Rail vehicle rescue system, control methods and rail vehicles

Abstract

This invention discloses a rail vehicle rescue system, control method, and rail vehicle. The system includes: a main air duct; a train pipe control device, the input of which is connected to the main air duct, and the output of which is connected to the train pipe; and a braking control device, the input of which is connected to the train pipe, used to perform corresponding levels of braking or release based on the pressure of the train pipe. The train pipe control device includes: at least two pressure control branches, the input of each pressure control branch being connected in parallel to the main air duct, and each pressure control branch including a pressure reducing valve and a solenoid valve connected in sequence, with the pressure reducing valve of each pressure control branch having different set pressure values; the solenoid valve selectively activates the corresponding pressure control branch through a combination of on / off states, and outputs a corresponding preset pressure to the train pipe. This system outputs multiple discrete pressure values ​​to the train pipe through the on / off combinations of the solenoid valves in the train pipe control device, thereby triggering the braking control device to perform corresponding graded braking actions based on the corresponding pressure values.

Description

Technical Field

[0001] This invention relates to the field of railway transportation technology, and in particular to a rail vehicle rescue system, control method, and rail vehicle. Background Technology

[0002] Fixed-formation rail vehicles, such as urban rail vehicles and EMUs, typically require a rescue locomotive or another rail vehicle to be coupled with them for towing and rescue if they malfunction and cannot continue operating. During the rescue process, the rescue vehicle needs to be able to control the braking system of the disabled vehicle to ensure traction safety.

[0003] Existing rescue solutions typically rely heavily on the continuous and precise train pipe pressure output from rescue locomotives for braking control. However, this approach has the following shortcomings: First, the disabled vehicle can only passively receive pressure, lacking a self-rescue mechanism that can convert external air sources into multi-level precise control commands using its own pneumatic logic, resulting in excessively high demands on the rescue locomotive. Second, current technologies mostly use continuous adjustment for train pipe pressure control, which lacks systematic and precise matching with the opening pressure of multiple piston valves in the disabled vehicle's braking control unit. This makes it difficult to achieve multi-level, refined, graded braking control, affecting the precise control of vehicle speed and the smoothness of operation during the rescue process. Summary of the Invention

[0004] One of the objectives of this invention is to provide a rail vehicle rescue system to solve the technical problem in the prior art that the rescue system cannot achieve multi-level fine-grained graded braking control during the rail vehicle rescue process.

[0005] To achieve one of the aforementioned objectives, this invention provides a rail vehicle rescue system, comprising: a main air duct; a train pipe control device, the input end of which is connected to the main air duct, and the output end of which is connected to a train pipe; and a braking control device, the input end of which is connected to the train pipe, for performing braking or releasing at corresponding levels according to the pressure of the train pipe; wherein, the train pipe control device comprises: at least two pressure control branches, the input end of each pressure control branch being connected in parallel to the main air duct, each pressure control branch comprising a pressure reducing valve and a solenoid valve connected in sequence, and the pressure reducing valve of each pressure control branch having a different set pressure value; the solenoid valve selectively conducts the corresponding pressure control branch by combining the gain and loss states, and outputs a corresponding preset pressure to the train pipe.

[0006] As a further improvement of one embodiment of the present invention, the train pipe control device further includes: a first bidirectional check valve, the input end of which is connected to the output ends of at least two pressure control branches respectively; a train pipe piston valve, disposed between the first bidirectional check valve and the first relay valve; and a first relay valve, the input end of which is connected to the output end of the train pipe piston valve, and the output end of which is used to connect to the train pipe and to output the input pressure to the train pipe at a predetermined ratio.

[0007] As a further improvement of one embodiment of the present invention, the pressure control branch includes a first pressure control branch, a second pressure control branch and a third pressure control branch, wherein the output ends of the first pressure control branch and the second pressure control branch are both connected to the input end of the first bidirectional check valve, the output end of the first bidirectional check valve is connected to the first input end of the train pipe piston valve, and the output end of the third pressure control branch is connected to the second input end of the train pipe piston valve.

[0008] As a further improvement of one embodiment of the present invention, the set pressure values ​​of the three pressure reducing valves on the three pressure control branches are respectively a first pressure value, a second pressure value, and a third pressure value; wherein, the first pressure value is less than the second pressure value, and the second pressure value is less than the third pressure value.

[0009] As a further improvement of one embodiment of the present invention, the train pipe piston valve has a first inlet end, a second inlet end, an outlet end, and a control end. The first inlet end is connected to the output end of the first bidirectional check valve, the second inlet end is connected to the output end of a pressure reducing valve in one of the pressure control branches, the control end is connected to the output end of a solenoid valve in one of the pressure control branches, and the outlet end is connected to the input end of the first relay valve. The train pipe piston valve is configured to connect the first inlet end and the outlet end when the pressure at the control end is lower than a preset opening pressure threshold, and to connect the second inlet end and the outlet end when the pressure at the control end is greater than or equal to the preset opening pressure threshold.

[0010] As a further improvement of one embodiment of the present invention, the train pipe control device further includes: a first bidirectional check valve, the input end of which is connected to the output end of at least two pressure control branches respectively; a fourth bidirectional check valve, the first input end of which is connected to the output end of the first bidirectional check valve, the second input end of which is connected to the output end of the third pressure control branch, and the output end of which is used to connect to the first relay valve.

