CN115520168A - Train brake control device, system and control method - Google Patents

Train brake control device, system and control method Download PDF

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Publication number
CN115520168A
CN115520168A CN202211261311.4A CN202211261311A CN115520168A CN 115520168 A CN115520168 A CN 115520168A CN 202211261311 A CN202211261311 A CN 202211261311A CN 115520168 A CN115520168 A CN 115520168A
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CN
China
Prior art keywords
brake
braking
module
air
train
Prior art date
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Pending
Application number
CN202211261311.4A
Other languages
Chinese (zh)
Inventor
林晖
池海
吴仁恩
吴正雨
高宁
王纪文
任宇杰
张云廷
刘洋
闫志强
孙大海
吴向宇
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
China Academy of Railway Sciences Corp Ltd CARS
Locomotive and Car Research Institute of CARS
Beijing Zongheng Electromechanical Technology Co Ltd
Tieke Aspect Tianjin Technology Development Co Ltd
Original Assignee
China Academy of Railway Sciences Corp Ltd CARS
Locomotive and Car Research Institute of CARS
Beijing Zongheng Electromechanical Technology Co Ltd
Tieke Aspect Tianjin Technology Development Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by China Academy of Railway Sciences Corp Ltd CARS, Locomotive and Car Research Institute of CARS, Beijing Zongheng Electromechanical Technology Co Ltd, Tieke Aspect Tianjin Technology Development Co Ltd filed Critical China Academy of Railway Sciences Corp Ltd CARS
Priority to CN202211261311.4A priority Critical patent/CN115520168A/en
Publication of CN115520168A publication Critical patent/CN115520168A/en
Pending legal-status Critical Current

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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
    • 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
    • B60T13/241—Differential pressure systems
    • 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
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/021—Railway control or brake valves
    • 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
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/025—Electrically controlled valves
    • B60T15/027—Electrically controlled valves in pneumatic systems
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/406—Test-mode; Self-diagnosis
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/413—Plausibility monitoring, cross check, redundancy

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

The application discloses a train braking control device, a train braking control system and a train braking control method, wherein the train comprises a plurality of vehicles, at least one vehicle is provided with an air braking module and an electro-pneumatic braking module, and the train braking control device comprises a braking mode switching module and a braking execution module; the braking mode switching module is used for transmitting first pressure air formed by air pressure change of a braking train pipe detected by the electro-pneumatic braking module to the braking execution module when the electro-pneumatic braking module operates normally, and transmitting second pressure air formed by the air braking module based on the air pressure change of the braking train pipe to the braking execution module when the electro-pneumatic braking module fails; the brake execution module is used for forming a braking force based on the first pressure air or the second pressure air and transmitting the braking force to the brake cylinder for train braking. The application can improve the synchronism and the accuracy of train braking and simultaneously ensure the safety.

Description

Train brake control device, system and control method
Technical Field
The application relates to the technical field of train braking, in particular to a train braking control device, system and method.
Background
This section is intended to provide a background or context to the embodiments of the application that are recited in the claims. The description herein is not admitted to be prior art by inclusion in this section.
The current locomotive train braking control modes mainly comprise an automatic air braking mode and a straight-through type electro-pneumatic braking mode. Among them, general passenger trains and freight trains generally use automatic air brakes. The motor train unit generally adopts straight-through type electro-pneumatic braking. Air pressure is used as pre-control in air braking, and the braking and relieving states of a brake cylinder change along with the air pressure, so that the synchronism of the braking action and the distribution characteristic of the braking force are influenced. The through electro-pneumatic brake is better than the automatic air brake in the aspects of synchronism, accuracy and the like, and the automatic air brake has higher safety.
Disclosure of Invention
An object of the present application is to provide a train brake control device, which integrates two brake modes, i.e., an automatic air brake mode and a straight-through electro-pneumatic brake mode, and uses the control mode of the electro-pneumatic brake mode in a normal state, and takes the air brake mode as safety redundancy, thereby improving the synchronization and accuracy of train braking and simultaneously ensuring safety. It is another object of the present application to provide a train brake control system. It is a further object of the present application to provide a train brake control method. It is yet another object of the present application to provide a computer device. It is a further object of this application to provide a readable medium. It is a further object of this application to provide a computer program product.
In order to achieve the above object, the present application discloses, in one aspect, a train brake control apparatus, where the train includes a plurality of vehicles, and at least one of the vehicles is provided with an air brake module and an electro-pneumatic brake module, the apparatus includes a brake mode switching module and a brake execution module;
the braking mode switching module is used for transmitting first pressure air formed by air pressure change of a braking train pipe detected by the electro-pneumatic braking module to the braking execution module when the electro-pneumatic braking module operates normally, and transmitting second pressure air formed by the air braking module based on the air pressure change of the braking train pipe to the braking execution module when the electro-pneumatic braking module fails;
the brake execution module is used for forming a braking force based on the first pressure air or the second pressure air and transmitting the braking force to a brake cylinder for train braking.
