CN114954388B - Emergency braking control system and method - Google Patents
Emergency braking control system and method Download PDFInfo
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- CN114954388B CN114954388B CN202210538459.1A CN202210538459A CN114954388B CN 114954388 B CN114954388 B CN 114954388B CN 202210538459 A CN202210538459 A CN 202210538459A CN 114954388 B CN114954388 B CN 114954388B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
- Regulating Braking Force (AREA)
Abstract
The application relates to an emergency brake control system and a method, wherein the system comprises a main air path part and a brake control part, wherein the main air path part comprises a brake air storage cylinder, a relay valve and a brake cylinder which are sequentially connected through an air path; the brake control part comprises a first brake control part and a second brake control part; the first control gas circuit comprises a first control gas circuit capable of charging and discharging gas, the second control gas circuit comprises a second control gas circuit capable of charging and discharging gas and an empty and heavy vehicle valve, and the second control gas circuit is connected with a control port of the empty and heavy vehicle valve; and the air outlet of the first control air path or the empty and heavy vehicle valve is connected to the control port of the relay valve.
Description
Technical Field
The application relates to an emergency braking control system and method, and belongs to the field of train control.
Background
In the prior art, the common braking method of the high-speed train set braking control device can control according to an adhesion curve, but the emergency braking force control method is sectional and divided into two sections or three sections, so that the adhesion of wheel rails cannot be fully utilized, and the emergency braking distance is long. For example, the braking distance of the emergency braking of a high-speed motor train unit with the speed of 350km per hour is 6500m, and the braking distance is larger under emergency situations. Along with the development of city clusters in China, intercity motor train units meeting the commuting requirements among cities are more and more popular among cities, have the characteristics of high-speed running, frequent starting and stopping, short braking distance requirements and the like, provide higher requirements for the braking performance of trains by frequent starting and stopping among stations, meet the short emergency braking distance requirement at the initial speed of 200km/h, and cannot meet the short emergency braking distance requirement of the intercity motor train units in the conventional emergency braking control mode.
Disclosure of Invention
The present disclosure provides an emergency braking system and method, which can perform linear control according to a speed-adhesion curve during emergency braking, and effectively shorten an emergency braking distance.
A first aspect of the present application provides an emergency braking system including a main air path portion and a brake control portion, wherein,
the main gas path part comprises a braking air storage cylinder, a relay valve and a brake cylinder which are sequentially connected through a gas path;
the brake control part comprises a first brake control part and a second brake control part; wherein the content of the first and second substances,
the first brake control part comprises a first control air path capable of charging and discharging air;
the second brake control part comprises a second control air path capable of charging and discharging air and an empty and heavy vehicle valve, and the second control air path is connected with a control port of the empty and heavy vehicle valve; and
and the air outlet of the first control air path or the empty and heavy vehicle valve is connected to the control port of the relay valve.
Optionally, the first control gas circuit is connected to a first inlet of the emergency valve, and an air outlet of the empty and heavy vehicle valve is connected to a second inlet of the emergency valve; the emergency valve can be switched between the first inlet and the second inlet, and the air outlet of the emergency valve is connected to the control port of the relay valve.
Optionally, the first brake control part further comprises a first inflation valve and a first exhaust valve, the first control air channel is located between the first inflation valve and the first exhaust valve, and the first exhaust valve is further connected with the atmosphere and can communicate the first control air channel with the atmosphere to exhaust; and a first pressure sensor for detecting pressure is arranged on the first control gas path.
Optionally, the first brake control portion further includes a third electromagnetic valve disposed between the first inflation valve and the first control air path, and the two-position three-way electromagnetic valve is selected to switch between the air outlet of the first inflation valve and the atmosphere, so as to communicate the atmosphere and the first control air path.
Optionally, a second pressure sensor for detecting pressure is arranged on the second control gas path; the second brake control unit selects one of the following modes:
(1) The second brake control part comprises a first air charging and discharging valve, a first control valve and an empty and heavy vehicle valve; the air outlet of the first air charging and discharging valve is connected with a first control valve, and the first air charging and discharging valve is also connected with the atmosphere so as to switch between the atmosphere and the air inlet of the first air charging and discharging valve; the air outlet of the first control valve is connected to the control port of the empty and heavy vehicle through a second control air path;
(2) The second brake control part comprises a second control valve, a second air charging and discharging valve and an empty and heavy vehicle valve; the air outlet of the second control valve is connected with the air inlet of the second air charging and discharging valve, and the second air charging and discharging valve is also connected with the atmosphere so as to switch between the atmosphere and the air outlet of the second control valve; the air outlet of the second air charging and discharging valve is connected to the control port of the empty and heavy vehicle through a second control air path;
(3) The second brake control part comprises a second inflation valve, a second exhaust valve and an empty and heavy vehicle valve; the first end of the second control air path is positioned between the second inflation valve and the second exhaust valve; the second end of the second control gas path is connected to a control port of the empty and heavy vehicle; the second exhaust valve is further connected with the atmosphere and can be communicated with the second control air path and the atmosphere to exhaust air.
Optionally, the circuits of the first brake control part and the second brake control part are arranged independently of each other; when the second brake control part loses power, the second control air circuit is in a pressure maintaining state, and the vehicle load at the previous moment is locked so as to output corresponding second control pressure.
Optionally, a filter for filtering braking air is arranged between the braking air storage cylinder and the relay valve; a pressure reducing valve is arranged between the filter and the brake control part; the air outlet of the pressure reducing valve can be connected with the first control air path and the second control air path respectively and connected with the air inlet of the empty and heavy vehicle valve.
More specifically, the air outlet of the pressure reducing valve is respectively connected with the air inlet of the first inflation valve, the air inlet of the first inflation/exhaust valve or the air inlet of the second control valve or the air inlet of the second inflation valve, and the air inlet of the empty/heavy vehicle valve.