[0011] As a further improvement of one embodiment of the present invention, the braking control device includes at least two braking branches, each of the braking branches including a braking piston valve, the control end of the braking piston valve being connected to the train pipe for controlling the on / off state of the corresponding braking branch according to the pressure of the train pipe.

[0012] As a further improvement of one embodiment of the present invention, the at least two braking branches include a first braking branch, a second braking branch, and a second bidirectional check valve; the first braking branch includes a first pressure reducing valve, a first solenoid valve, and a first piston valve connected in sequence; the second braking branch includes a second pressure reducing valve, a second solenoid valve, and a second piston valve connected in sequence; the input end of the second bidirectional check valve is connected to the output ends of the first braking branch and the second braking branch, respectively; wherein, the input ends of the first pressure reducing valve and the second pressure reducing valve are respectively connected to the brake cylinder of the rail vehicle, and the set pressure values ​​of the first pressure reducing valve and the second pressure reducing valve are different from each other.

[0013] As a further improvement of one embodiment of the present invention, the brake piston valve includes a third piston valve, and the at least two brake branches further include a third brake branch, the third brake branch including: a brake converter, the input end of which is connected to the output end of the third piston valve; the input end of the third piston valve is connected to the brake cylinder of the rail vehicle; and an emergency solenoid valve, the first input end of which is connected to the output end of the brake converter, and the second input end of which is connected to the output end of the third piston valve.

[0014] As a further improvement of one embodiment of the present invention, the braking control device further includes: a third bidirectional check valve, the first input end of which is connected to the output end of the second bidirectional check valve, and the second input end of which is connected to the output end of the emergency solenoid valve.

[0015] As a further improvement of one embodiment of the present invention, the braking control device further includes: a pressure limiting valve, the input end of which is connected to the third bidirectional check valve and the control end of which is connected to the air spring of the rail vehicle, for adjusting the output pressure according to the vehicle load; and a second relay valve, the input end of which is connected to the output end of the pressure limiting valve and the output end of which is connected to the brake cylinder of the rail vehicle, for converting the input pressure into brake cylinder pressure output.

[0016] To achieve one of the above-mentioned objectives, the present invention also provides a rail vehicle, including the rail vehicle rescue system.

[0017] To achieve one of the above-mentioned objectives, the present invention also provides a rail vehicle rescue control method, applied to the rail vehicle rescue system. The method includes: receiving a power supply from a rescue vehicle in response to a rescue command from the current rail vehicle; controlling the switching on / off state of solenoid valves in at least two pressure control branches according to the rescue command, so as to selectively open the corresponding pressure control branch and output a corresponding preset pressure value; transmitting the preset pressure value to the braking control device, triggering the brake piston valve in the braking control device having a corresponding preset opening pressure threshold to perform braking or release at the corresponding level.

[0018] Compared with the prior art, the embodiments of the present invention have at least one of the following beneficial effects:

[0019] This invention employs a rail vehicle rescue system. It utilizes multiple pressure-control branches connected in parallel to the main air duct, each containing pressure-reducing valves and solenoid valves with different set pressures. By combining the gain and loss of power of the solenoid valves, the system selects and activates the corresponding branch, converting the main air duct pressure into multi-level discrete preset pressures and outputting them to the train pipe. This allows the braking control device to perform graded braking and release based on the train pipe pressure. This system requires only an external power supply and air supply, enabling the disabled vehicle to complete graded release and braking using its own mechanisms. It features a simple structure, rapid response, and fault-oriented safety, effectively improving applicability, safety, and two-way mutual rescue capabilities in rescue scenarios. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of a rail vehicle rescue system 100 according to one embodiment of the present invention.

[0021] Figure 2(a) is a schematic diagram of the train pipe control device (B03) in one embodiment of the present invention.

[0022] Figure 2(b) is a schematic diagram of the train pipe control device (B03) in another embodiment of the present invention.

[0023] Figure 3 This is a schematic diagram of the braking control device (B01) in one embodiment of the present invention.

[0024] Figure 4 This is a schematic diagram of the steps of a braking control method for a rail vehicle in one embodiment of the present invention. Detailed Implementation

[0025] The present invention will now be described in detail with reference to the specific embodiments shown in the accompanying drawings. However, these embodiments do not limit the present invention, and any structural, methodological, or functional modifications made by those skilled in the art based on these embodiments are included within the scope of protection of the present invention.

[0026] It should be noted that the term "comprising" or any other variation thereof is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0027] like Figures 1 to 3 As shown, one embodiment of the present invention provides a rail vehicle rescue system 100.

[0028] The rescue system 100 integrates a main air duct (MRP), a train pipe control unit (B03), and a brake control unit (B01). The main air duct (MRP) provides compressed air (air source). The train pipe control unit (B03) is a pneumatic control unit designed to convert the high-pressure compressed air provided by the main air duct (MRP) into multiple discrete and preset fixed pressure levels through at least two internally configured parallel pressure control branches. The brake control unit (B01) receives pressure commands from the train pipe (BP) and translates them into corresponding actions.

