Brake control device and rail vehicle

Abstract

The application discloses a brake control device and a railway vehicle. When the hydraulic brake control unit is normal, the anti-skid function switching unit controls the non-anti-skid brake control unit to be powered on. Only when the anti-skid brake control unit receives a brake instruction, the hydraulic brake control unit in the normal state is enabled to apply the hydraulic brake with the anti-skid function. When the hydraulic brake control unit is abnormal, the anti-skid function switching unit controls the non-anti-skid brake control unit to be powered off. After the anti-skid brake control unit receives a brake instruction, the non-anti-skid brake control unit is powered off synchronously. Then, the non-anti-skid brake control unit controls the brake system hydraulic valve to apply the hydraulic brake without the anti-skid function with the maximum hydraulic pressure as the actual hydraulic pressure. Therefore, the application of the hydraulic brake with or without the anti-skid function is switched based on whether the hydraulic brake control unit is normal, so that the frequent application of the hydraulic brake without the anti-skid function is avoided to cause serious wheel wear, and the vehicle is protected.

Description

Technical Field

[0001] This invention relates to the field of vehicle control, and particularly to a braking control device and a rail vehicle. Background Technology

[0002] In the field of rail transit, the braking types of rail vehicles include service braking, emergency braking, and safety braking. Emergency braking is a hard-wired circuit braking with anti-skid function used in emergency situations, meaning that the rail vehicle needs to brake immediately when an emergency occurs. Safety braking, on the other hand, is usually a braking method without anti-skid function. For example, if there is an abnormality in the internal communication of the rail vehicle, in order to avoid the failure of control of the rail vehicle, it is necessary to control the rail vehicle to brake in time. However, since safety braking does not have an anti-skid function, it will cause wheel abrasion of the rail vehicle and reduce the wheel life of the rail vehicle. Summary of the Invention

[0003] The purpose of this invention is to provide a braking control device and a rail vehicle in which the application of hydraulic braking with or without anti-skid function is switched based on whether the hydraulic braking control unit is functioning properly, thereby avoiding the serious wear of wheels caused by the frequent application of hydraulic braking without anti-skid function and thus protecting the vehicle.

[0004] To solve the above-mentioned technical problems, the present invention provides a braking control device applied to rail vehicles, comprising: An anti-slip function switching unit is provided. The input terminal of the anti-slip function switching unit is connected to the status signal output terminal of the hydraulic brake control unit, and the output terminal is connected to the control terminal of the non-anti-slip brake control unit. The unit is used to control the non-anti-slip brake control unit to power on when it receives the normal status signal output by the hydraulic brake control unit, and otherwise control the non-anti-slip brake control unit to de-energize. The system includes an anti-slip braking control unit, whose input terminal is connected to the output terminal of the rail vehicle signal system, whose first output terminal is connected to the control terminal of the non-anti-slip braking control unit, and whose second output terminal is connected to the control terminal of the hydraulic braking control unit. The system is used to de-energize the non-anti-slip braking control unit when a braking command is received, and to enable the hydraulic braking control unit when it is in normal operation. This allows the hydraulic braking control unit to apply anti-slip hydraulic braking by adjusting the actual hydraulic pressure of the braking system's hydraulic valves. Otherwise, it energizes the non-anti-slip braking control unit and disables the hydraulic braking control unit. The non-anti-slip braking control unit has its first output terminal connected to the control terminal of the braking system hydraulic valve. It is used to fail when powered on based on the anti-slip function switching unit or the anti-slip braking control unit, and to apply non-anti-slip hydraulic braking by making the maximum hydraulic pressure of the braking system hydraulic valve the actual hydraulic pressure when powered off based on the anti-slip function switching unit and the anti-slip braking control unit.

[0005] Preferably, the anti-skid function switching unit includes a fault relay for the vehicle's hydraulic braking system; The first end of the coil of the vehicle hydraulic braking system fault relay is connected to the status signal output terminal of each of the hydraulic braking control units in the rail vehicle. The second end of the coil of the vehicle hydraulic braking system fault relay is grounded. The coil of the vehicle hydraulic braking system fault relay is used to energize when it receives the normal status signal of all the hydraulic braking control units, so as to close the normally open contact of the vehicle hydraulic braking system fault relay. The first terminal of the normally open contact of the vehicle hydraulic braking system fault relay is connected to a preset power supply, and the second terminal of the normally open contact of the vehicle hydraulic braking system fault relay is connected to the control terminal of the non-anti-slip brake control unit. The normally open contact of the vehicle hydraulic braking system fault relay is used to power on the non-anti-slip brake control unit after closing.

[0006] Preferably, the anti-slip function switching unit further includes several hydraulic braking system fault relays; The first end of the coil of each hydraulic braking system fault relay is connected to the status signal output terminal of each hydraulic braking control unit in the rail vehicle, and the second end of the coil of each hydraulic braking system fault relay is grounded. The coil of each hydraulic braking system fault relay is used to energize when it receives the normal status signal of the corresponding hydraulic braking control unit, so as to close the normally open contact of the corresponding hydraulic braking system fault relay. The normally open contacts of each of the hydraulic braking system fault relays are connected in series between the preset power supply and the first terminal of the coil of the vehicle hydraulic braking system fault relay.

[0007] Preferably, the anti-skid braking control unit includes a signal system brake relay; The first end of the coil of the signal system braking relay is connected to the output end of the main equipment of the rail vehicle signal system, and the second end of the coil of the signal system braking relay is grounded. It is used to de-energize when the braking command is received so that each normally open contact of the signal system braking relay is closed, otherwise it is energized so that each normally open contact of the signal system braking relay is closed. The first terminal of the first normally open contact of the signal system brake relay is connected to a preset power supply, and the second terminal of the first normally open contact of the signal system brake relay is connected to the control terminal of the non-anti-skid brake control unit. The first end of the second normally open contact of the signal system braking relay is connected to the preset power supply, and the second end of the second normally open contact of the signal system braking relay is connected to the control terminal of the hydraulic braking control unit, which is used to enable the hydraulic braking control unit when it is turned off and to disable the hydraulic braking control unit when it is closed.

[0008] Preferably, the non-slip braking control unit includes a safety brake relay; The first end of the coil of the safety brake relay is connected to the output end of the anti-skid function switching unit and the first output end of the anti-skid brake control unit. The second end of the coil of the safety brake relay is grounded. It is used to control the normally open contact of the safety brake relay to close when the power is applied under the control of the anti-skid function switching unit or the anti-skid brake control unit, and to control the normally open contact of the safety brake relay to close when the power is de-energized under the control of the anti-skid function switching unit and the anti-skid brake control unit. The first terminal of the normally open contact of the safety brake relay is connected to a preset power supply, and the second terminal of the normally open contact of the safety brake relay is connected to the hydraulic valve of the braking system, which is used to apply hydraulic braking without anti-slip function by making the maximum hydraulic pressure of the hydraulic valve of the braking system equal to the actual hydraulic pressure when it is turned off.

[0009] Preferably, the power supply terminal of the traction system of the rail vehicle is connected to the first output terminal of the non-anti-skid braking control unit, and the traction system is used to stop applying traction force to the rail vehicle when the non-anti-skid braking control unit loses power under the control of the anti-skid function switching unit and the anti-skid braking control unit.

