CN113104058A

CN113104058A - Air brake control unit, brake control device and method for railway vehicle

Info

Publication number: CN113104058A
Application number: CN202110589734.8A
Authority: CN
Inventors: 赛华松; 陈旭; 赵欣; 孙全涛; 郭凯江; 刘振; 李新康
Original assignee: CRRC Qingdao Sifang Rolling Stock Research Institute Co Ltd; Qingdao SRI Technology Co Ltd
Current assignee: CRRC Qingdao Sifang Rolling Stock Research Institute Co Ltd; Qingdao SRI Technology Co Ltd
Priority date: 2021-05-28
Filing date: 2021-05-28
Publication date: 2021-07-13
Anticipated expiration: 2041-05-28
Also published as: CN113104058B

Abstract

The application relates to a rail vehicle air brake control unit, a brake control device and an emergency brake control method, wherein the air brake control unit comprises: an inflation solenoid valve; the pipeline is connected with the air outlet end of the inflation electromagnetic valve; the air inlet end pipeline of the switching valve is connected with a distribution valve; the second air inlet end pipeline of the empty and heavy vehicle valve is connected with the air outlet end of the switching valve; the first pre-control pressure input end pipeline of the double pre-control relay valve is connected with the air outlet end of the empty and heavy vehicle valve, the second pre-control pressure input end pipeline of the double pre-control relay valve is connected with the connecting end of the inflation electromagnetic valve and the exhaust electromagnetic valve, and the air outlet end of the double pre-control relay valve is connected with a brake cylinder. Through the emergency braking control method and device, the problem of accidental emergency braking caused by the fault of the emergency braking electromagnetic valve is solved, and the reliability of the braking control function is improved.

Description

Air brake control unit, brake control device and method for railway vehicle

Technical Field

The application relates to the field of rail transit, in particular to a rail vehicle air brake control unit, a brake control device and an emergency brake control method.

Background

At present, a harmony series, a renaming series power-dispersed motor train unit and an urban rail vehicle all adopt a microcomputer-controlled through electric-air Brake system, mainly comprising an air source system, a Brake Control system, a basic Brake device, auxiliary equipment and the like, wherein the Brake Control system mainly comprises an Electronic Brake Control Unit (EBCU) (electronic Brake Control unit) and an air Brake Control unit (PBCU) (pneumatic Brake Control unit), the PBCU generates Control pressure corresponding to a Brake command under the Control of the EBCU, and controls the basic Brake device to generate braking force, and the PBCU mainly comprises an inflation and exhaust solenoid valve, an emergency Brake solenoid valve, an empty-load vehicle valve, a relay valve, a pressure sensor, a pressure switch and the like.

The main functions of the brake control system comprise service braking, emergency braking, parking braking, antiskid control and the like. The emergency braking UB (electric pneumatic braking) is mainly used for ensuring the safe stop of a train in an emergency, at present, the CRH series, the renaming CR series power-dispersed motor train unit and the urban rail vehicle braking system are all provided with emergency braking electromagnetic valves, the emergency braking is a zero-speed linkage by controlling the emergency electromagnetic valves through the power failure control of an emergency braking safety loop, and once the emergency braking UB is applied, the stop cannot be relieved.

For example, referring to fig. 1, a brake system of a renaming CR400 series motor train unit is provided with an emergency brake solenoid valve, and is in a normally charged state, when emergency braking is performed, a safety loop is de-energized, the emergency brake solenoid valve is de-energized, compressed air of total wind is adjusted by an empty and load vehicle valve to form emergency brake pre-control pressure, reaches a relay valve through the emergency brake solenoid valve, and is amplified by flow of the relay valve to form brake cylinder pressure, so as to generate emergency braking action.

As shown in fig. 2, the brake system of the CRH3 and CRH380B motor train units is provided with an emergency brake solenoid valve, and is in a normally-off state, when in emergency braking, the safety loop is powered off, the emergency brake solenoid valve is powered on, compressed air of total wind reaches the empty and load vehicle valve through the emergency brake solenoid valve and the two-way valve, emergency brake pre-control pressure is formed through adjustment of the empty and load vehicle valve and reaches the relay valve, and the flow through the relay valve is amplified to form brake cylinder pressure, so that emergency braking action is generated.

