Rail vehicle

Abstract

The application relates to the technical field of rail vehicles, and provides a rail vehicle, wherein a parking control box and a parking monitoring box of the rail vehicle are arranged at the transverse two ends below a vehicle body, can avoid interference positions such as bogies and pipeline dense areas, and are convenient for flexible arrangement of operation positions according to the field space; through arrangement of a parking isolation operation component, a first parking isolation plug valve and a second parking isolation plug valve located at the transverse two ends of the vehicle body are connected, so that when any plug valve is operated, the other plug valve is automatically synchronously rotated to the same opening and closing state. The unilateral closing and unilateral opening problems caused by manual missing operation or mistaken operation are fundamentally avoided, the parking brake air path is completely cut off and residual pressure is effectively released, and the safety and reliability of the isolation operation are obviously improved.

Description

Technical Field

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

[0002] In the rail transit sector, especially in rail vehicles, parking brakes are a crucial safety measure to prevent accidental movement of trains when they are without power (such as during prolonged stops or parking on slopes). Traditional freight vehicles typically use spring-loaded parking brake cylinders, which release braking force using compressed air and apply braking force when pressure is lost, relying on spring force. To facilitate maintenance, troubleshooting, or single-car decoupling operations, existing technologies generally equip each car with a parking brake function with a parking brake isolation device. This device cuts off the air supply to the parking brake system of that car and releases residual pressure, achieving an "isolation-release" operation.

[0003] However, current common parking brake isolation structures have the following problems: the isolation operation is scattered and asynchronous. Most existing solutions place the parking brake isolation device on one side of the vehicle body (usually the first or second position side), requiring operators to bend over or even crawl into the bogie area to manually operate it. More seriously, the isolation valves on the air supply side and the exhaust / monitoring side are often set up independently and operated separately. If only one side is closed without simultaneously operating the other side, it may lead to: residual pressure in the brake cylinder not being fully released, and the parking brake not being truly relieved; the air path not being completely isolated, posing a risk of false triggering; and abnormal pressure switch signals, feeding back an incorrect status to the control system.

[0004] The information disclosed in the background section is only intended to enhance the understanding of the background of this application, and therefore may contain information that is not part of the prior art known to those skilled in the art. Summary of the Invention

[0005] This application provides a rail vehicle to solve the problem that existing parking braking isolation devices are located on one side of the vehicle body and are inconvenient to operate.

[0006] To achieve the above objectives, this application provides the following technical solution: A rail vehicle, characterized in that it comprises: The vehicle includes a control vehicle and several intermediate vehicles. Each of the intermediate vehicles is equipped with a parking brake isolation device. The parking brake isolation device includes a parking control box, a parking monitoring box, and a parking isolation operation component. The parking control box and the parking monitoring box are arranged opposite each other at two lateral ends under the vehicle body. The parking control box includes an air supply plug, a pressure reducing valve, a parking brake solenoid valve, a two-way check valve, and a first parking isolation plug; the parking monitoring box includes a second parking isolation plug, a first pressure switch, and a second pressure switch. One end of the parking isolation operation component is connected to the first parking isolation gate, and the other end is connected to the second parking isolation gate. When one of the first parking isolation gate and the second parking isolation gate rotates, the parking isolation operation component synchronously drives the other of the first parking isolation gate and the second parking isolation gate to rotate.

[0007] Compared with the prior art, the rail vehicle provided in this application has the following technical advantages: The parking control box and parking monitoring box are respectively located at the two lateral ends under the vehicle body. This avoids interference from bogies, areas with dense piping, and other locations, and allows for flexible arrangement of operating points based on site space. By installing a parking isolation operation component, the first and second parking isolation gates located at the two lateral ends of the vehicle body are connected. This ensures that when one gate is operated, the other gate automatically and synchronously rotates to the same open / closed state. This fundamentally avoids the problem of one-sided closure or opening due to human error or oversight, ensuring that the parking braking air path is completely cut off and residual pressure is effectively released, significantly improving the safety and reliability of the isolation operation. Attached Figure Description

[0008] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the structure of a parking braking isolation device provided in an embodiment of this application; Figure 2 A schematic diagram of the installation structure of the first operating mechanism provided in the embodiments of this application; Figure 3 A schematic diagram of the structure of the first operating mechanism from a first perspective provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of the first operating mechanism from a second perspective provided in an embodiment of this application; Figure 5 A schematic diagram of the structure of the first plug coupling provided in the embodiments of this application; Figure 6 This is a schematic diagram of the structure of the second operating mechanism provided in the embodiments of this application; Figure 7 This is a schematic diagram of the gearbox provided in an embodiment of this application; Figure 8 This is a schematic diagram of the parking braking system provided in the first embodiment of this application; Figure 9 This is a schematic diagram of the parking braking system provided in the second embodiment of this application; Figure 10This is a schematic diagram of the structure of a rail vehicle provided in an embodiment of this application; Figure 11 This is a schematic diagram of the structure of the intermediate vehicle provided in an embodiment of this application; Figure 12 This is a schematic diagram of the structure of the floor provided in an embodiment of this application; Figure 13 This is a partial cross-sectional structural diagram of the floor assembly provided in an embodiment of this application; Figure 14 This is a schematic diagram of the structure of the base frame provided in the embodiments of this application; Figure 15 A schematic diagram of the undercarriage installation structure for a liquefied gas tank; Figure 16 This is a schematic diagram of the structure of a liquefied gas tank; Figure 17 This is a schematic diagram of the installation of an active fire suppression system.

[0009] The following labels are shown in the attached diagram: Parking control box 821, parking monitoring box 822, linkage shaft 823, first operating mechanism 824, second operating mechanism 825; First rotating arm 8241, first connecting rod 8242, first plug coupling 8243, slide bar mechanism 8244, first handle 8245, second handle 8246; First stop arm 82431, first fixed support 82432, first connecting shaft 82433, expansion sleeve 82434, expansion sleeve nut 82435, limit stop plate 82436, limit post 82437; Slide rod mounting base 82441, first sliding limit post 82442, slide rod 82443; Sliding limiting hole 824431, second sliding limiting post 824432; Opening chute 824311; Second sliding limit hole 82411; Third sliding limit post 82421; Second swing arm 8251, second connecting rod 8252, second plug coupling 8253, gearbox 8254, third handle 8255, fourth handle 8256; First gear 82541, second gear shaft 82542, housing 82543; Second gate arm 82531, second fixed support 82532, second connecting shaft 82533; Air supply plug 971; filter 972; pressure reducing valve 973; orifice 974; parking brake solenoid valve 975; two-way check valve 976; first parking isolation plug 977; test port 978; first pressure switch 979; second pressure switch 9710; second parking isolation plug 9711; Control vehicle 831, intermediate vehicle 832, active fire extinguishing device 833; The intermediate car body 8321 and the floor 8322; Car body frame 83221, interior floor 83222, slide rail 83223, conveyor trolley 83224, large opening loading door 83225, underframe 83226, underframe longitudinal beam 83227, side beam reinforcing plate 83228, sliding parts 83229; Fire extinguishing nozzle 8331, liquefied gas tank 8332, hanging bracket 8333, strap 8334, valve protection device 8335, pipeline 8336. Detailed Implementation

[0010] This invention discloses a rail vehicle to solve the problem that existing parking braking isolation devices are located on one side of the vehicle body and are inconvenient to operate.

[0011] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0012] In one specific embodiment, the rail vehicle provided in this application includes: The vehicle includes a control vehicle and several intermediate vehicles. Each intermediate vehicle is equipped with a parking brake isolation device. The parking brake isolation device includes a parking control box, a parking monitoring box, and a parking isolation operation component. The parking control box and the parking monitoring box are arranged opposite each other at the two lateral ends under the vehicle body. The parking control box includes an air supply plug, a pressure reducing valve, a parking brake solenoid valve, a two-way check valve, and a first parking isolation plug; the parking monitoring box includes a second parking isolation plug, a first pressure switch, and a second pressure switch. One end of the parking isolation operation component is connected to the first parking isolation gate, and the other end is connected to the second parking isolation gate. When one of the first parking isolation gate and the second parking isolation gate rotates, the parking isolation operation component synchronously drives the other of the first parking isolation gate and the second parking isolation gate to rotate.

[0013] Example 1 Please see Figure 8-9 , Figure 8This is a schematic diagram of the parking braking system provided in the first embodiment of this application; Figure 9 This is a schematic diagram of the parking braking system provided in the second embodiment of this application.

[0014] To address the aforementioned issues, in one specific embodiment, the parking brake isolation device provided in this application includes a parking control box and a parking monitoring box, which are respectively arranged opposite each other at two lateral ends under the vehicle body; wherein, the parking control box includes an air supply plug, a pressure reducing valve, a parking brake solenoid valve, a two-way check valve, and a first parking isolation plug 977, the first end of the air supply plug is connected to the main air cylinder, and the second end of the air supply plug is connected to the first end of the pressure reducing valve; the second end of the pressure reducing valve is connected to the first end of the parking brake solenoid valve; the two-way check valve includes an inlet end, an outlet end, and an intermediate end, the inlet end is connected to the second end of the parking brake solenoid valve, the outlet end is connected to the brake cylinder, and the intermediate end is connected to the parking cylinder; the first end of the first parking isolation plug 977 is connected to the intermediate end; The parking monitoring box includes a second parking isolation valve 9711, a first pressure switch, and a second pressure switch; the first end of the second parking isolation valve 9711 is connected in series with the second end of the first parking isolation valve 977; the first pressure switch is connected in series in the air path between the two-way check valve and the parking cylinder to detect the air path pressure; the second pressure switch is connected in parallel with the first pressure switch. The control component is electrically connected to the first pressure switch and the second pressure switch respectively, and determines the parking brake action based on the first pressure value of the first pressure switch and the second pressure value of the second pressure switch.

