CN110667541A

CN110667541A - Brake control device and method

Info

Publication number: CN110667541A
Application number: CN201911094569.8A
Authority: CN
Inventors: 谢军威; 蒋廉华; 邓宗群; 王书静; 吴易航
Original assignee: CRRC Zhuzhou Locomotive Co Ltd
Current assignee: CRRC Brake System Co Ltd
Priority date: 2019-11-11
Filing date: 2019-11-11
Publication date: 2020-01-10
Anticipated expiration: 2039-11-11
Also published as: CN110667541B

Abstract

The invention provides a brake control device and a method, wherein a brake control unit is used for generating a first control signal and a second control signal according to a received brake request; the braking request includes an air braking force and an electric braking force for performing dynamic braking. And the brake control unit adjusts a second control signal acting on the second equivalent unit according to the pressure difference output by the air brake output unit, so that the pressure difference is equivalent to an air braking force and is output to the brake cylinder for air braking. The air brake and the power brake of the rail vehicle are mixed and act together to form the braking force required by the rail vehicle. According to the invention, a brake control mode of simultaneously carrying out air braking and electric braking is realized through the brake control unit, and compared with the prior art that only one brake mode is used for braking, the brake control unit can reduce the loss of brake parts under the same braking force requirement, and can better utilize power braking to enable the railway vehicle to be more energy-saving, cleaner and more environment-friendly.

Description

Brake control device and method

Technical Field

The invention relates to the technical field of locomotives, urban rail transit vehicles or rail electric engineering vehicles, in particular to a brake control device and a brake control method.

Background

Braking the vehicle means limiting or reducing the running speed of the vehicle or stopping the vehicle by a retarding action generated by a related operation. The braking mode of the vehicle can adopt air braking or power braking and the like.

The air brake uses compressed air as power, and brakes by controlling the friction force generated by the brake shoes and the wheels, which is also called friction brake. The air brake can generate large brake force to meet the large-scale braking requirement of the vehicle, but the compressed air used for air brake needs to consume large energy, the friction brake can generate large noise, the brake part can be abraded during friction, and the larger the required brake force is, the larger the energy consumption, the noise and the generated abrasion are.

The dynamic braking is changed into a generator by reversing the traction driving motor, and excitation resistance is generated for braking. Because resistance is generated by excitation, brake parts cannot be abraded in the dynamic braking process, but the generated braking force is small, and all braking requirements of a vehicle cannot be met.

Although there are two brake control methods, air brake and dynamic brake, the brake control of the vehicle can only select one brake control method from the air brake and the dynamic brake.

Disclosure of Invention

In view of this, embodiments of the present invention provide a brake control apparatus and method for a vehicle, which solve the problem that power braking and air braking cannot be performed simultaneously.

In one aspect, an embodiment of the present invention provides a brake control apparatus, including:

the brake control unit is used for generating a first control signal and a second control signal according to the received brake request; wherein the braking request comprises an electric braking force and an air braking force, and the electric braking force is used for performing power braking;

the first equivalent unit comprises a first adjusting component, a second adjusting component and a first pressure sensor, and the first control signal acts on the first adjusting component and the second adjusting component to enable the first equivalent unit to output a first pressure value;

the second equivalent unit comprises a third adjusting part and a fourth adjusting part, and the second control signal acts on the third adjusting part and the fourth adjusting part to enable the second equivalent unit to output a second pressure value;

the air brake output unit comprises an execution component and a second pressure sensor, wherein the execution component is used for outputting a pressure difference value between the second pressure value and the first pressure value to a brake cylinder so as to enable the brake cylinder to carry out air brake;

the brake control unit is further configured to adjust a first control signal acting on the first adjusting component and the second adjusting component according to a first pressure value acquired by the first pressure sensor, so that the first pressure value is equivalent to the electric braking force; and the air brake system is also used for adjusting the second control signals acting on the third adjusting component and the fourth adjusting component according to the pressure difference value acquired by the second pressure sensor so that the pressure difference value is equivalent to the air brake force.

Further, the first equivalent unit further comprises a first air cylinder, the first air cylinder and the first pressure sensor are connected to an output end of the first equivalent unit, and the output end is connected to an input end of the air brake output unit; the first air reservoir is used for slowing down the change of the first pressure value;

the first adjusting component is arranged on a connecting passage between the output end and the main air cylinder, and the second adjusting component is arranged on a connecting passage between the output end and the first exhaust port, so that the first pressure value output by the output end is adjusted through the first adjusting component and the second adjusting component.

Further, the second equivalent unit further comprises a second air cylinder, the second air cylinder is connected to the output end of the second equivalent unit, and the output end is connected to the input end of the air brake output unit; the second air cylinder is used for slowing down the change of the second pressure value;

the third adjusting component is arranged on a connecting passage between the output end and the main air cylinder; the fourth adjusting member is disposed on a connection path between the output terminal and the second exhaust port to adjust a second pressure value output from the output terminal by the third adjusting member and the fourth adjusting member.

Further, the brake control unit is further configured to cut off a connection path between the air brake output unit and the brake cylinder when the sum of the electric braking force and the air braking force is smaller than a preset value.

Further, the air brake output unit further includes a switching part and a fifth adjusting part; the switching member is provided on a connection passage between the air brake output unit and the brake cylinder; the fifth adjusting member is provided on a connection passage between the switching member and the master reservoir;

and a brake control unit for opening the fifth adjustment member to open a connection path between the master reservoir and the switching member, so that the switching member operates to cut off the connection path between the air brake output unit and the brake cylinder.

Further, the air brake output unit further comprises a stop valve, and the stop valve is arranged on a connecting passage between the air brake output unit and the brake cylinder and used for cutting off the connecting passage between the air brake output unit and the brake cylinder when receiving an overhaul signal.

