection, and maintenance, extending repair time and increasing maintenance costs. Furthermore, the complex installation and piping layout can increase the overall system weight and reduce response speed, potentially impacting vehicle braking performance and driving safety.

[0004] Therefore, there is an urgent need for an auxiliary braking device for multi-unit articulated vehicles to solve the above problems. Summary of the Invention

[0005] The purpose of this invention is to provide an auxiliary braking device for multi-unit articulated vehicles, which can effectively improve the degree of integration, so as to facilitate installation and subsequent inspection and maintenance.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] This invention provides an auxiliary braking device for a multi-car articulated vehicle. The multi-car articulated vehicle includes at least three vehicle units, which are connected in series via an articulation mechanism to form a train formation in the longitudinal direction. In the longitudinal direction, the first vehicle unit is the lead car, and the last vehicle unit is the tail car. The auxiliary braking device is installed on the top of the lead car and the tail car. The auxiliary braking device includes:

[0008] Installation box;

[0009] An air circuit board is disposed inside the mounting box, and the air circuit board has multiple air circuit interfaces for connecting to external air circuits.

[0010] An auxiliary braking assembly includes multiple valve components, all of which are integrated and mounted on the air circuit board and connected to multiple air circuit interfaces through the internal air circuit of the air circuit board.

[0011] As a preferred technical solution for the auxiliary braking device of the aforementioned multi-unit articulated vehicle, the air circuit board is provided with a main air input interface, and the auxiliary braking component includes an auxiliary air supply cut-off valve, a filter and a one-way valve. The auxiliary air supply cut-off valve, the filter and the one-way valve are sequentially connected through the internal air circuit of the air circuit board and connected to the main air input interface to form an auxiliary air supply pipeline.

[0012] As a preferred technical solution for the auxiliary braking device of the aforementioned multi-unit articulated vehicle, the auxiliary braking assembly further includes an emergency braking pressure reducing valve, an adjustable stopcock, and an emergency braking solenoid valve. The input end of the emergency braking pressure reducing valve is connected to the output end of the auxiliary air supply pipeline. The air circuit board also has an emergency braking output interface. The output end of the emergency braking pressure reducing valve is connected to the emergency braking output interface in sequence via the adjustable stopcock and the emergency braking solenoid valve.

[0013] As a preferred technical solution for the auxiliary braking device of the aforementioned multi-unit articulated vehicle, the air circuit board is provided with a first pressure measuring point, which is located between the adjustable choke and the emergency brake solenoid valve, and the first pressure measuring point is used to detect and adjust the setting value of the emergency brake pressure reducing valve.

[0014] As a preferred technical solution for the auxiliary braking device of the aforementioned multi-unit articulated vehicle, the auxiliary braking assembly further includes a parking brake pressure reducing valve, a stopcock, and a parking brake solenoid valve. The input end of the parking brake pressure reducing valve is connected to the output end of the auxiliary air supply pipeline. The air circuit board also has a parking brake cylinder input interface. The output end of the parking brake pressure reducing valve is connected to the parking brake cylinder input interface in sequence via the stopcock and the parking brake solenoid valve.

[0015] As a preferred technical solution for the auxiliary braking device of the aforementioned multi-unit articulated vehicle, the air circuit board is further provided with a second pressure measuring point. The second pressure measuring point is located between the constriction and the parking brake solenoid valve, and the second pressure measuring point is used to detect and adjust the setting value of the parking brake pressure reducing valve.

[0016] As a preferred technical solution for the auxiliary braking device of the aforementioned multi-unit articulated vehicle, the auxiliary braking assembly further includes a brake pedal pressure reducing valve, a shuttle valve, and a relay valve. The air circuit board also has a first vehicle brake pedal input interface, a last vehicle brake pedal output interface, a brake cylinder output interface, and a brake pedal air supply output interface. The two input ends of the shuttle valve are respectively connected to the first vehicle brake pedal input interface and the last vehicle brake pedal output interface. The output end of the shuttle valve is connected to the brake cylinder output interface via the relay valve and the output end of the auxiliary air supply pipeline. The input end of the brake pedal pressure reducing valve is connected to the brake cylinder output interface, and the output end of the brake pedal pressure reducing valve is connected to the brake pedal air supply output interface. The air circuit board also has a third pressure measuring point, which is used to detect and adjust the setting value of the brake pedal pressure reducing valve.

