CN116729335B - Vehicle brake control system and control method - Google Patents
Vehicle brake control system and control method Download PDFInfo
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- CN116729335B CN116729335B CN202310916338.0A CN202310916338A CN116729335B CN 116729335 B CN116729335 B CN 116729335B CN 202310916338 A CN202310916338 A CN 202310916338A CN 116729335 B CN116729335 B CN 116729335B
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- 238000000034 method Methods 0.000 title claims abstract description 20
- 230000033228 biological regulation Effects 0.000 claims abstract description 16
- 230000000087 stabilizing effect Effects 0.000 claims description 32
- 230000007423 decrease Effects 0.000 description 16
- 230000006872 improvement Effects 0.000 description 13
- 230000001276 controlling effect Effects 0.000 description 10
- 238000010586 diagram Methods 0.000 description 7
- 230000001105 regulatory effect Effects 0.000 description 7
- 239000000853 adhesive Substances 0.000 description 3
- 230000001070 adhesive effect Effects 0.000 description 3
- 238000013459 approach Methods 0.000 description 3
- 230000008859 change Effects 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
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- 230000009286 beneficial effect Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Fluid Mechanics (AREA)
- Braking Systems And Boosters (AREA)
- Hydraulic Control Valves For Brake Systems (AREA)
Abstract
The invention discloses a vehicle brake control system and a control method, wherein the vehicle brake control system comprises a first pressure limiting valve, the first pressure limiting valve is connected between a main air cylinder and a brake device, the first pressure limiting valve comprises a first load interface, and the first pressure limiting valve is used for dynamically adjusting the output emergency braking force according to the air pressure at the first load interface; a load regulation assembly connected to the first load interface, the load regulation assembly configured to: when the vehicle brake control system is switched to an emergency braking state, the air pressure output to the first load interface is continuously adjusted along with the received vehicle speed signal. The invention can continuously adjust the emergency braking force along with the vehicle speed, and can output the maximum braking force by using the vehicle adhesion under different vehicle speeds, thereby reducing the braking distance.
Description
Technical Field
The invention relates to the technical field of vehicle braking, in particular to a vehicle braking control system and a vehicle braking control method.
Background
In modern rail vehicles, braking devices are provided, by the action of which service, parking and emergency braking is provided. During the running process of the railway vehicle, the braking control can adjust the speed of the vehicle; aiming at the safety of the high-speed railway motor train unit, the final safety guarantee as a train braking system is to apply the emergency braking of pure air. Because of the adhesion limitation of the high-speed train in the high-speed stage, the existing pure air emergency braking of the high-speed train adopts two-stage emergency braking according to the running speed of the high-speed train, namely the emergency braking is divided into two stages under the high-speed running of the vehicle, the two stages respectively correspond to different train speeds, the braking force has jump-type output during the switching of the two stages of braking, and the dangerous situation easily occurs during the emergency braking force conversion. And although the method can meet the operation requirement of the train under normal conditions, when the requirement on the braking distance of the high-speed train is higher, the maximum efficiency emergency braking can not be realized by using the adhesion level as high as possible.
Disclosure of Invention
The invention aims to provide a vehicle brake control system which solves the problem that in the prior art, a railway vehicle adopts an emergency braking mode, and the braking force output cannot be adjusted in response to the current state of the vehicle.
To achieve one of the above objects, an embodiment of the present invention provides a vehicle brake control system including: the first pressure limiting valve is connected between the main air cylinder and the braking device and comprises a first load interface, and the first pressure limiting valve is used for dynamically adjusting the output emergency braking force according to the air pressure at the first load interface; a load regulation assembly connected to the first load interface, the load regulation assembly configured to: when the vehicle brake control system is switched to an emergency braking state, the air pressure output to the first load interface is continuously adjusted along with the received vehicle speed signal.
As a further improvement of the present invention, the vehicle brake control system further includes: the load adjustment assembly is further configured to: when the vehicle speed value is reduced to a preset speed value, controlling the air pressure output to the first load interface to keep dynamic stability
As a further improvement of the present invention, the vehicle brake control system further includes: the load adjustment assembly is further configured to: when the vehicle brake control system is switched to an emergency braking state, the air pressure output to the first load interface is continuously reduced through exhaust, and the air pressure at the first load interface is inversely related to the emergency braking force output by the first pressure limiting valve.
As a further improvement of the present invention, the vehicle brake control system further includes: the load adjusting assembly comprises a first electromagnetic valve and a first exhaust electromagnetic valve, the first electromagnetic valve and the first exhaust electromagnetic valve are arranged in series, the input end of the first electromagnetic valve is connected to the main air cylinder, and the first load interface is connected between the first electromagnetic valve and the first exhaust electromagnetic valve; the first exhaust solenoid valve is configured to: when the vehicle brake control system is switched to an emergency braking state, the first exhaust electromagnetic valve is used for exhausting air to the outside to adjust the total air cylinder air pressure output to the first load interface.
As a further improvement of the present invention, the vehicle brake control system further includes: the load adjusting assembly comprises a first electromagnetic valve and a second exhaust electromagnetic valve, the input end of the first electromagnetic valve is connected to the main air cylinder, the output end of the first electromagnetic valve is connected with the first input end of the second exhaust electromagnetic valve, and the first output end of the second exhaust electromagnetic valve is connected to the first load interface; the second input end of the second exhaust electromagnetic valve is connected to the main air cylinder, and the second output end of the second exhaust electromagnetic valve is communicated with the outside; the second exhaust solenoid valve is configured to: when the vehicle brake control system is switched to an emergency brake state, the second input end is communicated with the first output end, the total air cylinder air pressure is output to the first load interface, the second output end is communicated with the first output end, and the total air cylinder air pressure output to the first load interface is adjusted by exhausting air to the outside through the first output end.
As a further improvement of the present invention, the vehicle brake control system further includes: the vehicle brake control system further comprises a voltage stabilizing component, wherein the input end of the voltage stabilizing component is connected with the main air cylinder, and the output end of the voltage stabilizing component is connected to the first load interface; when the vehicle speed value is reduced to a preset speed value, the vehicle brake control system controls the load adjusting assembly to be cut off, controls the voltage stabilizing assembly to adjust the air pressure of the total air cylinder and outputs the air pressure to the first load interface.
As a further improvement of the present invention, the vehicle brake control system further includes: the vehicle brake control system further includes a bi-directional check valve, the voltage regulator assembly is coupled to a first input of the bi-directional check valve, and the load regulator assembly is coupled to a second input of the bi-directional check valve.