[0010] Preferably, it also includes a magnetic track braking unit; The input terminal of the magnetic track braking unit is connected to the third output terminal of the anti-slip braking control unit and the second output terminal of the non-anti-slip braking control unit. The magnetic track braking unit is used to apply magnetic track braking when the anti-slip braking control unit receives the braking command, or to apply magnetic track braking when the non-anti-slip braking control unit loses power under the control of the anti-slip function switching unit and the anti-slip braking control unit.

[0011] Preferably, it further includes: A magnetic track braking button is provided, with its first end connected to a preset power supply and its second end connected to the input end of the magnetic track braking unit. The magnetic track braking button is used to close when pressed, so that the magnetic track braking unit applies magnetic track braking.

[0012] Preferably, it further includes: A safety brake button, comprising a normally open button and a normally closed button; The first end of the normally open button is connected to a preset power supply, and the second end of the normally open button is connected to the input end of the magnetic track braking unit. The first end of the normally closed button is connected to the preset power supply, and the second end of the normally closed button is connected to the control end of the hydraulic valve of the braking system. The safety brake button is used to close the normally open button and close the normally closed button when pressed, so that the magnetic rail braking unit applies magnetic rail braking and the maximum hydraulic pressure of the braking system hydraulic valve is the actual hydraulic pressure to apply hydraulic braking without anti-slip function.

[0013] To solve the above-mentioned technical problems, the present invention provides a rail vehicle including the braking control device as described above.

[0014] This application provides a braking control device and a rail vehicle. When the hydraulic brake control unit is functioning normally, the anti-slip function switching unit controls the non-anti-slip brake control unit to be energized. Only when an anti-slip brake control unit receives a braking command will the normally functioning hydraulic brake control unit be enabled to apply anti-slip hydraulic braking. When the hydraulic brake control unit malfunctions, the anti-slip function switching unit controls the non-anti-slip brake control unit to be de-energized. After an anti-slip brake control unit receives a braking command, the non-anti-slip brake control unit is simultaneously de-energized, thereby causing the non-anti-slip brake control unit to control the hydraulic valves of the braking system, applying non-anti-slip hydraulic braking with the maximum hydraulic pressure as the actual hydraulic pressure. Based on this, the application of anti-slip hydraulic braking in this application is switched based on whether the hydraulic brake control unit is functioning normally, avoiding frequent application of non-anti-slip hydraulic braking that could lead to severe wheel wear, thus protecting the vehicle. Attached Figure Description

[0015] To more clearly illustrate the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 A schematic diagram of a braking control device provided in this application; Figure 2 A schematic diagram of the anti-slip function switching unit provided in this application; Figure 3 This is a schematic diagram of the specific structure of a braking control device provided in this application. Detailed Implementation

[0017] The core of this invention is to provide a braking control device and a rail vehicle, in which the application of hydraulic braking with or without anti-skid function is switched based on whether the hydraulic braking control unit is functioning properly, thereby avoiding the serious wear of wheels caused by the frequent application of hydraulic braking without anti-skid function, and thus protecting the vehicle.

[0018] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Please refer to Figure 1 , Figure 1 The schematic diagram of a braking control device provided in this application, applied to a rail vehicle, includes: Anti-slip function switching unit 1, the input end of anti-slip function switching unit 1 is connected to the status signal output end of hydraulic brake control unit, and the output end is connected to the control end of non-anti-slip brake control unit 3. It is used to control non-anti-slip brake control unit 3 to power on when receiving normal status signal output from hydraulic brake control unit, otherwise control non-anti-slip brake control unit 3 to power off. There is an anti-skid brake control unit 2. The input terminal of the anti-skid brake control unit 2 is connected to the output terminal of the rail vehicle signal system. The first output terminal is connected to the control terminal of the non-anti-skid brake control unit 3, and the second output terminal is connected to the control terminal of the hydraulic brake control unit. It is used to control the non-anti-skid brake control unit 3 to de-energize when a braking command is received, and to enable the hydraulic brake control unit when it is in normal state, so that the hydraulic brake control unit can apply hydraulic braking with anti-skid function by adjusting the actual hydraulic pressure of the hydraulic valve of the braking system. Otherwise, it controls the non-anti-skid brake control unit 3 to be energized and the hydraulic brake control unit to be disabled. The non-anti-slip braking control unit 3 has its first output terminal connected to the control terminal of the brake system hydraulic valve. It is used to apply hydraulic braking without anti-slip function by making the maximum hydraulic pressure of the brake system hydraulic valve equal to the actual hydraulic pressure when it is powered on based on the anti-slip function switching unit 1 or the anti-slip braking control unit 2, and when it is de-powered based on the anti-slip function switching unit 1 and the anti-slip braking control unit 2.

[0020] The braking control device for rail vehicles described in this application mainly comprises three functional units: an anti-skid function switching unit 1, an anti-skid braking control unit 2, and an anti-skid braking control unit 3. These three functional units work together to form a braking control system with fail-safe protection.

[0021] The input terminal of the anti-slip function switching unit 1 is connected to the status signal output terminal of the hydraulic brake control unit. The hydraulic brake control unit here is the execution module responsible for performing specific hydraulic adjustments in the vehicle braking system. It can monitor its own working status in real time, such as whether the oil pressure is normal, whether the valve body operates smoothly, and whether the electrical connection is reliable, and generate corresponding status signals, such as normal status signals or fault status signals.

[0022] The output of the anti-slip function switching unit 1 is connected to the control terminal of the non-anti-slip brake control unit 3. Under normal conditions of the hydraulic brake control unit, when the anti-slip function switching unit 1 receives a normal status signal from the hydraulic brake control unit, it controls the non-anti-slip brake control unit 3 to be powered on. This power-on state means that the non-anti-slip brake control unit 3's function is suppressed, i.e., it is disabled. Conversely, if the hydraulic brake control unit malfunctions and cannot output a normal status signal, or outputs a fault signal, the anti-slip function switching unit 1 will immediately activate, controlling the non-anti-slip brake control unit 3 to de-energize, in preparation for applying hydraulic braking without anti-slip function.

[0023] Based on this, when the hydraulic brake control unit is in normal condition, it can perform precise hydraulic braking with anti-slip function, that is, it can adjust the actual hydraulic pressure of the brake system hydraulic valve in real time, thereby achieving anti-lock braking. At this time, the non-anti-slip braking unit is in a malfunctioning state, unable to make the maximum hydraulic pressure of the brake system hydraulic valve equal to the actual hydraulic pressure, and therefore unable to apply non-anti-slip hydraulic braking. The brake system hydraulic valve is controlled by the hydraulic brake control terminal unit. Once the hydraulic brake control unit malfunctions and cannot output a normal state signal indicating that it is in a normal state, the anti-slip function switching unit 1 unilaterally controls the non-anti-slip braking control unit 3 to de-energize. Whether to make the maximum hydraulic pressure of the brake system hydraulic valve equal to the actual hydraulic pressure and thus apply non-anti-slip hydraulic braking is controlled by the braking command.