As shown in fig. 3, the vehicle control brake system of CRH1 series motor train units and urban rail vehicles is provided with an emergency brake solenoid valve, which is in a normally energized state, during emergency braking, the safety loop is de-energized, the emergency brake solenoid valve is de-energized, compressed air of the total wind reaches the empty and heavy vehicle valves through the emergency brake solenoid valve, an emergency brake pre-control pressure is formed through adjustment of the empty and heavy vehicle valves and reaches the relay valves, and a brake cylinder pressure is formed through flow amplification of the relay valves, so that an emergency braking action is generated.

In summary, in the existing power-dispersed motor train unit and urban rail vehicle control brake system, whether the emergency brake can be normally realized depends heavily on whether the function of the emergency brake solenoid valve is normal or not, the emergency brake solenoid valve has a fault, and particularly, the coil is burnt due to the fact that the solenoid valve is normally electrified and the temperature is raised, so that the emergency brake can be triggered accidentally or cannot be normally applied.

Disclosure of Invention

The embodiment of the application provides a railway vehicle air brake control unit, a brake control device and an emergency brake control method, so that accidental emergency braking caused by failure of an emergency brake solenoid valve is avoided, and the reliability of a brake control function is improved.

In a first aspect, an embodiment of the present application provides a rail vehicle air brake control unit, including:

an inflation solenoid valve;

the pipeline is connected with the air outlet end of the inflation electromagnetic valve;

the switching valve is configured to be in power-on blocking in a normal braking mode with a braking command, and in power-off conduction in a standby braking mode with the braking command and in no braking command; wherein the braking commands include service braking commands and emergency braking commands.

The second air inlet end pipeline of the empty and heavy vehicle valve is connected with the air outlet end of the switching valve;

the double-pilot relay valve is used for acquiring a first emergency brake pilot control pressure and/or a second emergency pilot control pressure through the first pilot control pressure input end and/or the second pilot control pressure input end and generating a brake cylinder pressure.

In some embodiments, the first air inlet end of the distribution valve, the air inlet end of the double pre-control relay valve and the air inlet end of the inflation solenoid valve are respectively connected with a main air pipe to obtain compressed air from the main air pipe;

the second air inlet end of the distribution valve is connected with a train pipe to obtain compressed air from the train pipe;

and the first air outlet end of the distribution valve is connected with a working air cylinder with a fixed volume, and the second air outlet end of the distribution valve is connected with the air inlet end of the switching valve.

In some of these embodiments, the rail vehicle air brake control unit further comprises:

the first cut-off cock is arranged at the first air inlet end of the distribution valve;

the second cut-off cock is arranged at the air inlet end of the double pre-control relay valve;

the third cut-off cock is arranged at the air inlet end of the switching valve; and/or

And the fourth cut-off cock is arranged at the air inlet end of the inflation electromagnetic valve so as to cut off or conduct the pipeline.

In some embodiments, the first air inlet pipeline of the empty and load vehicle valve is connected with an air spring to obtain compressed air from the air spring.

In some of these embodiments, the rail vehicle air brake control unit further comprises: the first pressure sensor is arranged at the connecting end of the inflation electromagnetic valve and the exhaust electromagnetic valve;

the second pressure sensor is arranged at the air outlet end of the double pre-control relay valve;

and the pressure switch is arranged at the air outlet end of the double pre-control relay valve.

In some embodiments, a test interface is further disposed at a connection end of the inflation solenoid valve and the exhaust solenoid valve.

In a second aspect, the present application provides a rail vehicle brake control device, including an electronic brake control unit, an air brake control unit, a distribution valve connected to a train pipe, and a cabinet, where the air brake control unit employs the rail vehicle air brake control unit as described in the first aspect.

In some embodiments, the electronic brake control unit is electrically connected to the charging solenoid valve, the discharging solenoid valve and the switching valve of the air brake control unit to control the charging solenoid valve, the discharging solenoid valve and/or the switching valve.

