WO2023221414A1 - Emergency brake control system and method - Google Patents

Abstract

The present application relates to an emergency brake control system and method. The system comprises a main gas channel portion and a brake control portion. The main gas channel portion comprises a brake air storage cylinder, a relay valve and a brake cylinder, which are sequentially connected by means of a gas channel. The brake control portion comprises a first brake control portion and a second brake control portion, wherein the first brake control portion comprises a first control gas channel capable of being inflated and deflated; the second brake control portion comprises a second control gas channel capable of being inflated and deflated, and an empty and loaded vehicle valve; the second control gas channel is connected to a control port of the empty and loaded vehicle valve; and an air outlet of the first control gas channel or of the empty and loaded vehicle valve is connected to a control port of the relay valve.

Description

Emergency braking control system and method

This application claims priority to the Chinese patent application filed with the China Patent Office on May 18, 2022, with the application number 202210538459.1 and the invention title "Emergency Braking Control System and Method", the entire content of which is incorporated into this application by reference. .

Technical field

This application relates to an emergency braking control system and method, which belongs to the field of train control.

Background technique

The commonly used braking methods of high-speed EMU braking control devices in the prior art can be controlled according to the adhesion curve, but the emergency braking force control methods are all segmented, divided into two or three sections, and cannot fully utilize the wheel-rail adhesion. , the emergency braking distance is longer. For example, the emergency braking distance of a high-speed EMU with a speed of 350km/h is 6500m. In an emergency, the braking distance is larger. With the development of urban clusters, intercity EMUs that meet the commuting requirements between cities are becoming more and more popular among cities. Intercity EMUs have the characteristics of high-speed operation, frequent starts and stops, and short braking distance requirements. The frequent starts and stops of trains put forward higher requirements for the braking performance of trains. The initial speed of 200km/h needs to meet the short emergency braking distance. The current emergency braking control method can no longer meet the short emergency braking of intercity EMUs. Distance needs.

Contents of the invention

The purpose of this application is to provide an emergency braking control system and method that can better linearly control according to the speed-adhesion curve during emergency braking, and can effectively shorten the emergency braking distance.

The first aspect of this application provides an emergency braking control system, which includes a main air path part and a brake control part, wherein,

The main air circuit part includes a brake air storage cylinder, a relay valve and a brake cylinder that are connected in sequence through the air circuit;

The brake control part includes a first brake control part and a second brake control part; wherein,

The first brake control part includes a first control air path capable of charging and exhausting;

The second brake control part includes a second control air path capable of charging and exhausting and an empty and heavy vehicle valve, and the second control air path is connected to the control port of the empty and heavy vehicle valve; and

The first control air path or the air outlet of the empty and heavy vehicle valve is connected to the control port of the relay valve.

Optionally, the first control air line is connected to the first inlet of the emergency valve, and the air outlet of the empty and heavy vehicle valve is connected to the second inlet of the emergency valve; the emergency valve can switch between the first inlet and the second inlet, and the emergency valve can switch between the first inlet and the second inlet. The air outlet of the valve is connected to the control port of the relay valve.

Optionally, the first brake control part further includes a first charging valve and a first exhaust valve, and the first control air path is located between the air outlet of the first charging valve and the air inlet of the first exhaust valve; The air inlet of the first charging valve is connected to the brake air storage cylinder through a pressure reducing valve; the first exhaust valve is also connected to the atmosphere and can connect the first control air path and the atmosphere to exhaust air; the first control A first pressure sensor for detecting pressure is provided on the air path.

Optionally, the first brake control part also includes a third solenoid valve disposed between the first charging valve and the first control air path, and a two-position three-way solenoid valve is selected between the air outlet of the first charging valve and Switching between atmospheres can connect the atmosphere and the first control air path.

Optionally, a second pressure sensor for detecting pressure is provided on the second control air path; the second brake control part selects one of the following methods:

(1) The second brake control part includes a first charging and exhausting valve, a first control valve and an empty vehicle valve; wherein, the air outlet of the first charging and exhausting valve is connected to the air inlet of the first control valve, and the A charging and exhausting valve is also connected to the atmosphere to switch between the atmosphere and the air inlet of the first charging and exhausting valve; the air outlet of the first control valve is connected to the control port of the empty and heavy vehicle valve through the second control air line;

(2) The second brake control part includes a second control valve, a second charging and exhausting valve and an empty vehicle valve; wherein, the air outlet of the second control valve is connected to the air inlet of the second charging and exhausting valve, and the second The second charging and exhausting valve is also connected to the atmosphere to switch between the atmosphere and the air outlet of the second control valve; the air outlet of the second charging and exhausting valve is connected to the control port of the empty and heavy vehicle valve through the second control air line;

(3) The second brake control part includes a second charging valve, a second exhaust valve and an empty vehicle valve; wherein the first end of the second control air path is located between the second charging valve and the second exhaust valve. the second end of the second control air path is connected to the control port of the empty and heavy vehicle valve; the second exhaust valve is also connected to the atmosphere and can connect the second control air path and the atmosphere for exhaust.

Optionally, the circuits of the first brake control part and the second brake control part are set independently of each other; when the second brake control part loses power, the second control air circuit is in a pressure maintaining state, locking the vehicle load at the previous moment , to output the corresponding second control pressure.