Preferably, the brake mode switching module includes a switching valve including a first channel and a second channel;
the first channel is connected with the electro-pneumatic brake module and the brake execution module and used for transmitting the first pressure air to the brake execution module;
the second channel is connected with the air braking module and the braking execution module and used for transmitting the second pressure air to the braking execution module;
the switching valve controls the conduction or the closing of the first channel and the second channel based on a mode switching command.
Preferably, the electric pneumatic brake system further comprises a detection module, which is used for detecting the running state of the electric pneumatic brake module, forming a mode switching instruction when the electric pneumatic brake module is detected to be faulty, and sending the mode switching instruction to the brake mode switching module.
Preferably, the brake actuation module comprises a first relay valve.
Preferably, the emergency brake system further comprises an emergency brake bypass for transmitting the second pressure air to the brake execution module based on an emergency brake command;
the brake execution module is further used for receiving the second pressure air transmitted by the emergency brake bypass, forming the braking force based on the second pressure air and the first pressure air or the second pressure air transmitted by the brake mode switching module, and transmitting the braking force to a brake cylinder for train braking.
Preferably, the brake execution module is specifically configured to use the second pressure air transmitted by the emergency brake bypass and the maximum air pressure of the first pressure air or the second pressure air transmitted by the brake mode switching module as a control air pressure, and form the braking force based on the control air pressure.
Preferably, the emergency braking bypass comprises a bypass air passage and an interruption valve arranged on the bypass air passage, and the braking execution module comprises a comparison valve and a second relay valve;
the bypass air path is connected with the air brake module and the comparison valve;
the blocking valve is used for disconnecting the bypass gas path and controlling the bypass gas path to be conducted based on the emergency braking instruction;
the comparison valve receives second pressure air transmitted by the bypass air path and first pressure air or second pressure air transmitted by the braking mode switching module, and outputs the maximum air pressure to the second relay valve as control air pressure;
the second relay valve is configured to form a braking force based on the control air pressure.
The application also discloses a train brake control system, which comprises an air brake module, an electro-pneumatic brake module and the train brake control device;
the air brake module is used for forming first pressure air based on pressure change of a brake train pipe;
the electro-pneumatic brake module is used for detecting pressure change of the brake train pipe to form a brake signal and forming second pressure air based on the brake signal;
the braking mode switching module is used for transmitting the first pressure air to the braking execution module when the electro-pneumatic braking module operates normally, and transmitting the second pressure air to the braking execution module when the electro-pneumatic braking module fails;
the brake execution module is used for forming a braking force based on the first pressure air or the second pressure air and transmitting the braking force to a brake cylinder for train braking.
Preferably, the electro-pneumatic brake module comprises a pressure sensor, an electromagnetic valve and an electro-pneumatic circuit;
the pressure sensor is used for detecting the air pressure change of a train pipe, forming a braking signal when the air pressure changes to a preset value, and sending the braking signal to the electromagnetic valve;
the electromagnetic valve is used for receiving the braking signal and controlling the conduction state of the electric air circuit based on the braking signal.
The application also discloses a train braking control method, the train comprises a plurality of vehicles, wherein at least one vehicle is provided with an air braking module and an electro-pneumatic braking module, and the method comprises the following steps:
when the electric pneumatic brake module normally operates, first pressure air formed by air pressure change of a brake train pipe detected by the electric pneumatic brake module is transmitted to a relay valve through a switching valve, so that the relay valve forms braking force based on the first pressure air and transmits the braking force to a brake cylinder for train braking;
when the electro-pneumatic brake module fails, second pressure air formed by the air brake module based on air pressure change of a brake train pipe is transmitted to a relay valve through the switching valve, so that the relay valve forms braking force based on the second pressure air and transmits the braking force to a brake cylinder for train braking.
Preferably, further comprising: the method comprises the steps of detecting the running state of the electro-pneumatic brake module, forming a mode switching instruction when the electro-pneumatic brake module is detected to be in fault, and sending the mode switching instruction to the switching valve to enable the switching valve to transmit second pressure air formed by the air brake module based on air pressure change of a brake train pipe to a relay valve.
The application also discloses a computer device, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor executes the computer program to realize the method.
The present application also discloses a computer-readable storage medium storing a computer program which, when executed by a processor, implements the above-described method.
The application also discloses a computer program product comprising a computer program which, when executed by a processor, implements the above method.