Optionally, a third pressure sensor for detecting pressure is arranged on the air path between the emergency valve and the relay valve control port.
Optionally, an anti-slip valve is arranged between the relay valve and the brake cylinder, and a fourth pressure sensor for detecting pressure is arranged between the relay valve and the anti-slip valve.
Optionally, the emergency brake control system further comprises a detection unit and a control unit, wherein the detection unit comprises the first pressure sensor, the second pressure sensor, the third pressure sensor, the fourth pressure sensor and a fifth pressure sensor for acquiring air spring load pressure; the control unit can perform braking calculation according to the braking instruction and the data acquired by the detection unit, and controls the braking control part.
A second aspect of the present application provides an emergency braking method, including:
(1) When the vehicle is in a non-braking state:
the control unit controls the first control air path to be communicated with the atmosphere, so that first control pressure with a zero value is output to the first inlet of the emergency valve;
the control unit calculates a required second control pressure according to the braking instruction and the air spring load pressure acquired by the detection unit in real time, maintains the pressure of the second control air path by controlling the air charging and discharging of the second control air path to reach the required second control pressure, and outputs the second control pressure to a second inlet of the emergency valve;
the emergency valve is communicated with the first inlet and outputs first control pressure with zero value to the control port of the relay valve so as to enable the vehicle to be in a non-braking state; at this time, the second control pressure is in a standby state;
(2) When the control unit receives a braking instruction, judging that the braking instruction is a common braking mode or an emergency braking mode;
(2.1) when the vehicle is in the service braking mode:
the control unit calculates required first control pressure according to the braking instruction and air spring load pressure data acquired by the detection unit in real time, charges and exhausts air by controlling a first control air path to achieve the required first control pressure, and outputs the first control pressure to a first inlet of the emergency valve;
the control unit controls the emergency valve to be communicated with the first inlet of the emergency valve so as to output a first control pressure to the control port of the relay valve;
(2.2) when the vehicle is in emergency braking mode:
when the control unit judges that the vehicle braking mode is the emergency braking mode, the control unit controls the emergency valve to be communicated with the second inlet of the emergency valve so as to output second control pressure obtained in a non-braking state to the control port of the relay valve.
More specifically:
(1) When the vehicle is in a non-braking state:
the control unit controls the first exhaust valve to be opened, so that the first control air channel is communicated with the atmosphere, and a first control pressure with a zero value is output to a first inlet of the emergency valve;
the control unit calculates a required second control pressure according to the braking instruction and the air spring load pressure acquired by the detection unit in real time, and performs air charging and discharging on a second control air path by controlling the opening and closing or switching of an electromagnetic valve of a second braking control part; when the pressure of a second control gas circuit detected by a second pressure sensor in real time reaches a required second control pressure, maintaining the pressure of the second control gas circuit, and outputting the second control pressure to a second inlet of the emergency valve;
the emergency valve is communicated with the first inlet and outputs first control pressure with zero value to the control port of the relay valve so as to enable the vehicle to be in a non-braking state;
(2) When the control unit receives a braking instruction, judging that the braking instruction is in a common braking mode or an emergency braking mode;
(2.1) when the vehicle is in the service braking mode:
the control unit calculates required first control pressure according to the brake instruction and air spring load pressure data acquired by the detection unit in real time, and performs air charging and discharging on a first control air path by controlling the opening and closing or switching of an electromagnetic valve of the first brake control part; when the pressure of a first control gas circuit detected by a first pressure sensor in real time reaches a required first control pressure, outputting the first control pressure to a first inlet of an emergency valve;
the control unit controls the emergency valve to be communicated with the first inlet of the emergency valve so as to output a first control pressure to the control port of the relay valve.
(2.2) when the vehicle is in emergency braking mode:
when the control unit judges that the vehicle braking mode is the emergency braking mode, the control unit controls the emergency valve to be communicated with the second inlet of the emergency valve so as to output second control pressure obtained in a non-braking state to the control port of the relay valve.
Optionally, the emergency braking control method further comprises: when the service braking mode is not relieved, the control unit controls the third electromagnetic valve to be switched to be connected with the atmosphere and the first control gas circuit, so that first control pressure with a zero value is output to the first inlet of the emergency valve; at this time, the first inlet port of the emergency valve communicates so that the first control pressure reaches the relay valve control port.
Further, the emergency braking control method further includes: when the second brake control part fails and the air pressure of the second control air circuit is too low, the empty and heavy vehicle valve outputs preset P AW0 。
Further, the emergency braking control method further includes: when the second brake control part fails, the second control air path enters a pressure maintaining state, the vehicle load at the previous moment is locked, and therefore corresponding second control pressure is output.
Further, the emergency braking control method further includes: in an emergency braking mode, the third pressure sensor collects the pressure of the corresponding air path in real time, when the pressure is not equal to the second control pressure but equal to the first control pressure, the control unit calculates and controls the first braking control part to output the first control pressure, and the first inlet of the emergency valve is communicated; the control unit controls the first control pressure to be smaller than the second control pressure by a difference value; and the control unit compares the second control pressure with the first control pressure acquired by the third pressure sensor and reports the fault.
Compared with the prior art, the beneficial effect of this application is:
(1) According to the emergency braking control system provided by at least one embodiment of the application, in a high-speed stage of a train, emergency braking force can be linearly controlled according to a speed-adhesion curve, wheel rail adhesion is fully utilized, and the emergency braking distance is effectively shortened.
(2) According to the emergency braking control system and the emergency braking control method provided by at least one embodiment of the application, the emergency braking pressure is controlled in a closed loop mode, and the precision is greatly improved.
(3) According to the emergency brake control system and the emergency brake control method provided by at least one embodiment of the application, during emergency braking, emergency braking is applied through a service brake backup, and reliability is improved through service brake redundancy.