Optionally, a filter for filtering brake air is provided between the brake air storage cylinder and the relay valve; a pressure reducing valve is provided between the filter and the brake control part; the air outlet of the pressure reducing valve can respectively Connect the first control air line and the second control air line, and connect the air inlet of the empty and heavy vehicle valve.

Optionally, a pressure reducing valve is provided between the brake air storage cylinder and the brake control part; the air outlet of the pressure reducing valve is respectively connected to the air inlet of the first charging valve, the air inlet of the first charging and exhausting valve or the third air inlet. The air inlet of the second control valve or the air inlet of the second charging valve, and the air inlet of the empty and heavy vehicle valve.

Optionally, a third pressure sensor for detecting pressure is provided on the air path between the emergency valve and the relay valve control port.

Optionally, an anti-slip valve is provided between the relay valve and the brake cylinder, and a fourth pressure sensor for detecting pressure is provided between the relay valve and the anti-slip valve.

Optionally, the emergency braking control system also includes a detection unit and a control unit, wherein the detection unit includes the first pressure sensor, the second pressure sensor, the third pressure sensor, the fourth pressure sensor and the air spring for collecting A fifth pressure sensor for load pressure; the control unit can perform braking calculations and control the braking control unit based on the braking instructions and the data collected by the detection unit.

The control unit includes at least one processor, a memory and at least one program, wherein the at least one program is stored in the memory and configured to be executed by the at least one processor. The program can at least perform braking calculations and control the braking control unit based on the braking instructions and the data collected by the detection unit.

The second aspect of this application provides an emergency braking control method, which includes:

(1) When the vehicle is in a non-braking state:

The control unit controls the first control air path to connect to the atmosphere, thereby outputting a first control pressure with a value of zero to the first inlet of the emergency valve;

The control unit calculates the required second control pressure based on the braking command and the air spring load pressure collected in real time by the detection unit, and controls the charging and exhausting of the second control air path to achieve the required second control pressure. The air circuit maintains pressure and outputs the second control pressure to the second inlet of the emergency valve;

The emergency valve is connected to the first inlet and outputs the first control pressure with a value of zero to the relay valve control port so that the vehicle is in a non-braking state; at this time, the second control pressure is in a standby state;

(2) When the control unit receives the braking command, it determines whether it is the normal braking mode or the emergency braking mode;

(2.1) When the vehicle is in normal braking mode:

The control unit calculates the required first control pressure based on the braking command and the air spring load pressure data collected in real time by the detection unit, controls the first control air path for charging and exhausting to achieve the required first control pressure, and outputs the first Control the pressure to the first inlet of the emergency valve;

The control unit controls the emergency valve to connect to the first inlet of the emergency valve to output the first control pressure to the relay valve control port;

(2.2) When the vehicle is in emergency braking mode:

When the control unit determines that the vehicle braking mode is the emergency braking mode, the control unit controls the emergency valve to connect to the second inlet of the emergency valve to output the second control pressure obtained in the non-braking state to the relay valve control port.

More specifically:

(1) When the vehicle is in a non-braking state:

The control unit controls the first exhaust valve to open so that the first control air path is connected to the atmosphere, thereby outputting a first control pressure of zero to the first inlet of the emergency valve;

The control unit calculates the required second control pressure based on the braking command and the air spring load pressure collected in real time by the detection unit, and charges the second control air circuit by controlling the opening, closing or switching of the solenoid valve of the second brake control part. Exhaust; when the pressure of the second control air circuit detected in real time by the second pressure sensor reaches the required second control pressure, the pressure of the second control air circuit is maintained and the second control pressure is output to the second inlet of the emergency valve. ;

The emergency valve is connected to the first inlet and outputs a first control pressure with a value of zero to the relay valve control port to put the vehicle in a non-braking state;

(2) When the control unit receives the braking command, it determines whether it is the normal braking mode or the emergency braking mode;

(2.1) When the vehicle is in normal braking mode:

The control unit calculates the required first control pressure based on the braking command and the air spring load pressure data collected in real time by the detection unit, and controls the opening and closing or switching of the solenoid valve of the first brake control part to control the first control air path. Fill and exhaust; when the pressure of the first control air path detected in real time by the first pressure sensor reaches the required first control pressure, output the first control pressure to the first inlet of the emergency valve;

The control unit controls the emergency valve to communicate with the first inlet of the emergency valve to output the first control pressure to the relay valve control port.

(2.2) When the vehicle is in emergency braking mode:

When the control unit determines that the vehicle braking mode is the emergency braking mode, the control unit controls the emergency valve to connect to the second inlet of the emergency valve to output the second control pressure obtained in the non-braking state to the relay valve control port.

Optionally, the emergency braking control method also includes: when the normal braking mode is not relieved, the control unit controls the third solenoid valve to switch to connect the atmosphere and the first control air path, thereby outputting a first control value of zero. The pressure reaches the first inlet of the emergency valve; at this time, the first inlet of the emergency valve is connected, so that the first control pressure reaches the control port of the relay valve.

Further, the emergency braking control method also includes: when the second brake control part fails, causing the air pressure of the second control air path to be too low, the empty and heavy vehicle valve outputs the preset P _AW0 .

Further, the emergency braking control method also includes: when the second brake control part fails, the second control air path enters the pressure maintaining state, locks the vehicle load at the previous moment, and outputs the corresponding second control pressure.

