CN116039679A - Braking system and method for automatic switching between train pipe control and microcomputer control - Google Patents
Braking system and method for automatic switching between train pipe control and microcomputer control Download PDFInfo
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- CN116039679A CN116039679A CN202211588496.XA CN202211588496A CN116039679A CN 116039679 A CN116039679 A CN 116039679A CN 202211588496 A CN202211588496 A CN 202211588496A CN 116039679 A CN116039679 A CN 116039679A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Automation & Control Theory (AREA)
- Braking Systems And Boosters (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention provides a braking system for automatic switching between train pipe control and microcomputer control and a control method thereof, comprising the following steps: the integrated driver, BP brake subsystem, microcomputer brake subsystem and electromagnetic valve; the integrated driver controller comprises a driver controller and a driver brake valve, and the driver brake valve and the driver controller form an integral movement structure by a connecting pin; the integrated controller can send an electric signal instruction to the TCMS, and can control the pressure of the BP pipe to generate an air signal instruction; the solenoid valve is used to switch between the microcomputer brake subsystem and the BP brake subsystem and interlocks the electric brake with the BP brake action through an electrical connection. The invention uses the same controller to carry out microcomputer control and BP control air brake sharing, and simultaneously, the invention can automatically use BP brake to carry out braking action under the condition that a microcomputer brake control unit fails in a bicycle, can interlock with electric brake, prevents over brake caused by superposition of BP brake and electric brake, and realizes automatic switching of train pipe control and microcomputer control.
Description
Technical Field
The invention relates to the technical field of train braking, in particular to a braking system and a braking method for automatically switching between train pipe control and microcomputer control.
Background
The subway vehicle generally has two braking modes of electric braking and air braking, wherein the electric braking is mainly used and the air braking is auxiliary. At present, a microcomputer-controlled straight-through braking mode is adopted in air braking of many metro vehicles, and a microcomputer braking control unit (EBCU) controls a Braking Control Unit (BCU) to charge air (brake)/discharge air (release) to a braking cylinder of a basic braking unit. Specifically, in the microcomputer-controlled brake control scheme, as shown in fig. 1, the EBCU and the Traction Control Unit (TCU) receive an electric signal control command from the controller through a Train Control and Management System (TCMS). The EBCU calculates total braking force according to the vehicle load and the braking command, sends an electric braking demand to the TCU, the TCU applies electric braking according to the electric braking demand, and sends the actually exerted electric braking force to the EBCU, and the EBCU controls the BCU to perform air braking according to the total braking force demand and the exerted electric braking force. This solution has the following drawbacks: when a single EBCU or BCU fails, the air brake and the electric brake of the bicycle cannot be exerted; when the control power supply of the train EBCU fails, the whole train loses the common braking force, the train can not be relieved until the train stops after emergency braking is applied, and the normal running of the train can not be controlled; when the train is rescued, the fault train can not be controlled by the rescue train to apply/release the air brake through the own system, and a certain safety risk exists.
In some other prior art, in addition to requiring a microcomputer controlled air brake mode, a train pipe (BP) controlled air brake function is required to ensure that in the event of a microcomputer failure, vehicle air brake is controlled by a variable BP pipe pressure. However, the braking mode controlled by BP pressure change and the braking mode controlled by microcomputer can only be switched manually, and the whole train can only be switched in control, and the automatic switching and the independent switching of the fault car cannot be realized. Specifically, in addition to the original control system, a BP brake system controlled by a driver brake is separately added, as shown in fig. 2, the driver brake controls the pressure of BP through a pressure conversion device, and changes the pre-control pressure to BCU through an STV valve, thereby controlling the pressure output to a brake cylinder by the BCU. The scheme can solve the problem that the train cannot be controlled when the BCU of the whole train fails, and BP braking is used as a standby braking mode when a train braking system has serious faults. This control scheme has the following disadvantages: the operation desk is provided with two controllers, one is a driver controller and the other is a driver brake, and the two controllers can only act independently and do not allow mixed use; when the EBCU of the single-section vehicle fails, the single-section vehicle cannot perform independent BP braking control, and can only use the driver controller to control under a fault state or switch to BP braking to control; if the control is performed by the driver, the failure of braking failure of a car is accepted; if the driver brake is adopted to switch to BP braking control, all electric brakes are required to be accepted to be in a non-use state, and the abrasion of the brake shoe is increased; BP braking and microcomputer controlled braking modes cannot be interlocked, and electric braking cannot be utilized more effectively under safe conditions.
