CN116811819A

CN116811819A - Locomotive braking control system and control method

Info

Publication number: CN116811819A
Application number: CN202310909035.6A
Authority: CN
Inventors: 任向杰; 王帅帅; 纪奕沛; 朱冠汶
Original assignee: CRRC Brake System Co Ltd
Current assignee: CRRC Brake System Co Ltd
Priority date: 2023-07-24
Filing date: 2023-07-24
Publication date: 2023-09-29

Abstract

The application provides a locomotive braking control system and a locomotive braking control method, wherein the system comprises an average pipe control module, a brake cylinder control module and total wind; when the air charging and discharging electromagnetic valve or the second relay valve of the control brake cylinder fails, multiple redundancies such as a mechanical three-way valve, an average pipe pressure, an emergency booster valve and the like can be used to realize redundancy control of the pressure of the brake cylinder.

Description

Locomotive braking control system and control method

Technical Field

The application belongs to the field of locomotive brake control, and particularly relates to a locomotive brake control system and a locomotive brake control method.

Background

Locomotive brake control systems are one of the most important core systems of a locomotive, one of the key functions of the system is to control the pressure of a brake cylinder, and the locomotive brake control system realizes the braking and relieving functions of the locomotive by controlling the pressure value of the brake cylinder. The conventional method adopted in the brake cylinder pressure control is to control the pre-control pressure through a high-frequency electromagnetic valve, and then output the brake cylinder pressure consistent with the pre-control pressure through a relay valve, so as to avoid the influence of the brake cylinder control failure on the locomotive operation, and the pre-control pressure control part which is easy to fail is usually backed up.

The existing locomotive brake control system mainly comprises a CCBII system developed by Kenoler company and a Eurotrol system developed by Faveli company, wherein the two brake control systems both adopt a mechanical air distribution valve to redundancy a brake cylinder pressure pre-control part, and the redundancy control mode greatly reduces the pressure control precision of a brake cylinder during redundancy control of mechanical valves on one hand and can not realize the pressure control of the brake cylinder during failure of a brake cylinder relay valve on the other hand.

CN111634304a discloses a locomotive brake control system and control method, comprising an average pipe control system and a brake cylinder control system, wherein the average pipe control system can compare the brake cylinder pre-control pressure and the average pipe pre-control pressure, and output a larger pressure as the average pipe pressure; the brake cylinder control system can compare the brake cylinder pre-control pressure with the average pipe pressure and output larger pressure as the brake cylinder pressure to realize braking; redundancy of both control systems can be achieved.

Disclosure of Invention

Aiming at some problems existing in the prior art, the application provides a locomotive braking control system and a locomotive braking control method; multiple redundancy can be realized, and the reliability of the system is improved.

The locomotive brake control system provided by the first aspect of the application comprises an average pipe control module, a brake cylinder control module and total wind; wherein:

the average pipe control module comprises a first inflation electromagnetic valve and a first exhaust electromagnetic valve which are connected with the total wind, and the first inflation electromagnetic valve and the first exhaust electromagnetic valve can control and output the pressure of the inputted total wind to be the required first pre-control pressure P1 through the inflation action and the exhaust action.

The average pipe control module further comprises a first relay valve and a first switching valve; wherein the first pre-control pressure P1 reaches the control port of the first relay valve; the inlet of the first relay valve is connected to the total wind, and the outlet of the first relay valve outputs the amplified first pilot pressure as the average pipe pressure PA.

The first branch PA1 of the average line pressure PA is connected by a line to a first inlet of a first two-way valve of the brake cylinder control module; the second branch PA2 of the average pipe pressure PA is connected to the inlet of said first switching valve by a pipe; the outlet of the second switching valve is capable of outputting the second branch PA2 to the first inlet of the third bi-directional valve of the brake cylinder control module.

The brake cylinder control module comprises a second inflation electromagnetic valve and a second exhaust electromagnetic valve which are connected with the total wind, and the second inflation electromagnetic valve and the second exhaust electromagnetic valve can control and output the pressure of the inputted total wind to a required second pre-control pressure P2 through inflation action and exhaust action.

The brake cylinder control module further comprises a second switching valve, a mechanical three-way valve and a first two-way valve; wherein the second pre-control pressure P2 is connected to the first inlet of the second switching valve.

The mechanical three-way valve is a mechanical valve capable of outputting a third pre-control pressure P3. A first inlet of the mechanical three-way valve is connected with a train pipe to provide a wind source; the outlet of the mechanical three-way valve is connected to the second inlet of the second switching valve to output a third pre-control pressure P3.

The second switching valve is switchable between a first inlet and a second inlet to select the second pre-control pressure P2 or the third pre-control pressure P3, the outlet of the second switching valve being connected to the second inlet of the first bi-directional valve.

The outlet of the first bi-directional valve is connected to the control port of the second relay valve to select the larger of the pressures in the first and second inlets of the first bi-directional valve as the fourth pre-control pressure P4 to be output to the control port of the second relay valve.

And an inlet of the second relay valve is connected with the total wind, and an outlet of the second relay valve is connected with a second inlet of the third bi-directional valve so as to output the amplified fourth pre-control pressure to the second inlet of the third bi-directional valve as the first brake cylinder pressure PB 1.

The outlet of the third two-way valve is connected to the brake cylinder to select the larger of the pressures in the first and second inlets of the third two-way valve as the second brake cylinder pressure PB2 to be output to the brake cylinder for braking.