[0029] Specifically, the input of the train pipe control device (B03) is connected to the main air duct (MRP), which has at least two parallel pressure control branches inside. Each pressure control branch includes a pressure reducing valve and a solenoid valve, wherein the set pressure values ​​of each pressure reducing valve are different, for example, they can be set to 3.4 bar, 4.4 bar and 5.0 bar respectively, to generate different levels of preset pressure.

[0030] The input ends of each pressure-controlled branch are connected in parallel to the main air duct (MRP) to obtain compressed air, and their output ends converge and connect to the train pipe (BP) of the rail vehicle. During the rescue operation, the train pipe control device (B03) is powered by the rescue vehicle. By controlling the combination of the on / off states of the solenoid valves in each pressure-controlled branch, it selectively activates one of the pressure-controlled branches, thereby enabling the train pipe (BP) to obtain a preset pressure corresponding to the pressure reduction valve setting value of that branch.

[0031] For example, when a pressure of 3.4 bar is required, only the branch with a set pressure of 3.4 bar is opened (i.e., B03.02→B03.05→B03.07); when a higher pressure is required, the branch with the corresponding higher set pressure can be opened, or when multiple branches are opened at the same time, the highest pressure output can be automatically selected by the subsequent first two-way check valve (B03.07).

[0032] The input terminal of the brake control device (B01) is connected to the train pipe (BP). Internally, it contains multiple piston valves with different opening pressure thresholds, such as B01.08, B01.09, and B01.10. These opening pressure thresholds correspond one-to-one with the set pressure values ​​of the pressure reducing valves in the train pipe control device (B03). When the train pipe (BP) pressure reaches the opening pressure threshold of a certain piston valve, the valve actuates, controlling the corresponding brake branch to output a pre-control pressure of the appropriate level. This pressure is then converted into brake cylinder pressure via relay valves and other components, thereby achieving refined control of multiple braking levels, such as "minor towing braking," "medium towing braking," or "emergency braking," for disabled vehicles.

[0033] Through the above structure, the rescue system 100 not only enables the rescue vehicle to carry out rescue without having complex pressure control functions, but also achieves precise graded control of the braking of the disabled vehicle, significantly improving the flexibility and safety of the rescue.

[0034] In one embodiment, as shown in FIG2(a), the train pipe control device (B03) further includes a first bidirectional check valve (B03.07) and a fourth bidirectional check valve (B03.13). The input terminal of the first bidirectional check valve (B03.07) is connected to the output terminals of at least two pressure control branches, and its output terminal is connected to the first input terminal of the fourth bidirectional check valve (B03.13). The second input terminal of the fourth bidirectional check valve (B03.13) is directly connected to the pressure control branch with a higher set pressure, and its output terminal is connected to the first relay valve.

[0035] In one embodiment, the pressure control branch specifically includes a first pressure control branch, a second pressure control branch, and a third pressure control branch. The three pressure control branches are connected to the main air duct (MRP) in parallel, so that the compressed air in the main air duct (MRP) can simultaneously provide a stable air source for each pressure control branch.

[0036] Referring to Figure 2(a), the following explanation uses three pressure control branches as an example. The first pressure control branch consists of a first pressure reducing valve (B03.02) and a first solenoid valve (B03.05) connected in series, both set to 3.4 bar. The second pressure control branch consists of a second pressure reducing valve (B03.01) and a second solenoid valve (B03.04) connected in series, both set to 4.4 bar. The outputs of these two branches converge into a first two-way check valve (B03.07), which automatically selects the higher of the two input pressures as the output. The output of the first two-way check valve (B03.07) is connected to the first input of a fourth two-way check valve (B03.13). The third pressure control branch consists of a third pressure reducing valve (B03.03) and a third solenoid valve (B03.06) set to 5.0 bar, with its output connected to the second input of the fourth two-way check valve (B03.13).

[0037] In one specific embodiment, the set pressure values ​​of the three pressure reducing valves (B03.01, B03.02 and B03.03) included in the three pressure control branches are a first pressure value, a second pressure value and a third pressure value; wherein, the first pressure value is less than the second pressure value, and the second pressure value is less than the third pressure value.

[0038] The setting of this type of pressure gradient matches the control requirements of graded braking and graded relief under the rescue conditions of rail vehicles. Based on specific application scenarios, the first pressure value can be set to 3.4 bar, corresponding to the trigger threshold of medium drag braking; the second pressure value can be set to 4.4 bar, corresponding to the trigger threshold of small drag braking; and the third pressure value can be set to 5.0 bar, corresponding to the target pressure for complete relief of full braking. The difference between each pressure value ensures a clear distinction between different braking levels while avoiding the impact of sudden pressure changes on the smoothness of vehicle operation.

[0039] As shown in Table 1, by controlling the energization and de-energization of three solenoid valves (B03.04, B03.05 and B03.12), the train pipe (BP) pressure can be controlled to 0 bar, 3.4 bar, 4.4 bar and 5 bar.

[0040] Table 1

[0041] In Table 1, when B03.04, B03.05, and B03.12 are energized simultaneously, the solenoid valves of the three pressure control branches are all in the conducting state. The air in the main duct (MRP) is reduced in pressure by the pressure reducing valves (B03.01, B03.02, and B03.03) set at 3.4 bar, 4.4 bar, and 5 bar respectively before entering the junction node. Since 5 bar is the highest pressure, this pressure will dominate the final output to the first relay valve (B03.09). The first relay valve (B03.09) outputs a pressure of 5 bar to the train pipe (BP), thereby making the pressure in the train pipe (BP) reach 5 bar, corresponding to the brake release state.