Disclosure of Invention
In view of the above, the invention provides a brake system and a method for automatically switching between train pipe control and microcomputer control, which use the same controller to perform microcomputer control and BP control air brake sharing, and simultaneously can automatically use BP brake to perform braking action under the condition that a bicycle fails and can interlock with electric brake to prevent overstrain caused by superposition of BP brake and electric brake.
For this purpose, the invention adopts the following technical scheme:
in one aspect, the present invention provides a brake system for automatically switching between a train pipe control and a microcomputer control, comprising: the system comprises an integrated driver, a BP pipe, a pressure conversion device, an STV valve, an EBCU, a BCU, a brake cylinder and an electromagnetic valve arranged between the STV valve and the BCU; wherein:
the BP pipe, the pressure conversion equipment, the STV valve, the BCU and the brake cylinder are sequentially connected to form a BP brake subsystem;
the EBCU, the BCU and the brake cylinder form a microcomputer brake subsystem, and the EBCU is respectively connected with the TCMS and the TCU in a data communication way; the EBCU is also in data communication connection with the BCU, and the BCU is connected with the brake cylinder;
the integrated driver controller comprises a driver controller and a driver brake valve, and the driver brake valve and the driver controller form an integral movement structure by a connecting pin; the integrated controller can send an electric signal instruction to the TCMS, and can control the pressure of the BP pipe to generate an air signal instruction;
the solenoid valve is used to switch between the microcomputer brake subsystem and the BP brake subsystem and interlocks the electric brake with the BP brake action through an electrical connection.
Further, the traction cam shaft of the driver controller is connected with the brake valve interface through a coupling, and when the handle of the driver controller is operated to enter the running position or the braking position, the rotation of the traction cam shaft drives the coupling to rotate, so that the cam rod of the brake valve of the driver is driven to rotate.
Further, the integrated driver controller controls the mechanical structure of the driver brake valve to rotate, drives the internal cam to regulate pressure, changes BP pressure through the pressure conversion equipment, and regulates the pre-control pressure entering the BCU through the STV valve.
Further, the integrated controller sends a braking command to the TCMS, the TCMS sends the braking command to the EBCU and the TCU, the EBCU calculates total braking force according to the vehicle load and the braking command, sends an electric braking demand to the TCU, the TCU applies electric braking according to the electric braking demand and sends the actually exerted electric braking force to the EBCU, and the EBCU controls the BCU to perform air braking according to the total braking force demand and the exerted electric braking force.
Further, the solenoid valve has two power supplies, and is normally powered by the EBCU, and when the EBCU loses power, the solenoid valve is automatically switched to a state powered by the electric brake activation signal of the TCU.
In still another aspect, the present invention further provides a control method for automatically switching between a train pipe control and a microcomputer control, which is characterized in that the method is applied to the brake system for automatically switching between the train pipe control and the microcomputer control, and the method includes:
in microcomputer control mode, the electromagnetic valve is in a power-on state, a pipeline between the STV valve and the BCU is cut off, and the pre-control pressure on the left side of the bidirectional check valve in the BCU is emptied, so that the influence on the pre-control pressure generated by the electric-idle converter is prevented;
when the electric-free converter in the BCU fails and the pressure of the brake cylinder cannot be controlled, the EBCU cuts off the power supply of the electromagnetic valve, and the bicycle is in the BP braking mode, so that the EBCU can limit the electric braking and prevent the overbraking caused by the mixed action of the electric braking and the BP braking.
Further, when the EBCU loses power, the electromagnetic valve is automatically switched to be powered by the electric brake activation signal, and if the electric brake is not exerted, the electric bicycle can apply and release air brake according to BP pressure controlled by the integrated controller; if electric braking is being applied, electric brake activation will energize the solenoid valve, preventing BP brake application.
Further, when the train is rescued, after the brake system receives a hard wire signal in a backup mode, each car EBCU cuts off the power supply of the electromagnetic valve, and simultaneously cuts off electric braking by sending an electric braking hard wire cutting signal to the TCU, so that the car EBCU completely enters a BP braking mode; under the condition that the rescue train is completely powered off, the train pipe pressure of the rescue train is controlled by a train controller of the rescue train to control braking force by cutting off the isolating plug door of each train, and in the mode, all braking of the rescue train is completely borne by air braking force, and the air braking control adopts a BP braking control mode.