In some embodiments of the application, the brake cylinder control module further includes a second two-way valve, a pressure relief valve, and an emergency pressure boost valve; wherein, the liquid crystal display device comprises a liquid crystal display device,

the outlet of the first bi-directional valve is connected to the first inlet of the second bi-directional valve to select the larger of the pressures in the first and second inlets of the first bi-directional valve as the fourth pre-control pressure P4 to output to the first inlet of the second bi-directional valve;

the inlet of the pressure reducing valve is connected to the total wind, and the outlet of the pressure reducing valve is connected to the inlet of the emergency pressure increasing valve; the outlet of the emergency booster valve outputs a fifth pre-control pressure P5 to the second inlet of the second two-way valve; the control port of the emergency booster valve is connected with the train pipe to provide a control wind source for opening or closing a pipeline between the pressure reducing valve and the second inlet of the second two-way valve so as to open or cut off the output of the fifth pre-control pressure P5;

the outlet of the second bi-directional valve is connected to the control port of the second relay valve to select the greater of the pressures in the first and second inlets of the second bi-directional valve as the sixth pre-control pressure P6 (instead of the fourth pre-control pressure P4 without the second bi-directional valve) to be output to the control port of the second relay valve.

In some embodiments of the application, the mechanical three-way valve is a selectively adjustable three-way valve; and a second inlet of the mechanical three-way valve is connected with the working air cylinder, and when the pressure of the train pipe changes, the train pipe and the working air cylinder realize dynamic balance.

In some embodiments of the present application, a first pre-control air cylinder is disposed on a pipeline where the first pre-control pressure P1 is located, and can store compressed air to provide an air source as the first pre-control pressure P1.

In some embodiments of the present application, a second pre-control air cylinder is disposed on the pipeline where the sixth pre-control pressure P6 is located, for storing compressed air, so as to provide an air source as the sixth pre-control pressure P6.

In some embodiments of the present application, an acting air cylinder is disposed on a pipeline where the third pre-control pressure P3 is located, for storing compressed air, so as to provide an air source as the third pre-control pressure P3.

In some embodiments of the application, the second switching valve is a mechanical switching valve having a control port; when the control port of the air conditioner is provided with an air source, the second pre-control pressure P2 is communicated; when the control port has no wind source, the third pre-control pressure P3 is switched to be communicated.

In some embodiments of the present application, an electric control valve for controlling the second switching valve to switch between the second pre-control pressure P2 and the third pre-control pressure P3 is disposed in the brake cylinder control module, wherein an inlet of the electric control valve is connected to the total wind, and an outlet of the electric control valve is connected to a control port of the second switching valve; wherein the electrically controlled valve is configured to: when power is obtained, the control port of the total wind and the control port of the second switching valve are communicated, so that the second switching valve is communicated with the second pre-control pressure P2; when power is lost, the control ports of the total wind and the second switching valve are cut off, so that the second switching valve is communicated with the third pre-control pressure P3.

The locomotive brake control method provided by the second aspect of the present application may adopt the locomotive brake control system described in any of the foregoing embodiments, and the locomotive brake control method includes at least one of the following three states:

(1) Normal operating state:

in the average pipe control module:

the first inflation electromagnetic valve and the first exhaust electromagnetic valve control and output the pressure of the input total wind into a required first pre-control pressure P1 through inflation action and exhaust action, the required first pre-control pressure P1 acts on a control port of the first relay valve, the total wind is input into an inlet of the first relay valve, after flow amplification, an outlet of the first relay valve outputs average pipe pressure PA, and a first branch PA1 of the average pipe pressure reaches a first inlet of a first bi-directional valve of the brake cylinder control module.

The first switching valve is in a closed state, and does not provide the first inlets of the second to third bi-directional valves PA2 to PA.

In the brake cylinder control module:

the second inflation electromagnetic valve and the second exhaust electromagnetic valve control and output the pressure of the input total wind to the required second pre-control pressure P2 through the inflation action and the exhaust action.

The electric control valve is powered on, and the total wind reaches a control port of the second switching valve, so that the second pre-control pressure P2 enters the second switching valve and reaches a second inlet of the first bi-directional valve.

The first bi-directional valve is arranged in a first branch PA1 and a second pre-control pressure P2 of average pipe pressure, a fourth pre-control pressure P4 is output to act on a control port of the second relay valve, the inlet of the second relay valve inputs total wind, and after flow amplification, the outlet of the second relay valve outputs first brake cylinder pressure PB1 to the second inlet of the third bi-directional valve.

The third two-way valve outputs the first brake cylinder pressure PB1 as the second brake cylinder pressure PB2 and reaches the brake cylinder to achieve braking.

(2) Brake cylinder control module fault status

In the average pipe control module:

the first inflation electromagnetic valve and the first exhaust electromagnetic valve control and output the pressure of the input total wind into a required first pre-control pressure P1 through inflation action and exhaust action, the pressure is acted on a control port of the first relay valve, the total wind is input into an inlet of the first relay valve, after flow amplification, an outlet of the first relay valve outputs average pipe pressure PA, and a first branch PA1 of the average pipe pressure reaches a first inlet of a first bi-directional valve of the brake cylinder control module.

The first switching valve is in a closed state and cannot provide the second branch PA2 of average line pressure to the first inlet of the third bi-directional valve.

In the brake cylinder control module:

the second pilot pressure P2 cannot be normally output from the brake cylinder control module.

The electric control valve is powered off, no wind source reaches a control port of the second switching valve, the second switching valve is switched to be connected with the mechanical three-way valve, and the mechanical three-way valve generates third pre-control pressure P3 according to pressure change of the train pipe and outputs the third pre-control pressure P3 to a second inlet of the first two-way valve.