[0015] The vehicle can apply and release parking brakes via parking apply and release buttons located on the doors, or manually via a device located in the undercarriage.

[0016] Specifically, one end of the air supply plug 971 is connected to the main air reservoir, and its opening or closing controls the supply of compressed air to subsequent air paths. The air supply plug 971 ensures that air is supplied to the system only when needed, and can cut off the air supply when necessary for maintenance and safe operation.

[0017] Pressure reducing valve 973 is connected to the other end of air supply plug 971 and is used to regulate the high-pressure gas from the main air reservoir to a pressure level suitable for the operation of the parking brake system. This ensures that the pressure entering the parking brake solenoid valve 975 is within a safe and effective range, preventing damage or performance degradation of the parking brake solenoid valve 975 due to excessive pressure.

[0018] The parking brake solenoid valve 975 is located after the pressure reducing valve 973. The control end of the parking brake solenoid valve 975 is connected to the control main unit and is used to act according to the electrical signal sent by the control main unit, thereby controlling the opening and closing of the air circuit and realizing the application or release of the parking brake.

[0019] The two-way check valve 976 includes an inlet end, an outlet end, and an intermediate end. The inlet end is connected to the parking brake solenoid valve 975; the outlet end is connected to the brake cylinder; and the intermediate end is connected to the parking cylinder. It is used to prevent airflow from flowing in the opposite direction, ensuring that airflow can only flow in a predetermined direction, i.e., from the inlet end to the outlet end or the intermediate end.

[0020] The first pressure switch 979 is connected in series in the air path between the two-way check valve 976 and the parking cylinder. It is used to measure the actual pressure value (first pressure value) in the air path between the two-way check valve 976 and the parking cylinder, and converts it into an electrical signal to be transmitted to the main control unit.

[0021] This provides direct pressure feedback to the control unit, enabling the control unit to determine whether the parking braking state meets expectations based on the first pressure value.

[0022] The second pressure switch 9710 is connected in parallel with the first pressure switch 979 in the same gas path as a redundancy design. They independently detect the pressure status of the same gas path and send the detection results to the main control unit. This increases the reliability and accuracy of the system; if one pressure switch fails, the other can continue to operate, reducing the possibility of false alarms.

[0023] The control unit, electrically connected to the first pressure switch 979 and the second pressure switch 9710, is used to receive pressure detection signals from the two pressure switches. By comparing the pressure values ​​of the two switches (i.e., the first pressure value and the second pressure value), the control unit determines whether the parking brake is being executed correctly, thereby achieving dual verification of the parking brake status and avoiding misjudgment caused by the failure of a single pressure switch.

[0024] It should be noted that the parking brake is released as follows: Compressed air enters the parking air supply valve 971 through the main air cylinder, passes through the filter 972, pressure reducing valve 973, and narrowing orifice 974 to reach the parking brake solenoid valve 975. When a release command is received, the compressed air passes through the two-way check valve 976 and the first parking isolation valve 977 to reach the parking cylinder, thereby releasing the parking brake.

[0025] Parking brake application: Upon receiving an application command, pressurized gas from the parking cylinder flows from the parking cylinder into the first parking isolation valve 977, through the two-way check valve 976, and is discharged into the atmosphere via the parking brake solenoid valve 975, thus applying the parking brake. In this state, if air braking is applied, pressurized gas from the brake cylinder reaches the parking cylinder through the two-way check valve 976 and the first parking isolation valve 977, preventing the air braking force and the parking braking force from overlapping.

[0026] The parking brake isolation device of this application is located under the car body, without occupying interior space, thus meeting the requirement of parking brake isolation under the vehicle. By setting up an air supply plug 971, a pressure reducing valve 973, a parking brake solenoid valve 975, a two-way check valve 976, and a first pressure switch 979 and a second pressure switch 9710 connected in parallel, combined with the main control components, dual monitoring and intelligent judgment of the parking brake status are achieved. At the same time, parking monitoring boxes and parking control boxes are set up to achieve dual-sided synchronous operation of parking brake isolation when the vehicle enters the platform in both directions, effectively improving the accuracy of braking status recognition and the fault tolerance of the system. It solves the false alarm problem caused by pressure switch failure in traditional systems, improves the safety, stability and maintenance efficiency of train operation, and is suitable for rail transit scenarios with high safety requirements.

[0027] Based on the above embodiments, in one embodiment of this specification, the falling edge setting value of the first pressure switch 979 is greater than the rising edge setting value of the second pressure switch 9710.

[0028] Specifically, the falling edge setting value refers to the state change (e.g., from open to closed) triggered by the first pressure switch 979 when the pressure in the gas path drops from high pressure to a certain specific value. That is, the specific pressure value is the falling edge setting value of the pressure switch.

[0029] In this embodiment, setting the falling edge setting value of the first pressure switch 979 higher than the rising edge setting value of the second pressure switch 9710 ensures that the two pressure switches will not react simultaneously to changes in the same pressure value, thus forming a redundant and non-interfering working mechanism. By setting different thresholds (i.e., rising edge setting value and falling edge setting value), and with the falling edge of the first pressure switch 979 being greater than the rising edge of the second pressure switch 9710, false judgments caused by small pressure fluctuations can be reduced, thereby effectively reducing false alarms caused by pressure fluctuations. Simultaneously, setting two pressure switches allows the parking brake system to make more accurate status judgments based on two independent pressure signals. For example, when detecting whether the parking brake is fully applied or released, the control unit can confirm whether the operation was correctly completed based on the information provided by these two different setting values.

[0030] For example, the rising edge setting value of the first pressure switch 979 is 510 kPa, and the internal electrical contacts 1 and 3 of the first pressure switch 979 are closed; the falling edge setting value of the first pressure switch 979 is 460 kPa, and the internal electrical contacts 1 and 2 of the first pressure switch 979 are closed; the rising edge setting value of the second pressure switch 9710 is 120 kPa, and the internal electrical contacts 1 and 3 of the second pressure switch 9710 are closed; the falling edge setting value of the second pressure switch 9710 is 80 kPa, and the internal electrical contacts 1 and 2 of the second pressure switch 9710 are closed. The control unit will receive the signals fed back from the two pressure switches.

[0031] When pressure switches 1 and 2 in the first pressure switch 979 are closed, and pressure switches 1 and 2 in the second pressure switch 9710 are closed, the main control unit determines that the vehicle is in a parking brake application state.

[0032] When the first pressure switch 979 (1 and 3) is closed and the second pressure switch 9710 (1 and 3) is closed, the main control unit determines that the vehicle is in a parking brake released state.

[0033] Correspondingly, when 1 and 2 of the first pressure switch 979 are closed, and 1 and 3 of the second pressure switch 9710 are closed; or when 1 and 3 of the first pressure switch 979 are closed, and 1 and 2 of the second pressure switch 9710 are closed, the control master determines that the vehicle has an error in the parking brake execution.

[0034] In the embodiments described in this specification, by reasonably setting the operating range of the two pressure switches, the potential errors of a single sensor can be compensated for to a certain extent, increasing the stability and reliability of the entire monitoring process. At the same time, it ensures higher safety and fewer false alarms.

[0035] To reduce the impact on effective vehicle control when the vehicle malfunctions during parking braking, the parking braking system also includes a pressure sensor.

[0036] Specifically, the pressure sensor is used to detect the air pressure between the middle end of the bidirectional check valve 976 and the parking cylinder, which reflects the pressure parameters that the parking brake cylinder actually operates at.

[0037] The pressure sensor is electrically connected to the main control unit and can transmit the collected pressure signal (i.e., the third pressure value) to the main control unit in real time. When the main control unit determines that there is an abnormality or error in the parking brake execution based on the detection results of the first pressure switch 979 and the second pressure switch 9710, it will further combine the third pressure value for comprehensive analysis to more accurately identify the actual state of the current parking brake (such as whether it is actually applied or whether it has been fully released).

[0038] That is, when the control unit determines that the vehicle is malfunctioning in the parking brake operation, it can make a judgment based on the third pressure value of the pressure sensor to determine the current parking brake state of the vehicle. In other words, the pressure sensor collects the parking brake cylinder pressure signal and transmits it to the control unit, which then outputs the real-time pressure value of the parking cylinder. When the two pressure switches detect inconsistent parking states, the detected pressure values ​​are used to determine the parking brake state.