[0017] As a preferred technical solution for the auxiliary braking device of the aforementioned multi-unit articulated vehicle, the air circuit board is also provided with a backup brake output interface, which is connected to the relay valve.

[0018] As a preferred technical solution for the auxiliary braking device of the aforementioned multi-unit articulated vehicle, the auxiliary braking assembly further includes a low total air pressure switch, which is connected to the auxiliary air supply pipeline and is used to monitor the total air pressure value. The air circuit board is also provided with a fourth pressure measuring point, which is used to detect and adjust the setting value of the low total air pressure switch.

[0019] As a preferred technical solution for the auxiliary braking device of the aforementioned multi-unit articulated vehicle, the mounting box includes a box body and a box door, the box door is rotatably connected to the box body, the box body has an opening, and the box door is used to open or close the opening.

[0020] The beneficial effects of this invention are as follows:

[0021] This invention provides an auxiliary braking device for multi-car articulated vehicles. The multi-car articulated vehicle includes at least three vehicle units, which are connected in series via an articulation mechanism to form a train formation in the longitudinal direction. In the longitudinal direction, the first vehicle unit is the lead car, and the last vehicle unit is the tail car. The auxiliary braking device is installed on the top of the lead car and the tail car. The auxiliary braking device includes: a mounting box, an air circuit board, and an auxiliary braking assembly. The air circuit board is disposed in the mounting box and has multiple air circuit interfaces for connecting to external air circuits. The auxiliary braking assembly includes multiple valve components, which are all integrated and installed on the air circuit board and are connected to the multiple air circuit interfaces through the internal air circuit of the air circuit board. This configuration integrates all valve components into a single air circuit board and encapsulates it in a mounting box, thus forming an independent modular unit. This effectively improves the overall integration level, greatly simplifies the piping and installation work on the top of the vehicle unit, reduces potential leakage points, and improves the overall reliability, sealing, and environmental protection capabilities of the system. At the same time, the device can be installed as a whole module on the top of the first and last vehicles, achieving a standardized layout of functions, which facilitates mass production, testing, and subsequent inspection and maintenance. Attached Figure Description

[0022] Figure 1 A schematic diagram of the auxiliary braking device for multi-unit articulated vehicles provided by the present invention;

[0023] Figure 2 This is a schematic diagram of the auxiliary braking assembly and air circuit board provided by the present invention;

[0024] Figure 3 A schematic diagram of the air circuit of the auxiliary braking component provided by the present invention.

[0025] in:

[0026] 1. Mounting box; 101. Box body; 102. Box door;

[0027] 2. Air circuit board; 201. Air circuit interface; 21. Main air input interface; 22. Emergency brake output interface; 23. Parking brake cylinder input interface; 24. First vehicle brake pedal input interface; 25. Last vehicle brake pedal output interface; 26. Brake air cylinder output interface; 27. Brake pedal air supply output interface; 28. Backup brake output interface;

[0028] 3. Auxiliary air supply shut-off valve; 4. Filter; 5. Check valve; 6. Emergency brake pressure reducing valve; 7. Adjustable stopcock; 8. Emergency brake solenoid valve; 9. First pressure measuring point; 10. Parking brake pressure reducing valve; 11. Stopcock; 12. Parking brake solenoid valve; 13. Second pressure measuring point; 14. Brake pedal pressure reducing valve; 15. Shuttle valve; 16. Relay valve; 17. Third pressure measuring point; 18. Total air pressure low pressure switch; 19. Fourth pressure measuring point; 20. Connector. Detailed Implementation

[0029] Embodiments of the present invention are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0030] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for 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. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions.

[0031] Unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to fixed connections or detachable connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and connections within two components or interactions between two components. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0032] Unless otherwise expressly specified and limited, "above" or "below" a 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 a second feature includes the first feature 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" of a second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0033] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0034] like Figures 1 to 3 As shown, this embodiment provides an auxiliary braking device for a multi-car articulated vehicle. The multi-car articulated vehicle includes at least three vehicle units, which are connected in series via an articulation mechanism to form a train formation in the longitudinal direction. In the longitudinal direction, the first vehicle unit is the lead car, and the last vehicle unit is the tail car. The auxiliary braking device is installed on the top of the lead car and the tail car. The auxiliary braking device includes: a mounting box 1, an air circuit plate 2, and an auxiliary braking assembly. The air circuit plate 2 is disposed in the mounting box 1, and the air circuit plate 2 has multiple air circuit interfaces 201 for connecting to external air circuits. The auxiliary braking assembly includes multiple valve components, which are all integrated and installed on the air circuit plate 2 and are connected to the multiple air circuit interfaces 201 through the internal air circuit of the air circuit plate 2. This configuration integrates all valve components into a single air circuit board 2 and encapsulates it in the mounting box 1, thus forming an independent modular unit. This effectively improves the overall integration level, greatly simplifies the piping and installation work on the top of the vehicle unit, reduces potential leakage points, and improves the overall reliability, sealing performance, and environmental protection capabilities of the system. At the same time, the device can be installed as a whole module on the top of the first and last vehicles, achieving a standardized layout of functions, which facilitates mass production, testing, and subsequent inspection and maintenance.