The first two-way valve is used for taking the large value in the first branch PA1 and the third pre-control pressure P3 of the average pipe pressure, outputting the fourth pre-control pressure P4, acting on a control port of the second relay valve, inputting total wind into an inlet of the second relay valve, and outputting the first brake cylinder pressure PB1 to a second inlet of the third two-way valve from an outlet of the second relay valve after flow amplification.

(3) Second relay valve failure state

In the average pipe control module:

the first inflation electromagnetic valve and the first exhaust electromagnetic valve control and output the pressure of the input total wind to be required first pre-control pressure P1 through inflation action and exhaust action, the pressure is acted on a control port of the first relay valve, the total wind is input into an inlet of the first relay valve, and after flow amplification, the average pipe pressure PA is output from an outlet of the first relay valve.

Wherein the first branch PA1 of the average line pressure reaches the first inlet of the first two-way valve of the brake cylinder control module; the first switching valve is in an open state, providing a second branch PA2 of average line pressure to the first inlet of the third bi-directional valve.

In the brake cylinder control module:

the second relay valve malfunctions, and the first brake cylinder pressure PB1 cannot be effectively output.

The third two-way valve outputs the second branch PA2 of the average pipe pressure as the second brake cylinder pressure PB2 and to the brake cylinder to achieve braking.

In some embodiments of the application, when the brake cylinder control module has a second two-way valve, a pressure relief valve, and an emergency pressure increase valve:

for (1) normal operating conditions:

the first bi-directional valve takes a large value in the first branch PA1 and the second pilot pressure P2 of the average pipe pressure, outputting the fourth pilot pressure P4 to the first inlet of the second bi-directional valve.

When the pressure of the train pipe is reduced to the threshold value, the emergency booster valve is conducted, and the fifth pre-control pressure P5 is output to the second inlet of the second two-way valve. The second bi-directional valve is used for taking the fourth pre-control pressure P4 and the fifth pre-control pressure P5, outputting the sixth pre-control pressure P6, acting on a control port of the second relay valve, inputting total wind into an inlet of the second relay valve, and outputting the first brake cylinder pressure PB1 to a second inlet of the third bi-directional valve from an outlet of the second relay valve after flow amplification.

When the pressure of the train pipe is higher than the threshold value, the emergency booster valve is in a closed state; at this time, the second bi-directional valve only acquires the fourth pilot pressure P4, outputs the sixth pilot pressure P6, and acts on the control port of the second relay valve, the inlet of the second relay valve inputs the total wind, and after the flow is amplified, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third bi-directional valve.

For (2) brake cylinder control module failure state:

the first bi-directional valve takes a large value in the first branch PA1 and the third pilot pressure P3 of the average line pressure, outputting the fourth pilot pressure P4 to the first inlet of the second bi-directional valve.

Compared with the prior art, the application has the beneficial effects that: according to the locomotive brake control system provided by at least one embodiment of the application, when the air charging and discharging electromagnetic valve or the second relay valve of the control brake cylinder fails, multiple redundancies such as a mechanical three-way valve, an average pipe pressure, an emergency booster valve and the like can be used, so that redundant control of the pressure of the brake cylinder is realized.

Drawings

FIG. 1 is a schematic diagram of one embodiment in a normal operating state;

FIG. 2 is a schematic diagram of an embodiment of a brake cylinder control module in a fault condition;

FIG. 3 is a schematic diagram of an embodiment in a second relay valve failure state;

numbering in the figures: 1 an average pipe control module, a first inflation electromagnetic valve, a first exhaust electromagnetic valve, a first relay valve, a first switching valve and a first pre-control air cylinder, wherein the first relay valve, the first switching valve and the first pre-control air cylinder are respectively arranged in the first air charging electromagnetic valve, the first air discharging electromagnetic valve, the first relay valve, the first switching valve and the first pre-control air cylinder; the brake cylinder control module comprises a brake cylinder control module, a second inflation electromagnetic valve, a second exhaust electromagnetic valve, a second switching valve, a mechanical three-way valve, a first two-way valve, a working cylinder, an acting cylinder, an electric control valve, a second two-way valve, a pressure reducing valve, an emergency pressure increasing valve, a second relay valve, a second pre-control cylinder, a third two-way valve and a brake cylinder, wherein the brake cylinder control module comprises a brake cylinder control module, a second inflation electromagnetic valve, a second exhaust electromagnetic valve, a second switching valve, a mechanical three-way valve, a first two-way valve, a working cylinder, an electric control valve, a second two-way valve, a pressure reducing valve, a second emergency pressure increasing valve, a second relay valve, a second pre-control cylinder, a third two-way valve and a brake cylinder, and a brake cylinder; 3 total wind; 4 train pipes.

Detailed Description

The following detailed description of the present application is provided in connection with specific embodiments, however, it should be understood that elements, structures, and features of one embodiment may be beneficially incorporated in other embodiments without further recitation.

In the description of the present application, it should be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature.

In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "connected," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present application will be understood in specific cases by those of ordinary skill in the art.

The relay valve has a flow amplifying function, and the air source is provided through the inlet, so that the pressure of the output gas of the outlet is consistent with the pressure provided by the control port. The two-way valve has the function of comparing and selecting pressure, can automatically compare the pressure of two inlets, and selects the pressure with high pressure to output from an outlet. The relay valve and the two-way valve are mechanical valves, and can effectively cope with the power failure state.