In some embodiments, the electronic brake control unit is configured to control the charging solenoid valve and the discharging solenoid valve to generate a second emergency brake pre-control pressure corresponding to the load of the rail vehicle according to an emergency brake command in the normal braking mode, and/or the distribution valve acquires compressed air output by the train pipe based on an emergency brake air command and generates the first emergency brake pre-control pressure.

In some of these embodiments, the electronic brake control unit is configured to control the switch valve to be energized during a normal braking mode, the inlet port of the switch valve is blocked, the first emergency brake pre-control pressure is isolated by the switch valve, the electronic brake control unit is configured to control the switch valve to be energized constantly during a backup braking mode, the first emergency brake pre-control pressure is conducted by the switch valve, and/or the electronic brake control unit is configured to control the switch valve to be energized constantly when there is no emergency brake command.

In a third aspect, an embodiment of the present application provides an emergency braking control method, based on the rail vehicle braking control device as described in the second aspect, including:

an emergency braking instruction obtaining step, wherein the electronic braking control unit obtains an emergency braking instruction of the railway vehicle, and/or the train pipe obtains an emergency braking air instruction of the railway vehicle;

an emergency braking pre-control pressure obtaining step, wherein the electronic braking control unit controls the inflation electromagnetic valve and the exhaust electromagnetic valve to generate a second emergency braking pre-control pressure adaptive to the load of the railway vehicle according to the emergency braking instruction, and/or the distribution valve obtains compressed air output by the train pipe based on the emergency braking air instruction and generates a first emergency braking pre-control pressure;

and an emergency brake control step of performing flow amplification on the second emergency brake pre-control pressure through the dual pre-control relay valves to form brake cylinder pressure to be output to the brake cylinders to generate an emergency brake action, and controlling the switching valves to be electrified through the electronic brake control unit so as to isolate the first emergency brake pre-control pressure through the switching valves.

In some embodiments, the emergency braking control method further comprises:

and a standby emergency braking control step, wherein the electronic braking control unit controls the switching valve to be powered off, the first emergency braking pre-control pressure is adjusted by the switching valve and the empty and heavy vehicle valves, flow amplification is carried out through the double pre-control relay valves to form brake cylinder pressure, the brake cylinder pressure is output to the brake cylinder, and an emergency braking effect is generated.

And a double-air-path emergency braking control step, wherein when the path of the second emergency braking pre-control pressure is normal and the switching valve is switched on due to a fault, the double pre-control relay valve generates brake cylinder pressure according to the first emergency braking pre-control pressure and the second emergency braking pre-control pressure. Specifically, the dual pilot relay valve generates the brake cylinder pressure according to the emergency brake pilot control pressure with a larger pressure of the first and second emergency brake pilot control pressures.

In some of these embodiments, the method further comprises:

and a standby emergency braking control switching step of, when the passage of the second emergency braking pre-control pressure fails, shutting off the air inlet side of the charging solenoid valve by the fourth shut-off cock, and controlling by executing the standby emergency braking control step.

And an emergency braking control switching step of, when the passage of the first emergency braking pre-control pressure fails, blocking the intake end of the switching valve by a third blocking plug, and performing control by executing the emergency braking control step.

Compared with the prior art, the air brake control unit, the brake control device and the emergency brake control method for the rail vehicle provided by the embodiment of the application cancel an emergency brake solenoid valve in the prior art, and adopt a switching valve and a double pre-control relay valve, wherein two pre-control pressure input ends of the double pre-control relay valve are respectively connected with a connecting end of an inflation solenoid valve and an exhaust solenoid valve and a distribution valve. Based on the structure, when the railway vehicle has no emergency braking instruction, the two paths of pre-control pressures are zero, so that the accidental emergency braking caused by the fact that the total wind pressure is introduced into the relay valve by the fault of the emergency braking electromagnetic valve when no emergency braking instruction exists in the prior technical scheme is avoided, and the reliability of the braking control function is improved.