[0035] It should be noted that for a long train formation consisting of articulated cars, applying braking force at the front and rear can generate the maximum braking torque, making the deceleration process more efficient. Both the first and last cars are equipped with auxiliary braking devices, which together constitute a complete, stable, and safe auxiliary braking system to ensure safe and smooth operation, prevent the train from experiencing violent longitudinal swaying during braking, improve the dynamic stability of the vehicle, and further supplement and enhance the main braking system.

[0036] In this embodiment, the multi-unit articulated vehicle includes three vehicle units. Of course, in other embodiments, the specific number of vehicle units can be set according to actual needs, and no further limitations are made here.

[0037] Specifically, this embodiment provides the following exemplary technical solution: The air circuit board 2 has a main air input interface 21. The auxiliary braking assembly includes an auxiliary air supply shut-off valve 3, a filter 4, and a one-way valve 5. The auxiliary air supply shut-off valve 3, filter 4, and one-way valve 5 are sequentially connected through the internal air circuit of the air circuit board 2 and connected to the main air input interface 21 to form an auxiliary air supply pipeline. The auxiliary air supply shut-off valve 3 is used to cut off the main air supply to the auxiliary braking device, the filter 4 is used to filter out dust particles in the main air, and the one-way valve 5 is used to ensure the braking system has sufficient air when the main air pressure decreases. This configuration, through the combination of the filter 4, one-way valve 5, and auxiliary air supply shut-off valve 3, provides a clean, unidirectional, and independently cut-off air source for the entire auxiliary braking system, ensuring the reliability of subsequent precision valve components and facilitating the isolation and maintenance of the device itself.

[0038] Optionally, the auxiliary braking assembly also includes an emergency braking pressure reducing valve 6, an adjustable stopcock 7, and an emergency braking solenoid valve 8. The input end of the emergency braking pressure reducing valve 6 is connected to the output end of the auxiliary air supply pipeline. The air circuit board 2 also has an emergency braking output interface 22. The output end of the emergency braking pressure reducing valve 6 is connected to the emergency braking output interface 22 via the adjustable stopcock 7 and the emergency braking solenoid valve 8. The emergency braking pressure reducing valve 6 is used to limit the emergency braking pressure below a certain value. The adjustable stopcock 7 is used to adjust the braking force build-up time of the emergency braking, thereby adjusting the impact rate. The emergency braking solenoid valve 8 is used to apply emergency braking. This configuration clarifies that emergency braking is achieved through an independent air circuit from the emergency braking pressure reducing valve 6, through the adjustable stopcock 7 and the emergency braking solenoid valve 8, directly outputting to the "emergency braking output interface 22". This completely isolates the emergency braking function from other braking functions in the air circuit, improving the reliability and safety of the system.

[0039] Furthermore, the pneumatic circuit board 2 is equipped with a first pressure measuring point 9, which is located between the adjustable plug 7 and the emergency brake solenoid valve 8. The first pressure measuring point 9 is used to detect and adjust the set value of the emergency brake pressure reducing valve 6. With this configuration, the first pressure measuring point 9 provides a direct detection port for the pressure setting and calibration of the emergency brake pressure reducing valve 6, making the debugging work more convenient and accurate.

[0040] Optionally, to form an independent parking brake control loop to achieve parking brake application and release functions, the auxiliary braking assembly also includes a parking brake pressure reducing valve 10, a stopcock 11, and a parking brake solenoid valve 12. The input end of the parking brake pressure reducing valve 10 is connected to the output end of the auxiliary air supply pipeline. The air circuit board 2 also has a parking brake cylinder input interface 23. The output end of the parking brake pressure reducing valve 10 is connected to the parking brake cylinder input interface 23 via the stopcock 11 and the parking brake solenoid valve 12. The parking brake pressure reducing valve 10 is used to limit the pressure value entering the parking brake air chamber, the stopcock 11 is used to control the timing of parking brake application, and the parking brake solenoid valve 12 achieves the purpose of releasing or applying parking brake by charging or venting air from the parking brake air chamber.