The invention has the advantages and positive effects that:
(1) The integrated driver controller reduces the number of driver controllers, and realizes that one controller outputs an electric signal and an air control signal simultaneously.
(2) When the electric-idle converter A of the BCU of the single-section vehicle fails, the EBCU automatically controls the current section vehicle to enter the BP braking mode, and the train does not lose braking force.
(3) When a single EBCU fails or loses power, the train can automatically enter the BP braking mode, and the train does not lose braking force.
(4) BP braking may interlock with electric braking of the traction system without over-braking.
(5) When the train enters the backup mode, the air braking system can control the air braking force according to the instruction of the integrated driver controller, and the train can run freely.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to the drawings without inventive effort to a person skilled in the art.
FIG. 1 is a block diagram of a prior art microcomputer controlled brake system;
FIG. 2 is a block diagram of a prior art brake system for a single driver brake;
FIG. 3 is a block diagram of a brake system incorporating a controller in accordance with an embodiment of the present invention;
FIG. 4 is a schematic diagram of a connection structure between a driver and a brake valve according to an embodiment of the present invention;
FIG. 5 is a block diagram of a driver brake valve in an embodiment of the present invention;
FIG. 6 is a schematic diagram of a microcomputer controlled brake control in an embodiment of the present invention;
fig. 7 is a schematic diagram of BP brake control according to an embodiment of the present invention.
Detailed Description
In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
As shown in fig. 3, the brake system for automatically switching between the train pipe control and the microcomputer control in the embodiment of the invention is a brake system with double control functions of microcomputer control and BP control, comprising: integrated controls, BP pipes, pressure switching devices, distribution valves (STV valves), EBCUs, BCUs, brake cylinders, and solenoid valves provided between the STV valves and the BCUs. Wherein:
the BP pipe, the pressure conversion equipment, the STV valve, the BCU and the brake cylinder which are sequentially connected form a BP brake subsystem, and the integrated driver and controller controls the pressure of BP through the pressure conversion equipment and changes the pre-control pressure of the BCU through the STV valve so as to control the pressure output by the BCU to the brake cylinder.
The EBCU, the BCU and the brake cylinder form a microcomputer brake subsystem, and the EBCU is respectively connected with the TCMS and the TCU in a data communication way and can respectively transmit a brake command issued by the integrated driver controller to the TCU and the microcomputer brake unit; the EBCU and the BCU are also connected through data communication, the BCU is connected with a brake cylinder, the EBCU calculates total braking force according to the vehicle load and a braking command, sends an electric braking demand to the TCU, the TCU applies electric braking according to the electric braking demand and sends the actually exerted electric braking force to the EBCU, and the EBCU controls the BCU to perform air braking according to the total braking force demand and the exerted electric braking force.
The solenoid valve is used to switch between the microcomputer brake subsystem and the BP brake subsystem and interlocks the electric brake with the BP brake action through an electrical connection.
The integrated driver controller comprises a driver controller and a driver brake valve, and the driver brake valve and the driver controller form an integral movement structure by a connecting pin. As shown in fig. 4, the traction cam shaft of the driver controller is connected with the brake valve interface by a coupling, and when the handle of the driver controller is operated to enter the running position or the braking position, the rotation of the traction cam shaft drives the coupling to rotate, so that the cam rod of the brake valve of the driver is driven to rotate.
The integrated controller can not only send a braking instruction (an electric signal instruction) to the TCMS, but also control the BP pipe pressure to generate a control pressure instruction (an air signal instruction).
The integrated driver controller can control the mechanical structure of the driver brake valve to rotate, drive the internal cam to carry out pressure adjustment, change BP pressure through pressure conversion equipment, and adjust the pre-control pressure entering the BCU through the STV valve. The integrated controller can also send a braking instruction to the TCMS, the TCMS sends the braking instruction to the EBCU and the TCU, the EBCU calculates the total braking force according to the vehicle load and the braking instruction, sends an electric braking demand to the TCU, the TCU applies electric braking according to the electric braking demand and sends the actually exerted electric braking force to the EBCU, and the EBCU controls the BCU to perform air braking according to the total braking force demand and the exerted electric braking force.