The details of one or more embodiments of the application are set forth in the accompanying drawings and the description below to provide a more thorough understanding of the application.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

FIG. 1 is a schematic diagram of an air path of a brake system according to the related art;

FIG. 2 is an air path schematic diagram of a brake system according to another related art;

FIG. 3 is an air path schematic diagram of a brake system according to another related art;

FIG. 4 is an air circuit schematic diagram of a rail vehicle air brake control unit according to an embodiment of the present application;

FIG. 5 is an air path schematic diagram of a rail vehicle brake control device according to an embodiment of the application;

FIG. 6 is an air path schematic diagram of the braking of the rail vehicle braking control device according to the embodiment of the application;

FIG. 7 is another air path schematic diagram of the braking of the rail vehicle braking control device according to the embodiment of the application;

fig. 8 is a flowchart of an emergency braking control method according to an embodiment of the present application.

Description of the drawings:

11. an emergency braking solenoid valve; 12. an empty-load vehicle valve; 13. a relay valve;

21. an emergency braking solenoid valve; 22. a two-way valve; 23. an empty-load vehicle valve; 24. a relay valve;

31. an emergency braking solenoid valve; 32. an empty-load vehicle valve; 33. a relay valve;

401. an inflation solenoid valve; 402. an exhaust solenoid valve; 403. a switching valve;

404. an empty-load vehicle valve; 405. a double pre-control relay valve; 406. a working air cylinder;

407. a first shutoff plug; 408. a second cutoff cock; 409. a third shutoff cock;

410. a fourth cutoff cock; 411. a first pressure sensor; 412. a second pressure sensor;

413. a pressure switch; 414. a test interface; 41. an electronic brake control unit;

42. an air brake control unit; 43. a dispensing valve.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application will be described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments provided in the present application without any inventive step are within the scope of protection of the present application.

It is obvious that the drawings in the following description are only examples or embodiments of the present application, and that it is also possible for a person skilled in the art to apply the present application to other similar contexts on the basis of these drawings without inventive effort. Moreover, it should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another.

Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the specification. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of ordinary skill in the art will explicitly and implicitly appreciate that the embodiments described herein may be combined with other embodiments without conflict.

Unless defined otherwise, technical or scientific terms referred to herein shall have the ordinary meaning as understood by those of ordinary skill in the art to which this application belongs. Reference to "a," "an," "the," and similar words throughout this application are not to be construed as limiting in number, and may refer to the singular or the plural. The present application is directed to the use of the terms "including," "comprising," "having," and any variations thereof, which are intended to cover non-exclusive inclusions; for example, a process, method, system, article, or apparatus that comprises a list of steps or modules (elements) is not limited to the listed steps or elements, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus. Reference to "connected," "coupled," and the like in this application is not intended to be limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The term "plurality" as referred to herein means two or more. "and/or" describes an association relationship of associated objects, meaning that three relationships may exist, for example, "A and/or B" may mean: a exists alone, A and B exist simultaneously, and B exists alone. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship. Reference herein to the terms "first," "second," "third," and the like, are merely to distinguish similar objects and do not denote a particular ordering for the objects.

At present, the conventional motor train units, such as the renaming series power-dispersed motor train unit and the urban rail vehicle control brake system, for example but not limited, have become important problems influencing the normal operation of the motor train unit due to the accidental emergency braking caused by the failure of an emergency braking electromagnetic valve in the operation process.

In order to solve the above problems, embodiments of the present application provide a railway vehicle air brake control unit, a brake control device, and an emergency brake control method, which eliminate an emergency brake solenoid valve and implement brake control by using a switching valve and a dual pre-control relay valve. Hereinafter, the air brake control unit, the brake control device, and the emergency brake control method of the railway vehicle according to the embodiments of the present application will be described in detail by way of specific examples.

The first embodiment is as follows:

while the present application provides a railway vehicle air brake control unit, fig. 4 is an air path schematic diagram of a railway vehicle air brake control unit according to the present application, and those skilled in the art will appreciate that the railway vehicle air brake control unit structure shown in fig. 4 does not constitute a limitation of a railway vehicle air brake control unit, and may include more or less components than those shown, or combine certain components, or arrange different components. Referring to fig. 4, the air brake control unit includes:

an inflation solenoid valve 401;

an exhaust solenoid valve 402, the pipeline of which is connected with the air outlet end of the inflation solenoid valve 401;

a switching valve 403, the inlet end pipeline of the switching valve 403 is connected with a distribution valve 43, and the switching valve 403 is configured to be powered on and blocked in a normal braking mode with a braking command, and powered off and conducted in a standby braking mode with the braking command and in a non-braking command; wherein the braking commands include service braking commands and emergency braking commands.