[0041] Furthermore, the pneumatic circuit board 2 is also equipped with a second pressure measuring point 13, which is located between the constriction plug 11 and the parking brake solenoid valve 12. The second pressure measuring point 13 is used to detect and adjust the setting value of the parking brake pressure reducing valve 10. With this configuration, the second pressure measuring point 13 is directly located on the pipeline output to the parking brake cylinder, which can most realistically and accurately detect and adjust the actual pressure applied to the parking brake cylinder, ensuring that the braking force is both reliable and appropriate.

[0042] Optionally, the auxiliary braking assembly also includes a brake pedal pressure reducing valve 14, a shuttle valve 15, and a relay valve 16. The air circuit board 2 also has a first vehicle brake pedal input interface 24, a last vehicle brake pedal output interface 25, a brake air cylinder output interface 26, and a brake pedal air supply output interface 27. The two input ends of the shuttle valve 15 are respectively connected to the first vehicle brake pedal input interface 24 and the last vehicle brake pedal output interface 25. The output end of the shuttle valve 15 is connected to the brake air cylinder output interface 26 via the relay valve 16 and the output end of the auxiliary air supply pipeline. The input end of the brake pedal pressure reducing valve 14 is connected to the brake air cylinder output interface 26, and the output end of the brake pedal pressure reducing valve 14 is connected to the brake pedal air supply output interface 27. The air circuit board 2 also has a third pressure measuring point 17, which is used to detect and adjust the setting value of the brake pedal pressure reducing valve 14. Among them, shuttle valve 15 compares the output pressure of the brake pedals of the first and last vehicles and inputs the larger pressure downstream; relay valve 16 is used to accelerate and amplify the output pressure of the brake pedal before outputting it downstream; and brake pedal pressure reducing valve 14 is used to limit the air supply pressure of the brake pedal.

[0043] Optionally, to further realize the functions of backup braking and backup braking impact rate limiting, the air circuit board 2 is also provided with a backup braking output interface 28, which is connected to the relay valve 16. With this configuration, the backup braking is clearly defined as a separate independent path. After the shuttle valve 15 selects the brake pedal signals of the first and last vehicles, it is directly output to the backup braking output interface 28. This is separated from the emergency braking path, thus achieving functional decoupling.

[0044] Optionally, the auxiliary braking assembly also includes a low total air pressure switch 18, which is connected to the auxiliary air supply line and is used to monitor the total air pressure value. A fourth pressure measuring point 19 is also provided on the air circuit board 2, which is used to detect and adjust the setting value of the low total air pressure switch 18. This configuration allows for real-time monitoring of the module's input air pressure, providing crucial safety status signals to the vehicle control system. It is an important measure to prevent low air pressure braking and ensure safety.

[0045] Optionally, the mounting box 1 includes a box body 101 and a door 102. The door 102 is rotatably connected to the box body 101. The box body 101 has an opening, and the door 102 is used to open or close the opening. Further, the door 102 can be freely suspended during the up-and-down folding process, or it can be moved to the left and removed after folding upwards at a certain angle. The door 102 is locked using two pull-type four-corner locks. In addition, the enclosure protection rating of the mounting box 1 meets at least IP65 as specified in GB / T4208-2017. The box body 101 has mounting holes for mounting the auxiliary braking device on the vehicle, and the box body 101 has grounding bolts for equipment protective grounding.

[0046] In this embodiment, the auxiliary braking device of the multi-unit articulated vehicle also includes a connector 20. The connector 20 is disposed on the mounting box 1 and is connected to the emergency brake solenoid valve 8, the parking brake solenoid valve 12 and the total air pressure low pressure switch 18. The connector 20 is configured to receive parking brake application and release commands and emergency brake commands from the vehicle control system and simultaneously send a total air pressure low indication signal to the vehicle control system.