In the non-emergency braking position, the states of the shutoff valve (AB valve) and the emergency braking valve (SB valve) are shown in fig. 5, and the air passage connecting the L1 port to the HL port, namely the output port L of the relay valve supplies air to the BP pipe. The pressure regulator DR regulates the pressure entering the driver brake valve from the HB port to a pilot pressure a, which controls the output pressure L of the relay valve. In the operating range, the pre-control pressure is 5.0bar and the hl output pressure is also 5bar.
After the driver brake valve enters the braking section, the involute structure of the cam 1 gradually reduces the mechanical pressure to the pressure regulator DR along with the increase of the rotation angle, and the pre-control pressure a is regulated to be reduced, so that the BP pressure is reduced along with the decrease of the mechanical pressure.
When the driver controller enters an emergency braking position, the driver braking valve enters an SB position, and at the moment, the cam 3 opens the emergency braking valve (SB valve) and is communicated with the HL to the large-aperture exhaust outlet O to discharge BP pipe pressure into the atmosphere; at the same time, the cam 2 closes the shutoff valve (AB valve) to prevent back flow of BP pipe pressure to the relay valve through the L1 port.
According to the technical scheme, the automatic switching between BP braking and microcomputer-controlled air braking is realized by integrating the electromagnetic valve with the control of BP pressure and the power supply of the EBCU and TCU electric signals by the controller, and the superposition of electric braking and BP braking can be prevented.
Based on the train pipe control and microcomputer control automatic switching braking system, the embodiment of the invention also provides a control method for realizing the train pipe control and microcomputer control automatic switching.
For ease of understanding, a microcomputer-controlled brake control principle and a BP tube pressure-controlled brake control principle will be described first.
(1) Microcomputer controlled braking control principle:
in the case of normal components of the brake system, the solenoid valve on the BCU is controlled by the EBCU to generate the desired pilot pressure to control the pressure output from the relay valve to the brake cylinder (see fig. 6).
The wind source from the brake cylinder is transmitted to the BCU, one is used as a relay valve to output the wind to the brake cylinder (yellow pipeline in fig. 6), and the other is used as a pre-control pressure wind supply (blue pipeline in fig. 6). The brake air cylinder supplies air to the electric-air converter A through a BCUR1 port, the electric-air converter A comprises two electromagnetic valves, one electromagnetic valve is used for charging air, the other electromagnetic valve is used for exhausting air, the pressure sensor J acquires the output pressure of the electric-air converter A and sends the output pressure to the EBCU, and the EBCU controls the charging/exhausting/maintaining action of the electric-air converter A according to the target pre-control pressure and the feedback pressure of the pressure sensor J. The generated pilot pressure flows through the bidirectional check valve G and the load limiting valve F to provide pilot air pressure for the relay valve D (red pipeline in fig. 6), and the relay valve controls the pressure output by the brake cylinder to the brake cylinder according to the magnitude of the pilot pressure (green pipeline in fig. 6).
(2) Brake control principle of BP pipe pressure control
In the BP braking mode, the BP pressure is used to control the pilot pressure, thereby controlling the pressure output from the relay valve to the brake cylinder (see fig. 7).
The air source from the brake cylinder is delivered to the BCU, one is used as the air supply (yellow pipeline in fig. 7) output to the brake cylinder by the relay valve, and the other is used as the air supply source (blue pipeline in fig. 7) of the STV distribution valve. The pressure of BP is used as the control pressure of the output pressure of the STV distributing valve (purple pipeline in fig. 7), the BP brake pre-control pressure output to the BCU is regulated, the pre-control pressure flows through the two-way check valve G and the load limiting valve F to provide pre-control wind pressure for the relay valve D (red pipeline in fig. 7), and the relay valve controls the pressure output to the brake cylinder by the brake cylinder according to the magnitude of the pre-control pressure (green pipeline in fig. 7).
The control method for automatically switching BP braking and microcomputer controlled braking specifically comprises the following steps:
under normal conditions, the electromagnetic valve B42 is always in a power-on state, so that a pipeline between the STV valve and the BCU is cut off, and the pre-control pressure on the left side of the bidirectional check valve G in the BCU is emptied, so that the influence on the pre-control pressure generated by the electric-idle converter A is prevented.