[0042] When B03.04 is energized and B03.05 and B03.12 are de-energized, the second pressure control branch (B03.01→B03.04→B03.07) is activated. The air in the main duct (MRP) is depressurized through this branch and output to the first relay valve (B03.09) through the fourth bidirectional check valve (B03.13). The first relay valve (B03.09) outputs a pressure of 4.4 bar to the train pipe (BP), forming a train pipe (BP) pressure of 4.4 bar, corresponding to the small drag braking state.

[0043] When B03.04 loses power, B03.05 gains power, and B03.12 loses power, the first pressure control branch (B03.02→B03.05→B03.07) is activated. The air in the main duct is depressurized through this branch and then output to the first relay valve (B03.09) through the fourth bidirectional check valve (B03.13). The first relay valve (B03.09) outputs a pressure of 3.4 bar to the train pipe (BP), forming a train pipe (BP) pressure of 3.4 bar, corresponding to the medium drag braking state.

[0044] When B03.04, B03.05, and B03.06 are all de-energized, all three pressure control branches are cut off, and the train pipe (BP) cannot obtain supplemental pressure from the first relay valve (B03.09). At the same time, the air inside the train pipe is vented through the train pipe piston valve (B03.08), and the pressure in the train pipe (BP) drops to 0 bar, corresponding to the emergency braking state.

[0045] As shown in Figure 2(b), in another embodiment, the train pipe control device (B03) further includes a first bidirectional check valve (B03.07), a first relay valve (B03.09), and a train pipe piston valve (B03.08). The input end of the first bidirectional check valve (B03.07) is connected to the output ends of at least two pressure control branches. This configuration allows the first bidirectional check valve (B03.07) to automatically select the branch with the highest pressure value from multiple input pressures as the output when multiple solenoid valves are simultaneously energized and multiple pressure control branches are simultaneously activated, thereby avoiding potential mutual interference when multiple pressures are connected in parallel.

[0046] For example, when two branches with set pressures of 3.4 bar and 4.4 bar are simultaneously open, the first two-way check valve (B03.07) will automatically select 4.4 bar as the output.

[0047] The train pipe piston valve (B03.08) is located between the first bidirectional check valve (B03.07) and the first relay valve (B03.09), and its control end is connected to the output end of the solenoid valve of one of the pressure control branches. The input end of the first relay valve (B03.09) is connected to the output end of the train pipe piston valve (B03.08), and its output end is used to connect to the train pipe (BP). It can amplify the pressurized gas delivered by the train pipe piston valve (B03.08) according to a preset ratio (e.g., 1:1) and output it to the train pipe (BP), so that the internal pressure of the train pipe (BP) accurately matches the preset value, thereby driving the brake control device (B01) to perform the corresponding level of braking or release action.

[0048] In one embodiment, the train pipe piston valve (B03.08) has a first inlet end, a second inlet end, an outlet end, and a control end. The first inlet end is connected to the output end of a first bidirectional check valve (B03.07), and the output end of the first bidirectional check valve (B03.07) is simultaneously connected to the first input end of a third solenoid valve (B03.06). The output end of the third solenoid valve (B03.06) is connected to the control end of the train pipe piston valve (B03.08). The second inlet end of the train pipe piston valve (B03.08) is connected to the output end of a pressure reducing valve in one of the pressure control branches, and the outlet end is connected to the input end of the first relay valve (B03.09).

[0049] The train pipe piston valve (B03.08) is configured to connect the first air inlet and the air outlet when the pressure at the control end is lower than the preset opening pressure threshold, so that the pressure output by the first bidirectional check valve (B03.07) can flow smoothly to the first relay valve (B03.09); and when the pressure at the control end is greater than or equal to the preset opening pressure threshold, it connects the second air inlet and the air outlet, while cutting off the passage between the first air inlet and the air outlet, thereby realizing the automatic switching of the air flow direction.

[0050] As shown in Table 2, by controlling the energization and de-energization of three solenoid valves (B03.04, B03.05 and B03.06), the train pipe (BP) pressure can be controlled to 0 bar, 3.4 bar, 4.4 bar and 5 bar.

[0051] Table 2

[0052] In one embodiment, the braking control device (B01) includes at least two independent braking branches, each of which is equipped with a braking piston valve. The control end of the braking piston valve is connected to the train pipe (BP) and is used to control the on / off state of the corresponding braking branch according to the real-time pressure value of the train pipe (BP), thereby realizing the application and release of different levels of braking.

[0053] In this embodiment, the brake control device (B01) has at least two brake branches, specifically including a first brake branch, a second brake branch, and a second bidirectional check valve (B01.12). The first brake branch consists of a first pressure-reducing valve (B01.04), a first solenoid valve (B01.06), and a first piston valve (B01.09) connected in sequence; the second brake branch consists of a second pressure-reducing valve (B01.05), a second solenoid valve (B01.07), and a second piston valve (B01.10) connected in sequence. The input terminal of the second bidirectional check valve (B01.12) is connected to the output terminals of both the first and second brake branches, and is used to select the higher pressure from the two inputs as the output.