As a further improvement of the present invention, the vehicle brake control system further includes: the pressure stabilizing assembly comprises a second pressure limiting valve and a first switching electromagnetic valve, the second pressure limiting valve is connected between the main air cylinder and the first switching electromagnetic valve, and the output end of the first switching electromagnetic valve is connected to the first load interface through a two-way check valve.
As a further improvement of the present invention, the vehicle brake control system further includes: the vehicle brake control system further comprises a brake control unit connected between the master cylinder and the first pressure limiting valve; the brake control unit is configured to: and receiving and adjusting the air pressure output to the first pressure limiting valve according to the braking force control signal.
As a further improvement of the present invention, the vehicle brake control system further includes: the vehicle brake control system further includes a third pressure limiting valve connected between the brake control unit and the first pressure limiting valve; the third pressure limiting valve is configured to: the vehicle load pressure is received through a third load port of the third pressure limiting valve and the air pressure to the first pressure limiting valve is adjusted.
As a further improvement of the present invention, the vehicle brake control system further includes: the brake control unit comprises a second electromagnetic valve and a third exhaust electromagnetic valve, the second electromagnetic valve and the third exhaust electromagnetic valve are arranged in series, the input end of the second electromagnetic valve is connected to the total air cylinder, and the input end of the third pressure limiting valve is connected between the second electromagnetic valve and the third exhaust electromagnetic valve.
As a further improvement of the present invention, the vehicle brake control system further includes: the brake control unit further comprises a fourth exhaust electromagnetic valve, a first input end of the fourth exhaust electromagnetic valve is connected between the second electromagnetic valve and the third exhaust electromagnetic valve, a second input end of the second exhaust electromagnetic valve is connected to the total air cylinder, a first output end of the second exhaust electromagnetic valve is connected to an input end of the third pressure limiting valve, and a second output end of the second exhaust electromagnetic valve is connected to the total air cylinder.
As a further improvement of the present invention, the vehicle brake control system further includes: the first pressure limiting valve is connected with a braking device through a relay valve, and a second switch electromagnetic valve is connected between the relay valve and the first pressure limiting valve; the first input end of the relay valve is connected with the main air cylinder, the output end of the relay valve is connected with the braking device, and the second input end of the relay valve is connected with the second switch electromagnetic valve; the relay valve is configured to: and controlling the first compressed air from the first input end of the relay valve to be output to the braking device in proportion according to the second compressed air from the second input end of the relay valve.
The second embodiment of the invention also provides a vehicle brake control method, which comprises the following steps: receiving a first control signal, wherein the first control signal is used for indicating whether a vehicle braking control system is switched to an emergency braking state; when an emergency braking instruction is received, acquiring and determining a load pressure adjustment strategy according to a vehicle speed signal; and continuously adjusting the air pressure output to the first load interface according to the load pressure adjustment strategy so as to dynamically adjust the emergency braking force output by the vehicle brake control system.
As a further improvement of the present invention, the vehicle brake control method further includes: the air pressure of the first load interface is inversely related to the emergency braking force, and the emergency braking force is used for reducing the vehicle speed value; the "continuously adjusting the air pressure output to the first load interface according to the load pressure adjustment strategy" specifically includes: continuously reducing the air pressure output to the first load interface through exhaust; when the vehicle speed value is reduced to a preset speed value, controlling the air pressure output to the first load interface to be kept dynamically stable so as to enable the emergency braking force to be stably output.
Compared with the prior art, the invention has the following beneficial effects: the first pressure limiting valve is arranged, the first pressure limiting valve can control the output emergency braking force to change along with the change of the current vehicle speed according to the performance of the first pressure limiting valve, so that the emergency braking force is output to the maximum extent according to the adhesive force generated by the current speed, the problem of sliding caused by the output of excessive emergency braking force at the current speed is prevented, the braking effect of the vehicle is improved, the braking distance is reduced, and the braking safety is improved.
Drawings
Fig. 1 is a schematic air path structure diagram of a vehicle brake control system according to an embodiment of the present invention.
FIG. 2 is a graph of adhesion coefficient of a rail vehicle as a function of vehicle speed in one embodiment of the invention.
FIG. 3 is a graph of the performance of a first pressure limiting valve in an embodiment of the present invention.
Fig. 4 is a graph showing a maximum emergency braking force function under a vehicle adhesion coefficient according to an embodiment of the present invention.
Fig. 5 is a gas path structure diagram of a vehicle brake control system in the first embodiment of the invention.
Fig. 6 is a gas path structure diagram of a vehicle brake control system in a second embodiment of the invention.
Fig. 7 is a gas path structure diagram of a vehicle brake control system in a third embodiment of the present invention.
Fig. 8 is a gas path structure diagram of a vehicle brake control system in a fourth embodiment of the invention.
Fig. 9 is a flowchart of a vehicle brake control method in an embodiment of the invention.
Fig. 10 is a partial flowchart of a first embodiment of the vehicle brake control method of the invention.
Fig. 11 is a partial flowchart of a second embodiment of the vehicle brake control method of the invention.
Fig. 12 is a partial flowchart of a third embodiment of the vehicle brake control method of the invention.
Detailed Description
The present invention will be described in detail below with reference to specific embodiments shown in the drawings. These embodiments are not intended to limit the invention and structural, methodological, or functional modifications of these embodiments that may be made by one of ordinary skill in the art are included within the scope of the invention.
Referring to fig. 1, in one embodiment of the present invention, a vehicle brake control system for railway vehicle braking is provided, and is particularly applicable to a scenario of emergency braking of a railway vehicle.
The vehicle brake control system includes a first pressure limiting valve 1 and a load regulation assembly 2; the load adjustment assembly 2 may control the emergency braking force to be linearly output along the adhesion curve of the rail vehicle at the time of emergency braking. Specifically, the first pressure limiting valve 1 is connected between the main air cylinder 3 and the braking device 8, the first pressure limiting valve 1 comprises a first load interface, and the first pressure limiting valve 1 is used for dynamically adjusting the output emergency braking force according to the air pressure at the first load interface; a load regulation assembly 2 is connected to the first load interface, the load regulation assembly 2 being configured to: when the vehicle brake control system is switched to an emergency braking state, the air pressure output to the first load interface is continuously adjusted along with the received vehicle speed signal.
Therefore, according to the vehicle brake control system, according to the performance of the first pressure limiting valve 1, the air pressure of the first load interface is controlled to enable the vehicle brake control system to follow the current vehicle speed and output emergency braking force to the maximum extent by utilizing the adhesive force generated by the speed, so that the problem of sliding caused by outputting excessive emergency braking force at the current speed is prevented, the vehicle brake effect is improved, the brake distance is reduced, and the brake safety is improved.