(4) In at least one embodiment of the present application, an emergency braking control system and method are provided, wherein the emergency braking output P is generated when the emergency load adjustment module fails AW0 And the emergency braking force corresponding to the load ensures the reliability of the emergency braking of the vehicle. The emergency brake adopts an electronic empty and heavy vehicle valve, so that the output pressure can accurately follow the vehicle load, and the pressure can be controlled to be P after the electromagnetic valve of the emergency brake module breaks down AW0 -P AW3 In the meantime.
Drawings
FIG. 1 is an emergency brake control system according to one embodiment of the present application;
FIG. 2 is an emergency braking mode of one embodiment of the present application;
FIG. 3 is an emergency braking mode of one embodiment of the present application;
FIG. 4 is a flow chart of an emergency braking control method according to an embodiment of the present application;
FIG. 5 is a velocity-stick curve under a wet rail member;
fig. 6 is a conventional three-stage emergency braking force control method.
Numbering in the figures: the air brake system comprises a main air path part 1, a brake air storage cylinder 101, a filter 102, a relay valve 103, an anti-skid valve 104 and a brake cylinder 105; a brake control part 2, a first brake control part 21, a first inflation valve 211, a first exhaust valve 212, a first control air passage 213, a third electromagnetic valve 214, a first control pressure P C1 Second brake control section22, a first charging and exhausting valve 221, a first control valve 222, a empty and heavy vehicle valve 223, a second control air path 224, a second control valve 225, a second charging and exhausting valve 226, and a second control pressure P C2 A second charging valve 227, a second discharging valve 228, an emergency valve 23, a first inlet 231, a second inlet 232, a pressure reducing valve 24; the detection unit 3, the first pressure sensor 31, the second pressure sensor 32, the third pressure sensor 33, the fourth pressure sensor 34, the fifth pressure sensor 35, the sixth pressure sensor 36, the seventh pressure sensor 37, the eighth pressure sensor 38; a control unit 4.
Detailed Description
The technical solutions of the present application are explained in detail below with reference to specific embodiments, however, it should be understood that elements, structures and features of one embodiment may be beneficially incorporated in other embodiments without further recitation.
In the description of the present application, it is to be understood that the terms "first", "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.
In the description of the present application, it is to be noted that, unless otherwise explicitly specified or limited, the terms "connected" and "connected" are to be interpreted broadly, e.g., as being fixed or detachable or integrally connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.
In addition, the air inlet and the air outlet in the present embodiment are mainly explained according to the movement direction of the braking air or the inflation direction, rather than the absolute limit of the gas movement direction; for example, the present embodiment is described as an outlet vent when inflated, and may actually be an inlet vent when deflated, and therefore should be understood accordingly in connection with the context.
As shown in fig. 1, a first embodiment of the present application provides an emergency brake control system, which includes a main air path portion 1, a brake control portion 2, a detection unit 3 and a control unit 4; wherein:
the main air path part 1 comprises a brake air storage cylinder 101, a filter 102, a relay valve 103, an anti-skid valve 104 and a brake cylinder 105 which are arranged in sequence and are respectively connected through an air path.
Fig. 1 shows an example of one-to-one correspondence between two sets of antiskid valves 104 and two brake cylinders 105, mainly corresponding to a railway vehicle adopting a rack control mode; if the brake cylinder is applied to a railway vehicle adopting vehicle control, four sets of anti-skid valves can be configured and respectively connected with four brake cylinders.
As shown in the two upper broken line boxes of fig. 1, the brake control section 2 includes a first brake control section 21 and a second brake control section 22, which are arranged in parallel. A pressure reducing valve 24 is arranged between the brake air storage cylinder 101 and the brake control part 2; the brake air from the brake reservoir 101 passes through the filter 102, is reduced in pressure by the pressure reducing valve 24, and then enters the brake control unit 2.
The first brake control part 21 is in a service brake mode, and includes a first charge valve 211 and a first discharge valve 212, both of which can select a solenoid valve. The first inflation valve 211 is connected with the braking air storage cylinder 101 through the pressure reducing valve 24 and the filter 102 in sequence, the first exhaust valve 212 is connected with the atmosphere, and the first control air path 213 is located between the air outlet of the first inflation valve 211 and the air inlet of the first exhaust valve 212 and is connected to the first inlet 231 of the emergency valve 23; the first control gas path 213 can output a first control pressure P c1 . When the first inflation valve 211 is opened and the first exhaust valve 212 is closed, the first inflation valve 211 can receive brake air from the brake air storage cylinder 101 to inflate the first control air channel 213; when the first inflation valve 211 is closed and the first exhaust valve 212 is open, the first exhaust valve 212 can be open to the atmosphere to exhaust the first control air passage 213. When both the first inflation valve 211 and the first exhaust valve 212 are closed, the first control gas passage 213 of the first brake control portion 21 can be pressurized.
The first control gas path 213 is provided with a first pressure sensor 31 for detecting whether the compressed air pressure of the first control gas path 213 reaches a required value. If the pressure is too low, the first inflation valve 211 is controlled to inflate; if the pressure is too high, the first exhaust valve 212 is controlled to exhaust.
Optionally, a third solenoid valve 214 may be further disposed between the first inflation valve 211 and the first control air channel 213, and a two-position three-way solenoid valve may be used to communicate with the atmosphere, switch between the first inflation valve 211 and the atmosphere, and may be used to force the relief. Under normal conditions, the third solenoid valve 214 conducts the first inflation valve 211 and the first control air channel 213, so that the first inflation valve 211 can inflate, and the first exhaust valve 212 can exhaust. However, when the first exhaust valve 212 fails, the third solenoid valve 214 is switched to connect the first control air path 213 to the atmosphere to exhaust the compressed air in the first control air path 213, and the first exhaust valve 212 and the third solenoid valve 214 are substantially parallel to each other.