A first embodiment of the present application provides a locomotive brake control system, as shown in fig. 1-3, comprising an average pipe control module 1, a brake cylinder control module 2, and a total wind 3. Wherein:

(1) Average pipe control module

The average pipe control module 1 comprises a first inflation electromagnetic valve 101 and a first exhaust electromagnetic valve 102 which are connected with the total wind 3, and can control and output the pressure of the inputted total wind 3 to the required first pre-control pressure P1 through the inflation action and the exhaust action. The arrangement of the total wind, the first air charging electromagnetic valve and the first air discharging electromagnetic valve belongs to the conventional technical scheme in the field, and can be realized by adopting the technical scheme in the prior art, for example, adopting the first total wind, the first electromagnetic valve and the second electromagnetic valve in CN 111634304A.

The average pipe control module 1 further comprises a first relay valve 103 and a first switching valve 104. The first pilot pressure P1 is connected to the control port of the first relay valve 103, the inlet of the first relay valve 103 is connected to the total wind 3, and the outlet thereof outputs the amplified first pilot pressure as the average pipe pressure PA. The first branch PA1 of the average line pressure PA is connected by a line to a first inlet of a first two-way valve 205 of the brake cylinder control module 2; the second branch PA2 of the average line pressure PA (as a backup) is connected by a line to the inlet of said first switching valve 104; when the first switching valve 104 is opened, the second branch PA2 output through the outlet of the first switching valve 104 reaches the first inlet of the third two-way valve 214 of the brake cylinder control module 2. The first switching valve 104 may be a solenoid valve, and is opened when power is applied and closed when power is lost.

The first pre-control pressure P1 is further provided with a first pre-control air cylinder 105, and the first pre-control air cylinder 105 can store compressed air to provide a wind source as the first pre-control pressure P1.

(2) Brake cylinder control module

The brake cylinder control module 2 includes a second charging solenoid valve 201 and a second discharging solenoid valve 202 connected to the total wind 3, both of which can control the pressure of the inputted total wind 3 to be the required second pre-control pressure P2 by the charging action and the discharging action. The arrangement of the total wind, the second air charging electromagnetic valve and the second air discharging electromagnetic valve also belongs to the conventional technical scheme in the field, and can also be realized by adopting the technical scheme in the prior art, such as the second total wind, the third electromagnetic valve and the fourth electromagnetic valve in CN 111634304A.

The brake cylinder control module 2 further comprises a second switching valve 203, a mechanical three-way valve 204 and a first two-way valve 205. Wherein the second pre-control pressure P2 is connected to the first inlet of the second switching valve 203.

The mechanical three-way valve 204 is a mechanical valve capable of outputting a third pilot pressure P3, which is a selectively adjustable three-way valve.

The working principle of the adjustable three-way valve is that the direction and the size of a fluid channel are changed by changing the position of a valve core. The spool may change its position by manual means or automatic control. If an increased flow is desired, the valve element will move toward the inlet, making it easier for fluid to pass through the flow passage. Conversely, if a reduction in flow is desired, the valve element will move toward the outlet, covering a portion of the conduit, reducing the flow.

A first inlet of the mechanical three-way valve 204 is connected to a train pipe 4 (also called a brake pipe) from which a wind source is provided; the second inlet of the mechanical three-way valve 204 is connected with the working air cylinder 206, and when the pressure of the train pipe 4 changes, the train pipe 4 and the working air cylinder 206 realize dynamic balance. The outlet of the mechanical three-way valve 204 is connected to the second inlet of the second switching valve 203 to output the third pre-control pressure P3.

An acting air cylinder 207 may be further disposed on the pipeline where the third pre-control pressure P3 is located, for storing compressed air, so as to provide an air source as the third pre-control pressure P3.

The mechanical three-way valve 204 charges the working reservoir 206 with the pressure of the train pipe 4. When the pressure of the train pipe 4 drops, the pressure of the working air cylinder 206 is communicated with the working air cylinder 207, and the working air cylinder 207 is controlled to generate corresponding pressure. When the train is depressurized, the mechanical three-way valve 204 outputs the train pipe pressure control to the required third pre-control pressure P3.

The first inlet of the second switching valve 203 is connected to the second pre-control pressure P2, the second inlet thereof is connected to the third pre-control pressure P3, and the outlet thereof is connected to the second inlet of the first bi-directional valve 205; for switching connection of the second pilot pressure P2 or the third pilot pressure P3 and outputting to the second inlet of the first bi-directional valve 205.

In one embodiment, the second switching valve 203 is a mechanical switching valve with a control port, and when the control port has a wind source, the second pre-control pressure P2 is communicated; when the control port has no wind source, the third pre-control pressure P3 is switched to be communicated. More specifically, the brake cylinder control module 2 is further provided therein with an electric control valve 208 for controlling the second switching valve 203 to switch between the second pre-control pressure P2 (first inlet) and the third pre-control pressure P3 (second inlet), wherein an inlet of the electric control valve 208 is connected to the total wind 3, and an outlet thereof is connected to a control port of the second switching valve 203. When the electric control valve 208 is powered on, the total wind 3 is communicated with the control port of the second switching valve 203, so that the first inlet of the second switching valve 203 is communicated with the second pre-control pressure P2 and is output to the first bi-directional valve 205; when the electric control valve 208 is powered off, the total wind 3 and the control port of the second switching valve 203 are cut off, so that the second inlet of the second switching valve 203 is communicated with the third pre-control pressure P3 and output to the first bi-directional valve 205. I.e. when power is lost, the second switching valve 203 will automatically switch to communicate with its second inlet.