The train of the application includes a plurality of vehicles, wherein is provided with air brake module and electropneumatic brake module on at least one vehicle, and train braking controlling means includes braking mode switch module and braking execution module. The braking mode switching module is used for transmitting first pressure air formed by air pressure change of a braking train pipe detected by the electro-pneumatic braking module to the braking execution module when the electro-pneumatic braking module operates normally, and transmitting second pressure air formed by the air braking module based on air pressure change of the braking train pipe to the braking execution module when the electro-pneumatic braking module fails. And the brake execution module is used for forming a braking force based on the first pressure air or the second pressure air and transmitting the braking force to the brake cylinder for train braking. Therefore, when the electro-pneumatic brake module normally operates, the electro-pneumatic brake module performs brake control, first pressure air used for brake control of the electro-pneumatic brake module is transmitted to the brake execution module to enable the brake execution module to form brake force, and the brake force is transmitted to the brake cylinder to complete the brake action of the train. And when the electro-pneumatic brake module has a fault, the brake mode switching module automatically switches the brake mode to the air brake mode, namely, second pressure air which is formed by the air brake module and used for brake control is transmitted to the brake execution module to enable the brake execution module to form brake force, and the brake force is transmitted to the brake cylinder to complete the brake action of the train. Therefore, the train brake system integrates two brake modes of automatic air braking and straight-through type electro-pneumatic braking, and the control mode of the electro-pneumatic braking is used in a normal state, so that the synchronism and the accuracy of train braking are improved, and the running stability of the train is effectively improved. When the electric pneumatic brake module breaks down, the brake control mode is automatically switched to the air brake mode, so that the conversion of the brake control mode is realized, and the safety and the reliability of the train braking are ensured.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts. In the drawings:
FIG. 1 is a block diagram of a particular embodiment of a train brake control system of the present application;
FIG. 2 is a block diagram of an exemplary embodiment of a train brake control apparatus according to the present application;
FIG. 3 is a block diagram illustrating a particular embodiment of a train brake control including an emergency brake bypass according to the present application;
FIG. 4 is a block diagram of an embodiment of an emergency brake bypass of the train brake control apparatus of the present application;
FIG. 5 is a flow chart illustrating a particular embodiment of a train braking control method of the present application;
FIG. 6 shows a schematic block diagram of a computer device suitable for use in implementing embodiments of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be described clearly and completely with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only some embodiments of the present application, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
According to the technical scheme, the data acquisition, storage, use, processing and the like meet relevant regulations of national laws and regulations.
In order to facilitate understanding of the technical solutions provided in the present application, the following first describes relevant contents of the technical solutions in the present application. The train brake control device 3 provided by the embodiment of the application integrates two brake modes of automatic air braking and straight-through electro-pneumatic braking, and the control mode of the electro-pneumatic braking is used in a normal state, so that the synchronism and the accuracy of train braking are improved, and the running stability of a train is effectively improved. When the electro-pneumatic brake module 1 breaks down, the brake mode is automatically switched to the air brake mode, the conversion of the brake control mode is realized, and the safety and the reliability of the train braking are guaranteed.
Fig. 1 is a schematic structural diagram of a train brake control system according to an embodiment of the present application. As shown in fig. 1, the train brake control system provided by the embodiment of the present application includes an electro-pneumatic brake module 1, an air brake module 2, and a train brake control device 3. The train brake control device 3 includes a brake mode switching module 31 and a brake execution module 32.
The electro-pneumatic brake module 1 is used for detecting air pressure change of a brake train pipe to form first pressure air.
The air brake module 2 is used for forming second pressure air based on air pressure change of a brake train pipe.
The braking mode switching module 31 is configured to transmit the first pressure air to the brake execution module 32 when the electro-pneumatic braking module 1 operates normally, and transmit the second pressure air to the brake execution module 32 when the electro-pneumatic braking module 1 fails.
The brake execution module 32 is configured to form a braking force based on the first pressure air or the second pressure air and transmit the braking force to a brake cylinder for train braking.
In a preferred embodiment, the electro-pneumatic brake module 1 may comprise a pressure sensor, a solenoid valve and an electro-pneumatic circuit.
It can be understood that at least one pressure sensor may be disposed in the train pipe, and the pressure sensor may detect a change in air pressure of the train pipe, so as to determine whether the train is in a braking state according to the change in air pressure of the train pipe. Specifically, when the pressure sensor detects that the air pressure changes to a preset value, a braking signal can be formed and sent to the electromagnetic valve, so that the electromagnetic valve conducts the electric air path to form first pressure air. This application detects the atmospheric pressure change formation brake signal of train pipe through pressure sensor and carries out the train braking with further formation first pressure air, can avoid directly transmitting the security and the low problem of reliability of brake signal through the internet.
It should be noted that, it is prior art that the electro-pneumatic brake module 1 and the air brake module 2 in the train brake control system respectively form the first pressure air and the second pressure air, and a person skilled in the art can set the specific structures of the electro-pneumatic brake module 1 and the air brake module 2 according to actual conditions, so that the electro-pneumatic brake module 1 and the air brake module 2 can respectively form the first pressure air and the second pressure air according to the air pressure change of a brake train pipe caused by the braking action of a driver, and the first pressure air and the second pressure air are used as the brake pre-control force, and are not described herein again.
The train brake control device 3 of the present invention will be explained below with reference to a specific example. According to an aspect of the present application, the present embodiment discloses a train brake control device 3. The train comprises a plurality of vehicles, wherein at least one vehicle is provided with an air brake module 2 and an electro-pneumatic brake module 1, and the device comprises a brake mode switching module 31 and a brake execution module 32.
The braking mode switching module 31 is configured to transmit first pressure air, which is formed by air pressure change of a braking train pipe detected by the electro-pneumatic braking module 1, to the braking execution module 32 when the electro-pneumatic braking module 1 operates normally, and transmit second pressure air, which is formed by the air braking module 2 based on air pressure change of the braking train pipe, to the braking execution module 32 when the electro-pneumatic braking module 1 fails.