In another aspect, an embodiment of the present invention provides a brake control method applied to a brake control unit in the above brake control apparatus, including:

generating a first control signal and a second control signal according to the received braking request; the first control signal acts on a first adjusting part of a first equivalent unit and a second adjusting part of the first equivalent unit in the brake control device to enable the first equivalent unit to output a first pressure value; the second control signal acts on a third adjusting part of a second equivalent unit and a fourth adjusting part of the second equivalent unit in the brake control device, so that the second equivalent unit outputs a second pressure value; the braking request comprises an electric braking force and an air braking force, and the electric braking force is used for performing power braking;

adjusting the first control signal according to a first pressure value acquired by a first pressure sensor of the first equivalent unit, so that the first pressure value is equivalent to the electric braking force;

according to a pressure difference value output by an air brake output unit and collected by a second pressure sensor of the air brake output unit in the brake control device, adjusting the second control signal to enable the pressure difference value to be equivalent to the air brake force, and outputting the pressure difference value to a brake cylinder to enable the brake cylinder to perform air brake; wherein the pressure difference value is a pressure difference value between the second pressure value and the first pressure value output by an execution component of the air brake output unit.

Further, the method further comprises: and when the sum of the electric braking force and the air braking force is smaller than a preset value, cutting off a connecting passage between the air brake output unit and the brake cylinder.

Further, the cutting off of the connection path between the air brake output unit and the brake cylinder includes:

opening a fifth adjusting member of the air brake output unit to open a connection passage between a master cylinder and a switching member of the air brake output unit, so that the switching member operates to cut off the connection passage between the air brake output unit and the brake cylinder; wherein the switching member is provided on a connection passage between the air brake output unit and the brake cylinder; the fifth adjusting member is provided on a connection path between the switching member and the master reservoir.

Further, the method further comprises: and controlling a cut-off valve to cut off a connection path between the air brake output unit and the brake cylinder when the service signal is received, wherein the cut-off valve is provided on the connection path between the air brake output unit and the brake cylinder.

Based on the scheme, the brake control unit is used for generating a first control signal and a second control signal according to the received brake request; wherein the braking request includes an electric braking force and an air braking force, and the electric braking force is used for performing power braking. The brake control unit is also used for adjusting second control signals acting on the third adjusting component and the fourth adjusting component according to the pressure difference value acquired by the second pressure sensor, so that the pressure difference value is equivalent to the air brake force, and hybrid braking of air braking and electric braking is realized.

Furthermore, the brake control unit is further used for adjusting a first control signal acting on the first adjusting component and the second adjusting component according to a first pressure value acquired by the first pressure sensor, so that the first pressure value is equivalent to the electric braking force, the size of the air braking force corresponding to the actual electric braking force can be simulated through the first equivalent unit, the air braking force output by the air brake output unit can be adjusted according to the output of the first equivalent unit, the size of the obtained air braking force is more accurate, and the size of the power brake is more matched with the size of the air brake.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.

FIG. 1 is a schematic illustration of a brake control apparatus according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of the connection of the brake application unit, the vehicle control unit and the brake control unit in one embodiment of the present invention;

FIG. 3 is a schematic structural view of an air delivery unit according to an embodiment of the present invention;

FIG. 4 is a schematic diagram of a first equivalent unit according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of a second equivalent element according to an embodiment of the present invention;

FIG. 6 is a schematic view of another embodiment of an air delivery unit according to the present invention;

FIG. 7 is a schematic structural diagram of a first equivalent unit, a second equivalent unit and an air output unit in an embodiment of the invention;

FIG. 8 is a flow chart of a braking control method according to yet another embodiment of the present invention;

FIG. 9 is a flow chart of a braking control method according to yet another embodiment of the present invention;

fig. 10 is a flowchart of a braking control method according to still another embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In this application, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

Referring to fig. 1, a schematic structural diagram of a brake control device according to an embodiment of the present invention is shown, including: a brake control unit 101, a first equivalent unit 102, a second equivalent unit 103, and an air brake output unit 104.

A brake control unit 101, configured to generate a first control signal and a second control signal according to the received brake request. The braking request includes an electric braking force and an air braking force, so that the braking control unit 101 performs air braking and electric braking according to the braking request, and the electric braking force can be directly sent to a unit for performing electric braking, and power braking is performed through the unit. The first control signal is sent to the first equivalent unit 102, the second control signal is sent to the second equivalent unit 103, and the first equivalent unit 102, the second equivalent unit 103 and the air brake output unit 104 are enabled to output the air brake force under the interaction of the first control signal and the second control signal.

In this embodiment, the braking request may be obtained by the vehicle control unit and sent to the braking control unit 101. The vehicle control unit is used for obtaining a braking request according to the received braking instruction. Wherein the braking command may be generated by the braking application unit and sent to the vehicle control unit. The brake application unit includes a driver controller and a brake controller, and in this structure, the brake application unit may directly send a brake command to the brake control unit 101 or send a brake command to the vehicle control unit, whereby there are two implementations of generating a brake request. Next, description will be made with reference to fig. 2, and fig. 2 shows a connection diagram of the brake application unit 107, the vehicle control unit 108, and the brake control unit 101. Two implementations of generating the braking request are as follows:

in one implementation, the brake application unit 107 outputs a brake command to the vehicle control unit 108 according to the operation of the driver controller by the driver. The vehicle control unit 108 receives the braking instruction, obtains the air braking force and the electric braking force required by the vehicle according to the braking instruction, and sends the air braking force and the electric braking force to the brake control unit 101 through the braking request. The driver controller may be a brake handle capable of being pushed to different brake positions, or a plurality of input components such as brake buttons representing different brake levels, and the like, and is not limited in this respect.