[0024] The input terminal of the anti-slip brake control unit 2 is connected to the output terminal of the rail vehicle signaling system to receive braking commands from the automatic operation system, specifically commands indicating whether to apply braking. The first output terminal of the anti-slip brake control unit 2 is connected to the control terminal of the non-anti-slip brake control unit 3, and the second output terminal is connected to the control terminal of the hydraulic brake control unit. When the anti-slip brake control unit 2 receives a braking command, it controls the non-anti-slip brake control unit 3 to lose power through its first output terminal. As before, the non-anti-slip brake control unit 3 is only activated to apply non-anti-slip braking when it is de-energized. At the same time, the anti-slip brake control unit 2 enables the hydraulic brake control unit through its second output terminal. However, this enabling is conditional, requiring the hydraulic brake control unit itself to be in a normal state. If the hydraulic brake control unit is in a normal state, it will start working under the command of the anti-slip brake control unit 2. By performing high-precision closed-loop adjustment of the actual hydraulic pressure of the brake system hydraulic valve, it applies hydraulic braking with anti-slip protection function. The anti-slip function can prevent the wheels from locking up due to excessive braking force during braking, thereby avoiding wheel scuffing and ensuring adhesion utilization efficiency. However, if the anti-slip brake control unit 2 receives a braking command but the hydraulic brake control unit is in an abnormal state, the hydraulic brake control unit cannot be enabled. However, at this time, both the anti-slip function switching unit 1 and the anti-slip brake control unit 2 control the non-anti-slip brake control unit 3 to lose power, thereby making the maximum hydraulic pressure of the brake system hydraulic valve the actual hydraulic pressure and applying hydraulic braking without anti-slip function. When the anti-skid brake control unit 2 does not receive a braking command, although the anti-skid function switching unit 1 unilaterally controls the non-anti-skid brake control unit 3 to lose power, the anti-skid brake control unit 2 can still control the non-anti-skid brake control unit 3 to be powered on, thereby causing both the hydraulic brake control unit and the non-anti-skid brake control unit 3 to be powered on and fail, and thus unable to apply braking.

[0025] Based on this, the anti-skid braking control unit 3 includes two states: Firstly, it is in a disabled state upon power-up: When the anti-slip function switching unit 1 detects that the hydraulic brake control unit is normal and powers on the non-anti-slip brake control unit 3, or when the anti-slip brake control unit 2 does not receive a braking command, the non-anti-slip brake control unit 3 is powered on. In this state, the non-anti-slip brake control unit 3 is disabled, meaning it will not actively control the hydraulic valve to apply braking.

[0026] Secondly, it is active when power is lost: When the anti-slip function switching unit 1 detects that the hydraulic brake control unit is not in a normal state and causes the non-anti-slip brake control unit 3 to lose power, and at the same time, the anti-slip brake control unit 2 receives a braking command and also causes the non-anti-slip brake control unit 3 to lose power, the non-anti-slip brake control unit 3 will be completely de-energized and will immediately act, causing the actual hydraulic pressure of the brake system hydraulic valve to reach the maximum value through its output terminal, thereby applying a full hydraulic brake without anti-slip function.

[0027] In addition, the hydraulic brake control unit can be pre-controlled to ensure that when the anti-slip hydraulic brake is applied, the pressure of the hydraulic system is reduced in real time when the track adhesion coefficient is small, so as to ensure that the vehicle can drive safely without the wheels locking up and damaging the wheels. When the track adhesion coefficient is normal, the braking deceleration of the anti-slip brake and the non-anti-slip hydraulic brake is the same.

[0028] In summary, the application of hydraulic brakes with or without anti-skid function is switched based on whether the hydraulic brake control unit is functioning properly. This avoids the frequent application of hydraulic brakes without anti-skid function, which can lead to severe wheel wear, and thus protects the vehicle.

[0029] Based on the above embodiments: Please refer to Figure 2 and Figure 3 , Figure 2 This is a schematic diagram of the structure of an anti-slip function switching unit provided in this application. Figure 3 This is a schematic diagram of the specific structure of a braking control device provided in this application.

[0030] In a preferred embodiment, the anti-skid function switching unit 1 includes a vehicle hydraulic braking system fault relay K8; The first terminal of the coil of the vehicle hydraulic braking system fault relay K8 is connected to the status signal output terminal of each hydraulic braking control unit in the rail vehicle. The second terminal of the coil of the vehicle hydraulic braking system fault relay K8 is grounded. The coil of the vehicle hydraulic braking system fault relay K8 is used to energize when it receives the normal status signal of all hydraulic braking control units, so as to close the normally open contact of the vehicle hydraulic braking system fault relay K8. The first terminal of the normally open contact of the vehicle hydraulic braking system fault relay K8 is connected to a preset power supply, and the second terminal of the normally open contact of the vehicle hydraulic braking system fault relay K8 is connected to the control terminal of the non-anti-skid brake control unit 3. The normally open contact of the vehicle hydraulic braking system fault relay K8 is used to power on the non-anti-skid brake control unit 3 after closing.

[0031] The coil of the vehicle hydraulic braking system fault relay K8 in the anti-skid function switching unit 1 has a first terminal and a second terminal. The first terminal is connected to the status signal output terminal of each hydraulic braking control unit in the rail vehicle, and the second terminal is grounded. In actual rail vehicle applications, a vehicle typically contains multiple bogies or axles, and each bogie or axle may be equipped with an independent hydraulic braking control unit to control the corresponding brake hydraulic valves. Therefore, to ensure the overall health of the vehicle's hydraulic braking system, it is necessary to aggregate and judge the status signals of all these hydraulic braking control units. In this embodiment, these status signal output terminals are connected to the coil of the vehicle hydraulic braking system fault relay K8 in series or logical AND. This means that only when all hydraulic braking control units output normal status signals can the relay coil form a complete energized circuit, thereby energizing the coil. If any hydraulic braking control unit malfunctions, its output status signal will be disconnected, causing the relay coil circuit to be cut off, and the coil will then lose power.

[0032] The contacts of the vehicle hydraulic braking system fault relay K8 are used to perform specific power control functions. Specifically, this relay is equipped with normally open contacts. The first end of the normally open contact is connected to a preset power supply, such as the vehicle's DC control power supply, like DC24V or DC110V, while the second end is directly connected to the control terminal of the non-anti-slip brake control unit 3. When the relay coil is energized, i.e., when all hydraulic braking control units are functioning normally, the electromagnetic force generated by the coil drives its normally open contact to close. After the normally open contact closes, the preset power supply is delivered to the control terminal of the non-anti-slip brake control unit 3 through the closed normally open contact, thus energizing the non-anti-slip brake control unit 3. As mentioned earlier, the non-anti-slip brake control unit 3 is ineffective when energized, meaning that no non-anti-slip braking is applied. Conversely, when any hydraulic brake control unit malfunctions, causing the relay coil to lose power, its normally open contact will open, cutting off the power supply to the non-anti-slip brake control unit 3, causing its control terminal to lose power, thus switching it to a de-energized state. Once the anti-slip brake control unit 2 receives the braking command, it will apply the maximum hydraulic braking without anti-slip.