As previously described, a first inlet of the first bi-directional valve 205 is connected to the outlet of the first relay valve 103 (i.e., to the first branch PA1 of the average line pressure PA), and a second inlet of the first bi-directional valve 205 is connected to the outlet of the second switching valve 203. Further, the outlet of the first bi-directional valve 205 is connected to the first inlet of the second bi-directional valve 209 to select the greater of the pressures in the first and second inlets of the first bi-directional valve 205 as the fourth pre-control pressure P4 (i.e., P4 is the greater of the pressures in PA1 and P2, or P4 is the greater of the pressures in PA1 and P3) to be output to the first inlet of the second bi-directional valve 209.

As an emergency means, the brake cylinder control module 2 is further provided with a pressure reducing valve 210 and an emergency pressure increasing valve 211; wherein an inlet of the pressure reducing valve 210 is connected to the total wind 3 and an outlet thereof is connected to an inlet of the emergency pressure increasing valve 211; the outlet of the emergency pressure increasing valve 211 outputs a fifth pilot pressure P5 to the second inlet of the second bi-directional valve 209; the control port of the emergency pressure increasing valve 211 is controlled by the wind source from the train pipe 4 to open or close the line between the pressure reducing valve 210 to the second inlet of the second bi-directional valve 209 to open or shut off the output of the fifth pre-control pressure P5. When the pressure of the wind source of the train pipe 4 is sufficient, the emergency pressure increasing valve 211 is controlled to be in a closed state; when the pressure of the wind source of the train pipe falls to the threshold value, the emergency pressure increasing valve 211 is controlled to be in an open state so that the wind source from the pressure reducing valve 210 reaches the second two-way valve 209 as the fifth pre-control pressure P5.

As previously described, a first inlet of the second bi-directional valve 209 is connected to the outlet of the first bi-directional valve 205 and a second inlet of the second bi-directional valve 209 is connected to the outlet of the emergency boost valve 211; further, the outlet of the second bi-directional valve 209 is connected to the control port of the second relay valve 212; the larger of the pressures in the first and second inlets of the second two-way valve 209 is selected as the sixth pre-control pressure P6 (i.e., P6 is the larger of the pressures P4 and P5) to be output to the control port of the second relay valve 212. A second pilot reservoir 213 may also be disposed on the pipeline at which the sixth pilot pressure P6 is located, for storing compressed air, so as to provide a wind source as the sixth pilot pressure P6.

The inlet of the second relay valve 212 is connected to the total wind 3, and the outlet thereof is connected to the second inlet of the third bi-directional valve 214, so as to output the amplified sixth pre-control pressure as the first brake cylinder pressure PB1 to the second inlet of the third bi-directional valve 214. The first inlet of the third bi-directional valve 214 is connected to the outlet of the first switching valve 104 (i.e., the second branch PA2 of the average pipe pressure PA), and the outlet of the third bi-directional valve 214 is connected to the brake cylinder 215 to select the larger of the first and second inlets of the third bi-directional valve 214 as the second brake cylinder pressure PB2 (i.e., the larger of PB2 is PB1 and PA 2) to output to the brake cylinder for braking.

It should be understood that the total wind in the present application may refer to the same total wind, or may refer to the total wind from a total wind tank (e.g., branches of the total wind) at different locations. The control system of the present application may also be provided with a plurality of sensors, particularly pressure sensors, for measuring the pressure at different locations, for increasing or decreasing the pressure, or for early warning, etc., as will be appreciated by those skilled in the art. In addition, various electrically controlled valves in the present application, such as various solenoid valves, etc., which are powered on or powered off, etc., and various sensors as described above may be controlled by a control unit, which may employ various processors capable of satisfying the conditions, such as CPU, PLC, etc., to achieve the above functions by programming, which is a conceivable conventional control means, as will be understood by those skilled in the art.

A second embodiment of the present application provides a locomotive brake control method, using the locomotive brake control system according to any of the preceding embodiments, including at least one of the following states:

(1) Normal operating state (as shown in fig. 1):

in the average pipe control module:

The first inflation solenoid valve 101 and the first deflation solenoid valve 102 control and output the pressure of the input total wind 3 to the required first pre-control pressure P1 through the inflation action and the deflation action, and output to the first pre-control reservoir 105.

The first pilot pressure P1 also acts on the control port of the first relay valve 103, the inlet of the first relay valve 103 inputs the total wind 3, after flow amplification, the outlet of the first relay valve 103 outputs an average pipe pressure PA, and the first branch PA1 of the average pipe pressure reaches the first inlet of the first bi-directional valve 205 of the brake cylinder control module 2.

The first switching valve 104 is de-energized and in a closed state, the second branch PA2 to the third bi-directional valve 214, which does not provide an average line pressure.

In the brake cylinder control module:

the second charging solenoid valve 201 and the second discharging solenoid valve 202 control and output the pressure of the inputted total wind 3 to the required second pre-control pressure P2 through the charging action and the discharging action.

The electrically controlled valve 208 is powered and the total wind 3 reaches the control port of the second switching valve 203 such that said second pre-control pressure P2 enters the second switching valve 203 and reaches the second inlet of the first bi-directional valve 205.

The first bi-directional valve 205 takes a large value in the first branch PA1 and the second pilot pressure P2 of the average line pressure and outputs the fourth pilot pressure P4 to the first inlet of the second bi-directional valve 209.