The brake execution module 32 is configured to form a braking force based on the first pressure air or the second pressure air and transmit the braking force to a brake cylinder for train braking.
The train of the application comprises an air brake module 2 and an electro-pneumatic brake module 1, and the train brake control device 3 comprises a brake mode switching module 31 and a brake execution module 32. The braking mode switching module 31 is configured to transmit first pressure air formed by air pressure change of a train pipe, detected by the electro-pneumatic braking module 1, to the braking execution module 32 when the electro-pneumatic braking module 1 operates normally, and transmit second pressure air formed by the air braking module 2 based on air pressure change of the train pipe, to the braking execution module 32 when the electro-pneumatic braking module 1 fails. The brake execution module 32 is configured to generate a braking force based on the first pressure air or the second pressure air and transmit the braking force to the brake cylinder for train braking. Therefore, when the electro-pneumatic brake module 1 normally operates, the electro-pneumatic brake module 1 performs brake control, first pressure air used by the electro-pneumatic brake module 1 for brake control is transmitted to the brake execution module 32 to enable the brake execution module 32 to form braking force, and the braking force is transmitted to the brake cylinder to complete the braking action of the train vehicle. When the electro-pneumatic brake module 1 fails, the brake mode switching module 31 automatically switches the brake mode to the air brake mode, that is, the second pressure air for brake control formed by the air brake module 2 is transmitted to the brake execution module 32 to enable the brake execution module 32 to form a brake force, and the brake force is transmitted to the brake cylinder to complete the braking action of the train vehicle. Therefore, the train brake system integrates two brake modes of automatic air braking and straight-through type electro-pneumatic braking, and the control mode of the electro-pneumatic braking is used in a normal state, so that the synchronism and the accuracy of train braking are improved, and the running stability of the train is effectively improved. When the electro-pneumatic brake module 1 breaks down, the brake mode is automatically switched to the air brake mode, the conversion of the brake control mode is realized, and the safety and the reliability of the train braking are ensured.
At present, the ordinary railway passenger train at home and abroad usually adopts automatic air brake. The train comprises a plurality of vehicles, and the air braking mode is realized by controlling the pressurization and the depressurization of the air pressure in a train pipe penetrating through the whole train, wherein the train pipe air pressure is charged to a set pressure, such as 600kPa, which is the pressure when the train is in the relief operation.
When the train needs to be subjected to speed regulation or braking and stops, a train driver operates a brake controller on the train to be in a braking position, so that the air pressure in a train pipe is reduced, and each vehicle of the train generates a braking action according to the pressure change of the train pipe. When the pressure of the train pipe stops being reduced, the train maintains the braking function; when the train needs to move forward continuously to release the braking action, a driver operates the braking controller to be in a releasing position to pressurize pressure air in the train pipe, and the train performs a releasing action according to the pressurization of the pressure in the train pipe. The functions of pressure increase, pressure maintaining and pressure reduction of the train pipe are realized by the position change of a brake controller (handle) installed in a cab operated by a driver. For each train, the body of the train is provided with an air brake valve (electromagnetic valve) which is directly connected to a train pipe through a train pipe branch pipe of each train, and the brake valve is also connected with an auxiliary air cylinder, a working air cylinder, a brake cylinder and the like, wherein air under pressure in the auxiliary air cylinder is charged by the train pipe only when the brake valve is in a release position.
In addition to the automatic air brake of the train, a straight-through type electro-pneumatic brake mode is applied to the train, each train does not need to reduce or increase pressure through a train pipe to generate brake or release action, and the mode can transmit brake commands through network or hard wire drive and is controlled by a computer of the train or is driven by the hard wire to enable compressed air to be directly introduced into a brake cylinder through an electromagnetic valve to generate brake action.
Because the change of the train pipe pressure is influenced by the transmission speed of the air pressure wave, the air pressure wave is generally 160-180 m/s in the traditional air braking state, for the vehicles in the train, the braking and releasing response time of each vehicle is influenced by the braking and releasing wave speed, the time difference generated by the braking and releasing of the head vehicle and the tail vehicle reaches more than several seconds, the braking and releasing synchronism is poor, and the stability of the train is influenced. The braking or relieving instructions sent by network broadcasting can ensure that each vehicle receives the braking or relieving instructions at the same time, corresponding braking or relieving control is carried out, the braking and relieving synchronicity of all vehicles in the train is almost completely consistent, the pressure control precision of the brake cylinder is higher during braking, and the running stability of the train is improved. The two braking modes have completely different action principles, and are respectively applied as independent systems in application, for example, motor train units adopt straight-through type electro-pneumatic braking, and subways also adopt straight-through type electro-pneumatic braking; both the ordinary passenger train and the freight train adopt automatic air brake.
In a preferred embodiment, as shown in fig. 2, the braking mode switching module 31 includes a switching valve 311, and the switching valve 311 includes a first passage and a second passage.
The first channel is connected with the electro-pneumatic brake module 1 and the brake execution module 32, and is used for transmitting the first pressure air to the brake execution module 32.