As shown in fig. 1, the second brake control unit 22 is in an emergency brake mode, and includes a first charge/discharge valve 221 and a first control valve 222, both of which may be solenoid valves, and an empty/heavy vehicle valve 223. The first air charging and discharging valve 221 is a two-position three-way electromagnetic valve, an air inlet of the first air charging and discharging valve 221 is connected with an air outlet of the pressure reducing valve 24, an air outlet of the first air charging and discharging valve 221 is connected with the first control valve 222, and the first air charging and discharging valve 221 is further connected with the atmosphere so as to switch between the atmosphere and the air inlet (the pressure reducing valve 24) of the first air charging and discharging valve 221. First control valve 222 is connected to the control port of empty-load valve 223 via a second control gas path 224. The inlet of the empty-load valve 223 is also connected to the outlet of the pressure reducing valve 24, and the outlet of the empty-load valve 223 is connected to the second inlet 232 of the emergency valve 23. The emergency valve 23 may be switched between the first inlet 231 and the second inlet 232 to select a service braking mode or an emergency braking mode. When the second control air channel 224 needs to be inflated, the first inflation and exhaust valve 221 is switched to be communicated with the pressure reducing valve 24 and the first control valve 222 respectively, and the first control valve 222 is opened; after the inflation is completed, the first control valve 222 is closed to maintain the pressure. When the second control air path 224 needs to exhaust, the first air charging and discharging valve 221 is switched to communicate with the atmosphere and the first control valve 222 respectively, and the first control valve 222 is opened to connect the second control air path 224 with the first control valve 222The compressed air is vented to atmosphere. The output pressure of the air outlet of the empty and heavy vehicle valve 223 is controlled by controlling the pressure of the compressed air in the second control air path 224, that is, the second control pressure P output by the empty and heavy vehicle valve 223 is controlled C2 。
As another alternative, as shown in fig. 2, the second brake control portion 22 is in the emergency braking mode, and includes a second control valve 225 and a second charge/discharge valve 226, both of which may be solenoid valves, and an empty/heavy vehicle valve 223. Wherein, the air inlet of the second control valve 225 is connected with the pressure reducing valve 24, and the air outlet thereof is connected with the second air charging and discharging valve 226. The air outlet of the second air charging and discharging valve 226 is connected to the control port of the empty and heavy vehicle valve 223 through a second control air path 224; the second air charging and discharging valve 226 is further connected to the atmosphere, and a two-position three-way electromagnetic valve is selected, so that the second control valve 225 can be switched between the air outlet and the atmosphere. The inlet of the empty-load valve 223 is connected to the pressure reducing valve 24, and the outlet of the empty-load valve 223 is connected to the second inlet 232 of the emergency valve 23. The emergency valve 23 may be switched between the first inlet 231 and the second inlet 232 to select a service braking mode or an emergency braking mode. When the second control air path 224 needs to be inflated, the second control valve 225 is opened, and the second inflation/exhaust valve 226 is communicated with an air outlet of the second control valve 225 and the second control air path 224; after the inflation is completed, the second control valve 225 is closed to maintain the pressure. When the second control air passage 224 needs to be exhausted, the second air charging and exhausting valve 226 is switched to communicate with the atmosphere and the second control air passage 224 so as to exhaust the compressed air of the second control air passage 224 to the atmosphere. The second control pressure P output by the empty and heavy vehicle valve 223 is controlled by controlling the pressure of the compressed air in the second control air path 224 C2 。
As yet another alternative, as shown in FIG. 3, the second brake control section 22 is in an emergency braking mode and includes a second charge valve 227 and a second exhaust valve 228, both of which may be solenoid valves, and an empty/heavy vehicle valve 223. The second inflation valve 227 is connected to the pressure reducing valve 24 at the inlet, the second exhaust valve 228 is connected to the atmosphere, and the second control air path 224 is located between the second inflation valve 227 at the outlet and the second exhaust valve 228 at the inlet and connected to the control port of the empty/heavy-duty vehicle valve 223. Air inlet and air outlet of empty and heavy vehicle valve 223The pressure valve 24 is connected and the air outlet of the empty-load valve 223 is connected to the second inlet 232 of the emergency valve 23. The emergency valve 23 may be switched between the first inlet 231 and the second inlet 232 to select a service braking mode or an emergency braking mode. When the second control air passage 224 needs to be inflated, the second inflation valve 227 is opened, and the second exhaust valve 228 is closed; after the inflation is completed, the second inflation valve 227 is closed to maintain the pressure. When the second control gas path 224 needs to be exhausted, the second charging valve 227 is kept closed, and the second exhaust valve 228 is opened; to vent the compressed air of second control gas path 224 to atmosphere. The second control pressure P output by the empty and heavy vehicle valve 223 is controlled by controlling the air pressure of the second control air path 224 C2 。
The second control air path 224 is provided with a second pressure sensor 32 for detecting a pressure value of the compressed air in the second control air path 224. If the pressure is too low, the first inflation/deflation valve 221 and the first control valve 222, or the second control valve 225, or the second inflation valve 227 are controlled to inflate; if the pressure is too high, the first charge and exhaust valve 221 and the first control valve 222, or the second charge and exhaust valve 226, or the second exhaust valve 228 are controlled to exhaust. The second control pressure P output by the empty and heavy vehicle valve 223 is realized through the control of the second control air path 224 C2 Control of (2).