[0039] For example, when pins 1 and 3 of the first pressure switch 979 are closed, it represents a pressure value of 560 kPa or higher. When pins 1 and 2 of the second pressure switch 9710 are closed, it represents a pressure value of 80 kPa or lower. The control unit can determine that at least one of the first pressure switch 979 or the second pressure switch 9710 is faulty. At this time, the current parking brake state can be determined to be the parking brake applied state by combining the pressure value of 570 kPa detected by the pressure sensor.

[0040] The implementation of the embodiments in this specification can, in the event of an execution error, introduce additional pressure data support. By adding this pressure sensor and working in coordination with the main control component, the present invention further improves the accuracy of judgment and fault response capability of the parking braking system under abnormal conditions, enhances the safety and reliability of the system, and meets the requirements of high safety and high intelligence for braking systems in the rail transit field.

[0041] To prevent the air circuit from being in an incorrect state when the system malfunctions or an error is detected in the parking brake execution, the parking brake system also includes: a first parking isolation valve 977. One end of the first parking isolation valve 977 is connected to the intermediate end, and the other end of the first parking isolation valve 977 is connected to the first pressure sensor and the parking cylinder. The control end of the first parking isolation valve 977 is electrically connected to the control main unit and is used to isolate the air path between the parking cylinder and the intermediate end when the control main unit determines that the parking brake execution is wrong.

[0042] Specifically, one end of the first parking isolation valve 977 is connected to the middle end of the two-way check valve 976; the other end is connected to the first pressure sensor and the parking cylinder; the control end is electrically connected to the main control unit, receiving control signals from it to achieve automatic control of the opening and closing state of the first parking isolation valve 977. When parking brake isolation is activated, by closing the first parking isolation valve 977, the pressurized gas in the parking cylinder is discharged into the atmosphere (main air cylinder) through the first parking isolation valve 977, and parking brake is applied.

[0043] For example, when the control unit determines an error in the parking brake execution based on the detection data from the first pressure switch 979, the second pressure switch 9710, and the pressure sensor (e.g., failure to apply or release the brake as instructed, component failure, etc.), the control unit will send a closing command to the first parking isolation valve 977, causing it to cut off the air circuit connection between the middle end of the two-way check valve 976 and the parking cylinder. This effectively blocks the impact of the faulty air circuit on other system parts, preventing overall system loss of control due to local faults. Simultaneously, timely isolation of the parking cylinder air circuit in case of an anomaly prevents accidental application of the parking brake from causing wheel scuffing or other mechanical damage, while also providing safety assurance for subsequent fault handling. Furthermore, after air circuit isolation, the faulty section can be clearly identified, helping maintenance personnel quickly locate the problem and improve maintenance efficiency.

[0044] During air circuit isolation, the control system may still send a control signal to open the isolated air circuit. To avoid this situation, the parking braking system provided in this specification also includes: Disconnect switch The control terminal of the disconnecting switch is electrically connected to the main control component. The disconnect switch is connected in series between the power supply and the vehicle control signal output terminal. It is used to cut off the vehicle control signal output when the main control unit determines that the parking brake execution is incorrect. The vehicle control signal is a signal that controls the vehicle to perform braking and / or parking.

[0045] Specifically, the control terminal of the isolating switch is electrically connected to the main control component and receives control commands from it. The isolating switch is connected in series between the power supply and the vehicle control signal output terminal, that is, it is located in the circuit path that sends braking or parking-related control signals to the train control system. It is used to automatically cut off the electrical signal output related to vehicle control when the system determines that the parking braking execution is incorrect, thereby achieving safe isolation of the vehicle braking control.

[0046] For example, when the control unit determines, through the feedback information from the first pressure switch 979, the second pressure switch 9710, and the pressure sensor, that there is an abnormality or malfunction in the parking brake execution (such as failure to apply / release as instructed, sensor failure, air circuit abnormality, etc.), it will send an action signal to the isolating switch to disconnect the vehicle control signal output circuit.

[0047] At this time, the disconnecting switch cuts off the output path of the train control signal, preventing the train control system from continuing to send erroneous or uncontrollable commands to the relevant braking components, thus preventing more serious safety risks caused by malfunctions.

[0048] By introducing the disconnect switch and linking it with the main control component, this invention achieves automatic isolation of electrical signal output in case of abnormal parking braking, effectively improving the safety protection level and control reliability of the parking braking system, and is suitable for rail transit application scenarios with high requirements for braking control accuracy and safety assurance.

[0049] The parking braking system provided by the present invention includes a test port 978, which is located at the air passage connection between the parking cylinder and the other end of the isolation valve 977, and is used to provide an access interface for external testing equipment.

[0050] Specifically, the test port 978 can be used to connect external pressure measuring devices, diagnostic equipment, or maintenance tools to perform real-time monitoring, fault diagnosis, or performance testing of the pressure status of the parking cylinder and its related air circuits. Specific uses include, but are not limited to: Pressure detection: By connecting a high-precision pressure gauge or sensor, the actual pressure value inside the current parking cylinder is obtained, which is used to calibrate the system pressure switch or verify the control logic; Air tightness test: During system maintenance, test gas or liquid is introduced through test port 978 to check for leaks in the gas path and ensure that the system's sealing performance meets the requirements; Troubleshooting assistance: When the system determines that the parking brake is malfunctioning, maintenance personnel can quickly obtain pressure data of key nodes through test port 978 to help locate the cause of the fault (such as air circuit blockage, component failure, etc.). System debugging support: When manufacturing new vehicles or upgrading systems, the 978 test port can be used in conjunction with the control system to perform parameter calibration and action logic verification, thereby improving debugging efficiency.

[0051] By setting a test port 978 between the parking cylinder and the isolation valve 977, the present invention achieves the pressure measurability and diagnosability of key air circuit nodes, enhances the flexibility and safety of the system in operation, maintenance and fault handling, and further improves the intelligence level and engineering practicality of the parking braking system.

[0052] The parking braking system provided by the present invention may include a display component, which is electrically connected to the main control component and is used to display the operating status and related key parameters of the parking braking system in real time.

[0053] The displayed content includes, but is not limited to: Parking status: such as whether the parking brake has been applied or released; Parking cylinder pressure value: This is the actual value of the air pressure inside the parking cylinder, which is usually derived from the detection results of the pressure sensor; Isolation gate 977 status: such as whether isolation gate 977 is currently open or closed; Disconnector status: whether the disconnector is on or off.

[0054] Specifically, the display components can take the form of an LCD screen, LED indicator lights, touch screen or other visual human-machine interface, and be installed in the train cab or maintenance terminal for the driver, mechanic or maintenance personnel to view real-time system information.

[0055] Through the display unit, operators can intuitively understand the operation of the parking braking system, for example: Is the current application / relief function working correctly? Are there any abnormal pressures or inadequate execution? Has the isolation gate 977 or the isolation switch been triggered? Is there a system malfunction or a prompt message indicating that manual intervention is required?

[0056] By setting up a display component connected to the main control unit, this invention realizes the visualization display function of key states and parameters of the parking braking system, which not only improves the operability and maintainability of the system, but also provides strong information support for the safe operation of trains.

[0057] The parking braking system provided by the present invention may further include a prompting component, which is electrically connected to the main control component and is used to generate corresponding prompting information based on the current parking braking state determined by the main control component when the system detects a specific parking braking state or abnormal situation, so as to remind the operator to pay attention.

[0058] Specifically, the prompting component can be an audible and visual alarm device, a pop-up notification on a display screen, a voice broadcast module, or other forms of information output device. Its main function is to convert the status information processed by the control unit into easily identifiable prompt signals, such as: A confirmation prompt is issued when the parking brake is applied or released normally; When the system detects that the parking brake has not been executed as instructed (e.g., it has not been released when it should have been released, or it has not been applied when it should have been applied), a fault warning is issued. When the isolation gate 977 is triggered to close or the isolation switch is opened, a corresponding status indication is provided; When the pressure sensor detects abnormal air pressure or potential risks, it generates a warning message.

[0059] The prompts can take various forms, such as text, icons, sounds, flashing lights, or combinations thereof, to ensure that operators (such as drivers or maintenance personnel) can perceive them in a timely manner and take appropriate measures.

[0060] For example, the parking braking system may also include components such as a filter 972 and a constriction hole 974, as detailed in the documentation. Figure 8-9 .

[0061] Example 2 Please refer to 1-7. Figure 1 This is a schematic diagram of the structure of a parking braking isolation device provided in an embodiment of this application; Figure 2 A schematic diagram of the installation structure of the first operating mechanism provided in the embodiments of this application; Figure 3 A schematic diagram of the structure of the first operating mechanism from a first perspective provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of the first operating mechanism from a second perspective provided in an embodiment of this application; Figure 5 A schematic diagram of the structure of the first plug coupling provided in the embodiments of this application; Figure 6 This is a schematic diagram of the structure of the second operating mechanism provided in the embodiments of this application; Figure 7 This is a schematic diagram of the gearbox provided in an embodiment of this application.

[0062] To address the issue of vehicle orientation when entering and exiting the platform, ensure that vehicles can be parked and braked on the platform side, reduce the complexity of opening the isolation gate of compartment 82543, and ensure the synchronicity of parking and braking isolation on both sides, a parking isolation operation component is installed to control the parking isolation gate inside compartment 82543.