The second passage connects the air brake module 2 and the brake actuating module 32, and is configured to transmit the second pressure air to the brake actuating module 32.
The switching valve 311 controls the conduction or the closing of the first channel and the second channel based on a mode switching command.
Specifically, it is understood that in the preferred embodiment, the braking mode switching module 31 is provided with a switching valve 311. The switching valve 311 has a first passage and a second passage, and when the first passage of the switching valve 311 is conducted, the first pressure air generated by the electro-pneumatic brake module 1 may be transmitted to the brake actuating module 32 to implement vehicle braking. And the second passage of the switching valve 311 is conducted, the second pressure air formed by the air brake module 2 may be transmitted to the brake actuation module 32 to implement the vehicle braking. Moreover, the switching valve 311 may control the first channel and the second channel to be turned on or off based on the mode switching command, so as to enable one of the first channel and the second channel to be turned on, thereby implementing switching between the air braking mode and the electro-pneumatic braking mode.
When the electro-pneumatic brake module 1 normally operates, the first channel of the switching valve 311 is turned on, the second channel is turned off, and when braking is performed, first pressure air formed by the electro-pneumatic brake module 1 is transmitted to the brake execution module 32 through the first channel, so that vehicle braking is performed in an electro-pneumatic braking manner. When the braking mode of the electro-pneumatic brake fails, the switching valve 311 may open the second channel based on the mode switching command, close the first channel, and transmit the second pressure air formed by the air braking module 2 to the brake execution module 32, so as to switch the braking mode from the electro-pneumatic brake to the air brake.
It should be noted that, when the braking mode of the electro-pneumatic brake fails, the mode switching command may be formed by the electro-pneumatic brake module while the braking mode of the electro-pneumatic brake module fails; the running state of the electro-pneumatic brake module can be detected in real time by arranging the detection module, and a mode switching instruction is formed when the electro-pneumatic brake module is detected to have a fault; the mode switching command can be transmitted by a driver through the Internet, and the braking mode of the vehicle is manually controlled to be switched from electro-pneumatic braking to air braking. The person skilled in the art can determine the forming manner of the mode switching command according to the actual situation, and the application is not limited to this.
In a preferred embodiment, the train brake control 3 further comprises a detection module. The detection module is used for detecting the running state of the electro-pneumatic brake module 1, forming a mode switching instruction when the failure of the electro-pneumatic brake module 1 is detected, and sending the mode switching instruction to the brake mode switching module 31.
Specifically, in the preferred embodiment, a detection module may be provided in the train brake control device 3 to monitor the operating state of the electro-pneumatic brake module 1. When detecting that the electro-pneumatic brake module 1 has a fault, a mode switching instruction is formed and sent to the brake mode switching module 31 so that the brake mode switching module 31 switches the brake mode from the electro-pneumatic brake mode to the air brake mode, and the safety and the reliability of the brake control system are improved. A
It should be noted that the failure mode of the electro-pneumatic brake module 1 may be a network disconnection or power outage problem of the internet, and whether the electro-pneumatic brake module 1 has a failure may be determined by detecting the network state and the charged state of the electro-pneumatic brake module 1.
In a preferred embodiment, the brake actuation module 32 includes a first relay valve 321.
Specifically, it can be understood that the brake execution module 32 forms a braking force that can act on the brake cylinder by triggering the first pressure air transmitted by the electro-pneumatic brake module 1 or the second pressure air transmitted by the air brake module 2 through the first relay valve 321, so as to implement the braking action.
In a preferred embodiment, as shown in fig. 3, the train brake control device 3 further comprises an emergency brake bypass 33. The emergency brake bypass 33 is used to transmit the second pressure air to the brake actuation module 32 based on an emergency braking command.
Wherein the brake execution module 32 is further configured to receive the second pressure air transmitted by the emergency brake bypass 33, and form the braking force based on the second pressure air and the first pressure air or the second pressure air transmitted by the brake mode switching module 31 and transmit the braking force to the brake cylinder for train braking.
Specifically, it can be understood that, in order to further improve the safety and reliability of the train brake control system, in the preferred embodiment, the emergency brake bypass 33 is provided in the train brake control device 3. The emergency brake bypass 33 may transmit the second pressure air formed by the air brake module 2 to the brake execution module 32 based on the emergency brake command, so that the brake execution module 32 may determine the braking force by combining the second pressure air formed by the air brake module 2 and the pressure air transmitted by the brake mode switching module 31, and ensure the form of the braking force based on the brake pressure air transmitted through a plurality of paths to prevent the electro-pneumatic brake module 1 or the brake mode switching module 31 from malfunctioning. Therefore, the emergency brake bypass 33 is arranged in the train brake control device, a driver is allowed to start the emergency brake bypass to perform emergency braking under some special conditions, the driver can automatically control the on and off of the emergency brake bypass 33, and the air brake module is made to participate in the braking process of train vehicles through the emergency brake bypass 33 artificially, so that the safety and the reliability of train braking are further guaranteed.