When the pressure of the train pipe 4 decreases to the threshold value, the emergency pressure increasing valve 211 is turned on, outputting the fifth pre-control pressure P5 to the second inlet of the second bi-directional valve 209. The second bi-directional valve 209 is set to be larger than the fourth pilot pressure P4 and the fifth pilot pressure P5, and outputs a sixth pilot pressure P6 to the second pilot reservoir 213.

When the pressure of the train pipe 4 is higher than the threshold value, the emergency pressure increasing valve 211 is in a closed state; at this time, the second bi-directional valve 209 acquires only the fourth pilot pressure P4 and outputs the sixth pilot pressure P6 to the second pilot reservoir 213.

The sixth pilot pressure P6 also acts on the control port of the second relay valve 212, the inlet of the second relay valve 212 inputs the total wind 3, and after the flow is amplified, the outlet of the second relay valve 212 outputs the first brake cylinder pressure PB1 to the second inlet of the third bi-directional valve 214.

The third two-way valve 214 outputs the first brake cylinder pressure PB1 as the second brake cylinder pressure PB2, and reaches the brake cylinder 215 to achieve braking.

(2) Brake cylinder control module failure state (as shown in FIG. 2)

When a failure occurs in the brake cylinder control module, for example, the second charging solenoid valve 201, the second discharging solenoid valve 202 fails, or the brake cylinder is deenergized, etc.

In the average pipe control module:

The first switching valve 104 is de-energized and in a closed state, failing to provide the second branch PA2 to the third bi-directional valve 214 of average line pressure.

In this embodiment, the operation mode of the average pipe control module is similar to or the same as the operation mode of the average pipe control module in the normal operation state.

In the brake cylinder control module:

the second pre-control pressure P2 cannot be normally output due to the failure of the second charging solenoid valve 201 and the second discharging solenoid valve 202.

At this time, the electric control valve 208 is powered off, no wind source reaches the control port of the second switching valve 203, so that the second switching valve 203 is switched to be connected with the mechanical three-way valve 204, and the mechanical three-way valve 204 generates the third pre-control pressure P3 according to the pressure change of the train pipe 4 and outputs the third pre-control pressure P3 to the second inlet of the first two-way valve 205.

The first bi-directional valve 205 takes a large value in the first branch PA1 and the third pilot pressure P3 of the average line pressure, outputting the fourth pilot pressure P4 to the first inlet of the second bi-directional valve 209.

In this case, the average pipe control module may continue to provide the first branch PA1 of average pipe pressure; meanwhile, the mechanical three-way valve 204 may also output the third pre-control pressure P3, so that double insurance may be realized.

(3) Second relay valve failure state (as shown in FIG. 3)

When the second relay valve 212 fails, the sixth pre-control pressure P6 cannot be output as the first brake cylinder pressure PB1, and at this time, the average pipe control module 1 controls the first switching valve 104 to be powered on, and directly outputs the second branch PA2 of the average pipe pressure to the third bi-directional valve 214 to provide the brake cylinder pressure. The specific implementation is as follows:

in the average pipe control module:

The first pre-control pressure P1 also acts on the control port of the first relay valve 103, the inlet of the first relay valve 103 inputs the total wind 3, and after the flow is amplified, the outlet of the first relay valve 103 outputs the average pipe pressure PA.

Wherein the first branch PA1 of the average line pressure reaches the first inlet of the first two-way valve 205 of the brake cylinder control module 2. The first switching valve 104 is powered on and in an open state, providing the second branch PA2 of average line pressure to the first inlet of the third bi-directional valve 214.

In the brake cylinder control module:

The second relay valve 212 malfunctions, and the first brake cylinder pressure PB1 cannot be effectively output.

The third two-way valve 214 outputs the second branch PA2 of the average pipe pressure as the second brake cylinder pressure PB2 and to the brake cylinder 215 to achieve braking.

The order of the steps in the present embodiment is merely a description order, and in actual operation, the order may be adjusted according to actual requirements, so the description order does not constitute an absolute limitation of the present application.

The present embodiment can at least realize the following functions by the system setting and the control setting described above:

(1) When the second charging and second discharging solenoid valves in the brake cylinder control module have pressure control faults, the first branch PA1 of the average pipe pressure can be automatically switched to perform redundancy control, and the mechanical three-way valve 204 can also be automatically switched to perform redundancy control.

(2) In the brake cylinder control module, the electric control valve 208 is powered on when working normally, and is powered off when working redundantly; when the brake cylinder control module is powered off, the redundant control of the pressure of the brake cylinder by the mechanical three-way valve can be realized.

(3) The emergency pressure increasing valve 211 controls the wind source to use the train pipe pressure, and when the train pipe pressure is exhausted, the emergency pressure increasing valve 211 automatically conducts and outputs the fifth pre-control pressure P5 to the second bidirectional valve 209 so as to provide the pre-control pressure for the brake cylinder control module.

(4) When the second relay valve 212 fails, the sixth pilot pressure P6 cannot be outputted as the first brake cylinder pressure PB1, and the first switching valve 104 is controlled to be electrified by the average pipe control module, and the branch pressure of the average pipe is directly outputted to the brake cylinder to provide the brake cylinder pressure.

(5) According to the application, functional modules are processed in a partitioning manner, the brake cylinder control module is used for controlling the related functions of the brake cylinder pressure, and the average pipe control module is used for controlling the average pipe pressure. When one module fails, the other functional module performs redundant control, and the braking system is normally used, so that the usability of the system is improved. When one module fails, after the maintenance condition is met, the corresponding module is replaced, so that the maintainability of the system is improved.