The first pressure limiting valve 1 is used for outputting a specific emergency braking force along its own performance curve according to the air pressure value at its first load interface, so that the input air pressure is limited within a certain strength and is output as the emergency braking force.
The load adjusting assembly 2 is used for providing continuously variable air pressure for a first load interface of the first pressure limiting valve 1, and controlling the air pressure at the input end of the first pressure limiting valve 1 to be limited to a certain strength through the adjustment of the load adjusting assembly 2 and outputting the air pressure as emergency braking force; the performance of the first pressure limiting valve 1 is configured such that the relation of the air pressure at the first load interface and the output emergency braking force is the same as the relation of the vehicle running speed and the adhesion force.
Wherein "following" can be interpreted as: as the vehicle decelerates, the host computer monitors the vehicle speed in real time and controls the load adjustment assembly 2 to continuously exhaust air based on the decrease in the vehicle speed, so that the load adjustment assembly 2 continuously reduces the output air pressure by exhausting air.
Wherein "continuous adjustment" may be interpreted as: as the vehicle decelerates, the air pressure output by the load regulation assembly 2 continues to decrease, and the output emergency braking force continuously increases to adjust to an emergency braking force appropriate for the current speed according to the performance curve of the first pressure limiting valve 1.
Referring to fig. 2, a graph of the adhesion coefficient of the railway vehicle versus the vehicle speed is shown; wherein the abscissa is a speed value and the ordinate is a vehicle adhesion coefficient.
The relationship curve comprises a constant phase and a linear phase, wherein in the constant phase, the speed is changed and the adhesion coefficient is kept unchanged; in the linear phase, the faster the vehicle speed, the lower the vehicle sticking coefficient.
Referring to fig. 3, there is shown a performance map of the first pressure limiting valve 1 set according to a relation curve of a rail vehicle sticking coefficient and a vehicle speed; the abscissa is the air pressure value at the first load interface, and the ordinate is the pressure value of the output emergency braking force.
The performance curve includes a constant phase in which the emergency braking force output by the air pressure value at the first load interface is constant and a linear phase in which the greater the air pressure value at the first load interface is, the smaller the emergency braking force output by the first pressure limiting valve 1 is.
When the emergency braking force exceeds the standard maximum emergency braking force corresponding to the adhesion coefficient at the current speed of the vehicle, the vehicle is easy to slide, the running danger is caused, the braking distance is increased after sliding, and the braking efficiency is reduced.
The air pressure of the total air cylinder 3 is input into the first pressure limiting valve 1, and referring to the performance curve of fig. 3, the first pressure limiting valve 1 correspondingly outputs corresponding emergency braking force to the braking device 8 according to the air pressure value at the first load interface, and the emergency braking of the railway vehicle is realized through the braking device 8. In this way, the vehicle brake control system can control the emergency braking force output by the first pressure limiting valve 1 by controlling the air pressure output by the load adjusting assembly 2 to be limited to the standard maximum braking force at the current vehicle speed, which is the braking force maximally output in the case of braking with the adhesive force of the vehicle, using the performance of the first pressure limiting valve 1 itself, so that the control vehicle braking distance is minimized. Therefore, on one hand, the vehicle sliding caused by overlarge emergency braking force can be avoided, and on the other hand, the shortest braking distance during the emergency braking of the vehicle can be ensured, so that more reliable braking is provided and the running safety of the vehicle is ensured.
Referring to fig. 5, in the first embodiment of the present invention, the load adjusting assembly 2 is further configured to: when the vehicle brake control system is switched to an emergency braking state, the air pressure output to the first load interface is continuously reduced through exhaust, and the air pressure at the first load interface is inversely related to the emergency braking force output by the first pressure limiting valve 1.
Specifically, the air pressure at the first load interface and the emergency braking force output by the first pressure limiting valve 1 are characterized by being inversely related: in the linear phase as shown in fig. 3, the greater the air pressure at the first load port of the first pressure limiting valve 1, the smaller the emergency braking force output by the first pressure limiting valve 1. When an upper computer of the vehicle brake control system receives an emergency brake instruction, the load adjusting component 2 is controlled to work and operate, a current vehicle speed value is obtained, a load pressure adjusting strategy is determined according to the vehicle speed value, and the air pressure output to the first load interface is adjusted according to the load pressure adjusting strategy, so that the emergency brake force is indirectly adjusted.
The maximum emergency braking force relationship under the vehicle adhesion coefficient is shown in fig. 4, and the load pressure adjustment strategy is: after receiving the emergency braking instruction, the upper computer switches the vehicle braking control system into an emergency braking state, acquires a current speed value of the vehicle, determines an adhesion coefficient of the vehicle based on a functional relation shown in fig. 2, determines a maximum emergency braking force of the current speed according to the functional relation shown in fig. 4 preset in the system, and determines an air pressure value at a first load interface of the first pressure limiting valve 1 based on the functional relation shown in fig. 3. And controls the load adjusting assembly 2 to discharge air to adjust the output air pressure to a target value; according to the above strategy, the host motor acquires the vehicle speed value and controls the load adjusting assembly 2 to exhaust air so that the emergency braking force output by the first pressure limiting valve 1 approaches the maximum emergency braking force in the functional relationship shown in fig. 4 during the continuous decrease of the vehicle speed.
Specifically, the upper computer of the vehicle control system obtains a vehicle speed value, the upper computer obtains a preset adhesion coefficient corresponding to the adhesion coefficient shown in fig. 2 according to the vehicle speed value, and then obtains a maximum braking force corresponding to the adhesion force at the current speed according to a relation diagram of the adhesion coefficient and the maximum braking force shown in fig. 4, and the air pressure at the first load interface of the first pressure limiting valve 1 can be reversely obtained based on the maximum emergency braking force under the adhesion coefficient.
Based on this, the air pressure at the first load interface can be reduced by controlling the exhaust air of the load adjusting assembly 2, and the total reservoir 3 air pressure of the control output is reduced to the pressure value calculated based on the above-described strategy, thereby controlling the output emergency braking force of the first pressure limiting valve 1 to be close to the maximum emergency braking force at the sticking coefficient of the speed; and, as the speed decreases, the load regulation assembly 2 is controlled to continue exhausting air, the air pressure at the first load interface follows the strategy down, so that the output emergency braking force always follows the maximum emergency braking force under the sticking coefficient of the current vehicle speed.