A second air inlet end pipeline of the empty and heavy vehicle valve 404 is connected with an air outlet end of the switching valve 403; the first inlet line of the empty/heavy vehicle valve 404 is connected to an air spring to receive compressed air from the air spring.

The double-pilot relay valve 405 is characterized in that a first pilot pressure input end of the double-pilot relay valve 405 is connected with an air outlet end of the empty and heavy vehicle valve 404 through a pipeline, a second pilot pressure input end of the double-pilot relay valve 405 is connected with a connecting end of the inflation electromagnetic valve 401 and the exhaust electromagnetic valve 402 through a pipeline, the air outlet end of the double-pilot relay valve 405 is connected with a brake cylinder, and the double-pilot relay valve 405 is used for acquiring a first emergency brake pilot control pressure and/or a second emergency pilot control pressure through the first pilot pressure input end and/or the second pilot pressure input end and generating a brake cylinder pressure.

Wherein, the first air inlet end of the distribution valve 43, the air inlet end of the double pre-control relay valve 405 and the air inlet end of the inflation solenoid valve 401 are respectively connected with a main air pipe to obtain compressed air from the main air pipe; the second air inlet end of the distributing valve 43 is connected with a train pipe to obtain compressed air from the train pipe; the first outlet of the distribution valve 43 is connected to a working reservoir 406 with a fixed volume, and the second outlet is connected to the inlet of the switching valve 403.

In some of these embodiments, to facilitate control, the rail vehicle air brake control unit further comprises: a first shutoff cock 407 provided at a first intake end of the distribution valve 43; a second cut-off cock 408 provided at an intake end of the dual pre-control relay valve 405; a third shutoff cock 409 provided at the intake end of the switching valve 403; and/or a fourth cutoff cock 410 provided at an inlet end of the charging solenoid valve 401 to manually cut off or conduct the line.

In some of these embodiments, to facilitate testing or maintenance, the rail vehicle air brake control unit further comprises: the first pressure sensor 411 is arranged at the connecting end of the inflation solenoid valve 401 and the exhaust solenoid valve 402, and a test interface 414 is further arranged at the connecting end of the inflation solenoid valve 401 and the exhaust solenoid valve 402; the second pressure sensor 412 is arranged at the air outlet end of the double pre-control relay valve 405; and the pressure switch 413 is arranged at the air outlet end of the double pre-control relay valve 405.

Based on the above structure, the embodiment of the present application cancels the emergency brake solenoid valve in the existing emergency braking scheme, and uses the switching valve 403 and the dual pre-control relay valve 405, and the switching valve 403 is disposed in the distribution valve 43 passage to realize conduction or isolation of the emergency brake pre-control pressure generated by the distribution valve 43. In the application process, two pilot pressure input ends of the dual pilot relay valve 405 are respectively connected to the connection ends of the charging solenoid valve 401 and the discharging solenoid valve 402, and are connected to the distributing valve 43 through the switching valve 403 to receive the emergency braking pilot control pressure from the distributing valve 43 or the emergency braking pilot control pressure generated by the charging solenoid valve 401 and the discharging solenoid valve 402.

Based on this, in order to improve the reliability of the embodiment, the railway vehicle air brake control unit of the embodiment receives the brake command to realize the brake control, and has two working modes: a normal braking mode and a backup braking mode. In the normal braking mode, the switching valve 403 is configured to be in an energized state, and in the standby braking mode, the switching valve 403 is configured to be in a normally energized state, so that damage to the electromagnetic valve due to the normally energized state is avoided, and the service life of the switching valve 403 is prolonged. In addition, when there is no emergency braking instruction, the pre-control pressure output by the distributing valve is zero, and the switching valve 403 is in a power-off state with the air inlet end being conducted, so that when there is no emergency braking instruction, the railway vehicle air brake control unit of the embodiment can effectively avoid the train accidental emergency brake caused by the failure of the emergency brake solenoid valve when there is no emergency braking instruction for the existing railway vehicle, and improve the system reliability.