The above embodiments are merely illustrative of the preferred embodiments of the present application and are not intended to limit the scope of the present application, and various modifications and improvements made by those skilled in the art to the technical solution of the present application should fall within the protection scope defined by the claims of the present application without departing from the spirit of the design of the present application.

Claims

1. The locomotive braking control system is characterized by comprising an average pipe control module, a brake cylinder control module and total wind; wherein:

The average pipe control module comprises a first inflation electromagnetic valve and a first exhaust electromagnetic valve which are connected with the total wind, and the first inflation electromagnetic valve and the first exhaust electromagnetic valve can control and output the pressure of the inputted total wind to a required first pre-control pressure P1 through inflation action and exhaust action;

the average pipe control module further comprises a first relay valve and a first switching valve; wherein the first pre-control pressure P1 reaches the control port of the first relay valve; the inlet of the first relay valve is connected to the total wind, and the outlet of the first relay valve outputs the amplified first pre-control pressure as an average pipe pressure PA; the first branch PA1 of the average line pressure PA is connected by a line to a first inlet of a first two-way valve of the brake cylinder control module; the second branch PA2 of the average pipe pressure PA is connected to the inlet of said first switching valve by a pipe; the outlet of the second switching valve is capable of outputting the second branch PA2 to the first inlet of the third two-way valve of the brake cylinder control module;

the brake cylinder control module comprises a second inflation electromagnetic valve and a second exhaust electromagnetic valve which are connected with the total wind, and the second inflation electromagnetic valve and the second exhaust electromagnetic valve can control and output the pressure of the inputted total wind to a required second pre-control pressure P2 through inflation action and exhaust action;

The brake cylinder control module further comprises a second switching valve, a mechanical three-way valve and a first two-way valve; wherein the second pilot pressure P2 is connected to the first inlet of the second switching valve;

the mechanical three-way valve is a mechanical valve capable of outputting a third pre-control pressure P3; a first inlet of the mechanical three-way valve is connected with a train pipe to provide a wind source; the outlet of the mechanical three-way valve is connected to the second inlet of the second switching valve to output a third pre-control pressure P3;

the second switching valve is configured to be switchable between its first and second inlets to select the second or third pilot pressure P2, P3, the outlet of the second switching valve being connected to the second inlet of the first bi-directional valve;

the outlet of the first bi-directional valve is connected to the control port of the second relay valve to select the larger of the pressures in the first inlet and the second inlet of the first bi-directional valve as the fourth pre-control pressure P4 to be output to the control port of the second relay valve;

the inlet of the second relay valve is connected with total wind, and the outlet of the second relay valve is connected with the second inlet of the third bi-directional valve so as to output the amplified fourth pre-control pressure as the first brake cylinder pressure PB1 to the second inlet of the third bi-directional valve;

2. The locomotive brake control system of claim 1, wherein the brake cylinder control module further comprises a second two-way valve, a pressure relief valve, and an emergency pressure boost valve; wherein, the liquid crystal display device comprises a liquid crystal display device,

the inlet of the pressure reducing valve is connected to the total wind, and the outlet of the pressure reducing valve is connected to the inlet of the emergency pressure increasing valve; the outlet of the emergency booster valve outputs a fifth pre-control pressure P5 to the second inlet of the second two-way valve; the control port of the emergency booster valve is connected with the train pipe to provide a control wind source for opening or closing the emergency booster valve;

the outlet of the second bi-directional valve is connected to the control port of the second relay valve to select the larger of the pressures in the first and second inlets of the second bi-directional valve as the sixth pre-control pressure P6 to be output to the control port of the second relay valve.

3. The locomotive brake control system of claim 2, wherein the mechanical three-way valve is a selectively adjustable three-way valve; and a second inlet of the mechanical three-way valve is connected with the working air cylinder, and when the pressure of the train pipe changes, the train pipe and the working air cylinder realize dynamic balance.

4. A locomotive brake control system according to any one of claims 1-3 wherein the second switching valve is a mechanical switching valve having a control port; when the control port of the air conditioner is provided with an air source, the second pre-control pressure P2 is communicated; when the control port has no wind source, the third pre-control pressure P3 is switched to be communicated.

5. A locomotive brake control system according to any one of claims 1-3, wherein an electrically controlled valve is provided in the brake cylinder control module for controlling the second switching valve to switch between the second pre-control pressure P2 and the third pre-control pressure P3; the inlet of the electric control valve is connected with the total wind, and the outlet of the electric control valve is connected with the control port of the second switching valve; wherein the electrically controlled valve is configured to: when power is obtained, the control port of the total wind and the control port of the second switching valve are communicated, so that the second switching valve is communicated with the second pre-control pressure P2; when power is lost, the control ports of the total wind and the second switching valve are cut off, so that the second switching valve is communicated with the third pre-control pressure P3.

6. A locomotive brake control system according to any one of claims 1-3 wherein a first pilot reservoir is provided on the line at which the first pilot pressure P1 is located, capable of storing compressed air to provide a source of air as the first pilot pressure P1.

7. A locomotive brake control system according to claim 2 or claim 3 wherein a second pre-control reservoir is provided in the line at which the sixth pre-control pressure P6 is located for storing compressed air to provide a source of air as the sixth pre-control pressure P6.

8. A locomotive brake control system according to any one of claims 1-3 wherein an active reservoir is provided in the line at which the third pre-control pressure P3 is located for storing compressed air to provide a source of air as the third pre-control pressure P3.