[0063] In one specific implementation, the parking isolation operation component includes: Linkage shaft 823 extends laterally along the vehicle body; The first operating mechanism 824 is located at one axial end of the linkage shaft 823. The first operating mechanism 824 is connected to the first parking isolation gate and is used to drive the first parking isolation gate to rotate to realize the opening and closing. The second operating mechanism 825 is located at the other end of the axial direction of the linkage shaft 823. The second operating mechanism 825 is connected to the second parking isolation plug 9711 and is used to drive the second parking isolation plug 9711 to rotate to realize the opening and closing. When one of the first operating mechanisms 824 and the second operating mechanism 825 is activated, the linkage shaft 823 rotates, which in turn activates the other of the first operating mechanisms 824 and the second operating mechanism 825, driving the first parking isolation gate and the second parking isolation gate 9711 to rotate.

[0064] The first operating mechanism 824 and the second operating mechanism 825 are located at opposite ends of the axial direction of the linkage shaft 823. Manually rotating the operating handle at either end will cause the linkage shaft 823 to rotate as a whole. The linkage shaft 823 will synchronously drive the operating mechanism at the other end, realizing the synchronous opening and closing of the two isolation gates. Maintenance personnel only need to operate from either side of the vehicle to simultaneously isolate the left and right parking brake air circuits without having to walk around the vehicle, greatly improving work efficiency and safety. This solves the difficulty of simultaneous parking isolation operation on both sides when the vehicle enters the station in the opposite direction, and meets the needs of situations where there is insufficient space inside the vehicle to install it inside the vehicle. This parking brake isolation device has high strength, low cost, and is easy to maintain.

[0065] In one specific embodiment, the first operating mechanism 824 includes a first rotating arm 8241, a first connecting rod 8242, and a first plug coupling 8243; The first end of the first rotating arm 8241 is fixed to the linkage shaft 823, and the second end is slidably connected to the first end of the first connecting rod 8242. The first plug valve coupling 8243 includes a first plug valve arm 82431, a first fixed support 82432 and a first connecting shaft 82433. The first end of the first plug valve arm 82431 is connected to the second end of the first connecting rod 8242. The first arm 8241, the first connecting rod 8242 and the first plug valve arm 82431 form a linkage mechanism. The first fixed support 82432 is used to fix it to the parking control box 821. The first connecting shaft 82433 is located on the first fixed support 82432, and the first end of the first connecting shaft 82433 is fixedly connected to the second end of the first gate rotating arm 82431. The second end of the first connecting shaft 82433 is used to connect to the gate shaft of the first parking isolation gate. When the first rotating arm 8241 rotates, the first gate rotating arm 82431 drives the first connecting shaft 82433 to rotate around its own axis, thereby driving the gate shaft of the first parking isolation gate to rotate.

[0066] The first operating mechanism 824 includes a first rotating arm 8241, a first connecting rod 8242, and a first gate coupling 8243; it is used to convert remote operation into the rotational action of the gate; one end of the first rotating arm 8241 is rigidly fixed to the linkage shaft 823 (like a crank) and rotates synchronously with the linkage shaft 823; the other end is connected to the first connecting rod 8242 through a sliding connection (such as a pin with an elongated hole, a ball joint, or a groove); the sliding connection allows for slight displacement or angular deviation during movement, without forcing complete rigid constraint. Even if there is a slight misalignment between the linkage shaft 823 and the gate shaft, the mechanism can still work normally; it avoids jamming or stress concentration during rail vehicle operation or changes in ambient temperature. The first gate arm 82431 converts the swing of the first connecting rod 8242 into rotational output; the first fixed support 82432 is mounted on the housing of the parking control box 821 as a support base; the first connecting shaft 82433 passes through the first fixed support 82432, with one end connected to the arm and the other end connected to the gate shaft, serving as the final power output shaft. The first fixed support 82432 ensures that the first connecting shaft 82433 does not bend or deflect under stress, improving transmission accuracy; the support can integrate damping pads or bearings to reduce the impact of vehicle vibration on the gate's sealing performance; the support and housing 82543 are designed as a single unit to ensure the coaxiality of the connecting shaft and the gate shaft.

[0067] The first swing arm 8241, the first connecting rod 8242, and the first gate swing arm 82431 form a four-bar linkage with the frame. The linkage shaft 823 drives the first swing arm 8241 to swing, drives the first connecting rod 8242, drives the first gate swing arm 82431 to swing, and outputs rotational motion. This mechanism realizes motion direction conversion, force amplification, or stroke matching. The linkage shaft 823 is located in the middle of the vehicle bottom, and the gate is located on the side wall of the housing 82543. The linkage mechanism cleverly overcomes spatial obstacles. The first fixed support 82432 is the bearing seat or mounting bracket of the first connecting shaft 82433. It is fixed on the control box housing, and the first connecting shaft 82433 can rotate freely in the support. The first fixed support 82432 prevents the connecting shaft cantilever from bending and deforming due to stress. Both ends of the first connecting shaft 82433 are rigidly connected. The input end of the first connecting shaft 82433 receives the torque of the first rotating arm 8241, and the output end of the first connecting shaft 82433 drives the valve core to rotate. The rigid connection ensures that the operating force is fully applied to the valve without slippage or lag.

[0068] The overall transmission chain is as follows: linkage shaft 823 → first rotating arm 8241 → first connecting rod 8242 → first gate rotating arm 82431 → first connecting shaft 82433 → parking isolation gate shaft. The first rotating arm 8241 is a rigid rod, with one end rigidly fixed to the linkage shaft 823 and the other end slidably connected to the first connecting rod 8242, such as by setting a pin and an oblong hole; it converts the rotational motion of the linkage shaft 823 into the reciprocating oscillation of the connecting rod; the two ends of the first connecting rod 8242 are respectively hinged to the first rotating arm 8241 and the first gate rotating arm 82431, transmitting force and motion, thus forming a four-bar linkage mechanism. As part of the structure, one end of the first plug valve arm 82431 is connected to the first connecting rod 8242, and the other end is fixed to the first connecting shaft 82433, converting the swing of the first connecting rod 8242 into the rotation output of the connecting shaft; the first fixed support 82432 is fixed on the housing of the parking control box 821, providing stable support for the first connecting shaft 82433 and bearing the operating torque; the first connecting shaft 82433 passes through the first fixed support 82432, with one end connected to the first plug valve arm 82431 and the other end connected to the plug valve shaft, serving as the final output shaft to directly drive the plug valve core to rotate.

[0069] The aforementioned linkage structure converts the small torque and large angle rotation of the linkage shaft 823 into the high torque and precise angle (such as 90° opening / closing) required by the stopcock shaft. By adjusting the length ratio of each rod, the operating force and feel can be optimized (effort-saving or clearly defined limit). The mechanism has good self-locking properties, preventing the stopcock from rotating on its own due to vibration. The stopcock can be opened and closed by operating a single-sided handle, saving time and effort. The all-rigid linkage transmission is vibration-resistant, impact-resistant, and has a long service life. The sliding connection compensates for manufacturing and assembly errors, adapting to field conditions. The modular design allows for individual component replacement, reducing maintenance costs.

[0070] Specifically, the first operating mechanism 824 also includes a slide bar mechanism 8244, which includes: The slide bar mounting base 82441 is used to fix the parking control box 821. The slide bar mounting base 82441 is provided with a set of first sliding limit posts 82442. The line connecting the first sliding limit posts 82442 is set parallel to the first connecting rod 8242. The slide rod 82443 is fixedly connected to the first connecting rod 8242; the slide rod 82443 has a sliding limiting hole 824431 and a second sliding limiting post 824432, the first sliding limiting post 82442 is located inside the sliding limiting hole 824431, and the sliding limiting hole 824431 and the first sliding limiting post 82442 are arranged in a one-to-one correspondence; the second sliding limiting post 824432 is located on the transverse side wall of the slide rod 82443; The first end of the first stop arm 82431 is provided with an open slide groove 824311 extending along the length direction, and the second sliding limit post 824432 is located in the open slide groove 824311. The first rotating arm 8241 drives the first connecting rod 8242 and the sliding rod 82443 to move horizontally. The sliding rod 82443 moves relative to the first sliding limit post 82442, and the second sliding limit post 824432 pushes the opening slide groove 824311 and the first plug arm 82431 to rotate.

[0071] The slide bar mounting base 82441 is fixed to the parking control box 821, and is provided with two or more first sliding limit posts 82442. The line direction of the first sliding limit posts 82442 is parallel to the axis of the first connecting rod 8242, that is, arranged along the direction of the connecting rod movement. The first sliding limit posts 82442 serve as the track of the slide bar 82443, ensuring that it moves only in a predetermined direction. This prevents the connecting rod from twisting or shaking when under force, thereby improving the transmission rigidity.