Further, the emergency braking control method also includes: in the emergency braking mode, the third pressure sensor collects the pressure of the corresponding air path in real time, when the pressure is not equal to the second control pressure but equal to the first control pressure. , the control unit calculates and controls the first brake control part to output the first control pressure, and the first inlet of the emergency valve is connected; the control unit controls the first control pressure to be less than the second control pressure by a difference; the control unit compares the second control pressure and The first control pressure collected by the third pressure sensor reports a fault.

The program at least also includes a plurality of instructions to implement the above control method.

Compared with the existing technology, the beneficial effects of this application are:

(1) In the emergency braking control system provided by at least one embodiment of the present application, during the high-speed stage of the train, the emergency braking force can be linearly controlled according to the speed-adhesion curve, fully utilizing the wheel-rail adhesion, and effectively shortening the emergency braking distance.

(2) In the emergency braking control system and method provided by at least one embodiment of the present application, the emergency braking pressure adopts closed-loop control, and the accuracy is greatly improved.

(3) In the emergency braking control system and method provided by at least one embodiment of the present application, during emergency braking, emergency braking is applied through normal braking backup, and reliability is improved through normal braking redundancy.

(4) In the emergency braking control system and method provided by at least one embodiment of this application, when the emergency load adjustment module fails, the emergency braking outputs the emergency braking force corresponding to the P _AW0 load to ensure the reliability of vehicle emergency braking. The emergency brake uses an electronic empty-weight vehicle valve so that the output pressure can accurately follow the vehicle load, and after the solenoid valve of the emergency braking module fails, the pressure can be controlled between P _AW0 -P _AW3 .

Description of the drawings

Figure 1 is an emergency braking control system according to an embodiment of the present application;

Figure 2 is an emergency braking mode according to an embodiment of the present application;

Figure 3 is an emergency braking mode according to an embodiment of the present application;

Figure 4 is a flow chart of an emergency braking control method according to an embodiment of the present application;

Figure 5 is the speed-adhesion curve under wet rail conditions;

Figure 6 is the traditional three-stage emergency braking force control method.

Numbers in the figure: 1 Main air path part, 101 brake air storage cylinder, 102 filter, 103 relay valve, 104 anti-slip valve, 105 brake cylinder; 2 brake control part, 21 first brake control part, 211 The first charging valve, 212 the first exhaust valve, 213 the first control air path, 214 the third solenoid valve, P _C1 first control pressure, 22 the second brake control part, 221 the first charging and exhaust valve, 222 the One control valve, 223 empty and heavy vehicle valve, 224 second control air path, 225 second control valve, 226 second charging and exhausting valve, P _C2 second control pressure, 227 second charging valve, 228 second exhaust valve , 23 emergency valve, 231 first inlet, 232 second inlet, 24 pressure reducing valve; 3 detection unit, 31 first pressure sensor, 32 second pressure sensor, 33 third pressure sensor, 34 fourth pressure sensor, 35 Five pressure sensors, 36 sixth pressure sensor, 37 seventh pressure sensor, 38 eighth pressure sensor; 4 control units.

Detailed ways

The technical solutions of the present application are described in detail below in conjunction with specific embodiments. However, it should be understood that the elements, structures and features in one embodiment can also be beneficially combined into other embodiments without further description.

In the description of the present application, it should be understood that the terms “first” and “second” are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, features defined as "first" and "second" may explicitly or implicitly include one or more of these features.

In the description of this application, it should be noted that, unless otherwise clearly stated and limited, the terms "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection. Ground connection; it can be directly connected, or indirectly connected through an intermediate medium, or it can be internal connection between two components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood on a case-by-case basis.

In addition, the air inlet and air outlet in this embodiment are mainly explained based on the movement direction of the braking wind, or the direction of inflation, rather than absolutely restricting the direction of gas movement; for example, during inflation, this embodiment is described as an air outlet. , it may actually be the air inlet when exhausting, so it should be understood accordingly based on the context.

As shown in Figure 1, the first embodiment of the present application provides an emergency braking control system, which includes a main air path part 1, a brake control part 2, a detection unit 3 and a control unit 4; wherein:

The main air path part 1 includes a brake air storage cylinder 101, a filter 102, a relay valve 103, an anti-slip valve 104 and a brake cylinder 105 arranged in sequence, and they are connected through air paths respectively.

Figure 1 shows an example of one-to-one correspondence between two sets of anti-slip valves 104 and two brake cylinders 105, which mainly correspond to rail vehicles using frame control. If applied to rail vehicles using vehicle control, four sets of anti-skid valves 104 and two brake cylinders 105 can be configured. Set the anti-slip valve and connect the four brake cylinders respectively.

As shown in the two upper dotted lines in Figure 1, the brake control part 2 includes a first brake control part 21 and a second brake control part 22, both of which are arranged in parallel. A pressure reducing valve 24 is provided between the brake air storage cylinder 101 and the brake control part 2; after the brake air from the brake air storage cylinder 101 passes through the filter 102, it is decompressed by the pressure reducing valve 24 and then enters the brake system. Control section 2.