Therefore, when in emergency braking, the emergency braking force can be always kept close to the adhesion coefficient curve, the maximum braking output is always controlled under the adhesion coefficient when the vehicle is braked, the braking distance is ensured to be shortest while the safety is ensured, and meanwhile, the emergency braking force can be continuously regulated along with the curve, so that the jump problem in the secondary braking is solved.
Further, the load adjusting assembly 2 includes a first solenoid valve 21 and a first exhaust solenoid valve 22, the first solenoid valve 21 and the first exhaust solenoid valve 22 are disposed in series, an input end of the first solenoid valve 21 is connected to the main reservoir 3, and the first load interface is connected between the first solenoid valve 21 and the first exhaust solenoid valve 22.
The first exhaust solenoid valve 22 is configured to: when the vehicle brake control system is switched to an emergency braking mode, the total reservoir 3 air pressure output to the first load port is adjusted to be exhausted to the outside through the first exhaust electromagnetic valve 22.
Specifically, when the emergency braking state is switched, the first solenoid valve 21 is turned on, the compressed air of the total air cylinder 3 is output to the first load interface of the first pressure limiting valve 1 through the first solenoid valve 21, the air pressure at the first load interface is related to the air pressure of the total air cylinder 3, meanwhile, the first exhaust solenoid valve 22 is turned on, the first exhaust solenoid valve 22 is controlled to exhaust the compressed air of the total air cylinder 3 passing through the first solenoid valve 21 according to the load pressure adjustment strategy, the air pressure at the first load interface of the first pressure limiting valve 1 after the exhaust continuously decreases along the performance curve in fig. 3, and the indirect emergency braking force is also controlled to be output to the braking device 8 along the variation curve of the maximum emergency braking force under the corresponding adhesion coefficient of the vehicle speed value. In this way, the emergency braking force output from the first pressure limiting valve 1 can be controlled to continuously and continuously rise, and the emergency braking force is indirectly controlled to be stably output by controlling the exhaust of the first exhaust electromagnetic valve 22, so that the stability of the system can be ensured.
The load adjustment assembly 2 is further configured to: and when the vehicle speed value is reduced to a preset speed value, controlling the air pressure output to the first load interface to be kept dynamically stable.
As such, when the vehicle speed decreases to the constant stage as shown in fig. 2 at the time when the vehicle speed value decreases to the preset speed value, it can be seen that the speed continues to decrease, and the vehicle adhesion coefficient is unchanged; the upper computer of the vehicle brake control system controls the air pressure output by the load adjusting component 2 to the first load interface to be kept in a constant stage as shown in fig. 3, so that the emergency braking force output by the first pressure limiting valve 1 is unchanged, and the vehicle can be controlled to continuously output the maximum emergency braking force at a set speed, so that the vehicle can be braked and stopped within the shortest distance. By integrating the configuration functions of the load adjusting assembly 2, the vehicle can be braked completely along the vehicle adhesion curve under emergency braking, the control braking distance is shortest, and the safety performance is greatly improved.
Note that, the preset speed value is the vehicle speed value when the inflection point in the curve is stuck as in fig. 2; the inflection point is explained as: when the vehicle speed decreases below the inflection point, the sticking coefficient of the vehicle is unchanged, and therefore, the output emergency braking force can be kept unchanged; when the vehicle speed is above the inflection point, the sticking coefficient of the vehicle may increase as the vehicle speed decreases, and therefore, the output emergency braking force increases as the speed decreases.
Specifically, when the vehicle speed value falls to the preset speed value, the first solenoid valve 21 and the first exhaust solenoid valve 22 may be controlled to be turned off, so that the air pressure at the first load interface of the first pressure limiting valve 1 is kept unchanged to control the emergency braking force to be stably output; the first exhaust electromagnetic valve 22 can be conducted to the air pressure at the first load interface of the first pressure limiting valve 1 to continuously exhaust and reduce the pressure, and the emergency braking force output by the first pressure limiting valve 1 can be kept unchanged; the first electromagnetic valve 21 and the first exhaust electromagnetic valve 22 may be turned on, so that the air supply of the first electromagnetic valve 21 and the air exhaust of the first exhaust electromagnetic valve 22 are held in dynamic balance, or the air exhaust of the first exhaust electromagnetic valve 22 is controlled to be larger than the air supply of the first electromagnetic valve 21, so that the emergency braking force output by the first pressure limiting valve 1 is kept unchanged.
Referring to fig. 6, in a second embodiment of the present invention, the load regulation assembly 2 includes a first solenoid valve 21 and a second exhaust solenoid valve 23, the input of the first solenoid valve 21 being connected to the main reservoir 3, the output of the first solenoid valve being connected to the first input A2 of the second exhaust solenoid valve 23, the first output A3 of the second exhaust solenoid valve 23 being connected to the first load interface; the second input end A4 of the second exhaust electromagnetic valve 23 is connected to the main air cylinder 3, and the second output end A1 of the second exhaust electromagnetic valve 23 is communicated with the outside.
The second exhaust solenoid valve 23 is configured to: when the vehicle brake control system is switched to an emergency braking state, the second input end A4 is communicated with the first output end A3, the total air pressure of the air cylinder 3 is output to the first load interface, the second output end A1 is communicated with the first output end A3, and the total air pressure of the air cylinder 3 output to the first load interface is adjusted by exhausting air to the outside through the first output end A3.
During normal running of the vehicle, the second exhaust electromagnetic valve 23 and the first electromagnetic valve 21 are powered, and the total air pressure of the air cylinder 3 is output to the first load interface through the first electromagnetic valve 21, the first input end A2 and the first output end A3, so that the load pressure is always maintained at the first load interface, and the first pressure limiting valve 1 is kept in a working state; when switching to the emergency braking state, the second exhaust electromagnetic valve 23 is controlled to lose electricity, the second input end A4 in the second exhaust electromagnetic valve 23 is communicated with the first output end A3, and the total air pressure of the air cylinder 3 is directly output to the first load interface through the second input end A4 and the first output end A3 of the second exhaust electromagnetic valve 23, so that the emergency braking is responded quickly. Thus, when the vehicle runs stably, the rapid intervention of emergency braking can be ensured, the emergency braking reaction is faster, and the system safety performance is high.