[0033] By connecting the status signals of all hydraulic brake control units in series to control a relay coil, and then controlling the energization of the non-anti-slip brake control unit 3 via the normally open contact of this coil, the overall status of the entire hydraulic braking system can be accurately determined and the energization of the non-anti-slip brake control unit 3 can be controlled solely through hard wiring, without the need for complex electronic logic circuits or software calculations. This purely hardware-based implementation offers extremely high reliability, is unaffected by electromagnetic interference, and meets the high reliability requirements of safety-critical systems in rail vehicles. Furthermore, it ensures that the system is only considered capable of performing anti-slip braking functions when all hydraulic brake control units are functioning correctly.

[0034] In a preferred embodiment, the anti-slip function switching unit 1 also includes several hydraulic braking system fault relays; The first end of the coil of each hydraulic braking system fault relay is connected to the status signal output terminal of each hydraulic braking control unit in the rail vehicle. The second end of the coil of each hydraulic braking system fault relay is grounded. The coil of each hydraulic braking system fault relay is used to energize when it receives the normal status signal of the corresponding hydraulic braking control unit, so as to close the normally open contact of the corresponding hydraulic braking system fault relay. The normally open contacts of each hydraulic braking system fault relay are connected in series between the preset power supply and the first terminal of the coil of the vehicle hydraulic braking system fault relay K8.

[0035] The anti-skid function switching unit 1 in this embodiment also includes several hydraulic braking system fault relays, the number of which corresponds one-to-one with the number of hydraulic braking control units configured in the rail vehicle. Each hydraulic braking system fault relay is specifically responsible for monitoring a particular hydraulic braking control unit.

[0036] Each hydraulic brake system fault relay has a coil with a first terminal and a second terminal. The first terminal of the coil is directly and uniquely connected to the status signal output terminal of its corresponding hydraulic brake control unit. This means that the status signal of the first hydraulic brake control unit controls only the first hydraulic brake system fault relay, the status signal of the second hydraulic brake control unit controls the second hydraulic brake system fault relay, and so on, achieving complete independence and isolation of the monitoring channels. The second terminal of the coil of each hydraulic brake system fault relay is grounded. The coil of each hydraulic brake system fault relay is only energized when it receives a normal status signal from its corresponding hydraulic brake control unit. Once energized, the hydraulic brake system fault relay will actuate, closing its normally open contacts.

[0037] Furthermore, in this embodiment, the normally open contacts of all the aforementioned hydraulic braking system fault relays are connected in series. This branch, consisting of multiple normally closed contacts connected in series, is connected between the preset power supply and the first terminal of the coil of the vehicle hydraulic braking system fault relay K8. That is, the current from the preset power supply must pass through the normally open contacts of each hydraulic braking system fault relay in sequence before finally reaching the coil of the vehicle hydraulic braking system fault relay K8 to provide it with input power. This constructs an AND logic gate circuit for controlling the power supply to the vehicle hydraulic braking system fault relay K8. According to circuit principles, the circuit can only be conductive when all contacts in the series circuit are closed. Here, the closing condition for each contact is that its corresponding relay coil is energized, and the de-energization of the relay coil means that its corresponding hydraulic braking control unit is in an abnormal state. Therefore, the only condition for this series circuit to conduct is that each corresponding hydraulic braking control unit is in a normal state. In other words, if any hydraulic braking control unit is abnormal, this series circuit will be cut off, thus preventing power from being supplied to the normally open contacts of the vehicle hydraulic braking system fault relay K8.

[0038] Figure 2 Taking a Chinese-Israeli rail vehicle with three hydraulic braking control units as an example, the status signal output terminal of the first hydraulic braking control unit is connected to the first terminal of the coil of the first hydraulic braking system fault relay K5, and the second terminal of the coil of the first hydraulic braking system fault relay K5 is grounded. The status signal output terminal of the second hydraulic braking control unit is connected to the first terminal of the coil of the second hydraulic braking system fault relay K6, and the second terminal of the coil of the second hydraulic braking system fault relay K6 is grounded. The status signal output terminal of the third hydraulic braking control unit is connected to the first terminal of the coil of the third hydraulic braking system fault relay K7, and the second terminal of the coil of the third hydraulic braking system fault relay K7 is grounded. The normally open contacts of the first hydraulic braking system fault relay K5, the second hydraulic braking system fault relay K6, and the third hydraulic braking system fault relay K7 are connected in series between the preset power supply and the first terminal of the coil of the vehicle hydraulic braking system fault relay K8. The second terminal of the vehicle hydraulic braking system fault relay K8 is grounded. When each hydraulic braking control unit is normal, the normally open contacts of the first hydraulic braking system fault relay K5, the second hydraulic braking system fault relay K6, and the third hydraulic braking system fault relay K7 are all closed, and the coil of the vehicle hydraulic braking system fault relay K8 will be energized.

[0039] In addition, such as Figure 2As shown, a QF circuit breaker K2 can also be installed between the preset power supply and the normally open contact of the first hydraulic braking system fault relay K5 to perform power-off maintenance on the circuit.

[0040] In a preferred embodiment, the anti-skid braking control unit 2 includes a signal system braking relay K1; The first end of the coil of the signal system braking relay K1 is connected to the output end of the main equipment of the rail vehicle signal system, and the second end of the coil of the signal system braking relay K1 is grounded. It is used to de-energize when a braking command is received so that each normally open contact of the signal system braking relay K1 is closed, otherwise it is energized so that each normally open contact of the signal system braking relay K1 is closed. The first normally open contact of the signal system brake relay K1 is connected to a preset power supply, and the second normally open contact of the signal system brake relay K1 is connected to the control terminal of the non-anti-slip brake control unit 3. The first terminal of the second normally open contact of the signal system brake relay K1 is connected to a preset power supply, and the second terminal of the second normally open contact of the signal system brake relay K1 is connected to the control terminal of the hydraulic brake control unit. This is used to enable the hydraulic brake control unit when it is turned off and to disable the hydraulic brake control unit when it is closed.

[0041] In this embodiment, the anti-skid braking control unit 2 includes a signal system braking relay K1. The first terminal of the coil of the signal system braking relay K1 is connected to the output terminal of the rail vehicle signal system to receive braking command signals from the signal system. The second terminal of the coil of the signal system braking relay K1 is grounded. When the signal system issues a braking command, the coil of the signal system braking relay K1 is de-energized. Based on this, the braking command can be a low level. That is, when the rail vehicle signal system malfunctions and cannot maintain a high-level output, the coil of the signal system braking relay K1 is de-energized, thereby ensuring the application of braking. When no braking command is received, the coil of the signal system braking relay K1 is energized, thus determining that braking is not currently required.

[0042] The first normally open contact of the signal system brake relay K1 is used to control the non-slip brake control unit 3. The first end of this contact is connected to a preset power supply, such as the DC24V or DC110V control power supply provided by the vehicle, while the second end is directly connected to the control terminal of the non-slip brake control unit 3. When there is no braking command and the coil of the signal system brake relay K1 is energized, the first normally open contact is closed, supplying the preset power supply to the control terminal of the non-slip brake control unit 3, thus energizing the non-slip brake control unit 3. As mentioned earlier, the non-slip brake control unit 3 is disabled when energized. Conversely, when there is a braking command and the coil of the signal system brake relay K1 is de-energized, the first normally open contact opens, cutting off the power supply to the non-slip brake control unit 3, putting it in a de-energized state, ready to apply non-slip brakes when the anti-slip brake control unit 2 receives a braking command.