[0054] The input terminals of both the first piston valve (B01.09) and the second piston valve (B01.10) are connected to the brake cylinder (B06) of the rail vehicle, and their set pressure values ​​are different, corresponding to the pre-control pressure requirements of light drag braking and medium drag braking, respectively. When the emergency braking control loop is disconnected, the first solenoid valve (B01.06) and the second solenoid valve (B01.07) are de-energized and turned on, so that the compressed air in the brake cylinder (B06) enters the first piston valve (B01.09) and the second piston valve (B01.10) after being depressurized by the corresponding pressure reducing valve. The control terminals of both the first piston valve (B01.09) and the second piston valve (B01.10) are connected to the train pipe (BP). When the pressure in the train pipe (BP) is lower than its respective opening threshold, the piston valve remains in the intake state, allowing the depressurized compressed air to flow to the second bidirectional check valve (B01.12), thereby applying the corresponding level of drag braking. When the pressure in the train pipe (BP) is higher than the corresponding threshold, the piston valve switches to the exhaust state, releasing the pre-controlled pressure to the atmosphere, thus relieving the corresponding drag braking. The second bidirectional check valve (B01.12) automatically selects the higher pressure output from the first braking branch and the second braking branch as the output of the subsequent drag braking pre-controlled pressure, ensuring braking priority and safety.

[0055] In one embodiment, the braking control device (B01) further includes a third piston valve (B01.08), and the braking branch includes a third braking branch, which consists of a brake converter (B01.23) and an emergency solenoid valve (B01.18). The input terminal of the brake converter (B01.23) is connected to the output terminal of the third piston valve (B01.08), and the input terminal of the third piston valve (B01.08) is connected to the brake cylinder (B06) of the rail vehicle. The first input terminal of the emergency solenoid valve (B01.18) is connected to the output terminal of the brake converter (B01.23), and its second input terminal is connected to the output terminal of the third piston valve (B01.08). The control terminal of the third piston valve (B01.08) is also connected to the train pipe (BP).

[0056] In one embodiment, the brake control device (B01) is further provided with a third bidirectional check valve (B01.15), which serves as the return center for different brake paths within the brake control device (B01). Its first input end is connected to the output end of the second bidirectional check valve (B01.12) to receive drag brake pre-control pressure from the first brake branch or the second brake branch; its second input end is connected to the output end of the emergency brake valve (B01.18) to receive pre-control pressure for service brake / emergency brake from the third brake branch.

[0057] In this embodiment, the third bidirectional check valve (B01.15) can automatically filter and output the higher pressure of the two input terminals to ensure that when switching between normal / emergency braking and towing braking conditions, the braking path with higher pressure is always the priority execution path, avoiding pressure crosstalk and airflow backflow between different braking paths.

[0058] In one embodiment, the braking control device (B01) is further provided with a pressure relief valve (B01.22) and a second relay valve (B01.25), which are connected in series between the output end of the third bidirectional check valve (B01.15) and the brake cylinder of the rail vehicle, to jointly complete the load adjustment and method output of the braking pressure.

[0059] In this embodiment, the input end of the pressure relief valve (B01.22) is connected to the output end of the third bidirectional check valve (B01.15) to receive the brake pre-control pressure filtered by the third bidirectional check valve (B01.15). Its control end is connected to the air spring system of the rail vehicle, which can collect the pressure signal of the air spring in real time, thereby obtaining the actual load of the vehicle (empty or loaded), and automatically adjust the output pre-control pressure according to the load signal to realize the load adaptive adjustment of the braking pressure, so as to avoid insufficient braking force or excessive braking due to different vehicle loads, and ensure the smoothness and safety of the braking process.

[0060] The input of the second relay valve (B01.25) is connected to the output of the pressure-limiting valve (B01.22), and its output is directly connected to the brake cylinder of the rail vehicle. The second relay valve (B01.25) can smoothly amplify the pre-controlled pressure output by the pressure-limiting valve (B01.22) at a preset 1:1 ratio, converting it into the actual braking pressure required by the brake cylinder, thus driving the brake cylinder to perform braking action. At the same time, when the pre-controlled pressure of the second relay valve (B01.25) decreases or disappears, it can promptly discharge the compressed air in the brake cylinder, realizing brake release. Working in conjunction with the pressure-limiting valve (B01.22), the third bidirectional check valve (B01.15), and the various braking branch structures mentioned above, it forms a complete air circuit link from brake pressure generation, screening, load adjustment to final output, ensuring that the brake control device (B01) can accurately and stably execute braking and release actions at all levels, meeting the braking control requirements of rail vehicle rescue operations.

[0061] In one embodiment, compressed air supplied by the main air duct (MRP) is sequentially passed through an isolation plug (B01.01), a filter (B01.02), and a one-way check valve (B01.03) to inflate the brake cylinder (B06). The isolation plug (B01.01) is used to control the opening and closing of the air circuit, the filter (B01.02) is used to filter impurities to protect downstream air circuit components, and the one-way check valve (B01.03) can prevent the internal pressure of the brake cylinder (B06) from flowing back to the main air duct (MRP). Thus, even in the event of abnormal conditions such as rupture, leakage, or failure of the main air duct (MRP), a stable and controllable working air source can still be provided to the brake control device (B01), ensuring the normal operation of the braking function.