When the vehicle speed value is reduced to a preset speed value, the first electromagnetic valve 21 can be controlled to be turned off, and the second exhaust electromagnetic valve 23 is kept powered on, so that the air pressure of the total air cylinder 3 is cut off from the first electromagnetic valve 21, the air pressure at the first load interface of the first pressure limiting valve 1 is kept unchanged, and the emergency braking force output by the first pressure limiting valve 1 is controlled to be unchanged; the second exhaust electromagnetic valve 23 can also be controlled to be powered off, and the second output end A1 continuously exhausts air, so that the air inlet and the air exhaust of the second exhaust electromagnetic valve 23 are dynamically balanced all the time, and the emergency braking force output by the first pressure limiting valve 1 is controlled to be unchanged.
Referring to fig. 6, in the third embodiment of the present invention, in combination with the first and second embodiments, the load regulation assembly 2 includes a first solenoid valve 21, a first exhaust solenoid valve 22, and a second exhaust solenoid valve 23, the first solenoid valve 21 and the first exhaust solenoid valve 22 being disposed in series, and a first input A2 of the second exhaust solenoid valve 23 being connected between the first solenoid valve 21 and the first exhaust solenoid valve 22.
The control method is as in the first and second embodiments described above; in the present embodiment, the second exhaust electromagnetic valve 23 may serve as a backup exhaust device for the first exhaust electromagnetic valve 22; when the vehicle brake control system is switched to the emergency braking mode, the first and second exhaust solenoid valves 22 and 23 may be simultaneously exhausted to reduce the emergency braking force at the fastest speed to the maximum emergency braking force at the sticking coefficient of the current speed. Therefore, the emergency braking command can be responded to quickly reach the adjustment target, the shortest emergency braking distance of the vehicle is ensured, and the safety is higher.
Referring to fig. 7, in a fourth implementation manner of an embodiment of the present invention, to ensure reliability and stability of the vehicle brake control system, the vehicle brake control system further includes a voltage stabilizing assembly 4, an input end of the voltage stabilizing assembly 4 is connected to the master cylinder 3, and an output end of the voltage stabilizing assembly 4 is connected to the first load interface.
Specifically, when the vehicle speed value decreases to the preset speed value, the vehicle brake control system controls to cut off the load adjusting component 2 and controls the voltage stabilizing component 4 to adjust the air pressure of the total air cylinder 3 and output the air pressure to the first load interface. In this way, by providing the pressure stabilizing assembly 4, it is possible to replace the execution of the load adjusting assembly 2 when the vehicle speed value falls to the preset speed value, ensuring the first load port pressure of the first pressure limiting valve 1 to be constant.
The vehicle brake control system further comprises a two-way check valve 5, the voltage stabilizing assembly 4 is connected with a first input end of the two-way check valve 5, and the load adjusting assembly 2 is connected with a second input end of the two-way check valve 5. The air pressure output by the load regulation assembly 2 and the pressure output by the pressure stabilizing assembly 4 can be compared by the bi-directional check valve 5.
When the vehicle speed is above a preset speed value, the air pressure output by the load regulating assembly 2 is greater than the pressure output by the pressure stabilizing assembly 4, the two-way check valve 5 is kept to be conducted to the side of the load regulating assembly 2, and the load regulating assembly 2 controls the air pressure at the first load interface of the first pressure limiting valve 1 so as to indirectly control the dynamic output of the emergency braking force; when the vehicle speed is below a preset speed value, the air pressure output by the load adjusting component 2 is smaller than the pressure output by the pressure stabilizing component 4, the two-way check valve 5 is kept conducting to the pressure stabilizing component 4 side, and the pressure stabilizing component 4 outputs stable pressure to control the emergency braking force to be constant.
So, set up steady voltage subassembly 4, can guarantee when vehicle speed descends to preset speed value, switch steady voltage subassembly 4 and intervene the stable output of control first pressure limiting valve 1, guarantee the stable control of system, improve the reliability.
Further, the pressure stabilizing assembly 4 includes a second pressure limiting valve 41 and a first switching electromagnetic valve 42, the second pressure limiting valve 41 is connected between the main reservoir 3 and the first switching electromagnetic valve 42, and an output end of the first switching electromagnetic valve 42 is connected to the first load interface through a bi-directional check valve 5. When the vehicle speed drops to a preset speed value, the first switching solenoid valve 42 is turned on, the total reservoir 3 air pressure is input to the second pressure limiting valve 41 through the first switching solenoid valve 42, the second load port of the second pressure limiting valve 41 may be input with a fixed pressure value (for example, may be set to 2.5bar pressure), and then the second pressure limiting valve 41 outputs a fixed pressure of the first load port of the first pressure limiting valve 1, and the emergency braking force output by the first pressure limiting valve 1 remains stable.
Referring to fig. 8, in one embodiment of the present invention, the vehicle brake control system further includes a brake control unit 6, and the brake control unit 6 is connected between the total reservoir 3 and the first pressure limiting valve 1.
The brake control unit 6 is configured to: the air pressure output to the first pressure limiting valve 1 is received and adjusted in accordance with the braking force control signal.
In the case of service braking, the air pressure output from the master cylinder 3 may be adjusted, and the service braking pressure required in the case of running the vehicle may be output to the first pressure limiting valve 1 in accordance with the braking force control signal. Therefore, the braking pressure can be regulated according to the requirement, and the problem that the braking force is overlarge due to the fact that the pressure of the total air cylinder 3 is directly output during the service braking is avoided.
The vehicle brake control system further comprises a third pressure limiting valve 7, said third pressure limiting valve 7 being connected between said brake control unit 6 and said first pressure limiting valve 1.
The third pressure limiting valve 7 is configured to: the vehicle load pressure is received via the third load port of the third pressure limiting valve 7 and the air pressure to the first pressure limiting valve 1 is regulated.
The performance of the third pressure limiting valve 7 is different from the performance of the first pressure limiting valve 1, and is expressed as follows: when the air pressure at the third load interface of the third pressure limiting valve 7 is below a preset pressure value, the braking force output by the third pressure limiting valve 7 remains unchanged; when the air pressure at the third load port of the third pressure limiting valve 7 is above the preset pressure value, the braking force output by the third pressure limiting valve 7 increases as the air pressure at the third load port increases.
As such, receiving the vehicle load pressure through the third load port of the third pressure limiting valve 7 receives the vehicle load pressure, i.e., the more people on the vehicle output the greater the pressure to the third load port, the greater the braking force output by the third pressure limiting valve 7 varies in accordance with the variation in pressure at the third load port, i.e., the greater the braking force required when the load on the vehicle is greater. By the performance of the third pressure limiting valve 7, it is ensured that when the vehicle is more susceptible to inertia due to an increase in load bearing, a greater braking force can be output to reduce the distance that the vehicle brakes.