In another implementation, the driver can brake by operating the brake controller, the brake application unit 107 outputs a brake command to the brake control unit 101, and the brake control unit 101 transmits the brake command to the vehicle control unit 108. The vehicle control unit 108 receives the braking instruction, obtains the air braking force and the electric braking force required by the vehicle according to the braking instruction, and sends the air braking force and the electric braking force to the brake control unit 101 through the braking request. The brake controller may be a brake handle capable of being pushed to different brake positions, or a plurality of input components representing brake buttons of different brake levels, etc., without limitation.

The first equivalent unit 102 includes a first adjusting component, a second adjusting component, and a first pressure sensor, and the first control signal acts on the first adjusting component and the second adjusting component to enable the first equivalent unit 102 to output a first pressure value.

In this embodiment, the first pressure sensor is configured to collect a first pressure value output by the output end and return the first pressure value to the brake control unit. The first and second adjusting means are switching means that can adjust the amount of gas in the connecting passage of the first equivalent unit 102. The more the gas in the connection passage, the greater the gas pressure in the connection passage, and the greater the first pressure value output from the output end of the first equivalent unit 102.

It can be understood that: the change of the gas pressure in the connection channel can be achieved by adjusting the gas input and gas output in the connection channel, so that the present embodiment can be provided with a first adjusting means and a second adjusting means in the gas input branch (between the master reservoir to the output of the first equivalent unit 102) and/or in the gas output branch (at the location of the output of the connection channel or after the output of the connection channel), respectively.

For example, the first regulating component may be a switching component that regulates the flow of gas from the main reservoir to the output of the first equivalent unit 102; the second regulating member may be a switching member that regulates a flow rate of the exhaust gas in the connection passage; or the first regulating component and the second regulating component are both switch components for regulating the gas flow from the main reservoir to the output end of the first equivalent unit 102; or both the first regulating member and the second regulating member are opening and closing members for regulating the flow rate of the exhaust gas in the connection passage.

The operation of the first control signal will be described below by taking as an example that the first regulating member is a switching member for regulating the flow rate of the gas from the master reservoir to the output end of the first equivalent unit 102, and the second regulating member is a switching member for regulating the flow rate of the exhaust gas in the connecting passage: the first adjusting component can be opened or closed under the action of the first control signal, further the opening degree of the first adjusting component can be changed, the flow of gas input into the connecting passage can be changed through opening or closing (even the opening degree is regulated and controlled during opening), the second adjusting component can also be opened or closed under the action of the first control signal, the opening degree of the second adjusting component can also be changed, the flow of gas output from the connecting passage can be changed in the mode, the air pressure in the connecting passage can be controlled through the change of input and output, and the output end (also the output end of the connecting passage) of the first equivalent unit can output a first pressure value. The other two ways are not described in detail here.

The second equivalent unit 103 comprises a third adjusting component and a fourth adjusting component, and the second control signal acts on the third adjusting component and the fourth adjusting component to enable the second equivalent unit 103 to output a second pressure value.

In the present embodiment, the third adjustment member and the fourth adjustment member are switch members that can adjust the amount of gas in the connection path of the second equivalent unit 103. The more the gas in the connecting passage, the greater the gas pressure in the connecting passage, and the greater the second pressure value output by the output end of the second equivalent unit 103.

It can be understood that: the change of the gas pressure in the connection channel can be achieved by adjusting the gas input and gas output in the connection channel, so that the present embodiment can be provided with a third adjusting means and a fourth adjusting means in the gas input branch (between the master reservoir to the output of the first equivalent unit 102) and/or in the gas output branch (at the location of the output of the connection channel or after the output of the connection channel), respectively. For example, the third regulating element may be a switching element that regulates the flow of gas from the main reservoir to the output of the second equivalent unit 103; the fourth adjusting component may be a switch component for adjusting the flow rate of the exhaust gas in the connecting passage of the second equivalent unit 103, and the detailed description refers to the description of the first equivalent unit 102, and will not be described in detail here.

The air brake output unit 104 includes an actuating member and a second pressure sensor, and is configured as shown in fig. 3, wherein the actuating member 1041 is configured to output a pressure difference value between the second pressure value and the first pressure value to the brake cylinder 105, so as to apply air brake to the brake cylinder 105. The actuator 1041 may be a differential pressure type apply valve or a relay valve, for example, a differential pressure type double diaphragm apply valve, a first pressure value and a second pressure value are output to an input end of the apply valve, the apply valve outputs a pressure difference value of the second pressure value minus the first pressure value, and the pressure difference value is used as an air brake force to air brake the brake cylinder 105.

To facilitate the maintenance of the device, the air brake output unit 104 may further be provided with a stop valve as needed. A shutoff valve is provided on a connection path between the output of air brake output unit 104 and brake cylinder 105. When maintenance is required, the connection path between the air brake output unit and the brake cylinder is cut off by a cut-off valve.

The brake control unit 101 is further configured to adjust a first control signal acting on the first adjusting component and the second adjusting component according to a first pressure value acquired by the first pressure sensor, so that the first pressure value is equivalent to an electric braking force. The first pressure value equivalent electric braking force means that the effect of air braking according to the first pressure value is the same as or similar to the effect of power braking according to the electric braking force.