[0043] The second normally open contact is used to control the hydraulic brake control unit. The first end of the second normally open contact is also connected to a preset power supply, while the second end is connected to the control terminal (enable terminal) of the hydraulic brake control unit. When there is no braking command and the relay coil is energized, the second normally open contact is closed, supplying the preset power supply to the enable terminal of the hydraulic brake control unit. At this time, the hydraulic brake control unit does not operate regardless of whether it is in a normal state. When there is a braking command and the relay coil is de-energized, the contact opens. If the hydraulic brake control unit is in a normal state, it is enabled and enters a standby or operating state, ready to apply anti-skid braking. If the hydraulic brake control unit is in an abnormal state, it cannot be enabled and anti-skid braking cannot be applied.

[0044] In a preferred embodiment, the non-slip braking control unit 3 includes a safety brake relay K4; The first end of the coil of the safety brake relay K4 is connected to the output end of the anti-skid function switching unit 1 and the first output end of the anti-skid brake control unit 2. The second end of the coil of the safety brake relay K4 is grounded. It is used to control the normally open contact of the safety brake relay K4 to close when it is powered on under the control of the anti-skid function switching unit 1 or the anti-skid brake control unit 2, and to control the normally open contact of the safety brake relay K4 to close when it is de-powered under the control of the anti-skid function switching unit 1 and the anti-skid brake control unit 2. The first terminal of the normally open contact of the safety brake relay K4 is connected to a preset power supply, and the second terminal of the normally open contact of the safety brake relay K4 is connected to the hydraulic valve of the brake system. This is used to apply hydraulic braking without anti-slip function by making the maximum hydraulic pressure of the hydraulic valve of the brake system equal to the actual hydraulic pressure when the relay is turned off.

[0045] In this embodiment, the non-anti-skid brake control unit 3 includes a safety brake relay K4. The safety brake relay K4 is the final actuator of the entire brake control device, directly responsible for converting the braking command into actual maximum hydraulic braking when necessary. The first terminal of the coil of the safety brake relay K4 is connected to both the output terminal of the anti-skid function switching unit 1 and the first output terminal of the anti-skid brake control unit 2, while the second terminal is grounded. The coil of the safety brake relay K4 will be energized as long as either the anti-skid function switching unit 1 or the anti-skid brake control unit 2 outputs a valid power-on signal. Conversely, the coil of the safety brake relay K4 will only be de-energized when both the anti-skid function switching unit 1 and the anti-skid brake control unit 2 simultaneously output a power-off signal, i.e., neither is powered. In other words, the energizing condition of the safety brake relay K4 coil is an OR logic, meaning either control unit energizes it, while the de-energizing condition is an AND logic, meaning both control units de-energize it.

[0046] As mentioned earlier, the function of the anti-slip function switching unit 1 is to energize the non-anti-slip braking unit when the hydraulic brake control unit is functioning normally, thus disabling it. The function of the anti-slip braking control unit 2 is to energize the non-anti-slip braking unit even when no braking command is received. These two outputs are directly connected in parallel to the coil of the same safety brake relay K4. As long as each hydraulic brake control unit is functioning normally, or no braking command is received, the coil of the safety brake relay K4 remains energized, thereby suppressing the non-anti-slip braking function. Only when both conditions are not met—that is, if any hydraulic brake control unit malfunctions, causing the anti-slip switching unit to lose power, and the anti-slip braking control unit 2 also fails to output an energized signal due to receiving a braking command—will the safety brake relay K4 de-energize, thereby activating the non-anti-slip braking. This ensures that the non-anti-slip braking is only triggered when absolutely necessary, avoiding unnecessary frequent interventions, while guaranteeing reliable operation in any situation that could lead to brake failure.

[0047] The safety brake relay K4 is equipped with a normally open contact for directly controlling the hydraulic valve of the braking system. The first end of this normally open contact is connected to a preset power supply, while the second end is directly connected to the control terminal of the hydraulic valve in the braking system. When the relay coil is energized, the normally open contact closes, supplying power to the hydraulic valve; when the relay coil is de-energized, the normally open contact opens, cutting off the power supply to the hydraulic valve. However, this hydraulic valve operates in a maximum braking mode when de-energized. When the normally open contact of the safety brake relay K4 is closed, supplying power to the hydraulic valve, the hydraulic valve is in a controlled state, and its actual hydraulic pressure can be finely adjusted by the hydraulic brake control unit. When the normally open contact of the safety brake relay K4 opens, de-energizing the hydraulic valve, the hydraulic valve immediately resets to its safe state, allowing the actual hydraulic pressure of the braking system to reach its maximum value, thereby applying full hydraulic braking without anti-slip function.

[0048] Therefore, regardless of the type of fault, such as control unit failure, logic error, circuit disconnection, or power loss, as long as the safety brake relay K4 ultimately fails to maintain its energized state, maximum hydraulic braking can still be ensured. This ensures that even in the worst-case scenario, the vehicle still possesses the most basic and reliable braking capability, enabling it to stop safely.

[0049] In a preferred embodiment, the power supply terminal of the traction system of the rail vehicle is connected to the first output terminal of the non-anti-slip braking control unit 3. The traction system is used to stop applying traction force to the rail vehicle when the non-anti-slip braking control unit 3 loses power under the control of the anti-slip function switching unit 1 and the anti-slip braking control unit 2.

[0050] The power supply terminal of the traction system of the rail vehicle is connected to the first output terminal of the anti-slip brake control unit 3. The traction system, as described here, refers to the power system that provides traction force to the rail vehicle, typically including a traction inverter, traction motor, and related control units. The power supply terminal can be the enable control terminal of the traction system, the main contactor control terminal, or the drive power supply terminal of the power module; that is, it is the key electrical node controlling whether the traction system can output traction force. The first output terminal refers to the second terminal of the normally open contact of the safety brake relay K4 in the anti-slip brake control unit 3.

[0051] The non-anti-slip braking control unit 3, under the control of the anti-slip function switching unit 1 and the anti-slip braking control unit 2, will be in either a powered-on or powered-off state. When the non-anti-slip braking control unit 3 is powered on, its first output terminal maintains power supply to the traction system power supply terminal, enabling the traction system to apply traction force normally. When the non-anti-slip braking control unit 3 is powered off, its first output terminal immediately cuts off the traction enable to the traction system power supply terminal, thereby causing the traction system to stop applying any traction force to the rail vehicle, and simultaneously applying hydraulic braking without anti-slip function.

[0052] Therefore, when a vehicle needs to brake, it is essential to ensure that the traction force has been disengaged to prevent the traction force and braking force from counteracting each other, which could lead to prolonged braking distance, overheating of the braking system, or even damage. In this embodiment, by directly connecting the power supply of the traction system to the first output terminal of the non-slip brake control unit 3, and having it controlled by the non-slip brake control unit 3, the traction force is reliably disengaged under any condition that triggers the maximum hydraulic braking without anti-slip.