[0062] Continue to refer to Figures 1 to 3 The schematic diagram of the air circuit of the rail vehicle rescue system 100 shown is shown. The rail vehicle rescue system 100 mainly achieves brake relief of the faulty vehicle in the rescue initiation stage and graded braking control in the rescue operation stage through the cooperation of the train pipe control device (B03) and the brake control device (B01). Its specific working process is described in conjunction with the air circuit structure as follows.

[0063] When a disabled vehicle completely loses power due to a malfunction, according to the fail-safe principle, its emergency braking loop is open. The solenoid valves (B01.06 and B01.07) and the emergency solenoid valve (B01.18) in the brake control device (B01) are de-energized, and the disabled vehicle is in an emergency braking state. Because the train pipe pressure is 0 bar, the three piston valves (B01.08, B01.09, and B01.10) in the brake control device (B01) remain in the A1 and A2 conduction state. Compressed air from the brake cylinder (B06) flows through the third brake branch and the first / second brake branch to the third bidirectional check valve (B01.15), and finally is output to the brake cylinder via the pressure relief valve (B01.22) and the second relay valve (B01.25). This causes the wheels to be locked by the brake cylinder pressure and unable to rotate.

[0064] During the rescue initiation phase, after the rescue vehicle is coupled to the disabled vehicle, the rescue vehicle supplies power to the train pipe control device (B03) of the disabled vehicle and continuously adjusts (e.g., gradually increases) the train pipe pressure by controlling the switching on and off of solenoid valves. At the same time, compressed air is supplied to the main air duct (MRP) of the disabled vehicle through the open plug valve (B14). When the train pipe control device (B03) outputs a pressure of 3.4 bar, the train pipe (BP) pressure enters the A4 port of the third piston valve (B01.08) through the filter (B01.11), triggering the piston valve to switch to A2 and A3 conduction, the emergency braking pre-control pressure is discharged to the atmosphere, the emergency braking is released, and only the drag braking is retained; when the train pipe control device (B03) increases the train pipe (BP) pressure to 4.4 bar, the A4 port of the second piston valve (B01.10) reaches the threshold, the piston valve switches to exhaust conduction, the medium drag braking pre-control pressure is discharged, and the medium drag braking is released; when the train pipe control device (B03) continues to increase the train pipe (BP) pressure to 5.0 bar (or 6 bar), the A4 port of the first piston valve (B01.09) is triggered, the small drag braking pre-control pressure is discharged, all braking is released to below the safe threshold for the vehicle to be towed, and the disabled vehicle is ready to be towed.

[0065] Therefore, the rescue initiation phase aims to gradually adjust the train pipe (BP) pressure of the disabled vehicle through the train pipe control device (B03) of the disabled vehicle itself, and to alleviate the emergency braking and drag braking that the disabled vehicle has automatically applied in stages.

[0066] During the rescue operation phase (or, during towing), the rescue vehicle needs to control its speed according to road conditions (such as downhill slopes or upcoming traffic signals). At this time, the rescue vehicle outputs different preset pressures to the train pipe (BP) by controlling the solenoid valve switching combination of the train pipe control device (B03) of the disabled vehicle, so that the brake control device (B01) of the disabled vehicle performs the corresponding level of braking.

[0067] When the rescue vehicle needs to apply brakes to the disabled vehicle, the train pipe control device (B03) adjusts the solenoid valve's on / off combination to continuously adjust (e.g., gradually reduce) the train pipe pressure. First, the train pipe (BP) pressure is reduced from 5.0 bar to 4.4 bar. At this time, the pressure at port A4 of the first piston valve (B01.09) is below the threshold, and the piston valve switches to A1 and A2 conduction. The compressed air from the brake cylinder (B06) flows through the first pressure reducing valve (B01.04) and the first piston valve (B01.09) to the second bidirectional check valve (B01.12). After passing through the third bidirectional check valve (B01.15), the pressure is adjusted by the pressure limiting valve (B01.22) according to the load signal, and then output to the brake cylinder through the second relay valve (B01.25) to achieve small-scale drag braking.

[0068] If stronger braking is required, the train pipe (BP) pressure is further reduced to 3.4 bar. When the pressure at port A4 of the second piston valve (B01.10) is below the threshold, the piston valve switches to air intake conduction. The compressed air output from the second pressure reducing valve (B01.05) flows through the second piston valve (B01.10) into the second bidirectional check valve (B01.12), and is then output after being superimposed with the small drag braking pressure to achieve medium drag braking.

[0069] If emergency braking is required, the pressure in the train pipe (BP) is reduced to 0 bar, and the pressure at port A4 of the third piston valve (B01.08) is 0 bar. The piston valve switches to air intake conduction, and the compressed air in the brake cylinder (B06) flows directly to the third bidirectional check valve (B01.15) through the emergency solenoid valve (B01.18) to achieve emergency braking. The pressure relief valve (B01.22) always adjusts the pressure according to the air spring load signal to ensure adaptive matching of braking force under different loads.

[0070] During this stage, the train pipe control device (B03) precisely outputs four levels of train pipe pressure—0 bar, 3.4 bar, 4.4 bar, and 5.0 bar—through the gain and loss combination of solenoid valves (B03.04, B03.05, and B03.06). This pressure is perfectly matched with the threshold values ​​of the three piston valves in the brake control device (B01), enabling graded application and release of braking. At the same time, the third bidirectional check valve (B01.15) of the brake control device (B01) always selects the highest pressure as the output, ensuring braking priority and safety.