In this embodiment, the brake control unit 101 obtains the first pressure value collected by the first pressure sensor in real time/continuously. When the collected first pressure value is greater than the electric braking force in the braking request, the braking control unit 101 adjusts the first control signal, and the first adjusting component and the second adjusting component reduce the total amount of gas in the connecting passage of the first equivalent unit 102 according to the adjusted first control signal, so that the gas pressure is reduced, and the first pressure value output by the first equivalent unit 102 is further reduced. When the collected first pressure value is smaller than the electric braking force in the braking request, the braking control unit 101 also needs to adjust the first control signal, but at this time, the first adjusting component and the second adjusting component increase the total amount of gas in the connecting passage of the first equivalent unit 102 according to the adjusted first control signal, so that the gas pressure of the first equivalent unit is increased, and further, the first pressure value output by the first equivalent unit 102 is increased. Until the first pressure value is equivalent to the electric braking force in the braking request, the braking control unit 101 monitors the first adjusting component and the second adjusting component to maintain the states of the first adjusting component and the second adjusting component unchanged so as to maintain the total amount of gas in the connecting passage of the first equivalent unit 102 unchanged, so that the air pressure of the connecting passage is kept unchanged, and further the first pressure value output by the first equivalent unit 102 is equivalent to the electric braking force.

However, the points to be explained here are: after the first pressure value output by the first equivalent unit 102 is equivalent to the electric braking force, the main reservoir may still input gas into the connection passage and/or still discharge gas in the connection passage through the second adjusting component, which may cause the first pressure value output by the first equivalent unit 102 to change, so that the first pressure sensor still needs to acquire the first pressure value to the brake control unit when the first pressure value is equivalent to the electric braking force, so as to adjust the first control signal acting on the first adjusting component and the second adjusting component when the first pressure value is not equivalent to the electric braking force.

The brake control unit 101 is further configured to adjust a second control signal applied to the third adjusting component and the fourth adjusting component according to the pressure difference value collected by the second pressure sensor 1042, so that the pressure difference value is equivalent to an air braking force. The pressure difference equivalent air braking force means that the air braking according to the pressure difference and the air braking according to the air braking force have the same or similar effect.

In this embodiment, the brake control unit 101 obtains the pressure difference value collected by the second pressure sensor 1042 in real time/continuously. When the acquired pressure difference is greater than the air braking force in the braking request, the braking control unit 101 adjusts the second control signal, the third adjusting component and the fourth adjusting component reduce the total amount of gas in the connecting passage of the second equivalent unit 103 according to the adjusted second control signal, so that the air pressure of the gas is reduced, the second pressure value output by the second equivalent unit 103 is further reduced, and the pressure difference output by the air output unit 104 is reduced under the condition that the output of the first equivalent unit 102 is not changed. When the acquired pressure difference is smaller than the air braking force in the braking request, the braking control unit 101 also needs to adjust the second control signal, but at this time, the third adjusting component and the fourth adjusting component increase the total amount of the gas in the connecting passage of the second equivalent unit 103 according to the adjusted second control signal, so that the air pressure thereof is increased, and further the second pressure value output by the second equivalent unit 103 is increased, under the condition that the output of the first equivalent unit 102 is not changed, the pressure difference output by the air output unit 104 is increased, until the pressure difference is equivalent to the air braking force in the braking request, the braking control unit 101 monitors the third adjusting component and the fourth adjusting component to maintain the states thereof unchanged, so as to maintain the total amount of the gas in the connecting passage of the second equivalent unit 103 unchanged, so that the air pressure thereof is maintained, and further maintain the second pressure value output by the second equivalent unit 102, the pressure difference equivalent air braking force output by the air output unit 104 is maintained without changing the output of the first equivalent unit 102.

The embodiment realizes the hybrid braking of air braking and dynamic braking, the hybrid braking is a braking control mode which can perform the air braking and the dynamic braking at the same time, compared with the mode of only using one braking control in the prior art, the hybrid braking is performed simultaneously because the dynamic braking and the air braking, under the same braking requirement, the required air braking force is smaller than the air braking force required by only performing the air braking, the loss of basic braking components can be reduced, and the energy conservation, the cleanness and the environmental protection are better realized by using the dynamic braking to ensure that the railway vehicle can be used more.

Further, in this embodiment, the first equivalent unit 102 is used to simulate the magnitude of the air braking force corresponding to the actual electric braking force, and the air braking force output by the air brake output unit 104 is adjusted according to the output of the first equivalent unit 102, so that the magnitude of the obtained air braking force is more accurate, and the magnitude of the dynamic braking force is more matched with the magnitude of the air braking force.

Referring to fig. 4, a schematic structural diagram of the first equivalent unit 102 according to an embodiment of the present invention is shown, including a first adjusting component 1021, a second adjusting component 1022, a first pressure sensor 1023, and a first reservoir 1024.

The first reservoir 1024 and the first pressure sensor 1023 are connected to the output of the first equivalent unit 102, and the output of the first equivalent unit 102 is connected to the input of the air brake output unit 104, as shown in fig. 1. The first reservoir 1024 is used to slow down changes in the first pressure value. The first adjusting member 1021 is provided in the connection path between the output end and the master reservoir 106; the second regulating member 1022 is provided on the connecting passage between the output terminal and the first exhaust port; so as to adjust the first pressure value output by the output end through the first adjusting part 1021 and the second adjusting part 1022.

The following describes an implementation manner of adjusting the first pressure value output by the output terminal through the first adjusting part 1021 and the second adjusting part 1022:

when the first pressure value needs to be increased, the first adjusting part 1021 opens the connection path from the master cylinder 106 to the output end (further, when the first adjusting part 1021 is opened, the opening degree of the first adjusting part 1021 can be increased to increase the flow rate), and the second adjusting part 1022 disconnects the connection path from the output end to the first exhaust port. The air from the main reservoir 106 is delivered to the output and the first reservoir 1024 via the first conditioning section 1021. The output and the air in the first reservoir 1024 increase, increasing the air pressure, causing the first pressure value to increase.