The first brake control part 21 is in the normal braking mode and includes a first charging valve 211 and a first exhaust valve 212, both of which can select electromagnetic valves. The air inlet of the first inflation valve 211 is connected to the brake air storage cylinder 101 through the pressure reducing valve 24 and the filter 102 in sequence. The first exhaust valve 212 is connected to the atmosphere. The first control air path 213 is located at the outlet of the first inflation valve 211. Between the air inlet and the air inlet of the first exhaust valve 212, and connected to the first inlet 231 of the emergency valve 23; the first control air path 213 can output the first control pressure P _c1 . When the first charging valve 211 is opened and the first exhaust valve 212 is closed, the first charging valve 211 can receive the brake air from the brake air storage cylinder 101 to inflate the first control air circuit 213; When the valve 211 is closed and the first exhaust valve 212 is opened, the first exhaust valve 212 can communicate with the atmosphere to exhaust the first control air path 213 . When both the first charging valve 211 and the first exhaust valve 212 are closed, the pressure of the first control air path 213 of the first brake control part 21 can be maintained.

A first pressure sensor 31 is provided on the first control air path 213 to detect whether the compressed air pressure of the first control air path 213 reaches a required value. If the pressure is too low, the first inflation valve 211 is controlled to inflate; if the pressure is too high, the first exhaust valve 212 is controlled to exhaust.

Optionally, a third solenoid valve 214 can also be provided between the first inflation valve 211 and the first control air path 213. It adopts a two-position three-way solenoid valve and can be connected to the atmosphere. Between the first inflation valve 211 and the atmosphere Switching between can be used for forced relief. Under normal operating conditions, the third solenoid valve 214 conducts the first charging valve 211 and the first control air path 213 so that the first charging valve 211 can charge gas and the first exhaust valve 212 can discharge gas. However, when the first exhaust valve 212 fails, the third solenoid valve 214 switches to connect the first control air path 213 and the atmosphere (the first control air path 213 and the first charging valve 211 are not connected at this time), and the first control air path 213 and the first charging valve 211 are not connected. The compressed air in the first control air path 213 is exhausted. At this time, the first exhaust valve 212 and the third solenoid valve 214 are arranged substantially in parallel.

As shown in Figure 1, the second brake control part 22 is in emergency braking mode and includes a first charging and exhausting valve 221 and a first control valve 222, both of which can also select solenoid valves, and also includes an empty and heavy vehicle valve. 223. Among them, the first charging and exhausting valve 221 is a two-position three-way solenoid valve, and its air inlet is connected to the air outlet of the pressure reducing valve 24. The air outlet of the first charging and exhausting valve 221 is connected to the first control valve 222. The air valve 221 is also connected to the atmosphere to switch between the atmosphere and the air inlet (pressure reducing valve 24) of the first charging and exhausting valve 221. The first control valve 222 is connected to the control port of the empty and heavy vehicle valve 223 through the second control air path 224 . The air inlet of the empty and heavy truck valve 223 is also connected to the air outlet of the pressure reducing valve 24 , and the air outlet of the empty and heavy truck valve 223 is connected to the second inlet 232 of the emergency valve 23 . The emergency valve 23 can switch between the first inlet 231 and the second inlet 232 to select the normal braking mode or the emergency braking mode. When the second control air path 224 needs to be inflated, the first charging and exhausting valve 221 is switched to communicate with the pressure reducing valve 24 and the first control valve 222 respectively, and the first control valve 222 is opened; after the inflation is completed, the first control valve 222 is closed. , to maintain pressure. When the second control air circuit 224 needs to be exhausted, the first charging and exhaust valve 221 is switched to communicate with the atmosphere and the first control valve 222 respectively, and the first control valve 222 is opened to discharge the compressed air from the second control air circuit 224. To the atmosphere. By controlling the compressed air pressure of the second control air path 224, the output pressure of the air outlet of the empty and heavy truck valve 223 is controlled, that is, the second control pressure _PC2 output by the empty and heavy truck valve 223 is controlled.

As another alternative implementation, as shown in FIG. 2 , the second brake control part 22 is in emergency braking mode and includes a second control valve 225 and a second charging and exhausting valve 226 , both of which can be used. Select the solenoid valve and also include the empty and heavy truck valve 223. Among them, the air inlet of the second control valve 225 is connected to the pressure reducing valve 24, and its air outlet is connected to the second charging and exhausting valve 226. The air outlet of the second charging and exhausting valve 226 is connected to the control port of the empty weight vehicle valve 223 through the second control air path 224; the second charging and exhausting valve 226 is also connected to the atmosphere. By selecting the two-position three-way solenoid valve, it can The second control valve 225 switches between the air outlet and the atmosphere. The air inlet of the empty and heavy truck valve 223 is connected to the pressure reducing valve 24 , and the air outlet of the empty and heavy truck valve 223 is connected to the second inlet 232 of the emergency valve 23 . The emergency valve 23 can switch between the first inlet 231 and the second inlet 232 to select the normal braking mode or the emergency braking mode. When the second control air path 224 needs to be inflated, the second control valve 225 is opened, and the second filling and exhaust valve 226 connects the air outlet of the second control valve 225 and the second control air path 224; after the inflation is completed, the second control valve is closed. 225 to maintain pressure. When the second control air path 224 needs to be exhausted, the second charging and exhausting valve 226 is switched to connect the atmosphere and the second control air path 224 to exhaust the compressed air in the second control air path 224 to the atmosphere. By controlling the compressed air pressure of the second control air circuit 224, the second control pressure _PC2 output by the empty and heavy vehicle valve 223 is controlled.