[0072] The slide rod 82443 is an intermediate transmission component, rigidly connected to the first connecting rod 8242; it includes a sliding limiting hole 824431 and a second sliding limiting post 824432. The sliding limiting hole 824431 is a through hole or an oblong hole, fitted onto the first sliding limiting post 82442; the second sliding limiting post 824432 is a small cylinder protruding from the side wall of the slide rod 82443, used to insert into the sliding groove of the first stop arm 82431; the slide rod 82443 slides linearly along the first sliding limiting post 82442; the second sliding limiting post 824432 is pushed to rotate within the open sliding groove 824311; each first sliding limiting post 82442 passes through a corresponding sliding limiting hole 824431, the hole diameter being larger than the post diameter, forming a clearance fit, allowing the slide rod 82443 to slide smoothly; the sliding limiting hole 824431 is preferably an oblong hole or a slotted hole to provide a certain angular tolerance.

[0073] The second sliding limit post 824432 extends laterally from the side of the slide rod 82443, pointing towards the first stop valve arm 82431. It utilizes lateral space to achieve motion conversion without increasing axial length; it directly pushes the first stop valve arm 82431, reducing energy loss in intermediate links; the first stop valve arm 82431 has an open slide groove 824311 at the end near the connecting rod, and the second sliding limit post 824432 is inserted into the open slide groove 824311 to achieve rotation-translation conversion; the open slide groove 824311 allows the second sliding limit post 824432 to adjust its relative position during movement, avoiding interference.

[0074] The specific working process includes: the linkage shaft 823 rotates → the first rotating arm 8241 swings; the first rotating arm 8241 pushes the first connecting rod 8242 → causing the first connecting rod 8242 to move horizontally; the first connecting rod 8242 slides along the first sliding limit post 82442 (is guided); the second sliding limit post 824432 on the slide rod 82443 slides in the open slide groove 824311 → pushing the first stopper arm 82431 to rotate around its fulcrum; the first stopper arm 82431 drives the first connecting shaft 82433 → drives the stopper switch; the combined sliding and rotating motion avoids rigid collisions, and the sliding guide and slide groove push avoid the dead points or jamming of traditional hinges. It optimizes the lever arm and friction path, reducing manual operation force.

[0075] Specifically, the second end of the first rotating arm 8241 is provided with a second sliding limiting hole 82411, which extends along the length direction of the first rotating arm 8241; The first end of the first connecting rod 8242 is provided with a third sliding limit post 82421, which is located inside the second sliding limit hole 82411; The rotation of the first rotating arm 8241 causes the second sliding limiting hole 82411 to rotate and slide relative to the third sliding limiting post 82421, and pushes the third sliding limiting post 82421 and the first connecting rod 8242 to move in the horizontal direction.

[0076] In this design, an elongated through hole is formed at the end of the first rotating arm 8241 furthest from the linkage shaft. The long axis of the hole is aligned with the length of the first rotating arm 8241, allowing the third sliding limit pin 82421 to slide within the second sliding limit hole 82411 along the length of the first rotating arm 8241, thus accommodating the linear motion requirements of the connecting rod. The end of the first connecting rod 8242 near the first rotating arm 8241 is fixed to a protruding cylindrical pin, which is inserted into the second sliding limit hole 82411. The second sliding limit hole 82411 and the third sliding limit pin 82421 are in clearance fit. The third sliding limit pin 82421 withstands shear and thrust, converting the torque of the first rotating arm 8241 into the torque of the first connecting rod 8242. 242 Push / Pull Force; When the linkage shaft drives the first rotating arm 8241 to rotate around its root: the elongated hole on the first rotating arm 8241 rotates around the fulcrum of the first rotating arm 8241; however, since the third sliding limit post 82421 is fixed on the first connecting rod 8242 (the first connecting rod 8242 is guided and can only move horizontally), the elongated hole slides relative to the third sliding limit post 82421 at the same time; smoothly converting the rotary input into linear output, suitable for driving the door rotating arm; the elongated hole design ensures that the mechanism has no motion interference throughout the entire stroke, especially at the start / end position; avoiding dead point jamming; this "rotation + sliding" compound motion ultimately forces the first connecting rod 8242 to translate horizontally (push or pull).

[0077] In one embodiment, it further includes: The first handle 8245 is fixed to the shaft end of the linkage shaft 823 near the first operating mechanism 824 and is used to drive the linkage shaft 823 to rotate. And / or, the second handle 8246 is fixed to the first end of the connecting shaft and is used to drive the connecting shaft to rotate.

[0078] The first handle 8245 is a rigid operating lever, fixedly installed at one end of the linkage shaft 823, near the first operating mechanism 824, for manual operation by the operator to drive the entire linkage shaft 823 to rotate; after the linkage shaft 823 rotates, it synchronously drives the first and second parking isolation plugs 9711 to operate; thus, only one handle needs to be operated to simultaneously isolate the parking brake air circuits on both sides, greatly improving maintenance efficiency; the handle provides a lever arm, significantly reducing the torque required for operation, especially suitable for high-pressure plugs or low-temperature environments; the handle is located at the lateral end of the vehicle body, making it easy for personnel working in the pit or on the side to access it.

[0079] The second handle 8246 is directly installed on the exposed end of the first connecting shaft 82433 (i.e., the end protruding from the first fixed support 82432); its function is to bypass the linkage shaft 823 and the linkage mechanism, and directly rotate the connecting shaft manually to operate the first parking isolation door independently; when the linkage shaft 823 is stuck, the linkage is broken, or the second side mechanism fails, the left side door can still be isolated independently; in areas with limited space (such as when only one side can be accessed), the operation can be completed without detouring.

[0080] Specifically, the second end of the first gate arm 82431 is provided with a mounting groove, which has a clamping fastener; The first connecting shaft 82433 is provided through the thickness direction of the first fixed support 82432; the first end of the first connecting shaft 82433 is provided with a positioning mounting part, which is located in the mounting groove and is detachably fixedly connected to the first stop door rotating arm 82431 by clamping fasteners; the second end of the first connecting shaft 82433 is provided with a slot, which is used to insert into the stop door shaft of the first parking isolation stop door.

[0081] A groove structure is provided at the end of the first stopper arm 82431, and the mounting groove is equipped with clamping fasteners to clamp and fix the first end of the first connecting shaft 82433 in the mounting groove; no welding or overall construction is required, which facilitates on-site replacement of the first connecting shaft 82433 or the first stopper arm 82431; the first connecting shaft 82433 passes through the entire first fixed support 82432, entering from one side and exiting from the other side; the positioning mounting part can be set as a flat rectangular structure, polygonal cross section, etc.; after the positioning mounting part is embedded in the mounting groove, circumferential anti-rotation and axial fixation are achieved by clamping fasteners; the positioning structure ensures that the first stopper arm 82431 and the first connecting shaft 82433 rotate synchronously without slippage; it is easy to maintain and replace: when the first connecting shaft 82433 is worn or the stopper model is changed, it can be quickly disassembled and replaced without the need for complete scrapping.

[0082] The first connecting shaft 82433 has a slot, such as a square hole or a cross slot, at the end away from the rotating arm. The plug shaft of the plug body is inserted into the slot to form a mechanical coupling. The plug-in design does not require centering adjustment and has high on-site installation efficiency. The multi-faceted contact between the slot and the plug shaft can withstand high operating torque and is suitable for high-pressure gas circuit plugs.

[0083] Furthermore, the first plug coupling 8243 also includes an expansion sleeve 82434 and an expansion sleeve nut 82435; both the expansion sleeve 82434 and the expansion sleeve nut 82435 are fitted onto the second end of the first connecting shaft 82433, with the expansion sleeve nut 82435 positioned above the expansion sleeve 82434, and the internal thread of the expansion sleeve nut 82435 engaging with the external thread of the first connecting shaft 82433; the expansion sleeve 82434 can slide axially along the first connecting shaft 82433. The second end of the first connecting shaft 82433 is provided with limiting parts on both sides, and the outer walls of the two limiting parts slide in fit with the inner wall of the expansion sleeve 82434; the gap between the two limiting parts forms a slot.

[0084] The expansion sleeve 82434 and expansion sleeve nut 82435 are installed sequentially from top to bottom, with the "top" being the side closest to the operator. The expansion sleeve 82434 is fitted onto the outer circle of the first connecting shaft 82433, and the expansion sleeve nut 82435 is screwed into the thread of the first connecting shaft 82433 and pressed against the top of the expansion sleeve 82434. The second end of the first connecting shaft 82433 is machined with external threads. The expansion sleeve nut 82435 is screwed in through the threads, applying axial pressure downwards, forcing the expansion sleeve 82434 to expand radially along the conical surface or through elastic deformation. The degree of expansion is precisely controlled by the tightening torque. The inner hole of the expansion sleeve 82434 and the outer circle of the connecting shaft are in clearance fit or small interference fit, allowing it to move axially in an unlocked state. When the expansion sleeve nut 82435 is tightened, the expansion sleeve 82434 is pushed towards the lower limiting structure (i.e., the limiting part area), and radial expansion occurs simultaneously.

[0085] At the end of the connecting shaft, two symmetrically arranged protruding columnar structures (limiting parts) are provided on the left and right sides; a gap is left between the two limiting parts to form a slot; the limiting parts cooperate with the inner wall of the expansion sleeve 82434 to transmit the torque of the connecting shaft to the plug shaft through the expansion sleeve 82434; the expansion sleeve 82434 is fitted outside the limiting parts, and when the expansion sleeve nut 82435 is tightened, the expansion sleeve 82434 presses the limiting parts from the outside inward, causing the two columns to move closer to the middle, thereby clamping the plug shaft; the two sides press inward simultaneously, automatically centering the plug shaft and improving coaxiality.