When the first pressure value needs to be reduced, the first adjusting part 1021 disconnects the connection path from the master cylinder 106 to the output end (or reduces the opening degree of the first adjusting part 1021), and the second adjusting part 1022 conducts the connection path from the output end to the first exhaust port. The gas in the output of the first equivalent cell 102 and the first reservoir 1024 is exhausted from the first exhaust port through the second regulating member 1022. The output and the air in the first reservoir 1024 become less and the air pressure decreases such that the first pressure value decreases.

When the first pressure value needs to be kept unchanged, the first adjusting part 1021 disconnects the connection path from the master cylinder 106 to the output end, and the second adjusting part 1022 disconnects the connection path from the output end to the first exhaust port. The total amount of gas at the output of the first equivalent unit 102 and in the first reservoir 1024 is maintained constant and the gas pressure is not changed so that the first pressure value remains constant.

The first reservoir 1024 may be a chamber vessel that stores gas. The first adjusting member 1021 and the second adjusting member 1022 may be switching members that control the on/off of a connection path, such as a solenoid valve or a proportional valve. The first pressure sensor 1023 is used for detecting the first pressure value output by the output end and returning to the brake control unit.

Referring to fig. 5, it shows a schematic structural diagram of the second equivalent unit 103 in an embodiment of the present invention, including a third adjusting member 1031, a fourth adjusting member 1032 and a second air cylinder 1033, where the second air cylinder 1033 is connected to an output end of the second equivalent unit 103, and the output end is connected to an input end of the air brake output unit 104; the second reservoir 1033 is for slowing down the change of the second pressure value. A third adjusting member 1031 is provided on a connection path between the output terminal and the master cylinder 106; the fourth regulating member 1032 is provided on a connection path between the output terminal and the second exhaust port to regulate the second pressure value output from the output terminal by the third regulating member 1031 and the fourth regulating member 1032.

The following describes an implementation manner of adjusting the second pressure value output by the output terminal through the third adjustment component 1031 and the fourth adjustment component 1032:

when the second pressure value needs to be increased, the third adjusting member 1031 conducts the connection path from the main air cylinder 106 to the output end, the fourth adjusting member 1032 disconnects the connection path from the output end to the second air outlet, the gas in the main air cylinder 106 is transmitted to the output end and the second air cylinder 1033 through the second adjusting member 1031, the gas in the output end and the second air cylinder 1033 becomes more, the air pressure is increased, and the second pressure value is increased.

When the second pressure value needs to be reduced, the third adjusting member 1031 disconnects the connection path from the main air cylinder 106 to the output end, the fourth adjusting member 1032 conducts the connection path from the output end to the second air outlet, the output end of the second equivalent unit 103 and the air in the second air cylinder 1033 are exhausted from the second air outlet through the fourth adjusting member 1032, the air in the output end and the second air cylinder 1033 is reduced, and the air pressure is reduced to reduce the second pressure value.

When it is required to maintain the second pressure value, the third adjustment member 1031 disconnects the connection path of the master cylinder 106 to the output terminal, and the fourth adjustment member 1032 disconnects the connection path of the output terminal to the second exhaust port. The total amount of gas at the output of the second equivalent unit 103 and in the second reservoir 1033 is maintained constant and the gas pressure is not changed so that the second pressure value remains constant.

The second reservoir 1033 may be a chamber vessel that stores gas. The third adjustment component 1031 and the fourth adjustment component 1032 may be valves, such as solenoid valves or proportional valves, for example, that control the on/off of the connection paths. The output end of the second equivalent unit 103 may be additionally provided with a pressure sensor as required to monitor a second pressure value output by the second equivalent unit 103 through the pressure sensor.

Another embodiment of the present invention provides a brake control apparatus, which improves the structure of the air output unit 104 in order to further reduce wear on the foundation brake components. Referring to fig. 6, another structure of the air output unit 104 of the present embodiment is shown. Compared to fig. 5, the air brake output unit 104 further includes a switching member 1044 and a fifth adjusting member 1043.

Switching member 1044 is provided on a connection path between air brake output unit 104 and brake cylinder 105. A fifth adjusting member 1043 is provided on a connecting path between the switching member 1044 and the master reservoir 106.

And the brake control unit 101 is further configured to open the fifth adjusting member 1043 to open the connection path between the master cylinder 106 and the switching member 1044 when the sum of the electric braking force and the air braking force is smaller than the preset value, so that the switching member 1044 is operated to cut off the connection path between the air brake output unit 104 and the brake cylinder 105, and at this time, the brake control device performs power braking only by using the electric braking force.

The preset value may be set as an upper limit value of the electric braking force, and if the braking force required for the vehicle is less than the upper limit value, the electric braking force is preferentially applied for dynamic braking, and it is possible to further reduce wear of the foundation brake components of the vehicle. The preset value may also be set to other values according to the scene requirement, and is not limited herein.

The brake control unit 101 is further configured to switch the control mode to switch the hybrid braking mode (i.e., the air brake and the dynamic brake are simultaneously used for braking) to a braking control mode selected from one of the air brake and the dynamic brake when the first equivalent unit 102 fails.

The embodiment considers that the electric braking force is preferentially adopted for dynamic braking on the basis of hybrid braking, and can further reduce the abrasion of the basic braking part of the vehicle.

For convenience of understanding, an application embodiment of the present invention will be described below, and referring to fig. 7, a schematic structural diagram of a first equivalent unit 102, a second equivalent unit 103, and an air output unit 104 of a brake control device is shown.

The brake control unit 101 performs control of air braking and electric braking according to a brake request. Wherein the braking request includes an electric braking force and an air braking force, and the braking control unit 101 generates a first control signal and a second control signal according to the received braking request. The electric braking force can be sent directly to the unit for dynamic braking, by means of which the dynamic braking takes place. The first control signal and the second control signal are applied to the first equivalent unit 101 and the second equivalent unit 102 for performing air braking, which will be described later with reference to fig. 7.