[0053] In addition, the traction system control unit can be connected to the second terminal of the second normally open contact of the signal system brake relay K1. This allows the traction system control unit to determine whether braking is currently applied based on the on / off state of the second normally open contact of the signal system brake relay K1. Specifically, when the rail vehicle signal system outputs a low-level braking command, the coil of the signal system brake relay K1 is de-energized, and the second normally open contact of the signal system brake relay K1 is closed. The traction system control unit cannot access the preset power supply through the second normally open contact of the signal system brake relay K1, thus allowing the traction system control unit to determine that braking is currently applied. Of course, this can be achieved simply by connecting one signal acquisition terminal of the traction system control unit to the second normally open contact of the signal system brake relay K1.

[0054] like Figure 3 As shown, a QF circuit breaker K9 can also be installed between the preset power supply and the subsequent circuit for fault maintenance. A driver's cab occupancy key K3 can also be installed between the preset power supply and the first terminal of the second normally open contact of the signal system brake relay K1. That is, when a driver is in the driver's cab monitoring the vehicle's status, the driver closes the driver's cab occupancy key K3, at which point braking can be applied.

[0055] As a preferred embodiment, it also includes a magnetic track braking unit; The input terminal of the magnetic track braking unit is connected to the third output terminal of the anti-slip braking control unit 2 and the second output terminal of the non-anti-slip braking control unit 3. The magnetic track braking unit is used to apply magnetic track braking when the anti-slip braking control unit 2 receives a braking command, or to apply magnetic track braking when the non-anti-slip braking control unit 3 loses power under the control of the anti-slip function switching unit 1 and the anti-slip braking control unit 2.

[0056] This embodiment adds a magnetic rail braking unit to the original braking control device. The magnetic rail braking unit is a specialized auxiliary braking device for rail vehicles, typically mounted on the bogie frame. It provides braking force by generating friction through electromagnets adhering to the rails. Magnetic rail braking has the advantages of high braking force and is not limited by the wheel-rail adhesion coefficient.

[0057] When the anti-slip brake control unit 2 receives a braking command from the rail vehicle signaling system, it not only controls the non-anti-slip brake control unit 3 and the hydraulic brake control unit through its first and second output terminals as described above, but also simultaneously sends a trigger signal to the magnetic rail brake unit through its third output terminal. Upon receiving this trigger signal, the magnetic rail brake unit immediately activates its electromagnet, causing it to adhere to the rail surface and apply independent magnetic rail braking force. It should be noted that the application of magnetic rail braking is independent of the state of the hydraulic brake control unit. Even if the hydraulic brake control unit is in a normal state and anti-slip hydraulic braking is applied, the magnetic rail brake unit can still operate simultaneously; even if the hydraulic brake control unit malfunctions, the magnetic rail brake unit can still independently apply braking force under braking commands.

[0058] In addition, the magnetic track braking unit can also assist in applying magnetic track braking when no anti-slip braking is applied, but this application does not limit this.

[0059] Therefore, magnetic track braking, as a braking method that does not rely on wheel-rail adhesion, can provide braking force far exceeding the adhesion braking limit. In emergency situations, such as on slippery tracks, downhill sections, or conditions requiring extremely short braking distances, the intervention of magnetic track braking can significantly shorten the braking distance and improve driving safety.

[0060] In a preferred embodiment, the input terminal of the magnetic track braking unit is also connected to the second output terminal of the non-anti-slip braking control unit 3. The magnetic track braking unit is also used to apply magnetic track braking when the non-anti-slip braking control unit 3 loses power under the control of the anti-slip function switching unit 1 and the anti-slip braking control unit 2.

[0061] In this embodiment, the input terminal of the magnetic track braking unit is connected not only to the third output terminal of the anti-slip braking control unit 2, but also to the second output terminal of the non-anti-slip braking control unit 3. Based on this, the magnetic track braking unit can receive trigger signals from two completely independent control sources. As long as either control source issues a trigger command, the magnetic track braking unit will be activated immediately and apply magnetic track braking.

[0062] Specifically, when the anti-slip braking control unit 2 receives a braking command from the rail vehicle signal system, it will trigger the magnetic rail braking unit to apply magnetic rail braking through its third output terminal; when the non-anti-slip braking control unit 3 is in a de-energized state under the joint control of the anti-slip function switching unit 1 and the anti-slip braking control unit 2, it will also trigger the magnetic rail braking unit to apply magnetic rail braking through its second output terminal, thereby achieving redundant control of the magnetic rail braking unit.

[0063] As a preferred embodiment, it also includes: The magnetic track brake button S2 has its first end connected to a preset power supply and its second end connected to the input end of the magnetic track brake unit. The magnetic track brake button S2 is used to close when pressed, so that the magnetic track brake unit can apply magnetic track braking.

[0064] In this embodiment, an additional magnetic rail brake button S2 is added. The magnetic rail brake button S2 is a manually operated element installed on the driver's cab or control panel. It typically adopts a self-resetting button design and is equipped with a prominent label and protective cover to prevent accidental operation. The first end of the magnetic rail brake button S2 is directly connected to a preset power supply, and the second end is connected to the input end of the magnetic rail brake unit. When the magnetic rail brake button S2 is not pressed, its internal contacts are open, and the preset power supply cannot reach the magnetic rail brake unit through this button. The state of the magnetic rail brake unit is entirely determined by the outputs of the anti-slip brake control unit 2 and the non-anti-slip brake control unit 3. When the magnetic rail brake button S2 is pressed by the driver or passenger, its internal contacts close, and the preset power supply is directly supplied to the input end of the magnetic rail brake unit through this button. Regardless of the state of the anti-slip brake control unit 2 or the non-anti-slip brake control unit 3 at this time, the magnetic rail brake unit will be immediately triggered, applying magnetic rail braking.

[0065] For example, when a driver encounters an obstacle, pedestrian intrusion, or other emergency, they need to be able to take the most effective braking measures immediately, even if the vehicle signal system has not yet issued a braking command. By setting up an independent magnetic rail brake button S2, the driver can trigger the magnetic rail brake at any time and under any operating conditions, regardless of whether the hydraulic braking system is functioning properly or whether the signal system has safety protection. There is no need to wait for the automatic system to respond or go through complicated operating procedures, which greatly improves the reliability of the magnetic rail brake system and eliminates the risk that the magnetic rail brake cannot be activated due to the failure of the automatic control system.

[0066] As a preferred embodiment, it also includes: Safety brake button S1, which includes a normally open button and a normally closed button; The first end of the normally open button is connected to a preset power supply, and the second end of the normally open button is connected to the input end of the magnetic track braking unit. The first end of the normally closed button is connected to a preset power supply, and the second end of the normally closed button is connected to the control end of the hydraulic valve of the braking system. The safety brake button S1 is used to close the normally open button and close the normally closed button when pressed, so that the magnetic rail brake unit applies magnetic rail braking and applies hydraulic braking without anti-slip function to the maximum hydraulic pressure of the brake system hydraulic valve as the actual hydraulic pressure.

[0067] This embodiment adds a safety brake button S1 to the aforementioned solution. The safety brake button S1 integrates two different types of contacts: a normally open contact and a normally closed contact. These two contacts are controlled by the same mechanical linkage mechanism. When the safety brake button S1 is in its unpressed normal position, its normally open contact remains open, and its normally closed contact remains closed. When the safety brake button S1 is pressed, the mechanical linkage mechanism activates simultaneously, closing the normally open contact and opening the normally closed contact.