As yet another alternative implementation, as shown in FIG. 3 , the second brake control unit 22 is in emergency braking mode and includes a second charging valve 227 and a second exhaust valve 228 , both of which are also selectable. The solenoid valve also includes the empty and heavy vehicle valve 223. Among them, the air inlet of the second charging valve 227 is connected to the pressure reducing valve 24, the second exhaust valve 228 is connected to the atmosphere, and the second control air path 224 is located between the air outlet of the second charging valve 227 and the air inlet of the second exhaust valve 228. space, and is connected to the control port of the empty and heavy vehicle valve 223. The air inlet of the empty and heavy truck valve 223 is connected to the pressure reducing valve 24 , and the air outlet of the empty and heavy truck valve 223 is connected to the second inlet 232 of the emergency valve 23 . The emergency valve 23 can switch between the first inlet 231 and the second inlet 232 to select the normal braking mode or the emergency braking mode. When the second control air path 224 needs to be inflated, the second inflating valve 227 is opened and the second exhaust valve 228 is closed; after the inflating is completed, the second inflating valve 227 is closed to maintain pressure. When the second control air circuit 224 needs to be exhausted, the second charging valve 227 remains closed and the second exhaust valve 228 is opened to discharge the compressed air in the second control air circuit 224 to the atmosphere. By controlling the air pressure of the second control air path 224, the second control pressure _PC2 output by the empty and heavy vehicle valve 223 is controlled.

A second pressure sensor 32 is provided on the second control air path 224 to detect the compressed air pressure value of the second control air path 224 . If the pressure is too low, the first charging and exhausting valve 221 and the first control valve 222, or the second control valve 225, or the second charging valve 227 are controlled to inflate; if the pressure is too high, the first charging and exhausting valve 221 is controlled. and the first control valve 222, or the second charging and exhausting valve 226, or the second exhausting valve 228 for exhausting air. By controlling the second control air path 224, the second control pressure _PC2 output by the empty and heavy vehicle valve 223 is controlled.

The circuits of the first brake control unit 21 and the second brake control unit 22 are provided independently of each other. When the second brake control part 22 loses power, the first control valve 222 is in a closed state; or the second control valve 225 is in a closed state; or the second charging valve 227 and the second exhaust valve 228 are in a closed state, so that The second brake control part 22 is in a pressure maintaining state, locking the vehicle load at the previous moment to output the corresponding second control pressure _PC2 .

The empty and heavy truck valve 223 can be, for example, the empty and heavy truck valve disclosed in CN114103909A, or other empty and heavy truck valves that can meet the conditions of this embodiment can be used. For the control of the second control pressure P _C2 output by the empty and heavy vehicle valve 223, the specific implementation is as follows:

The empty and heavy truck valve 223 has a preset pressure value P0, the input pressure of the empty and heavy truck valve 223 is P1, the control pressure from the second control air path 224 is P2, and the second control pressure P _C2 output by the empty and heavy truck valve 223, As shown in Figure 2; where,

When P2≤P0, P _C2 =P _AW0 ;

When P0<P2≤P1, P _C2 =P2.

Among them, P _AW0 is a fixed value; specifically, it is the emergency braking pressure under empty load, which is mainly determined by the spring pressure of the empty and heavy truck valve. Therefore, for the same empty and heavy truck valve, it is a relatively fixed value. value. The preset value P0 is the air spring pressure under empty load. The output pressure of the pressure reducing valve is the vehicle overload load pressure P _AW3 . The empty and heavy vehicle valve is located after the pressure reducing valve, and the second control pressure P _C2 it outputs is lower than P _AW3 .

The second brake control unit 22 provided in this embodiment can realize linear control of the emergency braking force according to the speed-adhesion curve, and the adjustment of the emergency braking force can fully fit the speed-adhesion curve under wet rail conditions, as shown in Figure 5; Constant pressure control is used in the low speed stage (200km/h-0). Compared with the traditional three-stage emergency braking force control, as shown in Figure 6, this method can make full use of wheel-rail adhesion and shorten the time during emergency braking. Braking distance. It can also be mutually redundant with the first brake control unit 21 . Since the braking force required for emergency braking is larger, generally, _PC2 > _PC1 .

As mentioned above, the first control pressure P _C1 from the first brake control part 21 enters the first inlet 231 of the emergency valve 23 , and the second control pressure _PC2 from the second brake control part 22 enters the emergency valve 23 . Second entrance 232. The emergency valve 23 is a two-position three-way valve, preferably an electronically controlled valve, capable of switching between the first inlet 231 and the second inlet 232 . The air outlet of the emergency valve 23 is connected to the control port of the relay valve 103 , so that the first control pressure _PC1 or the second control pressure _PC2 can reach the control port of the relay valve 103 .

A third pressure sensor 33 is provided between the emergency valve 23 and the relay valve 103, which can collect the pressure output by the emergency valve 23 in real time and compare it with the second control pressure _PC2 to determine whether the emergency valve 23 is stuck.

After the brake air from the brake air storage cylinder 101 passes through the filter, the first part of the brake air passes through the pressure reducing valve 24 and then enters the first brake control part 21 and the second brake control part 22 respectively; by adjusting the pressure reduction Valve 24 can output compressed air with required pressure, and this pressure can be adjusted as needed. The second part of the braking air enters the relay valve 103. The second part of the brake air entering the relay valve 103 is controlled by the control port of the relay valve 103 to amplify the flow. The output pressure of the relay valve is equal to one of _PC1 or _PC2 , and then the brake air is output to Anti-slip valve 104. A fourth pressure sensor 34 may also be provided between the relay valve 103 and the anti-skid valve 104 to detect whether the brake air pressure reaching the anti-skid valve 104 meets the braking requirements.