The first equivalent unit 102 comprises a proportional valve, a solenoid valve 1, a sensor 1 and a reservoir 1. Reservoir 1 and sensor 1 are connected to the output of the first equivalent unit 102, which is connected to the Cv2 side of the service valve of the air brake output unit 104. The reservoir 1 is used to slow down the change of the first pressure value. A proportional valve is provided in the connection between the output and the main reservoir 106. The solenoid valve 1 is provided on a connection path between the output terminal and the first exhaust port. The first control signal is applied to the proportional valve and the solenoid valve 1, and the first control signal includes a current signal for controlling the opening degree of the proportional valve and an electric signal for controlling the on/off of the solenoid valve 1. The magnitude of the current signal is related to the magnitude of the electric braking force in the braking request, and the valve opening degree of the proportional valve and the opening/closing of the control electromagnetic valve 1 can be adjusted through the first control signal, so that the first pressure value output by the first equivalent unit 102 is equivalent to the electric braking force through the adjustment of the proportional valve and the electromagnetic valve 1, and the working process is as follows:

when the proportional valve conducts the connection path from the main air cylinder 106 to the output end and the electromagnetic valve 1 disconnects the connection path from the output end to the first exhaust port, the gas in the main air cylinder 106 is conveyed to the output end and the air cylinder 1 through the proportional valve, the gas in the output end and the air cylinder 1 is increased, the pressure is increased, and the first pressure value is increased. When the proportional valve disconnects the connection path from the main air cylinder 106 to the output end and the electromagnetic valve 1 conducts the connection path from the output end to the first exhaust port, the output end of the proportional valve and the air in the air cylinder 1 are exhausted from the first exhaust port through the electromagnetic valve 1, the air in the output end and the air cylinder 1 is reduced, and the pressure is reduced to enable the first pressure value to be reduced. The sensor 1 collects the first pressure value output by the output end continuously/in real time and returns the first pressure value to the brake control unit 101. The brake control unit 101 adjusts the current signal acting on the proportional valve and the electric signal of the electromagnetic valve 1 according to the first pressure value acquired by the sensor 1, and adjusts the first pressure value of the output end until the first pressure value is equivalent to the electric brake force by controlling the valve opening of the proportional valve and the opening/closing of the electromagnetic valve 1.

The second equivalent unit 103 comprises a solenoid valve 2, a solenoid valve 3, a reservoir 2 and a sensor 2. The reservoir 2 and the sensor 2 are connected to the output end of the second equivalent unit 103, and the output end is connected to the Cv1 end of the action valve of the air brake output unit 104. The reservoir 2 is used to slow down the change in the first pressure value. The solenoid valve 2 is provided on a connection path between the output terminal and the master reservoir 106. The solenoid valve 3 is provided on a connection path between the output terminal and the second exhaust port. The second control signal is applied to the solenoid valve 2 and the solenoid valve 3, the second control signal includes an electric signal for controlling the opening and closing of the solenoid valve 2 and an electric signal for controlling the opening and closing of the solenoid valve 3, and the opening/closing of the solenoid valve 2 and the solenoid valve 3 is controlled by the second control signal, so that the second pressure value output by the second equivalent unit 103 is equivalent to the total braking force, i.e., the sum of the air braking force and the electric braking force, by adjusting the solenoid valve 2 and the solenoid valve 3. Under the action of the second control signal, the working process of the second equivalent unit 103 is as follows:

when the electromagnetic valve 2 conducts the connection path from the main air cylinder 106 to the output end and the electromagnetic valve 3 disconnects the connection path from the output end to the second exhaust port, the gas in the main air cylinder 106 is conveyed to the output end and the air cylinder 2 through the electromagnetic valve 2, the gas in the output end and the air cylinder 2 is increased, the pressure is increased, and the second pressure value is increased. When the electromagnetic valve 2 disconnects the connection path from the main air cylinder 106 to the output end, and the electromagnetic valve 3 conducts the connection path from the output end to the second exhaust port, the gas in the output end of the second equivalent unit 103 and the air cylinder 2 is exhausted from the second exhaust port through the electromagnetic valve 3, the gas in the output end and the air cylinder 2 is reduced, and the pressure is reduced to reduce the second pressure value. The sensor 2 is used for acquiring a second pressure value output by the output end and returning the second pressure value to the brake control unit 101.

The air brake output unit 104 includes an apply valve, a cut-off valve, a solenoid valve 4, a switching valve, and a sensor 3. The action valve is a differential pressure type double-diaphragm action valve, and a first pressure value is input from the Cv2 end, namely the upper part of the lower diaphragm; the second pressure value is input from the end Cv2, i.e., the lower portion of the upper diaphragm. The R-end of the service valve is connected to the main reservoir 106. The action valve is a differential pressure type balance structure and is used for outputting a pressure difference value obtained by subtracting the first pressure value from the second pressure value.

The sensor 3 is used for continuously/real-timely acquiring a pressure difference value output by the acting valve to the brake control unit. The brake control unit 101 adjusts the electrical signals acting on the electromagnetic valve 2 and the electromagnetic valve 3 according to the pressure difference value collected by the sensor 3, and adjusts the second pressure value at the output end by controlling the opening/closing of the electromagnetic valve 2 and the electromagnetic valve 3, so that the pressure difference value can change along with the change of the second pressure value until the pressure difference value is equivalent to an air brake force, and the air brake force is output to the brake cylinder 105, so that the brake cylinder 105 performs air brake.

In this embodiment, another implementation manner of adjusting the second control signal is as follows: the brake control unit 101 adjusts the electrical signals acting on the solenoid valve 2 and the solenoid valve 3 according to the second pressure value acquired by the sensor 2, so that the second pressure value is equal to the sum of the air braking force and the electrical braking force. The value of the pressure difference output from the apply valve may be output to brake cylinder 105 in an equivalent air braking force to air brake cylinder 105.