The second embodiment is as follows:

based on the air brake control unit of the rail vehicle described in the above embodiments, the present embodiment provides a brake control device of a rail vehicle, fig. 5 is a schematic diagram of an air path of the brake control device of a rail vehicle according to the present embodiment, and as shown in fig. 5, the device includes an electronic brake control unit 41, an air brake control unit 42, a distribution valve 43 connected to a train pipe, and a cabinet, and the same points as those in the above embodiments are not repeated. Those skilled in the art will appreciate that the rail vehicle brake control arrangement illustrated in fig. 5 does not constitute a limitation of a rail vehicle brake control arrangement and may include more or fewer components than illustrated, or some components in combination, or a different arrangement of components.

Specifically, the electronic brake control unit 41 is electrically connected to the charging solenoid valve 401, the discharging solenoid valve 402 and the switching valve 403 of the air brake control unit 42 to control the charging solenoid valve 401, the discharging solenoid valve 402 and/or the switching valve 403. Furthermore, the electronic brake control unit 41 controls the switching valve 403 to be powered on or powered off, and when the switching valve 403 is powered off, the air inlet end and the air outlet end of the switching valve 403 are communicated; when the switching valve 403 is powered on, the air inlet end of the switching valve 403 is blocked.

The electronic brake control unit 41 is configured to control the inflation solenoid valve 401 and the exhaust solenoid valve 402 to generate a second emergency brake pre-control pressure adapted to the load of the rail vehicle and control the switching valve 403 to be powered when in the normal braking mode according to the emergency brake instruction, wherein the air inlet end of the switching valve 403 is sealed to isolate the first emergency brake pre-control pressure; and/or the distribution valve 43 acquires compressed air output by the train pipe based on an emergency braking air instruction and generates first emergency braking pre-control pressure, the electronic braking control unit 41 is configured to control the switching valve 403 to be powered off constantly in the standby braking mode, and the first emergency braking pre-control pressure is conducted through the switching valve 403. It should be noted that the electronic brake control unit 41 is further configured to control the switch valve 403 to be powered off constantly when there is no emergency braking instruction, so as to further effectively avoid the train from being accidentally braked urgently due to the failure of the emergency braking electromagnetic valve when there is no emergency braking instruction for the existing railway vehicle, and improve the reliability of the system.

The railway vehicle brake control device of the embodiment of the application obtains an emergency brake command and an emergency brake air command from a railway vehicle in the application process. The electronic brake control unit 41 controls the action of the charging solenoid valve 401 and the discharging solenoid valve 402 according to the emergency brake command to generate a second emergency brake pre-control pressure corresponding to the load of the railway vehicle, and meanwhile, the train pipe outputs compressed air according to the emergency brake air command to generate a first emergency brake pre-control pressure to the switching valve 403 through the distributing valve 43.

In the normal braking mode, the electronic brake control unit 41 controls the switching valve 403 to be powered on, controls the inflation solenoid valve 401 and the exhaust solenoid valve 402 to act according to the emergency braking command, generates a second emergency brake pre-control pressure corresponding to the load of the rail vehicle, and seals the air inlet end of the switching valve 403, and at this time, referring to fig. 6, the second emergency brake pre-control pressure is subjected to flow amplification through the double pre-control relay valve 405 along the pipeline to form a brake cylinder pressure, so as to generate an emergency braking action. When there is a failure in the passage of the second emergency brake pre-control pressure, it is controlled by adjusting the fourth shutoff plug 410 to shut off the passage and switch to the backup braking mode.

In the standby braking mode, referring to fig. 7, the train pipe outputs compressed air according to the emergency braking air command to generate a first emergency braking pre-control pressure through the distribution valve 43, the electronic braking control unit 41 controls the switching valve 403 to be powered off, and the air inlet end and the air outlet end of the switching valve 403 are communicated, so that the first emergency braking pre-control pressure can be amplified along the switching valve 403 and the empty-load vehicle valve 404 and then flows through the dual pre-control relay valve 405 to form a brake cylinder pressure, thereby generating an emergency braking action. When the passage of the first emergency brake pre-control pressure is failed, the passage can be blocked and switched to the normal braking mode by adjusting the third blocking cock 409.