[0086] The specific workflow is as follows: Install the expansion sleeve 82434, then screw in the expansion sleeve nut 82435; insert the plug shaft into the slot between the two limiting parts; tighten the expansion sleeve nut, and the axial pressure pushes the expansion sleeve 82434 downward; the inner wall of the expansion sleeve 82434 slides against the limiting part, while simultaneously contracting radially (or the limiting part is pressed inward); the two limiting parts clamp the plug shaft, achieving a gapless, high-rigidity, and anti-loosening rotary connection; loosen the nut, the expansion sleeve 82434 springs back, and the plug shaft can be easily pulled out.

[0087] Furthermore, the first plug coupling 8243 also includes: The limiting baffle 82436 and the limiting post 82437 are fitted together and fixed to the first end of the first connecting shaft 82433 that protrudes from the first fixed support 82432. The limiting baffle 82436 is provided with a limiting groove in the circumference. The limiting post 82437 is fixed to the upper surface of the first fixed support 82432 and is located in the limiting groove to limit the rotation of the limiting baffle 82436.

[0088] After the first connecting shaft 82433 passes through the first fixed support 82432, a limiting baffle 82436 is installed at its extended end. The limiting baffle 82436 can be a disc-shaped or ring-shaped part installed at the end of the first connecting shaft 82433. The limiting post 82437 is a protruding pin or stud fixed on the support. The two work together to form a rotation angle limiting mechanism. The edge of the limiting baffle 82436 is provided with an arc-shaped notch or through groove. The central angle of the limiting groove corresponds to the maximum allowable rotation angle of the stop (usually 90°±5°). The limiting post 82437 is inserted into the limiting groove and can rotate freely in the limiting groove, but is blocked by both ends of the limiting groove.

[0089] The limiting post 82437, serving as a stationary reference, is securely mounted on the first fixed support 82432 (frame). Its position is within the limiting groove of the limiting baffle 82436. When the first connecting shaft 82433 drives the limiting baffle 82436 to rotate, the limiting post 82437 slides within the limiting groove. When the limiting baffle 82436 rotates to its limit position, one end of the limiting groove abuts against the limiting post 82437, preventing further rotation. This mechanical limitation prevents overtravel and avoids accidental opening / closing of the valve due to air pressure back-push or vibration.

[0090] The specific working process includes: the operator moves the linkage shaft 823 → first rotating arm 8241 → connecting rod → first stop door rotating arm 82431 → first connecting shaft 82433 to rotate; the first connecting shaft 82433 drives the limit stop plate 82436 to rotate synchronously; the limit post 82437 fixed on the first fixed support 82432 slides in the limit groove; when the stop door rotates to the "fully open" or "fully closed" position, the end face of the limit groove contacts the limit post 82437, generating a hard limit; the operating handle can no longer be rotated, prompting the user that the operation is completed; the reverse operation is the same, realizing bidirectional angle limitation.

[0091] In another embodiment, the second operating mechanism 825 includes a second rotating arm 8251, a second connecting rod 8252, a second plug coupling 8253, and a gearbox 8254; The gearbox 8254 includes a first gear 82541 and a second gear shaft 82542. The first gear 82541 is located at the end of the linkage shaft 823. The second gear shaft 82542 meshes with the first gear 82541. The first end of the second rotating arm 8251 is fixed to the second gear shaft 82542, and the second end is slidably connected to the first end of the second connecting rod 8252. The second plug coupling 8253 includes a second plug arm 82531, a second fixed support 82532, and a second connecting shaft 82533. The first end of the second plug arm 82531 is connected to the second end of the second connecting rod 8252. The second arm 8251, the second connecting rod 8252, and the second plug arm 82531 form a linkage mechanism. The second fixed support 82532 is used to fix the parking monitoring box 822. The second connecting shaft 82533 is located on the second fixed support 82532, and the first end of the second connecting shaft 82533 is fixedly connected to the second end of the second plug arm 82531. The second end of the second connecting shaft 82533 is used to connect to the plug shaft of the second parking isolation plug 9711. When the second rotating arm 8251 rotates, the second plug arm 82531 drives the second connecting shaft 82533 to rotate around its own axis, thereby driving the plug shaft of the second parking isolation plug 9711 to rotate.

[0092] It is understood that, except for the gearbox 8254, the structure of the second operating mechanism 825 is the same as that of the first operating mechanism 824, and will not be described again here. The first gear 82541 of the gearbox 8254 is installed on the linkage shaft 823 near the second operating mechanism 825, and can be set as a cylindrical spur gear or a bevel gear. The second gear shaft 82542 meshes with the first gear 82541, and its axis is parallel to the linkage shaft 823. The second rotating arm 8251 acts as an extension crank of the second gear shaft 82542 and rotates synchronously with it. Its end is connected to the second connecting rod 8252 through a sliding connection, allowing for small displacement compensation. It has tolerance, smoothness and force amplification characteristics. The second swing arm 8251, the second connecting rod 8252, and the second gate swing arm 82531 constitute a planar four-bar linkage mechanism. The second fixed support 82532 is fixed to the parking monitoring box 822, forming a partitioned arrangement. Similar transmission logic is adopted on the left and right sides to reduce design and training complexity. The connecting shaft is supported by the support on the monitoring box to avoid cantilever stress. The monitoring box side mechanism can be disassembled and inspected separately without affecting the function of the control box.

[0093] The power transmission chain is as follows: linkage shaft 823 → first gear 82541 → second gear shaft 82542 → second rotating arm 8251 → second connecting rod 8252 → second valve rotating arm 82531 → second connecting shaft 82533 → second valve shaft; through a hybrid architecture of one-sided direct drive + one-sided gear reversal, the system synchronization is ensured and the spatial conflict problem in actual installation is solved, reflecting the unity of engineering practicality and design flexibility.

[0094] In another embodiment, the gearbox 8254 includes a housing 82543, a first gear 82541 and a second gear shaft 82542 are both located inside the housing 82543, the second gear shaft 82542 is rotatably connected to the housing 82543 and one end extends to the outer wall of the housing 82543; Also includes: The third handle 8255 is fixed to the shaft end of the second gear shaft 82542 and is used to drive the second linkage shaft 823 to rotate. And / or, a fourth handle 8256 is fixed to the first end of the second connecting shaft 82533 and is used to drive the second connecting shaft 82533 to rotate.

[0095] The housing 82543 is a closed housing structure with a clearance hole on the top, which completely encloses the first gear 82541 and the second gear shaft 82542; the housing 82543 is fixed to the vehicle body or the parking monitoring box 822; it protects the gear pair from dust, water vapor and oil stains in the track environment and extends its service life.

[0096] The second gear shaft 82542 is supported within the housing 82543 by bearings and can rotate freely. Its output end protrudes from the housing 82543 and is used to install the third handle 8255. The third handle 8255 is fixed to the end of the second gear shaft 82542 that protrudes from the housing 82543. During operation, the third handle 8255 is directly moved, driving the second gear shaft 82542 to move the second rotating arm 8251, ultimately controlling the second parking isolation gate 9711. It can be understood that this application sets up a gearbox 8254 to make the parking brake switch direction of the third handle 8255 consistent with the parking brake switch direction of the first handle 8245. That is, when the parking brake isolation switch is open, both the first handle 8245 and the third handle 8255 are in a horizontal position, and when the parking brake isolation switch is closed, both the first handle 8245 and the third handle 8255 are in a vertical position. The gearbox 8254 converts the operating directions on both sides into the same direction.

[0097] Example 3 like Figure 10-17 As shown, Figure 10 This is a schematic diagram of the structure of a rail vehicle provided in an embodiment of this application; Figure 11 This is a schematic diagram of the structure of the intermediate vehicle 832 provided in an embodiment of this application; Figure 12 This is a schematic diagram of the structure of floor assembly 8322 provided in an embodiment of this application; Figure 13 A partial cross-sectional view of the floor assembly 8322 provided in this application embodiment; Figure 14 This is a schematic diagram of the structure of the base frame 83226 provided in the embodiments of this application; Figure 15 A schematic diagram of the undercarriage installation structure for the liquefied gas tank 8332; Figure 16 This is a schematic diagram of the structure of liquefied petroleum tank 8332; Figure 17 This is a schematic diagram of the installation of the 833 active fire extinguishing device.

[0098] In this embodiment, the intermediate vehicle 832 includes an intermediate vehicle body 8321 and a floor assembly 8322, the floor assembly 8322 including: Several car body keels 83221 extend longitudinally and are arranged laterally on the underframe 83226 of the middle car body 8321; The interior floor 83222 is equipped with several sets of slide rails 83223 on the top. The slide rails 83223 extend longitudinally, and the vehicle body frame 83221 is correspondingly provided below the slide rails 83223. The conveying trolley 83224 has a sliding part 83229 at the bottom for cooperating with the guide rail, which is used to drive the goods to move longitudinally along the inner floor 83222.