[0071] Therefore, the rescue operation phase aims to adjust the train pipe pressure in stages through the train pipe control device (B03) to achieve the graded application of braking for the faulty vehicle, thereby ensuring the safety and controllability of the rescue traction process.

[0072] One embodiment of the present invention provides a rail vehicle equipped with the rescue system 100 described above. By integrating a train control device (B03), a braking control device (B01), multi-stage pressure control branches, a two-way check valve, and a pressure limiting valve, the rail vehicle possesses two-way mutual rescue capabilities in rescue scenarios. That is, a rail vehicle equipped with the rescue system 100 can play the role of either "rescuer" or "rescued" in a rescue scenario, regardless of whether it is currently in a normal or faulty state.

[0073] Specifically, on the one hand, when vehicle A, equipped with the rescue system 100, is the vehicle being rescued, vehicle A may have lost power or partial control due to its own malfunction, but its train pipe control device (B03) and brake control device (B01) still maintain the integrity of their mechanical and pneumatic structures. The rescue vehicle (which does not need to have complex train pipe control functions) only needs to provide power to vehicle A and supply compressed air to vehicle A's main air duct. After being energized, the multiple solenoid valves inside vehicle A's train pipe control device (B03) can selectively conduct the corresponding pressure control branch according to the rescue command through a preset combination of energized and de-energized states, and output a precise, discrete preset pressure value to the train pipe. This pressure value is transmitted through the train pipe to vehicle A's own brake control device (B01), where it will mechanically match the opening pressure threshold of multiple piston valves within the device, thereby achieving brake release / application.

[0074] On the other hand, when car B, which is equipped with the rescue system 100, goes to rescue another disabled car C as a rescue vehicle, car B can provide rescue to car C regardless of whether car C is equipped with a train control module.

[0075] Specifically, if train pipe control module is installed on vehicle C, rescue personnel only need to connect the train pipes of vehicle B and vehicle C accordingly, and connect the power supply of vehicle B to the train pipe control module of vehicle C to enable it to work normally. During the rescue, the train pipe control device (B03) on vehicle B, powered by its own power supply, outputs a preset pressure value to the train pipe through the gain and loss combination of solenoid valves according to the rescue command. After these preset pressure values ​​are transmitted to vehicle C, they provide control signals to vehicle C's own train pipe control device. More importantly, these pressure values ​​directly act on vehicle C's braking control device to achieve graded braking or graded braking release.

[0076] If car C is not equipped with a train control module, then the train control device of car B also outputs discrete preset pressure values ​​to the train control system through the switching on and off of solenoid valves. These pressure values ​​are transmitted to car C as braking commands, acting on the existing braking system of car C to achieve staged braking or staged braking relief.

[0077] like Figure 4 As shown, one embodiment of the present invention provides a rail vehicle rescue control method, which is applied to the rail vehicle rescue system 100 described above, and may specifically include the following steps.

[0078] Step S1: In response to the rescue command from the current rail vehicle, receive power supply from the rescue vehicle.

[0079] Step S2: According to the rescue command, control the switching on and off of the solenoid valves in the at least two pressure control branches to selectively open the corresponding pressure control branch and output the corresponding preset pressure value.

[0080] Step S3: The preset pressure value is transmitted to the braking control device, triggering the brake piston valve in the braking control device, which has a corresponding preset opening pressure threshold, to perform the corresponding level of braking or relief.

[0081] In this way, by controlling the gain and loss states of each solenoid valve to form corresponding combinations, stable, graded and controllable braking management can be achieved during the rescue process, meeting the control requirements of the disabled vehicle in the rescue initiation and rescue operation phases.

[0082] In summary, this invention provides a rail vehicle rescue system, control method, and rail vehicle. The rescue system utilizes multiple pressure-control branches connected in parallel to the main air duct, each containing pressure-reducing valves and solenoid valves with different set pressures. By combining the energization and de-energization of the solenoid valves to select and activate the corresponding branch, the main air duct pressure is converted into multi-level discrete preset pressures and output to the train pipe. This allows the braking control device to perform graded braking and release based on the train pipe pressure. This system requires only an external power supply and air supply, enabling the faulty vehicle to complete graded release and braking using its own mechanisms. Because it uses three pressure-reducing valves with fixed set values ​​outputting in parallel, it avoids the calculation and charging / exploding delays associated with continuous proportional valve pressure adjustment, thus achieving rapid response. Furthermore, because the system automatically triggers emergency braking when all solenoid valves lose power, it achieves fault-oriented safety even in extreme faults such as a complete power outage.

[0083] It should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0084] The detailed descriptions listed above are merely specific descriptions of feasible embodiments of the present invention, and are not intended to limit the scope of protection of the present invention. All equivalent embodiments or modifications made without departing from the spirit of the present invention should be included within the scope of protection of the present invention.