It should be noted that, when the passage of the second emergency brake pre-control pressure is normal and the switch valve 403 is turned on due to a fault, for example, the switch valve 403 is turned off, and is in a conducting state, at this time, the first and second emergency brake pre-control pressures both reach the dual pre-control relay valve 405 through the pipeline, and the dual pre-control relay valve 405 generates the brake cylinder pressure according to the emergency brake pre-control pressure with the larger pressure of the first and second emergency brake pre-control pressures, so as to ensure the reliability of the emergency braking function.

Based on the structure, the device of the embodiment is only powered on the switching valve 403 in the normal mode with the braking command, and the switching valve 403 is powered off constantly under other conditions, so that the fault hidden trouble caused by long-time power-on of the electromagnetic valve is avoided, the service life of the switching valve 403 is prolonged, and the reliability of the emergency braking function is improved.

The third concrete embodiment:

based on the rail vehicle brake control device as described in the above embodiments, the present application provides an emergency brake control method. Fig. 8 is a flowchart of an emergency braking control method according to an embodiment of the present application, and referring to fig. 8, the method includes the steps of:

an emergency braking instruction obtaining step S101, an electronic braking control unit obtains an emergency braking instruction of the railway vehicle, and/or a train pipe obtains an emergency braking air instruction of the railway vehicle.

And an emergency brake pre-control pressure obtaining step S102, wherein the electronic brake control unit controls the inflation solenoid valve and the exhaust solenoid valve to generate a second emergency brake pre-control pressure adaptive to the load of the railway vehicle and controls the switching valve to be electrified according to the emergency brake command, and/or the distribution valve obtains compressed air output by the train pipe based on the emergency brake air command and generates a first emergency brake pre-control pressure.

And an emergency brake control step S103, performing flow amplification on the second emergency brake pre-control pressure through the double pre-control relay valves to form brake cylinder pressure, outputting the brake cylinder pressure to the brake cylinder to generate an emergency brake action, controlling the switching valve to be electrified through the electronic brake control unit to seal the air inlet end of the switching valve, and isolating the first emergency brake pre-control pressure through the switching valve.

A standby emergency braking control switching step S104 of, when the passage of the second emergency braking pre-control pressure fails, shutting off the air intake port of the charging solenoid valve by the fourth shut-off cock, and performing control by performing the standby emergency braking control step.

And a standby emergency braking control step S105, wherein the electronic braking control unit controls the switching valve to lose power, the first emergency braking pre-control pressure is adjusted by the switching valve and the empty and heavy vehicle valves, flow amplification is carried out through the double pre-control relay valves to form brake cylinder pressure, the brake cylinder pressure is output to the brake cylinder, and an emergency braking effect is generated.

And an emergency braking control switching step S106, when the passage of the first emergency braking pre-control pressure is failed, the air inlet end of the switching valve is cut off by the third cut-off cock, and the emergency braking control step is executed to control. Specifically, in practical applications, the first pressure sensor, the second pressure sensor and/or the pressure switch are electrically connected to the electronic brake control unit, and the judgment of the passage fault can be implemented based on the first pressure sensor, the second pressure sensor and/or the pressure switch.

In some of these embodiments, the method further comprises:

in the double-air-passage emergency brake control step S107, when the passage of the second emergency brake pre-control pressure is normal and the switching valve is failed to conduct, for example, when the switching valve is de-energized, the switching valve conducts, and the brake cylinder pressure is generated from the first and second emergency brake pre-control pressures by the double pre-control relay valve. Specifically, the dual pilot relay valve generates the brake cylinder pressure in response to the higher emergency brake pilot pressure of the first and second emergency brake pilot pressures.

The emergency braking control method of the embodiment of the application adopts the rail vehicle braking control device of the embodiment, the control method that the existing rail vehicle emergency braking solenoid valve is electrified normally is cancelled, the switching valve is controlled by the electronic braking control unit, the switching valve is electrified only in a normal mode with a braking instruction, and the switching valve is electrified normally under other conditions, so that the hidden trouble caused by long-time electrification of the solenoid valve is avoided, and the reliability of the emergency braking function is improved.