The circuits of the first brake control unit 21 and the second brake control unit 22 are provided independently of each other. When the second brake control unit 22 is de-energized, the first control valve 222 is in a closed state; or the second control valve 225 is in a closed state; or the second charge valve 227 and the second discharge valve 228 are closed, so that the second brake control portion 22 is in a pressure maintaining state, and the vehicle load at the previous moment is locked to output the corresponding second control pressure P C2 。
The empty/load valve 223 may be, for example, an empty/load valve disclosed in CN114103909a, or may be another empty/load valve that can satisfy the conditions of the present embodiment. Second control pressure P output for empty and heavy vehicle valve 223 C2 The control method is implemented as follows:
the empty/heavy vehicle valve 223 has a preset pressure value P0, the input pressure of the empty/heavy vehicle valve 223 is P1, the control pressure from the second control gas path 224 is P2,second control pressure P output by empty/heavy vehicle valve 223 C2 As shown in fig. 2; wherein, the first and the second end of the pipe are connected with each other,
when P2 is less than or equal to P0, P C2 ＝P AW0 ；
When P0 is more than P2 and less than or equal to P1, P C2 ＝P2。
Wherein, P AW0 Is a constant value; it is in particular the emergency brake pressure under empty load, which is a value determined mainly by the spring pressure of the empty-load valve and therefore a relatively fixed value for the same empty-load valve. The preset value P0 is the air spring pressure under the load of the empty vehicle. The output pressure of the pressure reducing valve is the overload pressure P of the vehicle AW3 The empty and heavy vehicle valve is positioned behind the pressure reducing valve, and the empty and heavy vehicle valve outputs a second control pressure P C2 Is less than P AW3 。
The second brake control unit 22 according to this embodiment can realize linear control of the emergency braking force according to the speed-adhesion curve, and the adjustment of the emergency braking force can be completely fitted to the speed-adhesion curve under the wet rail member as shown in fig. 5; compared with the traditional three-stage emergency braking force control, the method adopts constant pressure control in a low-speed stage (200 km/h < -0 >), as shown in figure 6, the method can fully utilize the adhesion of the wheel and the rail and shorten the braking distance in emergency braking. It is also possible to provide redundancy with the first brake control unit 21. Since the braking force required for emergency braking is greater, conventionally, P C2 ＞P C1 。
As described above, the first control pressure P from the first brake control portion 21 C1 The second control pressure P from the second brake control unit 22 enters the first inlet 231 of the emergency valve 23 C2 Into the second inlet 232 of the emergency valve 23. The emergency valve 23 is a two-position three-way valve, preferably an electrically controlled valve, which can be switched between a first inlet 231 and a second inlet 232. The outlet of the emergency valve 23 is connected to the control port of the relay valve 103, so that the first control pressure P can be set C1 Or a second control pressure P C2 To the control port of the relay valve 103.
A third pressure sensor 33 is arranged between the emergency valve 23 and the relay valve 103, and can acquire the pressure output by the emergency valve 23 in real time and control the pressure through the second control pressure P C2 And compared to determine if the emergency valve 23 is stuck.
After brake air from the brake air storage cylinder passes through the filter, a first part of the brake air respectively enters the first brake control part 21 and the second brake control part 22 after passing through the pressure reducing valve 24; by adjusting the pressure reducing valve 24, compressed air at a desired pressure can be output, which can be adjusted as desired. A second portion of the braking wind enters the relay valve 103. The second part of the brake air entering the relay valve 103 is controlled by the control port of the relay valve 103 to amplify the flow, the relay valve output pressure being equal to P C1 Or P C2 And then the braking wind is output to the antiskid valve 104. A fourth pressure sensor 34 may also be provided between the relay valve 103 and the antiskid valve 104 to detect whether the brake wind pressure to the antiskid valve 104 meets the braking requirements.
The detection unit 3 comprises the first pressure sensor 31, the second pressure sensor 32, the third pressure sensor 33 and the fourth pressure sensor 34, which are described above, and further comprises a fifth pressure sensor 35 for acquiring air spring load pressure, a sixth pressure sensor 36 for acquiring total pipe/parking cylinder pressure, a seventh pressure sensor 37 for acquiring brake reservoir 101 pressure, and an eighth pressure sensor 38 for acquiring brake cylinder 105 pressure.
The control unit 4 can perform braking calculation according to the braking instruction and the data acquired by the detection unit 3, and then control each electromagnetic valve of the braking control part 2. Specifically, the control unit 4 calculates a required first control pressure P according to the braking command and the data collected by the detection unit 3 C1 The charging/discharging and pressure maintaining of the first control gas line 213 are controlled by controlling the opening/closing or switching of the respective solenoid valves in the first brake control unit 21 (i.e., the service brake target pressure). After the vehicle load is determined (for example, after the passengers finish getting on or off the vehicle and close the vehicle door), the control unit 4 calculates a second control pressure P required for confirming the load according to the data collected by the detection unit 3 C2 (i.e., the emergency braking target pressure) controls the opening and closing or switching of the respective solenoid valves in the second brake control section 22, thereby controlling the charging and discharging and the pressure maintaining of the second control gas path 224.
The control unit 4 mainly comprises at least one processor, a memory and at least one program, wherein the at least one program is stored in the memory and configured to be executed by the at least one processor; the program implements the control functions described previously.
As shown in fig. 4, a second aspect of the present application provides an emergency braking control method including:
(1) When the vehicle is in a non-braking state:
the control unit 4 controls the first exhaust valve 212 to open, so that the first control gas path 213 communicates with the atmosphere, thereby outputting a first control pressure P having a value of zero C1 To the emergency valve first inlet 231;
the control unit 4 calculates the required second control pressure P according to the braking instruction and the air spring load pressure acquired by the detection unit 3 in real time C2 (emergency braking target pressure) for charging and discharging the second control gas path 224 by controlling the opening and closing or switching of the solenoid valve of the second brake control unit 22; when the pressure of the second control gas path 224 detected by the second pressure sensor 32 in real time reaches the required second control pressure P C2 At this time, the second control gas path 224 is pressurized and outputs the second control pressure P C2 To the emergency valve second inlet 232;
the emergency valve 23 is connected to the first inlet 231 and outputs a first control pressure P having a value of zero C1 To the relay valve control port to place the vehicle in a non-braking state. At this time, the second control pressure P C2 In a standby state.