In a preferred embodiment, the brake execution module 32 is specifically configured to use the second pressure air transmitted by the emergency brake bypass 33 and the largest air pressure of the first pressure air or the second pressure air transmitted by the brake mode switching module 31 as a control air pressure, and form the braking force based on the control air pressure.
Specifically, it is understood that when the electro-pneumatic brake module 1 fails, the brake mode switching module 31 does not normally switch the braking mode from electro-pneumatic braking to air braking. At this time, the driver may send an emergency braking command to the emergency brake bypass 33 through an emergency brake button on the train, so that the emergency brake bypass 33 is turned on and the second pressure air formed by the air brake module 2 is transmitted to the brake execution module 32. Of course, in other embodiments, the driver may also issue the emergency braking command to the emergency brake bypass 33 through other structures, and a person skilled in the art may determine the forming mode of the emergency braking command according to the actual situation, which is not limited in the present application.
At this time, the electro-pneumatic brake module 1 may be in a failure state, and thus the first pressure air cannot be formed or the pressure of the formed first pressure air is abnormal, and the brake execution module 32 cannot normally form the braking force, thereby completing the braking operation. However, the emergency brake bypass 33 is conducted under the control of the driver, the second pressure air formed by the air brake module 2 is also transmitted to the brake execution module 32, and the brake execution module 32 can select the maximum pressure air from the pressure air transmitted by the brake mode switching module 31 and the second pressure air transmitted by the emergency brake bypass 33 to execute the braking action, thereby preventing the safety problem caused by the failure of the electro-pneumatic brake and the failure of the normal switching to the air brake.
When the electro-pneumatic brake module 1 fails, if the braking mode switching module 31 switches the braking mode to air braking normally, the second pressure air formed by the air braking module 2 is transmitted to the braking execution module 32. The brake mode switching module 31 delivers the second pressure air, while the emergency brake bypass 33 also delivers the second pressure air formed by the air brake module 2 to the brake actuation module 32. At this time, the second pressure air of the emergency brake bypass 33 is the same as the pressure air transmitted by the brake mode switching module 31, and both transmission paths of the pressure air can be normally operated, and a braking force can be formed by selecting one of the two transmission paths.
When the electro-pneumatic brake module 1 fails, if the brake mode switching module 31 cannot switch the braking mode to air braking normally, the second pressure air generated by the air braking module 2 cannot be transmitted to the brake executing module 32. The pressure air transmitted from the brake mode switching module 31 is abnormal, and the emergency brake bypass 33 transmits the second pressure air formed by the air brake module 2 to the brake actuating module 32. At this time, the second pressure air of the emergency brake bypass 33 is different from the pressure air transmitted by the brake mode switching module 31, and a larger pressure air can be selected from the second pressure air of the emergency brake bypass 33 and the pressure air transmitted by the brake mode switching module 31 to form a braking force, so as to prevent the situation of not braking in time and improve the safety and reliability of the train brake control device 3.
In a preferred embodiment, as shown in fig. 4, the emergency brake bypass 33 includes a bypass air path 331 and an interruption valve 332 disposed on the bypass air path 331, and the brake execution module 32 includes a comparison valve 322 and a second relay valve 323.
Wherein the bypass air path 331 connects the air brake module 2 and the comparison valve 322.
The blocking valve 332 is configured to disconnect the bypass air path 331, and control the bypass air path 331 to be conducted based on the emergency braking instruction.
The comparison valve 322 receives the second pressure air transmitted by the bypass air path 331 and the first pressure air or the second pressure air transmitted by the braking mode switching module 31, and outputs the maximum air pressure as a control air pressure to the second relay valve 323.
The second relay valve 323 is used to form a braking force based on the control air pressure.
Specifically, it can be understood that, in order to implement the safety guarantee function of the emergency brake bypass 33, a bypass air path 331 may be provided, so that the bypass air path 331 communicates with the air brake module 2 and the brake execution module 32, and the second pressure air formed by the air brake module 2 may be transmitted to the brake execution module 32 from the bypass air path 331. Further, an interruption valve 332 may be disposed on the bypass air path 331, and when the vehicle is in normal operation, that is, when the driver does not start emergency braking, the bypass air path 331 may be closed by the interruption valve 332, and when the driver transmits an emergency braking instruction, the interruption valve 332 may conduct the bypass air path 331 based on the emergency braking instruction, so that the second pressure air formed by the air braking module 2 may be transmitted to the braking execution module 32 through the bypass air path 331.
The brake execution module 32 includes a comparison valve 322 and a second relay valve 323, the comparison valve 322 connects the brake mode switching module 31 and the bypass air path 331, and the second relay valve 323 connects the comparison valve 322 and the brake cylinder. Accordingly, the maximum pressure air output of the pressure air transmitted from the brake mode switching module 31 and the second pressure air transmitted from the bypass path 331 can be selected by the comparison valve 322, and the braking force can be formed by the second relay valve 323.