[0099] The car body keel 83221 is located above the car underframe 83226 and is used to support the superstructure. It can be made of high-strength steel or aluminum alloy, and the length direction of the keel is consistent with the running direction of the rail vehicle. Multiple keels are arranged parallel to each other in the width direction of the car body to form a support array. As the main load-bearing component, the keel can effectively withstand the concentrated load from the upper cargo and conveying system, preventing local deformation or fatigue damage of the underframe 83226. It directly transfers the dynamic / static loads of the upper part to the main structure of the car body underframe 83226 through the keel, avoiding stress concentration on thin plate floor and improving the overall structural safety of the vehicle.

[0100] The interior floor 83222 is a flat panel laid above the vehicle body frame 83221, forming the working and walking surface inside the vehicle. The slide rail 83223 is fixed to the top of the interior floor 83222 and can be configured as a grooved rail, roller guide rail, or embedded guide bar. The track direction of the slide rail 83223 is consistent with the vehicle's running direction. Each set of slide rails 83223 is supported by at least one frame directly below it, forming a force transmission path between the slide rail 83223, the interior floor 83222, and the vehicle body frame 83221; ensuring... The slide rail 83223 ensures operational stability and precision, while its solid foundation reduces operational vibration, sway, or jamming. The conveyor trolley 83224 is a cargo-carrying platform that moves inside the carriage. The sliding component 83229 is a guide / support component installed at the bottom of the trolley and cooperating with the slide rail 83223, such as a roller, slider, guide shoe, or bearing assembly. The trolley moves along the slide rail 83223 via the sliding component 83229, thereby enabling the positioning, sorting, or loading / unloading of goods in the longitudinal direction (i.e., length direction) of the carriage.

[0101] The slide rail 83223 consists of roller sliders, roller guide rails, and support profiles. It is connected to the wooden joists of the vehicle body through the support profiles. The composite floor is connected to the support profiles through a metal outer layer. Each set of slide rails 83223 is equipped with two conveyor trolleys 83224. The conveyor trolleys 83224 slide on the slide rails 83223 through roller sliders. Goods are placed on the conveyor trolleys 83224 for loading and transportation inside the vehicle, realizing quick loading and unloading of goods, greatly reducing the workload of loading and unloading personnel, and improving loading and unloading efficiency.

[0102] It can complete secondary cargo scheduling within the enclosed compartment without relying on external forklifts or manual handling, significantly improving loading and unloading efficiency; it can realize automated or semi-automated logistics inside the compartment, reducing the intensity of manual labor and safety risks.

[0103] In one embodiment, the intermediate vehicle body 8321 includes a top plate, a set of oppositely arranged side walls and a base frame 83226. The side walls are located on both sides of the top plate in the lateral direction. The top of the side walls is fixed to the top plate, and the bottom of the side walls is fixed to the base frame 83226. A large-opening loading door 83225 is provided in the middle of the side walls. A base frame longitudinal beam 83227 is provided at the bottom of the base frame 83226. The base frame longitudinal beam 83227 is arranged along the longitudinal direction and its two ends are respectively connected to the traction beam. A side beam reinforcing plate 83228 corresponding to the large-opening loading door 83225 is provided on the base frame 83226.

[0104] The vehicle body is enclosed by a top plate, side walls on the left and right sides, and a base frame 83226 at the bottom. The side walls are vertically set on both sides of the top plate, with their top ends welded or bolted to the top plate and their bottom ends fixed to the base frame 83226, forming a stable U-shaped cross-section load-bearing frame. A wide doorway is opened in the middle area of ​​the side wall in the height direction. The loading door can be a double-opening type, a flip-up type, or a roller shutter type, for directly loading and unloading large, heavy, or palletized goods from the side. It can achieve straight entry and exit from the side without relying on end hoisting or unpacking, and is particularly suitable for loading and unloading scenarios without platforms or with limited space. The main door can be used with forklifts, AGVs, or conveyor trolleys 83224 to directly enter and exit, achieving seamless connection between the vehicle and the cargo compartment.

[0105] The underframe longitudinal beam 83227 is located at the bottom of the underframe 83226 and runs through the entire vehicle along its length. The ends of the longitudinal beam are rigidly connected to the traction beams at the ends of the vehicle body, forming the main load-bearing path to achieve longitudinal load transfer and avoid local stress concentration; thus improving the overall rigidity and bending resistance of the underframe 83226.

[0106] The underframe 83226 is equipped with a local reinforcing plate, which is a thick steel plate, located at the lower edge of the large-opening loading door 83225. It is welded to the side beam of the underframe 83226 to compensate for the structural weakening caused by the opening in the side wall; effectively compensate for the structural strength loss in the doorway area, prevent the vehicle body from twisting and deforming, and extend the fatigue life of the vehicle body.

[0107] Each vehicle is equipped with a large-opening loading door (83225) in the middle position, which carries the drive mechanism, door leaf, door frame, door opening button, external operating device, emergency unlocking device, etc. The loading door is mainly composed of locking mechanism, bottom clamping lock, stop, lower guide rail, upper clamping lock, lower clamping lock, isolation lock, main lock and control module. During the vehicle's movement, the control module controls the motor of the drive mechanism to move the door leaf along the trajectory of the lower guide rail. The stop limits the opening degree of the door, the main lock keeps the door closed, the clamping lock ensures airtightness, and the external operating device allows for manual opening of the door from the outside. Designated doors can be remotely isolated via a mechanic screen, and the remote isolation command is transmitted to the designated door system via hard wire. When the vehicle is in a fault state such as power failure or gas failure, or when it is parked, local manual isolation can be performed using a triangular key.

[0108] In one embodiment, an active fire extinguishing device 833 is also included, the active fire extinguishing device 833 comprising: Fire extinguishing nozzle 8331 is located on top of control vehicle 831 or intermediate vehicle 832; The liquefied gas tank 8332 and the lifting base 8333 are fixed to the lifting base 8333 by a strap 8334. The end of the liquefied gas tank 8332 is provided with a valve protection device 8335, which is fixed to the lifting base 8333. Pipeline 8336 is connected at one end to valve protection device 8335 and fixed to intermediate vehicle body 8321 via pipe clamp, and at the other end to fire extinguishing nozzle 8331.

[0109] Fire extinguishing nozzles 8331 are used to release extinguishing agents and are generally installed on the top of the carriage, covering the longitudinal centerline or key areas of the carriage. Top installation allows the extinguishing agent to settle evenly, effectively covering high-risk fire areas such as cargo stacks and equipment compartments. Liquefaction tank 8332 is used to store liquefied extinguishing agents. The mounting bracket 8333 is welded or bolted to the crossbeam of the chassis 83226. Straps 8334 secure the liquefaction tank 8332 to the mounting bracket 8333 to prevent shaking during operation. Valve protection device 8335 is located at the outlet end of the liquefaction tank 8332 and includes a pneumatic valve, a safety relief valve, and a crash shield. The valve protection device 8335 is rigidly connected to the mounting bracket 8333 to prevent damage to the valve from external forces.

[0110] Pipeline 8336 is used to transport the extinguishing agent. One end is connected to the outlet of valve protection device 8335, and the other end is connected to the top extinguishing nozzle 8331. It is fixed to the vehicle body structure at intervals along the route using pipe clamps to prevent shaking, friction, or fatigue breakage. Pipeline 8336 can be laid along the vehicle frame, with a simple route to reduce flow resistance and ensure that the pressure at the nozzle meets the standard. Specifically, the vehicle is equipped with an active fire suppression system. Each vehicle has five active extinguishing nozzles 8331 on the roof and a perfluorohexanone liquefaction tank 8332 with a working pressure of 2.5MPa to 5MPa located under the vehicle. The liquefaction tank 8332 is connected to the frame via elastic fixing straps 8334 and to the vehicle body via a lifting bracket. A valve protection box is installed at the end. The extinguishing gas is transmitted to the vehicle interior through a braided sealed pipeline 8336. The sealed pipeline 8336 is fixed inside the vehicle by a lifting bracket and stainless steel cable ties. The extinguishing agent is sprayed through the nozzles.

[0111] In another embodiment, the intermediate car 832 and the control car 831 are respectively equipped with an on-board abnormal noise monitoring system. Each car has four sound acquisition devices, evenly distributed in four parts of the car and fixed on the floor near the key monitoring target. Each car is equipped with an abnormal noise monitoring host. The devices are connected to the switch via Ethernet cable, and the monitoring host is also connected to the switch via Ethernet cable. The sound acquisition devices communicate with the host through the switch. Finally, the host transmits the sound signals collected by the sound acquisition devices and the sound fault diagnosis results of the monitoring host to the display screen through the switch. The mechanic can select the car location to be monitored on the display screen and click the play button to listen to the sound collected by the selected sound acquisition device in real time through headphones. Combined with the abnormal noise diagnosis results given by the monitoring host, it can be determined whether there is abnormal noise in the car location.