(2) When the control unit 4 receives a braking instruction, judging that the braking instruction is a common braking mode or an emergency braking mode;
(2.1) when the vehicle is in the service braking mode:
the control unit 4 calculates the required first control pressure P according to the braking instruction and the air spring load pressure data acquired by the detection unit 3 in real time C1 A first control gas passage 213 (service brake target pressure) that is charged and discharged by controlling the opening/closing or switching of the solenoid valve of the first brake control unit 21; when the first pressure sensor 31 detects in real timeA control gas path 213 for controlling the pressure of the gas to reach the desired first control pressure P C1 While outputting the first control pressure P C1 To the emergency valve first inlet 231;
the control unit 4 controls the emergency valve 23 to communicate with the emergency valve first inlet 231 to output the first control pressure P C1 To the relay valve control port.
(2.2) when the vehicle is in emergency braking mode:
when the control unit 4 determines that the braking mode of the vehicle is the emergency braking mode, the control unit 4 controls the emergency valve 23 to communicate with the second inlet 232 of the emergency valve so as to control the second control pressure P obtained in the non-braking state C2 And outputting the signal to a control port of the relay valve.
Second control pressure P in emergency braking mode C2 Is acquired in a non-braking state. In the non-braking state, the control unit 4 will adjust the second control pressure P in real time according to the loading state of the vehicle C2 And pressure maintaining is performed to prepare for outputting the second control pressure P at any time C2 To perform emergency braking.
Further, the emergency braking control method further includes a forced relieving state, and specifically, when the service braking mode is not relieved (for example, the first exhaust valve 212 fails), the control unit 4 controls the third solenoid valve 214 to switch to connect the atmosphere and the first control air passage 213, so as to output the first control pressure P with a value of zero C1 To the emergency valve first inlet 231; at this time, the first inlet 231 of the emergency valve is communicated such that the first control pressure P C1 To the relay valve control port.
The forced relieving state can relieve only the first control pressure P of the service braking mode C1 The second control pressure P of the emergency braking mode cannot be relieved C2 . When the service braking mode fails to relieve the fault, the brake is relieved through a forced relieving state in the service braking mode. And when the subsequent relay valve 103 fails and cannot be relieved, the antiskid valve 104 can be controlled to exhaust air, so that the brake is relieved.
Further, the emergency braking control method further includes: when the second brake control portion 22 fails (e.g., each solenoid valve gets lost)Abnormal operation of the motor or leakage failure), resulting in too low air pressure in the second control air path 224, the empty/heavy vehicle valve will output the preset P AW0 . The design has the advantages that the emergency braking force can be ensured not to be completely lost, partial emergency braking force can be provided, and the emergency braking reliability is improved.
Further, the emergency braking control method further includes: when the second brake control part 22 fails, the second control air path 224 enters a pressure maintaining state, locks the vehicle load at the previous moment, and outputs the corresponding second control pressure P C2 . Because the detection unit 3 collects and feeds back data in real time in the non-braking state, the control unit 4 carries out real-time control, and the second control pressure P of the empty and heavy vehicle valve 223 is controlled after the vehicle load is updated every time C2 It is updated accordingly, ready at the emergency valve second inlet 232. Thus, after the vehicle enters the emergency brake, the emergency brake pressure is immediately applied (immediately switched to the emergency valve second inlet 232), and the emergency brake response time thereof is short.
Further, the emergency braking control method further includes: in the emergency braking mode, the third pressure sensor 33 collects the pressure of the corresponding air path in real time, and when the pressure is not equal to P C2 Is equal to P C1 When the same, the control unit 4 calculates and controls the first brake control portion 21 to output the first control pressure P C1 The first inlet 231 of the emergency valve is communicated; the control unit 4 controls the first control pressure P C1 Slightly less than the second control pressure P C2 For example a difference of 40kPa; the control unit 4 compares the second control pressure P C2 And the first control pressure P collected by the third pressure sensor 33 C1 Reporting a fault; this situation indicates that the emergency valve 23 is malfunctioning, and cannot be switched to the emergency braking mode, and only the service braking mode can be switched on. This arrangement enables, on the one hand, the normal control mode to substantially replace the emergency control mode, and on the other hand, the control unit 4, by recognizing the difference between the two control pressures, can determine that the emergency valve 23 is malfunctioning, for example, the emergency valve is stuck and cannot be switched to the emergency braking mode, so that maintenance can be performed in time subsequently.
When the rail vehicle is braked suddenly, the brake control section 2 controls the second brake control section 22 to operate at a high speed (400 km/h to 200 km/h) to realize a sudden braking force, and the regulation of the sudden braking force can be performed by linear control according to the speed-adhesion curve so as to completely conform to the speed-adhesion curve under the wet rail member as shown in fig. 5. Compared with the traditional three-stage emergency braking force control, the method adopts constant pressure control in a low-speed stage (200 km/h < -0 >), as shown in figure 6, the method can fully utilize the adhesion of the wheel and the rail and shorten the braking distance in emergency braking.
The embodiments described above are merely preferred embodiments of the present application, and are not intended to limit the scope of the present application, and various modifications and improvements made to the technical solutions of the present application by those skilled in the art without departing from the spirit of the present application should fall within the protection scope defined by the claims of the present application.