Based on the same principle, the embodiment of the application also discloses a train braking control method. The train comprises a plurality of vehicles, wherein at least one vehicle is provided with an air brake module 2 and an electric pneumatic brake module 1, and as shown in figure 5, the method comprises the following steps:
s100: when the electro-pneumatic brake module 1 operates normally, first pressure air formed by the electro-pneumatic brake module 1 detecting air pressure change of a brake train pipe is transmitted to a relay valve through a switching valve 311, so that the relay valve forms braking force based on the first pressure air and transmits the braking force to a brake cylinder for train braking;
s200: when the electro-pneumatic brake module 1 fails, second pressure air formed by the air brake module 2 based on a change in air pressure of a brake train pipe is transmitted to a relay valve through the switching valve 311, so that the relay valve forms a braking force based on the second pressure air and transmits the braking force to a brake cylinder for train braking.
In a preferred embodiment, the method further comprises:
the running state of the electro-pneumatic brake module 1 is detected, when the failure of the electro-pneumatic brake module 1 is detected, a mode switching instruction is formed, and the mode switching instruction is sent to the switching valve 311, so that the switching valve 311 transmits second pressure air formed by the air brake module 2 based on the air pressure change of a brake train pipe to a relay valve.
Because the principle of solving the problems by the method is similar to that of the device, the implementation of the method can be referred to the implementation of the device, and the detailed description is omitted.
The embodiment of the present application further provides a computer device, which includes a memory, a processor, and a computer program stored in the memory and capable of running on the processor, where the processor implements the above abnormal transaction real-time detection method when executing the computer program.
An embodiment of the present application further provides a computer-readable storage medium, where a computer program is stored, and when the computer program is executed by a processor, the method for detecting abnormal transactions in real time is implemented.
An embodiment of the present application further provides a computer program product, where the computer program product includes a computer program, and when executed by a processor, the computer program implements the above abnormal transaction real-time detection method.
The systems, apparatuses, modules or units described in the above embodiments may be specifically implemented by a computer chip or an entity, or implemented by a product with certain functions. A typical implementation device is a computer device, which may be, for example, a personal computer, a laptop computer, a cellular telephone, a camera phone, a smart phone, a personal digital assistant, a media player, a navigation device, an email device, a game console, a tablet computer, a wearable device, or a combination of any of these devices.
In a typical example, the computer device specifically comprises a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the method performed by the client as described above when executing the program, or the processor implementing the method performed by the server as described above when executing the program.
Referring now to FIG. 6, shown is a schematic diagram of a computer device 600 suitable for use in implementing embodiments of the present application.
As shown in fig. 6, the computer apparatus 600 includes a Central Processing Unit (CPU) 601 which can execute various appropriate jobs and processes according to a program stored in a Read Only Memory (ROM) 602 or a program loaded from a storage section 608 into a Random Access Memory (RAM) 603. In the RAM603, various programs and data necessary for the operation of the system 600 are also stored. The CPU601, ROM602, and RAM603 are connected to each other via a bus 604. An input/output (I/O) interface 605 is also connected to bus 604.
The following components are connected to the I/O interface 605: an input portion 606 including a keyboard, a mouse, and the like; an output section 607 including a Cathode Ray Tube (CRT), a liquid crystal feedback (LCD), and the like, and a speaker and the like; a storage section 608 including a hard disk and the like; and a communication section 609 including a network interface card such as a LAN card, a modem, or the like. The communication section 609 performs communication processing via a network such as the internet. The driver 610 is also connected to the I/O interface 605 as needed. A removable medium 611 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like is mounted on the drive 610 as necessary, so that a computer program read out therefrom is mounted as necessary on the storage section 608.
In particular, according to embodiments of the present application, the processes described above with reference to the flow diagrams may be implemented as computer software programs. For example, embodiments of the present application include a computer program product comprising a computer program tangibly embodied on a machine-readable medium, the computer program comprising program code for performing the method illustrated in the flow chart. In such an embodiment, the computer program may be downloaded and installed from a network through the communication section 609, and/or installed from the removable medium 611.
Computer-readable media, including both permanent and non-permanent, removable and non-removable media, may implement the information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined herein, a computer readable medium does not include a transitory computer readable medium such as a modulated data signal and a carrier wave.
For convenience of description, the above devices are described as being divided into various units by function, respectively. Of course, the functionality of the units may be implemented in one or more software and/or hardware when implementing the present application.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising one of 8230; \8230;" 8230; "does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises that element.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The application may be described in the general context of computer-executable instructions, such as program modules, being executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform particular tasks or implement particular abstract data types. The application may also be practiced in distributed computing environments where tasks are performed by remote processing devices that are linked through a communications network. In a distributed computing environment, program modules may be located in both local and remote computer storage media including memory storage devices.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, as for the system embodiment, since it is substantially similar to the method embodiment, the description is relatively simple, and reference may be made to the partial description of the method embodiment for relevant points.
The above description is only an example of the present application and is not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

Claims (14)

1. The train braking control device is characterized in that the train comprises a plurality of vehicles, wherein at least one vehicle is provided with an air braking module and an electro-pneumatic braking module;
the braking mode switching module is used for transmitting first pressure air formed by air pressure change of a braking train pipe detected by the electro-pneumatic braking module to the braking execution module when the electro-pneumatic braking module operates normally, and transmitting second pressure air formed by the air braking module based on the air pressure change of the braking train pipe to the braking execution module when the electro-pneumatic braking module fails;
the brake execution module is used for forming a braking force based on the first pressure air or the second pressure air and transmitting the braking force to a brake cylinder for train braking.