The cut-off valve and the switching valve are provided on a connection path between the output end of the apply valve and the brake cylinder 105. When maintenance is required, the connection path between the air brake output unit and the brake cylinder is cut off by a cut-off valve. The solenoid valve 4 is provided on a connection passage between the switching valve and the master cylinder 106.

The brake control unit 101 causes the switching valve action to cut off the connection path between the apply valve and the brake cylinder 105 by opening the electromagnetic valve 4 to open the connection path between the master cylinder 106 and the switching valve when the sum of the electric braking force and the air braking force is smaller than a preset value. In this case, the brake control device performs vehicle braking only by dynamic braking. The preset value may be set as an upper limit value of the electric braking force, and if the braking force required by the vehicle is less than the upper limit value, the dynamic braking is preferentially applied for braking, and the wear of the basic braking components of the vehicle can be further reduced. The preset value may also be set to other values according to the scene requirement, and is not limited herein.

The embodiment realizes the hybrid braking of air braking and dynamic braking, the hybrid braking is a braking control mode which can perform the air braking and the dynamic braking at the same time, compared with the mode of only using one braking control in the prior art, the hybrid braking is performed simultaneously because the dynamic braking and the air braking, under the same braking force requirement, the required air braking force is smaller than the air braking force required by only performing the air braking, the loss of basic braking components can be reduced, and the energy conservation, the cleanness and the environmental protection are better realized by using the dynamic braking to ensure that the railway vehicle can be used more. On the basis of hybrid braking, the preferential application of dynamic braking for braking is considered, so that the abrasion of the basic braking part of the vehicle can be further reduced.

Referring to fig. 8, a flow chart of a brake control method according to another embodiment of the present invention is shown, where the method is applied to a brake control unit in the brake control device of the above embodiment, and includes the following steps:

s801 generates a first control signal and a second control signal according to the received braking request.

In this embodiment, the first control signal acts on the first adjusting part of the first equivalent unit and the second adjusting part of the first equivalent unit in the brake control device to cause the first equivalent unit to output the first pressure value. The first regulating component and the second regulating component are switch components capable of regulating the gas quantity in the connecting passage of the first equivalent unit, and the first regulating component and the second regulating component are regulated through electric signals serving as first control signals so as to regulate the gas quantity in the connecting passage. The air pressure in the connecting passage can change along with the change of the air in the connecting passage, so that the air pressure in the connecting passage can be adjusted by adjusting the air in the connecting passage, and the first pressure value output by the output end of the first equivalent unit is further adjusted. For the operation and working process of the first adjusting component and the second adjusting component, please refer to the above embodiments, which are not described herein again. The first equivalent unit further comprises a first pressure sensor. For the structural composition and the operation of the first equivalent unit, please refer to the above embodiment and fig. 3, and details thereof are not repeated herein.

The second control signal acts on the third adjusting part of the second equivalent unit and the fourth adjusting part of the second equivalent unit in the brake control device, so that the second equivalent unit outputs a second pressure value. The third regulating member and the fourth regulating member are switching members capable of regulating the amount of gas in the connecting passage of the second equivalent unit, and the third regulating member and the fourth regulating member are regulated by an electric signal as a second control signal to regulate the amount of gas in the connecting passage. The air pressure in the connecting passage can change along with the change of the air in the connecting passage, so that the air pressure in the connecting passage can be adjusted by adjusting the air in the connecting passage, and the size of a second pressure value output by the output end of the second equivalent unit can be adjusted. For the operation descriptions of the third adjusting component and the fourth adjusting component, please refer to the above-mentioned embodiment, and for the structural composition and the operation descriptions of the second equivalent unit, please refer to the above-mentioned embodiment, which is not described herein again.

In the present embodiment, the braking request includes an electric braking force for performing power braking and an air braking force. For an explanation of how the braking request is obtained, reference is made to the above-described embodiments, which are not described in detail here.

S802, adjusting a first control signal according to a first pressure value acquired by a first pressure sensor of the first equivalent unit, so that the first pressure value is equivalent to an electric braking force. The first pressure value equivalent electric braking force means that the effect of air braking according to the first pressure value is the same as or similar to the effect of power braking according to the electric braking force. Please refer to the above embodiment for the working process of the brake control unit adjusting the first pressure value to make the first pressure value equal to the electric braking force, which is not described herein again.

And S803, adjusting a second control signal according to the pressure difference value output by the air brake output unit and collected by a second pressure sensor of the air brake output unit in the brake control device, so that the pressure difference value is equivalent to an air brake force. The pressure difference is output to the brake cylinder so as to enable the brake cylinder to perform air braking, and the pressure difference equivalent air braking force means that the air braking performed according to the pressure difference and the air braking performed according to the air braking force have the same or similar effect.

In this embodiment, the pressure difference is a pressure difference between the first pressure value and the second pressure value output by the actuator of the air brake output unit. The structural components and functions of the air brake output unit are described in the above embodiment and fig. 5-6, and will not be described herein. The size of the pressure difference value is related to the first pressure value and the second pressure value, and the adjustment of the pressure difference value can be realized by adjusting the size of the first pressure value and the second pressure value. For the working process of the brake control unit adjusting the pressure difference to make the pressure difference equal to the air braking force, please refer to the above embodiment, which is not described herein again.

Furthermore, in the embodiment, the first equivalent unit is used for simulating the air braking force corresponding to the actual electric braking force, and the air braking force output by the air braking output unit is adjusted according to the output of the first equivalent unit, so that the obtained air braking force is more accurate, and the power braking force is more matched with the air braking force.