Claims (15)
1. An emergency braking system, comprising a main air path portion and a brake control portion, wherein,
the main gas path part comprises a braking air storage cylinder, a relay valve and a brake cylinder which are sequentially connected through a gas path;
the brake control part comprises a first brake control part and a second brake control part; wherein the content of the first and second substances,
the first brake control part comprises a first control air path capable of charging and discharging air;
the second brake control part comprises a second control air path capable of charging and discharging air and an empty and heavy vehicle valve, and the second control air path is connected with a control port of the empty and heavy vehicle valve; and
the air outlet of the first control air path or the empty and heavy vehicle valve is connected to the control port of the relay valve;
the second brake control unit selects one of the following modes:
(1) The second brake control part comprises a first air charging and discharging valve, a first control valve and an empty and heavy vehicle valve; the air outlet of the first air charging and discharging valve is connected with a first control valve, and the first air charging and discharging valve is also connected with the atmosphere so as to switch between the atmosphere and the air inlet of the first air charging and discharging valve; the air outlet of the first control valve is connected to the control port of the empty and heavy vehicle through a second control air path;
(2) The second brake control part comprises a second control valve, a second air charging and discharging valve and an empty and heavy vehicle valve; the air outlet of the second control valve is connected with the air inlet of the second air charging and discharging valve, and the second air charging and discharging valve is also connected with the atmosphere so as to be switched between the atmosphere and the air outlet of the second control valve; the air outlet of the second air charging and discharging valve is connected to the control port of the empty and heavy vehicle through a second control air path;
(3) The second brake control part comprises a second inflation valve, a second exhaust valve and a empty and heavy vehicle valve; the first end of the second control gas circuit is positioned between the second inflation valve and the second exhaust valve; the second end of the second control gas path is connected to a control port of the empty and heavy vehicle; and the second exhaust valve is also connected with the atmosphere and can be communicated with the second control gas circuit and the atmosphere to exhaust.
2. The emergency braking system of claim 1, wherein the first control air path is connected to a first inlet of an emergency valve, and an air outlet of the empty and heavy vehicle valves is connected to a second inlet of the emergency valve; the emergency valve can be switched between the first inlet and the second inlet, and the air outlet of the emergency valve is connected to the control port of the relay valve; and a third pressure sensor for detecting pressure is arranged between the emergency valve and the control port of the relay valve.
3. The emergency braking system according to claim 2, wherein the first braking control part further comprises a first inflation valve and a first exhaust valve, the first control air path is located between the first inflation valve and the first exhaust valve, and the first exhaust valve is further connected with the atmosphere and can be communicated with the first control air path and the atmosphere to exhaust air; and a first pressure sensor for detecting pressure is arranged on the first control gas path.
4. The emergency braking system according to claim 3, wherein the first braking control unit further comprises a third solenoid valve disposed between the first inflation valve and the first control air passage, and the two-position three-way solenoid valve is selected to switch between the air outlet of the first inflation valve and the atmosphere, so as to communicate the atmosphere and the first control air passage.
5. The emergency braking system according to claim 3, wherein a second pressure sensor for detecting pressure is provided on the second control gas path.
6. The emergency braking system according to any one of claims 1 to 4, wherein the electric circuits of the first brake control section and the second brake control section are provided independently of each other; when the second brake control part loses power, the second control air circuit is in a pressure maintaining state, and the vehicle load at the previous moment is locked to output corresponding second control pressure.
7. The emergency braking system according to claim 5, wherein a filter for filtering braking wind is provided between the braking reservoir and the relay valve; a pressure reducing valve is arranged between the filter and the brake control part; the air outlet of the pressure reducing valve can be connected with the first control air path and the second control air path respectively, and is connected with the air inlet of the empty and heavy vehicle valve; an anti-skid valve is arranged between the relay valve and the brake cylinder, and a fourth pressure sensor for detecting pressure is arranged between the relay valve and the anti-skid valve.
8. The emergency braking system of claim 7, wherein the air outlet of the pressure reducing valve is connected to the air inlet of the first inflation valve, the air inlet of the first inflation/exhaust valve, the air inlet of the second control valve, the air inlet of the second inflation valve, and the air inlet of the empty/heavy vehicle valve, respectively.
9. The emergency braking system according to claim 7, further comprising a detection unit and a control unit, wherein the detection unit comprises the first pressure sensor, the second pressure sensor, the third pressure sensor, the fourth pressure sensor and a fifth pressure sensor for collecting the air spring load pressure; the control unit can carry out braking calculation according to the braking instruction and the data collected by the detection unit, and controls the braking control part.
10. An emergency braking method employing the emergency braking system of claim 9, the method comprising:
(1) When the vehicle is in a non-braking state:
the control unit controls the first control air path to be communicated with the atmosphere, so that first control pressure with a zero value is output to the first inlet of the emergency valve;
the control unit calculates a required second control pressure according to the braking instruction and the air spring load pressure acquired by the detection unit in real time, maintains the pressure of the second control air path by controlling the air charging and discharging of the second control air path to reach the required second control pressure, and outputs the second control pressure to a second inlet of the emergency valve;
the emergency valve is communicated with the first inlet and outputs first control pressure with zero value to the control port of the relay valve so as to enable the vehicle to be in a non-braking state; at this time, the second control pressure is in a standby state;
(2) When the control unit receives a braking instruction, judging that the braking instruction is a common braking mode or an emergency braking mode;
(2.1) when the vehicle is in the service braking mode:
the control unit calculates required first control pressure according to the braking instruction and air spring load pressure data acquired by the detection unit in real time, charges and exhausts air by controlling a first control air path to achieve the required first control pressure, and outputs the first control pressure to a first inlet of the emergency valve;
the control unit controls the emergency valve to be communicated with the first inlet of the emergency valve so as to output a first control pressure to the control port of the relay valve;
(2.2) when the vehicle is in emergency braking mode:
when the control unit judges that the vehicle braking mode is the emergency braking mode, the control unit controls the emergency valve to be communicated with the second inlet of the emergency valve so as to output second control pressure obtained in a non-braking state to the control port of the relay valve.