2. The train brake control device of claim 1, wherein the brake mode switching module includes a switching valve including a first channel and a second channel;
the first channel is connected with the electro-pneumatic brake module and the brake execution module and used for transmitting the first pressure air to the brake execution module;
the second channel is connected with the air braking module and the braking execution module and used for transmitting the second pressure air to the braking execution module;
the switching valve controls the conduction or the closing of the first channel and the second channel based on a mode switching command.
3. The train brake control device according to claim 1, further comprising a detection module configured to detect an operation state of the electro-pneumatic brake module, form a mode switching command when a fault of the electro-pneumatic brake module is detected, and send the mode switching command to the brake mode switching module.
4. The train brake control device of claim 1, wherein the brake actuation module includes a first relay valve.
5. The train brake control device of claim 1, further comprising an emergency brake bypass for transmitting the second pressurized air to the brake actuation module based on an emergency brake command;
the brake execution module is further used for receiving the second pressure air transmitted by the emergency brake bypass, and forming the braking force based on the second pressure air and the first pressure air or the second pressure air transmitted by the brake mode switching module and transmitting the braking force to a brake cylinder for train braking.
6. The train brake control device of claim 5, wherein the brake execution module is specifically configured to use the second pressure air transmitted by the emergency brake bypass and a maximum air pressure of the first pressure air or the second pressure air transmitted by the brake mode switching module as a control air pressure, and the braking force is formed based on the control air pressure.
7. The train brake control device of claim 5, wherein the emergency brake bypass comprises a bypass gas path and an interruption valve disposed on the bypass gas path, and the brake execution module comprises a comparison valve and a second relay valve;
the bypass air path is connected with the air braking module and the comparison valve;
the blocking valve is used for disconnecting the bypass gas path and controlling the bypass gas path to be conducted based on the emergency braking instruction;
the comparison valve receives second pressure air transmitted by the bypass air path and first pressure air or second pressure air transmitted by the braking mode switching module, and outputs the maximum air pressure to the second relay valve as control air pressure;
the second relay valve is configured to form a braking force based on the control air pressure.
8. A train brake control system comprising an air brake module, an electro-pneumatic brake module and a train brake control apparatus according to any one of claims 1 to 7;
the air brake module is used for forming first pressure air based on pressure change of a brake train pipe;
the electro-pneumatic brake module is used for detecting pressure change of the brake train pipe to form a brake signal and forming second pressure air based on the brake signal.
9. The train brake control system of claim 8, wherein the electro-pneumatic brake module includes a pressure sensor, a solenoid valve, and an electro-pneumatic circuit;
the pressure sensor is used for detecting the air pressure change of a train pipe, forming a braking signal when the air pressure changes to a preset value, and sending the braking signal to the electromagnetic valve;
the electromagnetic valve is used for receiving the braking signal and controlling the conduction state of the electric air circuit based on the braking signal.
10. A train braking control method, wherein the train comprises a plurality of vehicles, at least one of which is provided with an air brake module and an electro-pneumatic brake module, the method comprising:
when the electric pneumatic brake module normally operates, first pressure air formed by air pressure change of a brake train pipe detected by the electric pneumatic brake module is transmitted to a relay valve through a switching valve, so that the relay valve forms braking force based on the first pressure air and transmits the braking force to a brake cylinder for train braking;
when the electro-pneumatic brake module fails, second pressure air formed by the air brake module based on air pressure change of a brake train pipe is transmitted to a relay valve through the switching valve, so that the relay valve forms braking force based on the second pressure air and transmits the braking force to a brake cylinder for train braking.
11. The train brake control method according to claim 10, further comprising:
and detecting the running state of the electro-pneumatic brake module, forming a mode switching instruction when the failure of the electro-pneumatic brake module is detected, and sending the mode switching instruction to the switching valve so that the switching valve transmits second pressure air formed by the air brake module based on the air pressure change of a brake train pipe to a relay valve.
12. A computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the method of claim 10 or 11 when executing the computer program.
13. A computer-readable storage medium, characterized in that the computer-readable storage medium stores a computer program which, when executed by a processor, implements the method of claim 10 or 11.
14. A computer program product, characterized in that the computer program product comprises a computer program which, when being executed by a processor, carries out the method of claim 10 or 11.
CN202211261311.4A 2022-10-14 2022-10-14 Train brake control device, system and control method Pending CN115520168A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202211261311.4A CN115520168A (en) 2022-10-14 2022-10-14 Train brake control device, system and control method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202211261311.4A CN115520168A (en) 2022-10-14 2022-10-14 Train brake control device, system and control method

Publications (1)

Publication Number Publication Date
CN115520168A true CN115520168A (en) 2022-12-27

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Family Applications (1)

Application Number Title Priority Date Filing Date
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Country Status (1)

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