Claims

1. A rail vehicle rescue system, characterized in that, include: Main air duct; The train pipe control device has its input end connected to the main air duct and its output end used to connect to the train pipe. A braking control device, the input of which is connected to the train pipe, is used to perform braking or releasing at the corresponding level according to the pressure of the train pipe; The train control device includes: At least two pressure control branches are provided, with the input end of each pressure control branch connected in parallel to the main air duct. Each pressure control branch includes a pressure reducing valve and a solenoid valve connected in sequence, and the pressure reducing valve of each pressure control branch has a different set pressure value. The solenoid valve selectively conducts the corresponding pressure control branch by combining the power on and power off states, and outputs the corresponding preset pressure to the train pipe.

2. The rail vehicle rescue system according to claim 1, characterized in that, The train control device also includes: The first bidirectional check valve has its input end connected to the output end of at least two pressure control branches respectively; The train pipe piston valve is located between the first bidirectional check valve and the first relay valve; The first relay valve has its input end connected to the output end of the train pipe piston valve, and its output end is used to connect to the train pipe to output the input pressure to the train pipe at a predetermined ratio.

3. The rail vehicle rescue system according to claim 2, characterized in that, The pressure control branch includes a first pressure control branch, a second pressure control branch, and a third pressure control branch. The output ends of the first pressure control branch and the second pressure control branch are both connected to the input end of the first bidirectional check valve. The output end of the first bidirectional check valve is connected to the first input end of the train pipe piston valve. The output end of the third pressure control branch is connected to the second input end of the train pipe piston valve.

4. The rail vehicle rescue system according to claim 3, characterized in that, The set pressure values ​​of the three pressure reducing valves on the three pressure control branches are respectively a first pressure value, a second pressure value, and a third pressure value; wherein, the first pressure value is less than the second pressure value, and the second pressure value is less than the third pressure value.

5. The rail vehicle rescue system according to claim 2, characterized in that, The train pipe piston valve has a first air inlet, a second air inlet, an air outlet, and a control end. The first air inlet is connected to the output end of the first bidirectional check valve, the second air inlet is connected to the output end of the pressure reducing valve in one of the pressure control branches, the control end is connected to the output end of the solenoid valve in one of the pressure control branches, and the air outlet is connected to the input end of the first relay valve. The train pipe piston valve is configured to connect the first air inlet and the air outlet when the pressure at the control end is lower than a preset opening pressure threshold, and to connect the second air inlet and the air outlet when the pressure at the control end is greater than or equal to the preset opening pressure threshold.

6. The rail vehicle rescue system according to claim 1, characterized in that, The train control device also includes: The first bidirectional check valve has its input end connected to the output end of at least two pressure control branches respectively; The fourth bidirectional check valve has its first input end connected to the output end of the first bidirectional check valve, its second input end connected to the output end of the third pressure control branch, and its output end used to connect to the first relay valve.

7. The rail vehicle rescue system according to claim 1, characterized in that, The braking control device includes at least two braking branches, each of which includes a braking piston valve. The control end of the braking piston valve is connected to the train pipe and is used to control the on / off state of the corresponding braking branch according to the pressure of the train pipe.

8. The rail vehicle rescue system according to claim 7, characterized in that, The at least two braking branches include a first braking branch, a second braking branch, and a second bidirectional check valve; The first braking branch includes a first pressure reducing valve, a first solenoid valve, and a first piston valve connected in sequence; The second braking branch includes a second pressure reducing valve, a second solenoid valve, and a second piston valve connected in sequence. The input end of the second bidirectional check valve is connected to the output ends of the first brake branch and the second brake branch, respectively. The input ends of the first pressure reducing valve and the second pressure reducing valve are respectively connected to the brake cylinder of the rail vehicle, and the set pressure values ​​of the first pressure reducing valve and the second pressure reducing valve are different from each other.

9. The rail vehicle rescue system according to claim 8, characterized in that, The brake piston valve includes a third piston valve, and the at least two brake branches further include a third brake branch, which includes: A brake converter, the input end of which is connected to the output end of the third piston valve; the input end of the third piston valve is connected to the brake cylinder of the rail vehicle; An emergency solenoid valve has its first input terminal connected to the output terminal of the brake converter, and its second input terminal connected to the output terminal of the third piston valve.

10. The rail vehicle rescue system according to claim 9, characterized in that, The braking control device further includes: The third bidirectional check valve has its first input end connected to the output end of the second bidirectional check valve, and its second input end connected to the output end of the emergency solenoid valve.

11. The rail vehicle rescue system according to claim 10, characterized in that, The braking control device further includes: A pressure relief valve, whose input end is connected to the third bidirectional check valve and whose control end is connected to the air spring of the rail vehicle, is used to adjust the output pressure according to the vehicle load. The second relay valve has its input end connected to the output end of the pressure relief valve and its output end connected to the brake cylinder of the rail vehicle, and is used to convert the input pressure into the brake cylinder pressure output.

12. A rail vehicle, characterized in that, Includes the rail vehicle rescue system as described in any one of claims 1 to 11.

13. A rail vehicle rescue control method, applied to the rail vehicle rescue system according to any one of claims 1 to 11, characterized in that, The method includes: Responding to the rescue command from the current rail vehicle, it receives power supply from the rescue vehicle; According to the rescue command, control the switching on and off combinations of the solenoid valves in the at least two pressure control branches to selectively open the corresponding pressure control branch and output the corresponding preset pressure value; The preset pressure value is transmitted to the braking control device, triggering the brake piston valve in the braking control device, which has a corresponding preset opening pressure threshold, to perform the corresponding level of braking or relief.

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