[0047] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. An auxiliary braking device for a multi-car articulated vehicle, the multi-car articulated vehicle comprising at least three car units, the at least three car units being connected in series via an articulation mechanism to form a train formation in the longitudinal direction, wherein the first car unit is the lead car and the last car unit is the tail car, the auxiliary braking device being mounted on the top of the lead car and the tail car, characterized in that, The auxiliary braking device includes: Installation box (1); Air circuit board (2), the air circuit board (2) is disposed in the mounting box (1), and the air circuit board (2) has multiple air circuit interfaces (201) for connecting external air circuits. An auxiliary braking assembly includes multiple valve components, all of which are integrated and installed on the air circuit board (2) and connected to multiple air circuit interfaces (201) through the internal air circuit of the air circuit board (2); The air circuit board (2) is provided with a main air input interface (21). The auxiliary braking assembly includes an auxiliary air supply cut-off valve (3), a filter (4), a one-way valve (5), a brake pedal pressure reducing valve (14), a shuttle valve (15), and a relay valve (16). The auxiliary air supply cut-off valve (3), the filter (4), and the one-way valve (5) are connected sequentially through the internal air circuit of the air circuit board (2) and connected to the main air input interface (21) to form an auxiliary air supply pipeline. The air circuit board (2) is also provided with a first vehicle brake pedal input interface (24), a last vehicle brake pedal output interface (25), a brake air cylinder output interface (26), and a brake pedal air supply output interface (27). The shuttle valve The two input terminals of (15) are respectively connected to the first vehicle brake pedal input interface (24) and the last vehicle brake pedal output interface (25). The output terminal of the shuttle valve (15) is connected to the brake cylinder output interface (26) via the relay valve (16) and the output terminal of the auxiliary air supply pipeline. The input terminal of the brake pedal pressure reducing valve (14) is connected to the brake cylinder output interface (26). The output terminal of the brake pedal pressure reducing valve (14) is connected to the brake pedal air supply output interface (27). The air circuit board (2) is also provided with a third pressure measuring point (17). The third pressure measuring point (17) is used to detect and adjust the setting value of the brake pedal pressure reducing valve (14).

2. The auxiliary braking device for multi-unit articulated vehicles according to claim 1, characterized in that, The auxiliary braking assembly also includes an emergency braking pressure reducing valve (6), an adjustable stopcock (7), and an emergency braking solenoid valve (8). The input end of the emergency braking pressure reducing valve (6) is connected to the output end of the auxiliary air supply pipeline. The air circuit board (2) is also provided with an emergency braking output interface (22). The output end of the emergency braking pressure reducing valve (6) is connected to the emergency braking output interface (22) in sequence via the adjustable stopcock (7) and the emergency braking solenoid valve (8).

3. The auxiliary braking device for multi-unit articulated vehicles according to claim 2, characterized in that, The air circuit board (2) is provided with a first pressure measuring point (9), which is located between the adjustable plug (7) and the emergency brake solenoid valve (8). The first pressure measuring point (9) is used to detect and adjust the setting value of the emergency brake pressure reducing valve (6).

4. The auxiliary braking device for a multi-unit articulated vehicle according to claim 1, characterized in that, The auxiliary braking assembly also includes a parking brake pressure reducing valve (10), a stopcock (11), and a parking brake solenoid valve (12). The input end of the parking brake pressure reducing valve (10) is connected to the output end of the auxiliary air supply pipeline. The air circuit board (2) is also provided with a parking brake cylinder input interface (23). The output end of the parking brake pressure reducing valve (10) is connected to the parking brake cylinder input interface (23) in sequence via the stopcock (11) and the parking brake solenoid valve (12).

5. The auxiliary braking device for a multi-unit articulated vehicle according to claim 4, characterized in that, The air circuit board (2) is also provided with a second pressure measuring point (13), which is located between the plug (11) and the parking brake solenoid valve (12). The second pressure measuring point (13) is used to detect and adjust the setting value of the parking brake pressure reducing valve (10).

6. The auxiliary braking device for a multi-unit articulated vehicle according to claim 1, characterized in that, The air circuit board (2) is also provided with a backup brake output interface (28), which is connected to the relay valve (16).

7. The auxiliary braking device for a multi-unit articulated vehicle according to claim 1, characterized in that, The auxiliary braking assembly also includes a low total air pressure switch (18), which is connected to the auxiliary air supply pipeline and is used to monitor the total air pressure value. The air circuit board (2) is also provided with a fourth pressure measuring point (19), which is used to detect and adjust the setting value of the low total air pressure switch (18).

8. The auxiliary braking device for a multi-unit articulated vehicle according to any one of claims 1-7, characterized in that, The installation box (1) includes a box body (101) and a box door (102). The box door (102) is rotatably connected to the box body (101). The box body (101) has an opening, and the box door (102) is used to open or close the opening.

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