In one embodiment of the present invention, the brake control unit 6 further includes a second solenoid valve 61 and a third exhaust solenoid valve 62, the second solenoid valve 61 and the third exhaust solenoid valve 62 being disposed in series, an input of the second solenoid valve 61 being connected to the total reservoir 3, and an input of the third pressure limiting valve 7 being connected between the second solenoid valve 61 and the third exhaust solenoid valve 62.
The second solenoid valve 61 and the third exhaust solenoid valve 62 may have the same structural configuration as the first solenoid valve 21 and the first exhaust solenoid valve 22 in the above first embodiment.
When a braking instruction is received, the second solenoid valve 61 and the third exhaust solenoid valve 62 are energized to be turned on, the total reservoir 3 air pressure is output to the third pressure limiting valve 7 through the second solenoid valve 61 and the air is exhausted by the third exhaust solenoid valve 62 to adjust the air pressure output to the third pressure limiting valve 7 while passing through the second solenoid valve 61.
The brake control unit 6 further comprises a fourth exhaust solenoid valve 63, a first input A2 of the fourth exhaust solenoid valve 63 being connected between the second solenoid valve 61 and the third exhaust solenoid valve 62, a second input A4 of the fourth exhaust solenoid valve 63 being connected to the total reservoir 3, a first output A3 of the fourth exhaust solenoid valve 63 being connected to the input of the third pressure limiting valve 7, a second output A1 of the fourth exhaust solenoid valve 63 being connected to the total reservoir 3.
Referring to the above third embodiment, the fourth exhaust solenoid valve 63 may be used as a spare exhaust solenoid valve for the third exhaust solenoid valve 62 in the present embodiment.
When the emergency braking is received, the fourth exhaust solenoid valve 63 is controlled to be de-energized, and the conduction state thereof is switched from the state in which the first input terminal A2 communicates with the first output terminal A3 to the state in which the second input terminal A4 communicates with the first output terminal A3, so that the air pressure of the total reservoir 3 is directly output to the third pressure limiting valve 7, so that the third pressure limiting valve 7 obtains the maximum input pressure.
The second output end A1 is connected to the main air cylinder 3 to serve as a standby interface for the second input end A4, and when the second input end A4 is blocked, the air pressure of the main air cylinder 3 can be output from the second output end A1 to the first output end A3, so that the reliability of the system is improved.
Further, the first pressure limiting valve 1 is connected to the braking device 8 through a relay valve 11, and a second on-off electromagnetic valve 12 is connected between the relay valve 11 and the first pressure limiting valve 1.
A first input end of the relay valve 11 is connected with the main air cylinder 3, an output end of the relay valve 11 is connected with the braking device 8, and a second input end of the relay valve 11 is connected with the second switch electromagnetic valve 12.
The relay valve 11 is configured to: the first compressed air from the first input of the relay valve 11 is controlled to be output to the brake device 8 in proportion to the second compressed air from the second input of the relay valve 11.
"proportional" in this embodiment means: the first compressed air from the first input is proportional to the air output from the relay valve 11, specifically, the air output from the relay valve 11 forms a first proportional value with the first compressed air from the first input, the first compressed air from the first input forms a second proportional value with the second compressed air from the second input, the first proportional value is proportional to the second proportional value, and preferably, the first proportional value is equal to the second proportional value, that is, the second compressed air pressure is equal to the pressure of the output of the relay valve 11.
Thus, in the present embodiment, the pressure output from the total reservoir 3 can be adjusted to be the same as the pressure of the second compressed air and output to the brake device 8. Therefore, by providing the relay valve 11, the emergency braking force output in proportion from the total reservoir 3 on the air passage is made more stable.
Referring to fig. 9, in another embodiment of the present invention, there is provided a vehicle brake control method including:
step S1: a first control signal is received, the first control signal being for indicating whether a vehicle brake control system is to be switched to an emergency brake mode.
Step S2: when an emergency braking command is received, a load pressure adjustment strategy is obtained and determined based on the vehicle speed signal.
Step S3: and continuously adjusting the air pressure output to the first load interface according to a load pressure adjustment strategy so as to dynamically adjust the emergency braking force output by the vehicle brake control system.
In step S1, the first control signal may be from a user operation, and the host computer of the vehicle brake control system receives the first control signal representing the emergency brake command, and switches the vehicle brake control system to the emergency brake state based on the first control signal so as to enable the vehicle brake control system to output the emergency brake force to decelerate the vehicle.
In step S2, the load pressure adjustment strategy specifically includes: in combination with the rail vehicle sticking coefficient as a function of vehicle speed of fig. 2, the output pressure of the first pressure limiting valve 1 of fig. 3 as a function of air pressure at the first load interface, and the vehicle sticking coefficient as a function of maximum emergency braking force of fig. 4; after receiving the emergency braking instruction, the upper computer switches the vehicle braking control system into an emergency braking state, acquires a current speed value of the vehicle, determines an adhesion coefficient of the vehicle based on a functional relation shown in fig. 2, determines a maximum emergency braking force of the current speed according to the functional relation shown in fig. 4 preset in the system, and determines an air pressure value at a first load interface of the first pressure limiting valve 1 based on the functional relation shown in fig. 3. And controls the load adjusting assembly 2 to discharge air to adjust the output air pressure to a target value; according to the above strategy, the host motor acquires the vehicle speed value and controls the load adjusting assembly 2 to exhaust air so that the emergency braking force output by the first pressure limiting valve 1 approaches the maximum emergency braking force in the functional relationship shown in fig. 4 during the continuous decrease of the vehicle speed.
In this way, the vehicle brake control system reduces the air pressure at the first load interface by exhausting air from the load adjusting assembly 2, controls the air pressure output by the total air cylinder 3 to be reduced to the pressure value calculated based on the above strategy, that is, controls the emergency braking force output by the first pressure limiting valve 1 to be close to the standard maximum emergency braking force at the current speed, and controls the load adjusting assembly 2 to continuously exhaust air as the speed decreases, and the air pressure at the first load interface is reduced by following the strategy, so that the output emergency braking force always follows the current vehicle speed to increase. During emergency braking, the emergency braking force can be always kept close to the standard maximum emergency braking force output, the safety is ensured, the braking distance is controlled to be shortest, meanwhile, the emergency braking force can be adjusted continuously along with a curve, and the jump problem during secondary braking is solved; meanwhile, the load pressure adjusting strategy can prevent the vehicle from sliding due to overlarge emergency braking force, and can ensure that the braking distance is shortest during emergency braking of the vehicle, so that more reliable braking is provided and the running safety of the vehicle is ensured.