The detection unit 3 includes the first pressure sensor 31, the second pressure sensor 32, the third pressure sensor 33 and the fourth pressure sensor 34 mentioned above, and also includes a fifth pressure sensor 35 for collecting the air spring load pressure, The sixth pressure sensor 36 is used to collect the pressure of the main air duct/parking cylinder, the seventh pressure sensor 37 is used to collect the pressure of the brake air storage cylinder 101, and the eighth pressure sensor 38 is used to collect the pressure of the brake cylinder 105.

The control unit 4 can perform braking calculations based on the braking command and the data collected by the detection unit 3, and then control each solenoid valve of the braking control unit 2. Specifically, the control unit 4 calculates the required first control pressure _PC1 (i.e., the normal braking target pressure) based on the braking command and the data collected by the detection unit 3, and controls each of the first brake control parts 21 to The opening and closing or switching of the solenoid valve controls the filling, exhausting and pressure maintaining of the first control air path 213. After the vehicle load is determined (for example, after passengers have finished getting on and off the vehicle and the door is closed), the control unit 4 calculates and confirms the second control pressure P _C2 (i.e. emergency braking) required under the load based on the data collected by the detection unit 3 Target pressure), by controlling the opening and closing or switching of each solenoid valve in the second brake control part 22, thereby controlling the charging, exhausting and pressure maintaining of the second control air path 224.

The control unit 4 mainly includes at least one processor, a memory and at least one program, wherein the at least one program is stored in the memory and configured to be executed by the at least one processor; the program implements the foregoing control function.

Those skilled in the art can easily understand that the relevant calculations, comparisons, receiving data, feedback data, controlling the switching, opening and closing of each solenoid valve, and controlling the actions of each sensor in this application can all be performed through the control unit. 4 to achieve. The control unit 4 can select computers, servers and other equipment that can implement relevant functions.

In addition, various valves in this application, such as inflation valves, exhaust valves, emergency valves, control valves, etc., can all use solenoid valves, and their corresponding opening and closing are controlled by the control unit 4 .

As shown in Figure 4, the second aspect of this application provides an emergency braking control method, including:

(1) When the vehicle is in a non-braking state:

The control unit 4 controls the first exhaust valve 212 to open, so that the first control air path 213 is connected to the atmosphere, thereby outputting the first control pressure P _C1 with a value of zero to the first inlet 231 of the emergency valve;

The control unit 4 calculates the required second control pressure _PC2 (emergency braking target pressure) based on the braking command and the air spring load pressure collected in real time by the detection unit 3, and controls the opening of the solenoid valve of the second brake control unit 22. Close or switch to charge and exhaust the second control air path 224; when the pressure of the second control air path 224 detected in real time by the second pressure sensor 32 reaches the required second control pressure P _C2 , the second control air path 224 is filled and exhausted. Line 224 maintains pressure and outputs the second control pressure P _C2 to the second inlet 232 of the emergency valve;

The emergency valve 23 is connected to the first inlet 231 and outputs a first control pressure P _C1 with a value of zero to the relay valve control port, so that the vehicle is in a non-braking state. At this time, the second control pressure _PC2 is in a standby state.

(2) When the control unit 4 receives the braking command, it determines whether it is the normal braking mode or the emergency braking mode;

(2.1) When the vehicle is in normal braking mode:

The control unit 4 calculates the required first control pressure _PC1 (common brake target pressure) based on the braking command and the air spring load pressure data collected in real time by the detection unit 3, and controls the solenoid valve of the first brake control part 21. Open and close or switch to charge and exhaust the first control air path 213; when the pressure of the first control air path 213 detected in real time by the first pressure sensor 31 reaches the required first control pressure P _C1 , the first control is output Pressure P _C1 to the first inlet 231 of the emergency valve;

The control unit 4 controls the emergency valve 23 to communicate with the first inlet 231 of the emergency valve to output the first control pressure P _C1 to the relay valve control port.

(2.2) When the vehicle is in emergency braking mode:

When the control unit 4 determines that the vehicle braking mode is the emergency braking mode, the control unit 4 controls the emergency valve 23 to communicate with the second inlet 232 of the emergency valve to output the second control pressure P _C2 obtained in the non-braking state to the relay. Valve control port.

The second control pressure P _C2 in the emergency braking mode is obtained in the non-braking state. In the non-braking state, the control unit 4 will adjust the second control pressure _PC2 in real time according to the load status of the vehicle and maintain the pressure, so as to be ready to output the second control pressure _PC2 for emergency braking at any time.

Further, the emergency braking control method also includes a forced relief state. Specifically, when the usual braking mode is not relieved (for example, the first exhaust valve 212 fails), the control unit 4 controls the third solenoid valve 214 to switch to the connected state. The atmosphere and the first control air path 213 thus output the first control pressure P _C1 with a value of zero to the first inlet 231 of the emergency valve; at this time, the first inlet 231 of the emergency valve is connected, so that the first control pressure P _C1 reaches the relay Valve control port.

The forced relief state can only relieve the first control pressure _PC1 of the normal braking mode, but cannot relieve the second control pressure _PC2 of the emergency braking mode. When a fault that cannot be alleviated occurs in the common braking mode, braking relief is achieved through the forced relief state in the common braking mode. When the subsequent relay valve 103 fails and cannot be relieved, the anti-slip valve 104 can be controlled to exhaust air, thereby easing the braking.