[0112] In one specific implementation, the rail vehicle is a 200 km / h freight EMU, consisting of 9 cars, each 91.8 m long. From car 1 to car 2, the sequence is: traction locomotive, non-air-conditioned freight car, non-air-conditioned freight car, non-air-conditioned freight car, non-air-conditioned freight car, non-air-conditioned freight car, air-conditioned freight car, and air-conditioning control car 831. Cars 2 to 6 are identical, being non-air-conditioned freight cars used for transporting ordinary express packages. Car 7 is an air-conditioned car used for transporting express packages requiring specific temperature controls. Car 8 is a containerized transport vehicle, employing electrically powered refrigerated containers. The system is used to transport goods such as flowers and seafood that require strict low-temperature control. Each car of the EMU is equipped with a pair of 1700mm wide sealed loading doors, four fire-extinguishing spray systems, and fire extinguishing containers under the cars. It is connected to the network through a control unit to realize automatic and active fire extinguishing in fire mode. Cameras are installed on the roof to monitor the cargo and door status inside the car. Each car is equipped with an onboard real-time audio detection sensor for abnormal operating noise to realize abnormal noise monitoring and alarm. Remote network-controlled circuit breakers are used to solve the problem of personnel not being able to reach the vehicle in fault mode.

[0113] The control car 831 is equipped with an air conditioning unit at one end, a large-opening loading door 83225 in the middle, and a bench door and escape window at one end. The passenger compartment adopts a containerized cargo hold area, with a separate escort area. The escort area is equipped with double-decker berths, a water heater, a refrigerator, a microwave oven, and a desk, and has a separate toilet. The toilet and signal cabinet are separated by an isolation door, and the signal cabinet and driver's area are also separated by an isolation door. Fire extinguishing equipment and running gear are installed under the car. Four sets of batteries provide DC power to the entire train, while a separate brake control unit, inverter, and charger provide AC power to the entire train.

[0114] An air-conditioned trailer is located next to the control car 831. The air-conditioned trailer is equipped with an air conditioning unit on the top and a large-opening loading door 83225 in the middle. The passenger compartment is a full cargo area with a convenient cargo floor. An electrical cabinet, chargers, inverters, and batteries are centrally located under the car to provide power to the entire train. Fire extinguishers are installed at the end of the underframe 83226 and running gear is installed at both ends.

[0115] The middle car 832 is equipped with a regular trailer, with a large-opening loading door 83225 in the middle. The passenger compartment is a full cargo area with a convenient cargo floor. The electrical cabinet and brake control unit are arranged separately under the car. Fire extinguishers are installed on the underframe 83226 and walking devices are installed at both ends.

[0116] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0117] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A rail vehicle, characterized in that, include: The vehicle includes a control vehicle and several intermediate vehicles. Each of the intermediate vehicles is equipped with a parking brake isolation device. The parking brake isolation device includes a parking control box, a parking monitoring box, and a parking isolation operation component. The parking control box and the parking monitoring box are arranged opposite each other at two lateral ends under the vehicle body. The parking control box includes an air supply plug, a pressure reducing valve, a parking brake solenoid valve, a two-way check valve, and a first parking isolation plug; the parking monitoring box includes a second parking isolation plug, a first pressure switch, and a second pressure switch. One end of the parking isolation operation component is connected to the first parking isolation gate, and the other end is connected to the second parking isolation gate. When one of the first parking isolation gate and the second parking isolation gate rotates, the parking isolation operation component synchronously drives the other of the first parking isolation gate and the second parking isolation gate to rotate.

2. The rail vehicle according to claim 1, characterized in that, The parking isolation operation component includes: The linkage shaft extends laterally along the vehicle body; The first operating mechanism is located at one axial end of the linkage shaft. The first operating mechanism is connected to the first parking isolation gate and is used to drive the first parking isolation gate to rotate to realize the opening and closing. The second operating mechanism is located at the other end of the axial direction of the linkage shaft. The second operating mechanism is connected to the second parking isolation plug and is used to drive the second parking isolation plug to rotate to realize the opening and closing. When one of the first operating mechanism and the second operating mechanism is activated, it drives the linkage shaft to rotate, which in turn drives the other of the first operating mechanism and the second operating mechanism to rotate, thereby driving the first parking isolation gate and the second parking isolation gate to rotate.

3. The rail vehicle according to claim 1, characterized in that, The intermediate vehicle comprises an intermediate vehicle body and a floor, the floor comprising: Several vehicle body keels extend longitudinally and are arranged laterally on the underframe of the intermediate vehicle body; The interior floor is fitted with several sets of sliding rails on the top, which extend longitudinally, and the vehicle body frame is located below the sliding rails. The conveyor trolley has a sliding component at the bottom that cooperates with the slide rail to move the goods longitudinally along the interior floor.

4. The rail vehicle according to claim 3, characterized in that, The intermediate vehicle body includes: The system includes a top plate, a set of oppositely arranged side walls and a base frame. The side walls are located on both sides of the top plate, with the top of the side walls fixed to the top plate and the bottom of the side walls fixed to the base frame. A large-opening loading door is provided in the middle of the side walls. The bottom of the base frame is provided with a base frame longitudinal beam, which runs along the longitudinal direction and is connected to the traction beam at both ends; the base frame is provided with a side beam reinforcing plate corresponding to the large-opening loading door.

5. The rail vehicle according to claim 1, characterized in that, It also includes an active fire extinguishing device, which includes: Fire extinguishing nozzles are located on the top of the control vehicle or the intermediate vehicle; The liquefied gas tank and the lifting bracket are provided. The lifting bracket is used to fix the liquefied gas tank to the intermediate car body. The liquefied gas tank is fixed to the lifting bracket by straps. The end of the liquefied gas tank is provided with a valve protection device, which is fixed to the lifting bracket. One end of the pipeline is connected to the valve protection device and fixed to the intermediate vehicle body via a pipe clamp, while the other end is connected to the fire extinguishing nozzle.

6. The rail vehicle according to claim 2, characterized in that, The first end of the air supply plug is connected to the main air cylinder, and the second end of the air supply plug is connected to the first end of the pressure reducing valve; the second end of the pressure reducing valve is connected to the first end of the parking brake solenoid valve; the bidirectional check valve includes an inlet end, an outlet end, and an intermediate end, the inlet end is connected to the second end of the parking brake solenoid valve, the outlet end is connected to the brake cylinder, and the intermediate end is connected to the parking cylinder; the first end of the first parking isolation plug is connected to the intermediate end. The first end of the second parking isolation valve is connected in series with the second end of the first parking isolation valve; the first pressure switch is connected in series in the air path between the two-way check valve and the parking cylinder to detect the air path pressure; the second pressure switch is connected in parallel with the first pressure switch. The control component is electrically connected to the first pressure switch and the second pressure switch respectively, and determines the parking brake execution action based on the first pressure value of the first pressure switch and the second pressure value of the second pressure switch.

7. The rail vehicle according to claim 2, characterized in that, The first operating mechanism includes a first rotating arm, a first connecting rod, and a first plug coupling; The first end of the first rotating arm is fixed to the linkage shaft, and the second end is slidably connected to the first end of the first connecting rod; The first plug coupling includes a first plug arm, a first fixed support and a first connecting shaft. The first end of the first plug arm is connected to the second end of the first connecting rod. The first arm, the first connecting rod and the first plug arm form a linkage mechanism. The first fixed support is used to fix it to the parking control box. The first connecting shaft is located on the first fixed support, and the first end of the first connecting shaft is fixedly connected to the second end of the first gate arm. The second end of the first connecting shaft is used to connect to the gate shaft of the first parking isolation gate. When the first arm rotates, the first gate arm drives the first connecting shaft to rotate around its own axis, thereby driving the gate shaft of the first parking isolation gate to rotate.

8. The rail vehicle according to claim 7, characterized in that, The first operating mechanism further includes a slide bar mechanism, the slide bar mechanism comprising: A sliding rod mounting base is used to fix the parking control box. The sliding rod mounting base is provided with a set of first sliding limit posts, and the line connecting the first sliding limit posts is parallel to the first connecting rod. A sliding rod is fixedly connected to the first connecting rod; the sliding rod has a sliding limiting hole and a second sliding limiting post, the first sliding limiting post is located in the sliding limiting hole, and the sliding limiting hole and the first sliding limiting post are respectively arranged in a one-to-one correspondence; the second sliding limiting post is located on the transverse side wall of the sliding rod; The first end of the first plug arm is provided with an open slide groove extending along the length direction, and the second sliding limiting post is located in the open slide groove; The first rotating arm drives the first connecting rod and the slide rod to move in the horizontal direction. The slide rod moves relative to the first sliding limit post, and the second sliding limit post pushes the opening slide groove and the first plug door rotating arm to rotate.

9. The rail vehicle according to claim 8, characterized in that, The second end of the first rotating arm is provided with a second sliding limiting hole, which extends along the length direction of the first rotating arm; The first end of the first connecting rod is provided with a third sliding limiting post, which is located inside the second sliding limiting hole; The rotation of the first rotating arm causes the second sliding limiting hole to rotate and slide relative to the third sliding limiting post, and pushes the third sliding limiting post and the first connecting rod to move in the horizontal direction.

10. The rail vehicle according to claim 8, characterized in that, Also includes: The first handle is fixed to the shaft end of the linkage shaft near the first operating mechanism and is used to drive the linkage shaft to rotate. And / or, a second handle, fixed to the first end of the connecting shaft, for driving the connecting shaft to rotate.

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