11. Emergency braking method according to claim 10, characterized in that more specifically:
(1) When the vehicle is in a non-braking state:
the control unit controls the first exhaust valve to be opened, so that the first control air channel is communicated with the atmosphere, and a first control pressure with a zero value is output to a first inlet of the emergency valve;
the control unit calculates a required second control pressure according to the braking instruction and the air spring load pressure acquired by the detection unit in real time, and performs air charging and discharging on a second control air path by controlling the opening and closing or switching of an electromagnetic valve of a second braking control part; when the pressure of a second control gas circuit detected by a second pressure sensor in real time reaches a required second control pressure, maintaining the pressure of the second control gas circuit, and outputting the second control pressure to a second inlet of the emergency valve;
the emergency valve is communicated with the first inlet and outputs first control pressure with zero value to the control port of the relay valve so as to enable the vehicle to be in a non-braking state;
(2) When the control unit receives a braking instruction, judging that the braking instruction is in a common braking mode or an emergency braking mode;
(2.1) when the vehicle is in the service braking mode:
the control unit calculates required first control pressure according to the brake instruction and air spring load pressure data acquired by the detection unit in real time, and performs air charging and discharging on a first control air path by controlling the opening and closing or switching of an electromagnetic valve of the first brake control part; when the pressure of a first control air path detected by a first pressure sensor in real time reaches a required first control pressure, outputting the first control pressure to a first inlet of an emergency valve;
the control unit controls the emergency valve to be communicated with the first inlet of the emergency valve so as to output a first control pressure to the control port of the relay valve;
(2.2) when the vehicle is in emergency braking mode:
when the control unit judges that the vehicle braking mode is the emergency braking mode, the control unit controls the emergency valve to be communicated with the second inlet of the emergency valve so as to output second control pressure obtained in a non-braking state to the control port of the relay valve.
12. The emergency braking method according to claim 10 or 11, further comprising: when the service braking mode is not relieved, the control unit controls the third electromagnetic valve to be switched to be connected with the atmosphere and the first control gas circuit, so that first control pressure with a zero value is output to the first inlet of the emergency valve; at this time, the emergency valve first inlet port communicates so that the first control pressure reaches the relay valve control port.
13. The emergency braking method according to claim 10 or 11, further comprising: when the second brake control part fails to cause the air pressure of the second control air path to be too low, the empty and heavy vehicle valve outputs preset P AW0 。
14. The emergency braking method according to claim 10 or 11, further comprising: when the second brake control part fails, the second control air path enters a pressure maintaining state, the vehicle load at the previous moment is locked, and therefore corresponding second control pressure is output.
15. The emergency braking method according to claim 10 or 11, further comprising: in an emergency braking mode, the third pressure sensor collects the pressure of the corresponding gas circuit in real time, when the collected pressure is not equal to the second control pressure but equal to the first control pressure, the control unit calculates and controls the first braking control part to output the first control pressure, and the first inlet of the emergency valve is communicated; the control unit controls the first control pressure to be smaller than the second control pressure by a difference value; and the control unit compares the second control pressure with the first control pressure acquired by the third pressure sensor and reports the fault.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210538459.1A CN114954388B (en) | 2022-05-18 | 2022-05-18 | Emergency braking control system and method |
| PCT/CN2022/129890 WO2023221414A1 (en) | 2022-05-18 | 2022-11-04 | Emergency brake control system and method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210538459.1A CN114954388B (en) | 2022-05-18 | 2022-05-18 | Emergency braking control system and method |
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| Publication Number | Publication Date |
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| CN114954388A CN114954388A (en) | 2022-08-30 |
| CN114954388B true CN114954388B (en) | 2023-04-07 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202210538459.1A Active CN114954388B (en) | 2022-05-18 | 2022-05-18 | Emergency braking control system and method |
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| CN (1) | CN114954388B (en) |
| WO (1) | WO2023221414A1 (en) |
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| CN114954388B (en) * | 2022-05-18 | 2023-04-07 | 中车制动系统有限公司 | Emergency braking control system and method |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3971328B2 (en) * | 2003-03-12 | 2007-09-05 | ナブテスコ株式会社 | Relay valve with variable load function |
| CN202006806U (en) * | 2011-01-24 | 2011-10-12 | 铁道部运输局 | Air brake control device of railway vehicle |
| CN203020300U (en) * | 2012-12-24 | 2013-06-26 | 青岛四方车辆研究所有限公司 | Brake control unit used for high-speed multiple unit train and urban rail transit vehicle |
| CN104260745A (en) * | 2014-09-28 | 2015-01-07 | 青岛思锐科技有限公司 | Motor train unit brake control unit |
| CN107628014B (en) * | 2017-09-27 | 2019-08-27 | 中车青岛四方车辆研究所有限公司 | Empty and load brake equipment and air pressure method of adjustment |
| CN107963071B (en) * | 2017-11-29 | 2019-08-20 | 中车青岛四方车辆研究所有限公司 | Brake control device of rail transit vehicle |
| CN110667638B (en) * | 2019-10-17 | 2020-08-21 | 青岛思锐科技有限公司 | Air brake control unit, brake control system and brake control method |
| CN113104058B (en) * | 2021-05-28 | 2023-01-06 | 中车青岛四方车辆研究所有限公司 | Air brake control unit, brake control device and method for railway vehicle |
| CN113246935A (en) * | 2021-07-01 | 2021-08-13 | 青岛思锐科技有限公司 | Frame control pneumatic brake control method and device |
| CN114954388B (en) * | 2022-05-18 | 2023-04-07 | 中车制动系统有限公司 | Emergency braking control system and method |
-
2022
- 2022-05-18 CN CN202210538459.1A patent/CN114954388B/en active Active
- 2022-11-04 WO PCT/CN2022/129890 patent/WO2023221414A1/en unknown
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| WO2023221414A1 (en) | 2023-11-23 |
| CN114954388A (en) | 2022-08-30 |
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