It should be noted that the steps illustrated in the above-described flow diagrams or in the flow diagrams of the figures may be performed in a computer system, such as a set of computer-executable instructions, and that, although a logical order is illustrated in the flow diagrams, in some cases, the steps illustrated or described may be performed in an order different than here.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims

1. A railway vehicle air brake control unit, comprising:

an inflation solenoid valve;

the switching valve is configured to be in power-on blocking in a normal braking mode with a braking command, and in power-off conduction in a standby braking mode with the braking command and in no braking command;

the double-pilot-control relay valve is used for acquiring a first emergency brake pilot control pressure and/or a second emergency pilot control pressure through the first pilot-control pressure input end and/or the second pilot-control pressure input end and generating a brake cylinder pressure.

2. The railway vehicle air brake control unit of claim 1, wherein the first air inlet end of the distribution valve, the air inlet ends of the double pre-control relay valves and the air inlet end of the inflation solenoid valve are respectively connected with a main air pipe;

the second air inlet end of the distribution valve is connected with a train pipe;

3. The rail vehicle air brake control unit of claim 2, further comprising:

4. The rail vehicle air brake control unit of any one of claims 1-3, further comprising:

the first pressure sensor is arranged at the connecting end of the inflation electromagnetic valve and the exhaust electromagnetic valve;

5. A rail vehicle brake control device, comprising an electronic brake control unit, an air brake control unit, a distribution valve connected with a train pipe and a cabinet body, wherein the air brake control unit adopts the rail vehicle air brake control unit as claimed in any one of claims 1 to 4,

the electronic brake control unit is electrically connected with the inflation electromagnetic valve, the exhaust electromagnetic valve and the switching valve of the air brake control unit so as to control the inflation electromagnetic valve, the exhaust electromagnetic valve and/or the switching valve.

6. The rail vehicle brake control device according to claim 5, wherein the electronic brake control unit is configured to control the charging solenoid valve and the discharging solenoid valve to generate a second emergency brake pre-control pressure corresponding to a rail vehicle load in a normal braking mode according to an emergency brake command, and/or the distribution valve acquires compressed air output by the train pipe based on an emergency brake air command and generates the first emergency brake pre-control pressure.

7. The rail vehicle brake control device of claim 6, wherein the electronic brake control unit is configured to control the switching valve to be energized during a normal braking mode, the first emergency brake pre-control pressure is isolated by the switching valve, the electronic brake control unit is configured to control the switching valve to be de-energized during a backup braking mode, the first emergency brake pre-control pressure is conducted by the switching valve, and/or the electronic brake control unit is configured to control the switching valve to be de-energized during no emergency braking command.

8. An emergency braking control method based on the rail vehicle braking control apparatus according to any one of claims 5 to 7, characterized by comprising:

and an emergency brake control step of performing flow amplification on the second emergency brake pre-control pressure through the double pre-control relay valves to form brake cylinder pressure to be output to the brake cylinders, and controlling the switching valves to be electrified through the electronic brake control unit.

9. The emergency brake control method according to claim 8, further comprising:

a standby emergency braking control step, wherein the electronic braking control unit controls the switching valve to be powered off constantly, and the first emergency braking pre-control pressure is subjected to flow amplification through the double pre-control relay valves after being adjusted by the switching valve and the empty and heavy truck valves to form brake cylinder pressure to be output to the brake cylinders;

and a double-air-path emergency braking control step, wherein when the path of the second emergency braking pre-control pressure is normal and the switching valve is switched on due to a fault, the double pre-control relay valve generates brake cylinder pressure according to the first emergency braking pre-control pressure and the second emergency braking pre-control pressure.

10. The emergency braking control method according to claim 8 or 9, characterized by further comprising:

a standby emergency braking control switching step of, when the passage of the second emergency braking pre-control pressure fails, shutting off the air intake end of the inflation solenoid valve by the fourth shut-off cock, and controlling by executing the standby emergency braking control step;