In one embodiment of the invention, the air pressure of the first load interface is inversely related to the emergency braking force for reducing the vehicle speed value. The "the air pressure of the first load interface is inversely related to the emergency braking force" specifically is: in the linear phase of the diagram shown in fig. 3, the smaller the air pressure of the first load port, the greater the emergency braking force output by the first pressure limiting valve 1. In this way, a stepless regulation of the emergency braking force can be achieved.
Referring to fig. 10, in a first embodiment of the vehicle brake control method, the "continuously adjusting the air pressure output to the first load interface according to the load pressure adjustment strategy" in step S3 specifically includes:
s31: the air pressure output to the first load interface is continuously reduced by the exhaust air.
S32: when the vehicle speed value is reduced to a preset speed value, controlling the air pressure output to the first load interface to be kept dynamically stable so as to enable the emergency braking force to be stably output.
In step S31: when the vehicle brake control system is switched to the emergency braking mode, the load adjusting assembly 2 reduces the air pressure output to the first load interface through exhaust air, and the emergency braking force output by the first pressure limiting valve 1 is continuously increased through continuous reduction of the air pressure output to the first load interface, so that the vehicle speed is reduced more efficiently.
In step S32: the vehicle brake control system can control the air pressure output to the first load interface to keep dynamic stability through the load adjusting assembly 2; the vehicle brake control system may also control the air pressure output to the first load interface to remain dynamically stable via the pressure stabilizing assembly 4.
In a second embodiment of the vehicle brake control method of the present invention, step S32 is to control the air pressure output to the first load interface to be dynamically stable through the load adjusting assembly 2, specifically:
step S321: when the vehicle speed value falls to a preset speed value, the upper computer controls the load adjusting assembly 2 to output air pressure lower than the preset pressure value.
Step S322: the first load port of the first pressure limiting valve 1 receives the air pressure output from the load adjusting assembly 2 and outputs a stable emergency braking force.
In step S321, the preset pressure value is the abscissa pressure value at the intersection point of the constant phase and the linear phase as shown in fig. 3, and when the pressure value output by the load adjusting assembly 2 is controlled to be lower than the preset pressure value, it is ensured that the output emergency braking force remains stable. In this way, the pressure value output by the control load adjusting module 2 is kept dynamically stable, and the stable output of the emergency braking force is indirectly controlled, so that the emergency braking with the maximum efficiency can be realized.
In a third embodiment of the vehicle brake control method of the present invention, step S32 is to control the air pressure output to the first load interface to be dynamically stable through the voltage stabilizing component 4, specifically:
Step S321': when the vehicle speed value is reduced to a preset speed value, the air pressure output by the load adjusting component 2 is compared with the air pressure output by the voltage stabilizing component 4.
Step S322': if the air pressure output by the load adjusting component 2 is smaller than the air pressure output by the voltage stabilizing component 4, the load adjusting component 2 is cut off and the voltage stabilizing component 4 is conducted through the two-way check valve 5.
Step S323': the first load port of the first pressure limiting valve 1 receives the air pressure from the output of the pressure stabilizing assembly 4 and outputs a stable emergency braking force.
In step S322', the pressure input at the second load interface of the second pressure limiting valve 41 in the pressure stabilizing component 4 is a constant pressure, the load adjusting component 2 continuously exhausts air, the output pressure continuously decreases, the greater pressure is selectively conducted by setting the two-way check valve 5 to compare the pressures output by the load adjusting component 2 and the pressure stabilizing component 4, and when the pressure output by the load adjusting component 2 is smaller, the pressure conducting pressure stabilizing component 4 is controlled to receive the constant pressure to output a stable emergency braking force through the first load interface of the first pressure limiting valve 1. In this way, it is possible to avoid that the pressure received by the first load port is too low to influence the operating state of the first pressure limiting valve 1.
In summary, the present invention provides a vehicle brake control system and a brake method in which a pressure limiting valve is provided in the brake control system, a linear emergency braking force is stably output by utilizing a variation relationship between the pressure limiting valve and an adhesion coefficient, and a load adjusting unit 2 is provided, which controls an air pressure at a load interface of the pressure limiting valve based on a load pressure adjustment strategy to continuously decrease following a vehicle speed so as to control the emergency braking force output by the pressure limiting valve to continuously increase following the vehicle speed.
Thus, the output emergency braking force can be changed along with the change of the speed of the vehicle so as to control the emergency braking force to approach to the maximum emergency braking force under the adhesion coefficient at the current speed of the vehicle, so that on one hand, the shortest braking distance of the vehicle can be controlled, and on the other hand, the problem that the emergency braking force cannot be excessively large to generate sliding can be controlled. According to the performance curve of the pressure limiting valve, the emergency braking force output by the invention can be regulated steplessly, the braking efficiency is higher than that of two-stage braking, and the safety and the reliability of the system are greatly improved.
It should be understood that although the present disclosure describes embodiments, not every embodiment is provided with a separate embodiment, and that this description is for clarity only, and that the skilled artisan should recognize that the embodiments may be combined as appropriate to form other embodiments that will be understood by those skilled in the art.
The above list of detailed descriptions is only specific to practical embodiments of the present invention, and they are not intended to limit the scope of the present invention, and all equivalent embodiments or modifications that do not depart from the spirit of the present invention should be included in the scope of the present invention.
Claims (14)
1. A vehicle brake control system, characterized by comprising:
the first pressure limiting valve (1), the first pressure limiting valve (1) is connected between the main air cylinder (3) and the braking device (8), the first pressure limiting valve (1) comprises a first load interface, and the first pressure limiting valve (1) is used for dynamically adjusting the output emergency braking force according to the air pressure at the first load interface;
-a load regulation assembly (2) connected to the first load interface, the load regulation assembly (2) being configured to: when the vehicle brake control system is switched to an emergency braking state, continuously adjusting the air pressure output to the first load interface along with the received vehicle speed signal;
the load adjusting assembly (2) comprises a first electromagnetic valve (21) and a second exhaust electromagnetic valve (23), wherein the input end of the first electromagnetic valve (21) is connected to the main air cylinder (3), the output end of the first electromagnetic valve (21) is connected with the first input end (A2) of the second exhaust electromagnetic valve (23), and the first output end (A3) of the second exhaust electromagnetic valve (23) is connected to the first load interface; a second input end (A4) of the second exhaust electromagnetic valve (23) is connected to the total air cylinder (3), and a second output end (A1) of the second exhaust electromagnetic valve (23) is communicated with the outside;
The second exhaust solenoid valve (23) is configured to: when the vehicle brake control system is switched to an emergency braking state, the second input end (A4) is communicated with the first output end (A3), the total air pressure of the air cylinder (3) is output to the first load interface, the second output end (A1) is communicated with the first output end (A3), and the total air pressure of the air cylinder (3) output to the first load interface is adjusted by exhausting air to the outside through the first output end (A3).