Further, the emergency braking control method also includes: when the second brake control part 22 fails (for example, each solenoid valve has abnormal electrical action or a leakage fault), causing the air pressure of the second control air path 224 to be too low. When , the empty and heavy truck valve will output the preset P _AW0 . The advantage of such a design is that it can ensure that the emergency braking force is not completely lost and can provide partial emergency braking force, thereby improving the reliability of emergency braking.

Further, the emergency braking control method also includes: when the second brake control part 22 fails, the second control air path 224 enters the pressure maintaining state, locks the vehicle load at the previous moment, and thereby outputs the corresponding second control Pressure _PC2 . Since in the non-braking state, the detection unit 3 collects and feeds back data in real time, the control unit 4 performs real-time control. Each time the vehicle load is updated, the second control pressure P _C2 of the empty and heavy vehicle valve 223 will be updated accordingly to prepare for emergency situations. The second inlet 232 of the valve. Therefore, after the vehicle enters emergency braking, the emergency braking pressure will be applied immediately (immediately switched to the second inlet 232 of the emergency valve), and the emergency braking response time will be very short.

Further, the emergency braking control method also includes: in the emergency braking mode, the third pressure sensor 33 collects the pressure of the corresponding air path in real time. When the pressure is not equal to _PC2 but equal to _PC1 , the control unit 4 Calculate and control the first brake control part 21 to output the first control pressure _PC1 , and the first inlet 231 of the emergency valve is connected; the control unit 4 controls the first control pressure _PC1 to be slightly smaller than the second control pressure _PC2 , for example, the difference is 40kPa; the control unit 4 compares the second control pressure _PC2 with the first control pressure _PC1 collected by the third pressure sensor 33, and reports a fault; this situation indicates that the emergency valve 23 is faulty and cannot switch to the emergency braking mode. Even the normal braking mode. On the one hand, this setting allows the common control mode to basically replace the emergency control mode. On the other hand, due to the difference between the two control pressures, the control unit 4 can determine the emergency valve 23 failure by identifying the difference, such as the emergency valve being stuck. It is stuck and cannot switch to the emergency braking mode, so that subsequent repairs can be carried out in a timely manner.

When emergency braking is applied to the rail vehicle, the brake control unit 2 controls the operation of the second brake control unit 22 at the high speed stage (400km/h ~ 200km/h) to achieve the emergency braking force, which is linearly controlled according to the speed-adhesion curve. The adjustment of the braking force can completely fit the speed-adhesion curve under wet track conditions, as shown in Figure 5. Constant pressure control is used in the low speed stage (200km/h-0). Compared with the traditional three-stage emergency braking force control, as shown in Figure 6, this method can make full use of wheel-rail adhesion and shorten the time during emergency braking. Braking distance.

The described embodiments are only descriptions of the preferred embodiments of the present application and do not limit the scope of the present application. Without departing from the design spirit of the present application, those of ordinary skill in the art may make various modifications to the technical solutions of the present application. and improvements shall fall within the protection scope determined by the claims of this application.

Claims (12)

1. An emergency braking control system includes a main air path part and a brake control part, wherein,

   The main air path part includes a brake air storage cylinder, a relay valve and a brake cylinder that are connected in sequence through the air path;

   The brake control part includes a first brake control part and a second brake control part; wherein,

   The first brake control part includes a first control air path capable of charging and exhausting;

   The second brake control part includes a second control air path capable of charging and exhausting and an empty and heavy vehicle valve, and the second control air path is connected to the control port of the empty and heavy vehicle valve; and

   The first control air path or the air outlet of the empty and heavy vehicle valve is connected to the control port of the relay valve.
2. The emergency braking control system according to claim 1, wherein the first control gas line is connected to the first inlet of the emergency valve, and the air outlet of the empty and heavy vehicle valve is connected to the second inlet of the emergency valve; the emergency valve can be connected to the first inlet of the emergency valve. Switching between the first inlet and the second inlet, the air outlet of the emergency valve is connected to the control port of the relay valve; a third pressure sensor for detecting pressure is provided between the emergency valve and the control port of the relay valve.
3. The emergency braking control system according to claim 2, wherein the first brake control part further includes a first charging valve and a first exhaust valve, and the first control air path is located between the air outlet of the first charging valve and between the air inlets of the first exhaust valve; the air inlet of the first inflation valve is connected to the brake air storage cylinder through the pressure reducing valve; the first exhaust valve is also connected to the atmosphere and can communicate with the first control air path and the atmosphere to exhaust; the first control air path is provided with a first pressure sensor for detecting pressure.
4. The emergency braking control system according to claim 3, wherein the first brake control part further includes a third solenoid valve disposed between the first charging valve and the first control air path, selecting two-position three-way The solenoid valve switches between the air outlet of the first charging valve and the atmosphere, and can connect the atmosphere and the first control air path.
5. The emergency braking control system according to any one of claims 1 to 4, wherein the second control air path is provided with a second pressure sensor for detecting pressure; the second brake control part selects one of the following solutions: A sort of:

   (1) The second brake control part includes a first charging and exhausting valve, a first control valve and an empty vehicle valve; wherein, the air outlet of the first charging and exhausting valve is connected to the air inlet of the first control valve, and the A charging and exhausting valve is also connected to the atmosphere to switch between the atmosphere and the air inlet of the first charging and exhausting valve; the air outlet of the first control valve is connected to the control port of the empty and heavy vehicle valve through the second control air line;