9. A method of locomotive brake control employing the locomotive brake control system of any one of claims 1-8, the method comprising at least one of the following three conditions:

(1) Normal operating state:

in the average pipe control module:

the first inflation electromagnetic valve and the first exhaust electromagnetic valve control and output the pressure of the input total wind to be required first pre-control pressure P1 through inflation action and exhaust action, the pressure is acted on a control port of the first relay valve, the total wind is input into an inlet of the first relay valve, and after the flow is amplified, the average pipe pressure PA is output from an outlet of the first relay valve; the first branch PA1 of the average line pressure reaches the first inlet of the first two-way valve of the brake cylinder control module;

The first switching valve is in a closed state, and does not provide the first inlets of the second branch PA2 to the third two-way valve of the average pipe pressure;

in the brake cylinder control module:

the second inflation electromagnetic valve and the second exhaust electromagnetic valve control and output the pressure of the input total wind to a required second pre-control pressure P2 through inflation action and exhaust action;

the total wind reaches a control port of the second switching valve, so that the second pre-control pressure P2 enters the second switching valve and reaches a second inlet of the first bi-directional valve;

the first two-way valve is used for taking the large value in a first branch PA1 and a second pre-control pressure P2 of the average pipe pressure, outputting a fourth pre-control pressure P4 and acting on a control port of the second relay valve; the inlet of the second relay valve inputs total wind, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third bi-directional valve;

the third bi-directional valve outputs the first brake cylinder pressure PB1 as the second brake cylinder pressure PB2 and reaches the brake cylinder to realize braking;

(2) Brake cylinder control module fault status

In the average pipe control module:

the first inflation electromagnetic valve and the first exhaust electromagnetic valve control and output the pressure of the input total wind into a required first pre-control pressure P1 through inflation action and exhaust action, the required first pre-control pressure P1 acts on a control port of the first relay valve, the total wind is input into an inlet of the first relay valve, after the flow is amplified, an average pipe pressure PA is output from an outlet of the first relay valve, and a first branch PA1 of the average pipe pressure reaches a first inlet of a first bi-directional valve of the brake cylinder control module;

The first switching valve is in a closed state, and cannot provide the first inlets of the second branch PA2 to the third two-way valve with average pipe pressure;

in the brake cylinder control module:

the brake cylinder control module cannot normally output a second pre-control pressure P2;

no wind source reaches a control port of the second switching valve, so that the second switching valve is switched to be connected with a mechanical three-way valve, and the mechanical three-way valve generates third pre-control pressure P3 according to pressure change of a train pipe and outputs the third pre-control pressure P3 to a second inlet of the first two-way valve;

the first two-way valve is used for taking the large value in the first branch PA1 and the third pre-control pressure P3 of the average pipe pressure, outputting the fourth pre-control pressure P4 and acting on a control port of the second relay valve; the inlet of the second relay valve inputs total wind, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third bi-directional valve;

(3) Second relay valve failure state

In the average pipe control module:

the first inflation electromagnetic valve and the first exhaust electromagnetic valve control and output the pressure of the input total wind to be required first pre-control pressure P1 through inflation action and exhaust action, the pressure is acted on a control port of the first relay valve, the total wind is input into an inlet of the first relay valve, and after the flow is amplified, the average pipe pressure PA is output from an outlet of the first relay valve; wherein the first branch PA1 of the average line pressure reaches the first inlet of the first two-way valve of the brake cylinder control module; the first switching valve is in an open state, and provides a second branch PA2 of average pipe pressure to a first inlet of a third two-way valve;

In the brake cylinder control module:

the second relay valve malfunctions, and the first brake cylinder pressure PB1 cannot be effectively output; at this time, the third two-way valve outputs the second branch PA2 of the average pipe pressure as the second brake cylinder pressure PB2 and reaches the brake cylinder to achieve braking.

10. The locomotive brake control method of claim 9, wherein when the brake cylinder control module has a second two-way valve, a pressure relief valve, and an emergency pressure boost valve:

for (1) normal operating conditions:

the first bi-directional valve takes a large value in a first branch PA1 and a second pre-control pressure P2 of average pipe pressure and outputs a fourth pre-control pressure P4 to a first inlet of the second bi-directional valve;

when the pressure of the train pipe is reduced to the threshold value, the emergency booster valve is conducted, and a fifth pre-control pressure P5 is output to a second inlet of the second two-way valve; the second bi-directional valve takes a large value in the fourth pre-control pressure P4 and the fifth pre-control pressure P5, outputs a sixth pre-control pressure P6 and acts on a control port of the second relay valve; the inlet of the second relay valve inputs total wind, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third bi-directional valve;

when the pressure of the train pipe is higher than the threshold value, the emergency booster valve is closed; at this time, the second bi-directional valve acquires only the fourth pilot pressure P4, outputs the sixth pilot pressure P6, and acts on the control port of the second relay valve; the inlet of the second relay valve inputs total wind, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third bi-directional valve;

For (2) brake cylinder control module failure state:

the first bi-directional valve takes a large value in a first branch PA1 and a third pre-control pressure P3 of average pipe pressure and outputs a fourth pre-control pressure P4 to a first inlet of the second bi-directional valve;

when the pressure of the train pipe is higher than the threshold value, the emergency booster valve is closed; at this time, the second bi-directional valve acquires only the fourth pilot pressure P4, outputs the sixth pilot pressure P6, and acts on the control port of the second relay valve; the inlet of the second relay valve inputs total wind, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third bi-directional valve.