2. The vehicle brake control system according to claim 1, characterized in that the load adjustment assembly (2) is further configured to: and when the vehicle speed value is reduced to a preset speed value, controlling the air pressure output to the first load interface to be kept dynamically stable.
3. The vehicle brake control system according to claim 1, characterized in that the load adjustment assembly (2) is further configured to: when the vehicle brake control system is switched to an emergency braking state, the air pressure output to the first load interface is continuously reduced through exhaust, and the air pressure at the first load interface is inversely related to the emergency braking force output by the first pressure limiting valve (1).
4. A vehicle brake control system according to claim 3, characterized in that the load regulation assembly (2) comprises a first solenoid valve (21) and a first exhaust solenoid valve (22), the first solenoid valve (21) and the first exhaust solenoid valve (22) being arranged in series, the input of the first solenoid valve (21) being connected to the master cylinder (3), the first load interface being connected between the first solenoid valve (21) and the first exhaust solenoid valve (22);
the first exhaust solenoid valve (22) is configured to: when the vehicle brake control system is switched to an emergency braking state, the air pressure of a total air cylinder (3) output to the first load interface is adjusted to be exhausted to the outside through the first exhaust electromagnetic valve (22).
5. The vehicle brake control system according to claim 1, characterized in that it further comprises a voltage stabilizing assembly (4), an input of the voltage stabilizing assembly (4) being connected to the master cylinder (3), an output of the voltage stabilizing assembly (4) being connected to the first load interface;
when the vehicle speed value is reduced to a preset speed value, the vehicle brake control system controls the load adjusting component (2) to be cut off, controls the voltage stabilizing component (4) to adjust the air pressure of the total air cylinder (3) and outputs the air pressure to the first load interface.
6. The vehicle brake control system of claim 5, further comprising a bi-directional check valve (5), wherein the pressure stabilizing assembly (4) is connected to a first input of the bi-directional check valve (5), and wherein the load adjusting assembly (2) is connected to a second input of the bi-directional check valve (5).
7. The vehicle brake control system according to claim 5, characterized in that the pressure stabilizing assembly (4) comprises a second pressure limiting valve (41) and a first on-off solenoid valve (42), the second pressure limiting valve (41) being connected between the master cylinder (3) and the first on-off solenoid valve (42), the output of the first on-off solenoid valve (42) being connected to the first load interface through a bi-directional check valve (5).
8. The vehicle brake control system according to claim 1, characterized in that the vehicle brake control system further comprises a brake control unit (6), the brake control unit (6) being connected between the master cylinder (3) and the first pressure limiting valve (1);
the brake control unit (6) is configured to: and receiving and adjusting the air pressure output to the first pressure limiting valve (1) according to the braking force control signal.
9. The vehicle brake control system according to claim 8, characterized in that the vehicle brake control system further comprises a third pressure limiting valve (7), the third pressure limiting valve (7) being connected between the brake control unit (6) and the first pressure limiting valve (1);
the third pressure limiting valve (7) is configured to: -receiving a vehicle load pressure via a third load port of the third pressure limiting valve (7) and adjusting an air pressure to the first pressure limiting valve (1).
10. The vehicle brake control system according to claim 9, characterized in that the brake control unit (6) includes a second solenoid valve (61) and a third exhaust solenoid valve (62), the second solenoid valve (61) and the third exhaust solenoid valve (62) being arranged in series, an input of the second solenoid valve (61) being connected to a total reservoir (3), an input of the third pressure limiting valve (7) being connected between the second solenoid valve (61) and the third exhaust solenoid valve (62).
11. The vehicle brake control system according to claim 10, characterized in that the brake control unit (6) further comprises a fourth exhaust solenoid valve (63), a first input (A2) of the fourth exhaust solenoid valve (63) being connected between the second solenoid valve (61) and the third exhaust solenoid valve (62), a second input (A4) of the fourth exhaust solenoid valve (63) being connected to the total reservoir (3), a first output (A3) of the fourth exhaust solenoid valve (63) being connected to an input of the third pressure limiting valve (7), a second output (A1) of the fourth exhaust solenoid valve (63) being connected to the total reservoir (3).
12. The vehicle brake control system according to claim 1, characterized in that the first pressure limiting valve (1) is connected to a brake device (8) through a relay valve (11), a second on-off solenoid valve (12) being connected between the relay valve (11) and the first pressure limiting valve (1);
a first input end of the relay valve (11) is connected with the main air cylinder (3), an output end of the relay valve (11) is connected with the braking device (8), and a second input end of the relay valve (11) is connected with the second switch electromagnetic valve (12);
the relay valve (11) is configured to: the first compressed air from the first input of the relay valve (11) is controlled to be output to the braking device (8) in proportion to the second compressed air from the second input of the relay valve (11).
13. A vehicle brake control method applied to the vehicle brake control system according to any one of claims 1 to 12, characterized by comprising:
receiving a first control signal and determining whether an emergency braking instruction is contained in the first control signal; wherein the emergency braking command instructs a vehicle braking control system to switch to an emergency braking state;
When an emergency braking instruction is received, acquiring and determining a load pressure adjustment strategy according to a vehicle speed signal;
and continuously adjusting the air pressure output to the first load interface according to the load pressure adjustment strategy so as to dynamically adjust the emergency braking force output by the vehicle brake control system.
14. The vehicle brake control method according to claim 13, characterized in that the air pressure of the first load interface is inversely related to the emergency braking force for reducing a vehicle speed value;
the continuously adjusting the air pressure output to the first load interface according to the load pressure adjustment strategy further comprises:
continuously reducing the air pressure output to the first load interface through exhaust;
when the vehicle speed value is reduced to a preset speed value, controlling the air pressure output to the first load interface to be kept dynamically stable so as to enable the emergency braking force to be stably output.
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| CN109353369A (en) * | 2018-09-30 | 2019-02-19 | 中车长春轨道客车股份有限公司 | A kind of rail vehicle rescue braking system and control method |
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| JPH0867240A (en) * | 1994-08-30 | 1996-03-12 | Nabco Ltd | Brake device |
| JPH0867241A (en) * | 1994-08-30 | 1996-03-12 | Nabco Ltd | Brake device |
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