Solenoid valve B42 has two power supplies, normally powered by the EBCU, and will automatically switch to a state powered by the TCU's "electric brake Enable" signal when the EBCU loses power (see FIG. 3).
When the bicycle BCU electric-idle conversion device fails, the air brake is switched from microcomputer control to BP control by the conversion method:
when the electro-pneumatic converter A in the BCU fails and cannot control the pressure of the brake cylinder, the EBCU can cut off the power supply of the electromagnetic valve B42, and the bicycle is in the BP braking mode, and in this case, the EBCU limits the exertion of the electric brake and prevents the overbraking caused by the mixed action of the electric brake and the BP brake.
When the microcomputer control unit of the bicycle fails/loses power, the conversion method for automatically switching to BP control is as follows:
when the EBCU loses power, the electromagnetic valve B42 is automatically switched to be powered by an electric brake activation signal, and if the electric brake is not exerted, the vehicle is subjected to air brake application and release according to BP pressure controlled by the integrated controller; if electric braking is being applied, then "electric brake activation" will power solenoid valve B42, preventing BP brake application.
During rescue, the pressure of the train pipe of the rescue train can be controlled by a rescue train driver controller, and the method for synchronously applying/relieving the brake with the rescue train comprises the following steps:
when the train is rescued, after the brake system receives a hard wire signal of a 'backup mode', each car EBCU cuts off the power supply of the electromagnetic valve B42, and simultaneously cuts off electric braking by sending an electric braking cutting off hard wire signal to the TCU, so that the car completely enters a BP braking mode; under the condition that the rescuing train is completely powered off, the brake force is controlled by the train pipe pressure of the rescuing train through cutting off the isolating plug door of each train B04.2, and in the mode, all the brakes of the rescuing train are completely borne by air brake force, and the air brake control adopts a BP brake control mode.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.
Claims (8)
1. A brake system for automatically switching between a train pipe control and a microcomputer control, comprising: the system comprises an integrated driver, a train pipe, a pressure conversion device, a distribution valve, a microcomputer brake control unit, a brake cylinder and an electromagnetic valve arranged between the distribution valve and the brake control unit; wherein:
the train pipe, the pressure conversion equipment, the distribution valve, the brake control unit and the brake cylinder are sequentially connected to form a train control subsystem;
the microcomputer braking control unit, the braking control unit and the braking cylinder form a microcomputer braking subsystem, and the microcomputer braking control unit is respectively connected with the train control and management system and the traction control unit in a data communication manner; the microcomputer brake control unit is also in data communication connection with the brake control unit, and the brake control unit is connected with the brake cylinder;
the integrated driver controller comprises a driver controller and a driver brake valve, and the driver brake valve and the driver controller form an integral movement structure by a connecting pin; the integrated controller can send an electric signal instruction to the train control and management system, and can control the train pipe pressure to generate an air signal instruction;
the electromagnetic valve is used for switching between the microcomputer braking subsystem and the train control subsystem, and interlocking the electric braking and the train control action through electric connection.
2. The brake system for automatic switching between brake pipe control and microcomputer control according to claim 1, wherein the traction cam shaft of the driver is connected to the brake valve interface by a coupling, and when the driver controller handle is operated to enter the running position or the braking position, the rotation of the traction cam shaft drives the coupling to rotate, thereby driving the cam lever of the driver brake valve to rotate.
3. The brake system for automatically switching between the control of a train pipe and the control of a microcomputer according to claim 1, wherein the integrated controller controls the mechanical structure of the brake valve of the driver to rotate, drives the internal cam to perform the pressure adjustment, changes the pressure of the train pipe through the pressure conversion device, and adjusts the pre-control pressure entering the brake control unit through the distribution valve.
4. The automatic switching brake system for train pipe control and microcomputer control according to claim 1, wherein the integrated brake controller transmits a brake command to the train control and management system, the train control and management system transmits the brake command to the microcomputer brake control unit and the traction control unit, the microcomputer brake control unit calculates a total braking force according to a vehicle load and the brake command, transmits an electric brake demand to the traction control unit, the traction control unit applies electric brake according to the electric brake demand, and transmits an electric braking force actually exerted to the microcomputer brake control unit, and the microcomputer brake control unit controls the brake control unit to perform air brake according to the total braking force demand and the electric braking force already exerted.