[0068] Since the first end of the normally open button of the safety brake button S1 is connected to a preset power supply and the second end is connected to the input end of the magnetic track brake unit, manual triggering of the magnetic track brake can be achieved. The first end of the normally closed button is also connected to a preset power supply, and the second end is connected to the control end of the hydraulic valve of the braking system, enabling manual control of the hydraulic valve.

[0069] Specifically, when the safety brake button S1 is not pressed, the normally open button is open, and the magnetic rail brake unit is not affected by this button. Its state is entirely determined by the anti-slip brake control unit 2, the non-anti-slip brake control unit 3, and the aforementioned magnetic rail brake button S2. The normally closed button is closed, and the preset power supply continuously supplies power to the control end of the brake system hydraulic valve through the closed contact, keeping the hydraulic valve in a controlled state, which can be adjusted by the hydraulic brake control unit. When the safety brake button S1 is pressed, on the one hand, the normally open button is closed, and the preset power supply is directly supplied to the input end of the magnetic rail brake unit, triggering the magnetic rail brake; on the other hand, the normally closed button is open, cutting off the power supply to the control end of the brake system hydraulic valve, causing the hydraulic valve to immediately reset to its safe state, thereby allowing the actual hydraulic pressure of the brake system to reach its maximum value and applying full hydraulic braking without anti-slip function.

[0070] In the operation of rail vehicles, when encountering extreme emergency situations requiring immediate stopping, by integrating the magnetic track braking trigger and the maximum hydraulic braking trigger into the same safety brake button S1, the driver only needs to perform one button press action to activate both braking modes simultaneously, without having to operate the magnetic track braking button and the emergency brake button separately, thus improving braking efficiency.

[0071] The following is an illustration using a specific example: The first terminal of the coil of the signal system brake relay K1 is connected to the output terminal of the rail vehicle signal system, and the second terminal of the coil of the signal system brake relay K1 is grounded. The first terminal of the first normally open contact of the signal system brake relay K1 is connected to a preset power supply. The second terminal of the first normally open contact of the signal system brake relay K1 is connected to the first terminal of the coil of the safety brake relay K4, and the second terminal of the coil of the safety brake relay K4 is grounded. The first terminal of the normally open contact of the vehicle hydraulic brake system fault relay K8 is connected to a preset power supply, and the second terminal of the normally open contact of the vehicle hydraulic brake system fault relay K8 is connected to the first terminal of the coil of the safety brake relay K4. The first terminal of the driver's cab key K3 is connected to a preset power supply, and the second terminal of the driver's cab key K3 is connected to the first terminal of the second normally open contact of the signal system brake relay K1. The second terminal of the second normally open contact of the signal system brake relay K1 is connected to the control terminal of the traction system control unit and the hydraulic brake control unit. The first terminal of the normally open button in the full brake button S1 is connected to a preset power supply, and the second terminal of the normally open button is connected to the input terminal of the magnetic track brake unit. The first terminal of the normally closed button in the safety brake button S1 is connected to a preset power supply, and the second terminal of the normally closed button is connected to the first terminal of the normally open contact of the safety brake relay K4. The first terminal of the normally closed contact of the signal system brake relay K1 is connected to a preset power supply, and the second terminal of the normally closed contact of the signal system brake relay K1 is connected to the input terminal of the magnetic track brake unit. The first terminal of the magnetic track brake button S2 is connected to a preset power supply, and the second terminal of the magnetic track brake button S2 is connected to the input terminal of the magnetic track brake unit. The first terminal of the normally closed contact of the safety brake relay K4 is connected to a preset power supply, and the second terminal of the normally closed contact of the safety brake relay K4 is connected to the input terminal of the magnetic track brake unit. The first terminal of the normally open contact of the safety brake relay K4 is connected to a preset power supply, and the second terminal of the normally open contact of the safety brake relay K4 is connected to the control terminal of the brake system hydraulic valve and the traction system.

[0072] When all hydraulic brake control units in this application are in normal condition, their normal state signal output through their own state signal output terminal is at a high level, thereby energizing the coil of the corresponding hydraulic brake system fault relay, which in turn energizes the coil of the vehicle hydraulic brake system fault relay K8. The normally open contact of the vehicle hydraulic brake system fault relay K8 closes, and the coil of the safety brake relay K4 is connected to a preset power supply through the normally open contact of the vehicle hydraulic brake system fault relay K8 and remains energized. The hydraulic valves of the braking system are de-energized and fail to apply hydraulic braking without anti-slip function due to the closure of the normally open contact of the safety brake relay K4, and can not apply hydraulic braking without anti-slip function. At this time, only hydraulic braking with anti-slip function can be applied based on the braking command. When the rail vehicle signaling system does not need to apply braking, it outputs a high level to energize the coil of the signaling system brake relay K1. When both the first and second normally open contacts of the signal system braking relay K1 are closed, the hydraulic braking control system is connected to the preset power supply and thus cannot be enabled, failing to apply the anti-slip hydraulic braking. Furthermore, the normally closed contact of the signal system braking relay K1 is turned off because the coil of the signal system braking relay K1 is energized, preventing the magnetic rail braking unit from applying magnetic rail braking. When the rail vehicle signal system applies braking, its output braking command is low, de-energizing the coil of the signal system braking relay K1. At this time, both the first and second normally open contacts of the signal system braking relay K1 are closed, and the hydraulic braking control unit receives the low level and is enabled, thus applying the anti-slip hydraulic braking. Simultaneously, the normally closed contact of the signal system braking relay K1 is closed, and the magnetic rail braking unit is enabled by a high level, applying magnetic rail braking.

[0073] When any hydraulic brake control unit is in an abnormal state, it cannot output a high level through its own status signal output terminal, but instead outputs a low level, thereby de-energizing the coil of the corresponding hydraulic brake system fault relay. The coil of the vehicle hydraulic brake system fault relay K8 is de-energized, and the normally open contact of the vehicle hydraulic brake system fault relay K8 closes. Whether the hydraulic valve is energized or not is determined by the signal system brake relay K1, i.e., by the braking command. When the rail vehicle signal system does not require braking, it outputs a high level to energize the coil of the signal system brake relay K1. At this time, both the first and second normally open contacts of the signal system brake relay K1 are closed, and the hydraulic brake control system is connected to the preset power supply, thus failing to enable and unable to apply anti-slip hydraulic braking. Furthermore, the hydraulic valves are energized and fail due to the energization of the safety brake relay K4 coil and the closure of the normally open contact of the safety brake relay K4. In addition, the signal system... When the signal system of the rail vehicle applies braking, its output braking command is low, causing the coil of the signal system braking relay K1 to be de-energized. At this time, the first and second normally open contacts of the signal system braking relay K1 are both closed. The hydraulic valve of the rail vehicle is de-energized because the coil of the safety braking relay K4 is closed, as are the first normally open contact of the signal system braking relay K1 and the normally open contact of the whole vehicle hydraulic braking system fault relay K8. Although the hydraulic braking control unit also receives a low level, the hydraulic valve of the braking system directly receives the low level enable and directly applies hydraulic braking without anti-slip function. Even if the hydraulic braking control unit is working normally, it cannot apply hydraulic braking with anti-slip function. At the same time, the normally closed contact of the signal system braking relay K1 is closed, and the magnetic rail braking unit is enabled by a high level and applies magnetic rail braking.