In order to further reduce the wear on the basic brake component, the invention provides a brake control method according to another embodiment, please refer to fig. 9, which shows a flow chart of the brake control method, including the following steps:

and S901, judging whether the sum of the electric braking force and the air braking force is smaller than a preset value. When the sum of the electric braking force and the air braking force is smaller than a preset value, executing a step S902; when the sum of the electric braking force and the air braking force is not less than the preset value, steps S903 to S905 are performed.

In the present embodiment, the preset value may be set as the upper limit value of the electric braking force, and if the braking force required by the vehicle is smaller than the upper limit value, step S902 is executed to preferentially apply the electric braking force for dynamic braking, so that the wear of the foundation brake component of the vehicle can be further reduced. The preset value may also be set to other values according to the scene requirement, and is not limited herein.

S902, the connection path between the air brake output unit and the brake cylinder is cut off.

After step S902 is executed, the brake control device performs power braking using only the electric braking force. One way for the brake control unit to shut off the connection between the air brake output unit and the brake cylinder is: opening a fifth adjusting component of the air brake output unit, and conducting a connecting passage between a main air cylinder and a switching component of the air brake output unit, so that the switching component acts to cut off the connecting passage between the air brake output unit and a brake cylinder; wherein the switching member is provided on a connection path between the air brake output unit and the brake cylinder; the fifth adjusting member is provided on the connecting path between the switching member and the master reservoir, as shown in fig. 6.

And S903, generating a first control signal and a second control signal according to the received braking request.

And S904, adjusting the first control signal according to a first pressure value acquired by a first pressure sensor of the first equivalent unit, so that the first pressure value is equivalent to the electric braking force.

And S905, adjusting a second control signal according to a pressure difference value output by the air brake output unit and acquired by a second pressure sensor of the air brake output unit in the brake control device, so that the pressure difference value is equivalent to an air brake force. The pressure difference is output to the brake cylinder to cause the brake cylinder to perform air braking.

Please refer to steps S801 to S803 in the above embodiments for descriptions of the working processes of steps S903 to S905, which are not described herein again.

In the embodiment, on the basis of hybrid braking in which air braking and dynamic braking are performed simultaneously, priority is given to electric braking force for dynamic braking, and wear of basic brake components of the vehicle can be further reduced.

In view of the various conditions that may occur in the brake control device, the present invention provides a brake control method according to another embodiment, please refer to fig. 10, which shows a flow chart of the brake control method, and compared with fig. 9, the following steps are added:

and S1006, when the maintenance signal is received, controlling a stop valve to cut off a connecting passage between the air brake output unit and the brake cylinder. The shutoff valve is arranged in a connecting passage between the air brake output unit and the brake cylinder.

And S1007, when the fault signal of the first equivalent unit is received, switching the mode of air braking and dynamic braking hybrid braking to a braking control mode which selects one of air braking and dynamic braking.

If the first equivalent unit fails, the first pressure value of the equivalent electric braking force cannot be obtained, and the air braking force matched with the dynamic braking cannot be obtained in the hybrid braking mode, so that the air braking force output to the brake cylinder is insufficient, and the vehicle cannot be effectively braked. Under the condition, the brake control mode is switched to one of air brake and power brake, so that the vehicle can be effectively braked.

For the description of the working process in steps S1001-S1002, refer to steps S901-S902 in the above-mentioned embodiment, and for the description of the working process in steps S1003-S1005, refer to steps S801-S803 in the above-mentioned embodiment, which are not described herein again. Of course, at least one of the above steps S1006 and S1007 may also be added to the above fig. 8, so that corresponding operations can be performed according to the service signal and/or the fault signal while air braking and dynamic braking are performed.

The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, the system or system embodiments are substantially similar to the method embodiments and therefore are described in a relatively simple manner, and reference may be made to some of the descriptions of the method embodiments for related points. The above-described system and system embodiments are only illustrative, wherein the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.

Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended 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 brake control apparatus, characterized by comprising:

2. The brake control device of claim 1, wherein the first equivalent unit further comprises a first reservoir, the first reservoir and the first pressure sensor being connected at an output of the first equivalent unit, the output being connected to an input of the air brake output unit; the first air reservoir is used for slowing down the change of the first pressure value;

3. The brake control device of claim 1, wherein the second equivalent unit further comprises a second reservoir connected to an output of the second equivalent unit, the output being connected to an input of the air brake output unit; the second air cylinder is used for slowing down the change of the second pressure value;

4. The brake control apparatus according to claim 1, wherein the brake control unit is further configured to cut off a connection path between the air brake output unit and the brake cylinder when a sum of the electric braking force and the air braking force is smaller than a preset value.

5. The brake control apparatus according to claim 4, characterized in that the air brake output unit further includes a switching member and a fifth regulating member; the switching member is provided on a connection passage between the air brake output unit and the brake cylinder; the fifth adjusting member is provided on a connection passage between the switching member and the master reservoir;

6. The brake control apparatus according to claim 1, wherein the air brake output unit further includes a cut-off valve provided on a connection path between the air brake output unit and the brake cylinder for cutting off the connection path between the air brake output unit and the brake cylinder upon receiving a service signal.

7. A brake control method characterized by a brake control unit applied to the brake control apparatus according to any one of claims 1 to 6, comprising:

8. The method of claim 7, further comprising:

and when the sum of the electric braking force and the air braking force is smaller than a preset value, cutting off a connecting passage between the air brake output unit and the brake cylinder.

9. The method of claim 8, wherein cutting off the connection between the air brake output unit and the brake cylinder comprises:

10. The method of claim 7, further comprising:

and controlling a cut-off valve to cut off a connection path between the air brake output unit and the brake cylinder when the service signal is received, wherein the cut-off valve is provided on the connection path between the air brake output unit and the brake cylinder.