5. A train pipe control and microcomputer control automatic switching brake system according to claim 1 wherein the solenoid valve has two power supplies, normally powered by the microcomputer brake control unit, and automatically switches to a state powered by the electric brake activation signal of the traction control unit when the microcomputer brake control unit is de-energized.
6. A control method of automatic switching of train pipe control and microcomputer control, characterized by being applied to the brake system of automatic switching of train pipe control and microcomputer control according to any one of claims 1 to 5, the method comprising:
in microcomputer control mode, the electromagnetic valve is in a power-on state, a pipeline between the distribution valve and the brake control unit is cut off, and the pre-control pressure on the left side of the bidirectional check valve in the brake control unit is emptied, so that the influence on the pre-control pressure generated by the electric-idle converter is prevented;
when the electric-idle converter in the brake control unit fails and the pressure of the brake cylinder cannot be controlled, the microcomputer brake control unit cuts off the power supply of the electromagnetic valve, and the bicycle is in a train pipe brake mode at the moment, so that the microcomputer brake control unit can limit the electric brake and prevent overbraking caused by the mixed action of the electric brake and the train pipe brake.
7. The control method for automatic switching of train pipe control and microcomputer control according to claim 6, wherein when the microcomputer brake control unit is de-energized, the solenoid valve is automatically switched to be supplied with power by an electric brake activation signal, and if electric brake is not exerted, the present train will perform air brake application and release according to the train pipe pressure controlled by the integrated brake controller; if electric braking is being applied, electric brake activation will power the solenoid valve, preventing the train brake from being applied.
8. The control method for automatic switching of train pipe control and microcomputer control according to claim 6, wherein when the train is rescued, after the brake system receives the backup mode hard wire signal, each microcomputer brake control unit cuts off the power supply of the electromagnetic valve, and simultaneously cuts off the electric brake by sending the electric brake cut-off hard wire signal to the traction control unit, and completely enters the train pipe control mode; under the condition that the rescue train is completely powered off, the train pipe pressure of the rescue train is controlled by a train controller of the rescue train to control braking force by cutting off the isolating plug door of each train, and in the mode, all braking of the rescue train is completely borne by air braking force, and the air braking control adopts a train pipe braking control mode.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211588496.XA CN116039679A (en) | 2022-12-07 | 2022-12-07 | Braking system and method for automatic switching between train pipe control and microcomputer control |
| PCT/CN2023/127138 WO2024120044A1 (en) | 2022-12-07 | 2023-10-27 | Braking system for automatic switching between train pipe control and microcomputer control and method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211588496.XA CN116039679A (en) | 2022-12-07 | 2022-12-07 | Braking system and method for automatic switching between train pipe control and microcomputer control |
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| CN116039679A true CN116039679A (en) | 2023-05-02 |
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| CN202211588496.XA Pending CN116039679A (en) | 2022-12-07 | 2022-12-07 | Braking system and method for automatic switching between train pipe control and microcomputer control |
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| WO (1) | WO2024120044A1 (en) |
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| WO2024120044A1 (en) * | 2022-12-07 | 2024-06-13 | 中车大连机车车辆有限公司 | Braking system for automatic switching between train pipe control and microcomputer control and method |
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| CN109878489B (en) * | 2019-04-10 | 2021-06-29 | 南京中车浦镇海泰制动设备有限公司 | Command conversion control circuit for loopback or rescue of motor train unit |
| CN110435621B (en) * | 2019-08-20 | 2020-07-31 | 中车青岛四方车辆研究所有限公司 | Electric-air hybrid braking control method for train |
| CN111284522B (en) * | 2019-12-31 | 2021-04-20 | 中国国家铁路集团有限公司 | Train braking system and braking control method |
| CN116039679A (en) * | 2022-12-07 | 2023-05-02 | 中车大连机车车辆有限公司 | Braking system and method for automatic switching between train pipe control and microcomputer control |
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2022
- 2022-12-07 CN CN202211588496.XA patent/CN116039679A/en active Pending
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2023
- 2023-10-27 WO PCT/CN2023/127138 patent/WO2024120044A1/en active Application Filing
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024120044A1 (en) * | 2022-12-07 | 2024-06-13 | 中车大连机车车辆有限公司 | Braking system for automatic switching between train pipe control and microcomputer control and method |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2024120044A1 (en) | 2024-06-13 |
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