[0074] The rail vehicle in this application includes the braking control device as described above.

[0075] For a description of the rail vehicle provided in this application, please refer to the above embodiments; further details will not be repeated here.

[0076] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are 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 a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0077] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A braking control device, characterized in that, Applied to rail vehicles, including: An anti-slip function switching unit is provided. The input terminal of the anti-slip function switching unit is connected to the status signal output terminal of the hydraulic brake control unit, and the output terminal is connected to the control terminal of the non-anti-slip brake control unit. The unit is used to control the non-anti-slip brake control unit to power on when it receives the normal status signal output by the hydraulic brake control unit, and otherwise control the non-anti-slip brake control unit to de-energize. The system includes an anti-slip braking control unit, whose input terminal is connected to the output terminal of the rail vehicle signal system, whose first output terminal is connected to the control terminal of the non-anti-slip braking control unit, and whose second output terminal is connected to the control terminal of the hydraulic braking control unit. The system is used to de-energize the non-anti-slip braking control unit when a braking command is received, and to enable the hydraulic braking control unit when it is in normal operation. This allows the hydraulic braking control unit to apply anti-slip hydraulic braking by adjusting the actual hydraulic pressure of the braking system's hydraulic valves. Otherwise, it energizes the non-anti-slip braking control unit and disables the hydraulic braking control unit. The non-anti-slip braking control unit has its first output terminal connected to the control terminal of the braking system hydraulic valve. It is used to fail when powered on based on the anti-slip function switching unit or the anti-slip braking control unit, and to apply non-anti-slip hydraulic braking by making the maximum hydraulic pressure of the braking system hydraulic valve the actual hydraulic pressure when powered off based on the anti-slip function switching unit and the anti-slip braking control unit.

2. The braking control device as described in claim 1, characterized in that, The anti-skid function switching unit includes a fault relay for the vehicle's hydraulic braking system. The first end of the coil of the vehicle hydraulic braking system fault relay is connected to the status signal output terminal of each of the hydraulic braking control units in the rail vehicle. The second end of the coil of the vehicle hydraulic braking system fault relay is grounded. The coil of the vehicle hydraulic braking system fault relay is used to energize when it receives the normal status signal of all the hydraulic braking control units, so as to close the normally open contact of the vehicle hydraulic braking system fault relay. The first terminal of the normally open contact of the vehicle hydraulic braking system fault relay is connected to a preset power supply, and the second terminal of the normally open contact of the vehicle hydraulic braking system fault relay is connected to the control terminal of the non-anti-slip brake control unit. The normally open contact of the vehicle hydraulic braking system fault relay is used to power on the non-anti-slip brake control unit after closing.

3. The braking control device as described in claim 2, characterized in that, The anti-slip function switching unit also includes several hydraulic braking system fault relays; The first end of the coil of each hydraulic braking system fault relay is connected to the status signal output terminal of each hydraulic braking control unit in the rail vehicle, and the second end of the coil of each hydraulic braking system fault relay is grounded. The coil of each hydraulic braking system fault relay is used to energize when it receives the normal status signal of the corresponding hydraulic braking control unit, so as to close the normally open contact of the corresponding hydraulic braking system fault relay. The normally open contacts of each of the hydraulic braking system fault relays are connected in series between the preset power supply and the first terminal of the coil of the vehicle hydraulic braking system fault relay.

4. The braking control device as described in claim 1, characterized in that, The anti-skid braking control unit includes a signal system braking relay; The first end of the coil of the signal system braking relay is connected to the output end of the main equipment of the rail vehicle signal system, and the second end of the coil of the signal system braking relay is grounded. It is used to de-energize when the braking command is received so that each normally open contact of the signal system braking relay is closed, otherwise it is energized so that each normally open contact of the signal system braking relay is closed. The first terminal of the first normally open contact of the signal system brake relay is connected to a preset power supply, and the second terminal of the first normally open contact of the signal system brake relay is connected to the control terminal of the non-anti-skid brake control unit. The first end of the second normally open contact of the signal system braking relay is connected to the preset power supply, and the second end of the second normally open contact of the signal system braking relay is connected to the control terminal of the hydraulic braking control unit, which is used to enable the hydraulic braking control unit when it is turned off and to disable the hydraulic braking control unit when it is closed.

5. The braking control device as described in claim 1, characterized in that, The non-anti-skid braking control unit includes a safety braking relay; The first end of the coil of the safety brake relay is connected to the output end of the anti-skid function switching unit and the first output end of the anti-skid brake control unit. The second end of the coil of the safety brake relay is grounded. It is used to control the normally open contact of the safety brake relay to close when the power is applied under the control of the anti-skid function switching unit or the anti-skid brake control unit, and to control the normally open contact of the safety brake relay to close when the power is de-energized under the control of the anti-skid function switching unit and the anti-skid brake control unit. The first terminal of the normally open contact of the safety brake relay is connected to a preset power supply, and the second terminal of the normally open contact of the safety brake relay is connected to the hydraulic valve of the braking system, which is used to apply hydraulic braking without anti-slip function by making the maximum hydraulic pressure of the hydraulic valve of the braking system equal to the actual hydraulic pressure when it is turned off.

6. The braking control device as described in claim 1, characterized in that, The power supply terminal of the traction system of the rail vehicle is connected to the first output terminal of the non-anti-slip braking control unit. The traction system is used to stop applying traction force to the rail vehicle when the non-anti-slip braking control unit loses power under the control of the anti-slip function switching unit and the anti-slip braking control unit.

7. The braking control device according to any one of claims 1-6, characterized in that, It also includes a magnetic track braking unit; The input terminal of the magnetic track braking unit is connected to the third output terminal of the anti-slip braking control unit and the second output terminal of the non-anti-slip braking control unit. The magnetic track braking unit is used to apply magnetic track braking when the anti-slip braking control unit receives the braking command, or to apply magnetic track braking when the non-anti-slip braking control unit loses power under the control of the anti-slip function switching unit and the anti-slip braking control unit.

8. The braking control device as described in claim 7, characterized in that, Also includes: A magnetic track braking button is provided, with its first end connected to a preset power supply and its second end connected to the input end of the magnetic track braking unit. The magnetic track braking button is used to close when pressed, so that the magnetic track braking unit applies magnetic track braking.

9. The braking control device as described in claim 7, characterized in that, Also includes: A safety brake button, comprising a normally open button and a normally closed button; The first end of the normally open button is connected to a preset power supply, and the second end of the normally open button is connected to the input end of the magnetic track braking unit. The first end of the normally closed button is connected to the preset power supply, and the second end of the normally closed button is connected to the control end of the hydraulic valve of the braking system. The safety brake button is used to close the normally open button and close the normally closed button when pressed, so that the magnetic rail braking unit applies magnetic rail braking and the maximum hydraulic pressure of the braking system hydraulic valve is the actual hydraulic pressure to apply hydraulic braking without anti-slip function.

10. A rail vehicle, characterized in that, Includes the braking control device as described in any one of claims 1-9.

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