   (2) The second brake control part includes a second control valve, a second charging and exhausting valve and an empty vehicle valve; wherein, the air outlet of the second control valve is connected to the air inlet of the second charging and exhausting valve, and the second The second charging and exhausting valve is also connected to the atmosphere to switch between the atmosphere and the air outlet of the second control valve; the air outlet of the second charging and exhausting valve is connected to the control port of the empty and heavy vehicle valve through the second control air line;

   (3) The second brake control part includes a second charging valve, a second exhaust valve and an empty vehicle valve; wherein the first end of the second control air path is located between the second charging valve and the second exhaust valve. the second end of the second control air path is connected to the control port of the empty and heavy vehicle valve; the second exhaust valve is also connected to the atmosphere and can connect the second control air path and the atmosphere for exhaust.
6. The emergency braking control system according to any one of claims 1 to 4, wherein the circuits of the first brake control part and the second brake control part are arranged independently of each other; when the second brake control part loses power, The second control air circuit is in a pressure-maintaining state, locking the vehicle load at the previous moment to output the corresponding second control pressure.
7. The emergency braking control system according to any one of claims 1 to 4, wherein a filter for filtering brake air is provided between the brake air storage cylinder and the relay valve; the filter and the brake control system A pressure reducing valve is provided between the two parts; the air outlet of the pressure reducing valve can be connected to the first control air path and the second control air path respectively, and can be connected to the air inlet of the empty and heavy vehicle valve; a pressure reducing valve is provided between the relay valve and the brake cylinder. A fourth pressure sensor for detecting pressure is provided between the anti-skid valve, the relay valve and the anti-skid valve.
8. The emergency braking control system according to claim 5, wherein a pressure reducing valve is provided between the brake air storage cylinder and the brake control part; the air outlet of the pressure reducing valve is respectively connected to the air inlet of the first charging valve, The air inlet of the first charging and exhausting valve or the air inlet of the second control valve or the second charging valve, as well as the air inlet of the empty and heavy vehicle valve.
9. The emergency braking control system according to claim 5, further comprising a detection unit and a control unit, wherein the detection unit includes the first pressure sensor, the second pressure sensor, the third pressure sensor and the A fifth pressure sensor that collects the air spring load pressure; the control unit can perform braking calculations and control the braking control unit based on the braking instructions and the data collected by the detection unit.
10. An emergency braking control method, using the emergency braking control system according to claim 9, the method includes:

    (1) When the vehicle is in a non-braking state:

    The control unit controls the first control air path to connect to the atmosphere, thereby outputting a first control pressure with a value of zero to the first inlet of the emergency valve;

    The control unit calculates the required second control pressure based on the braking command and the air spring load pressure collected in real time by the detection unit, and controls the charging and exhausting of the second control air path to achieve the required second control pressure. The air circuit maintains pressure and outputs the second control pressure to the second inlet of the emergency valve;

    The emergency valve is connected to the first inlet and outputs the first control pressure with a value of zero to the relay valve control port so that the vehicle is in a non-braking state; at this time, the second control pressure is in a standby state;

    (2) When the control unit receives the braking command, it determines whether it is the normal braking mode or the emergency braking mode;

    (2.1) When the vehicle is in normal braking mode:

    The control unit calculates the required first control pressure based on the braking command and the air spring load pressure data collected in real time by the detection unit, controls the first control air path for charging and exhausting to achieve the required first control pressure, and outputs the first Control the pressure to the first inlet of the emergency valve;

    The control unit controls the emergency valve to communicate with the first inlet of the emergency valve to output the first control pressure to the relay valve control port;

    (2.2) When the vehicle is in emergency braking mode:

    When the control unit determines that the vehicle braking mode is the emergency braking mode, the control unit controls the emergency valve to connect to the second inlet of the emergency valve to output the second control pressure obtained in the non-braking state to the relay valve control port.
11. The emergency braking method according to claim 10, which more specifically includes:

    (1) When the vehicle is in a non-braking state:

    The control unit controls the first exhaust valve to open so that the first control air path is connected to the atmosphere, thereby outputting a first control pressure of zero to the first inlet of the emergency valve;

    The control unit calculates the required second control pressure based on the braking command and the air spring load pressure collected in real time by the detection unit, and charges the second control air circuit by controlling the opening and closing or switching of each valve of the second brake control part. Exhaust; when the pressure of the second control air circuit detected in real time by the second pressure sensor reaches the required second control pressure, the pressure of the second control air circuit is maintained and the second control pressure is output to the second inlet of the emergency valve. ;

    The emergency valve is connected to the first inlet and outputs a first control pressure with a value of zero to the relay valve control port to put the vehicle in a non-braking state;

    (2) When the control unit receives the braking command, it determines whether it is the normal braking mode or the emergency braking mode;

    (2.1) When the vehicle is in normal braking mode:

    The control unit calculates the required first control pressure based on the braking command and the air spring load pressure data collected in real time by the detection unit, and controls the opening and closing or switching of each valve of the first brake control part to control the first control air path. Fill and exhaust; when the pressure of the first control air path detected in real time by the first pressure sensor reaches the required first control pressure, output the first control pressure to the first inlet of the emergency valve;

    The control unit controls the emergency valve to communicate with the first inlet of the emergency valve to output the first control pressure to the relay valve control port.

    (2.2) When the vehicle is in emergency braking mode:

    When the control unit determines that the vehicle braking mode is the emergency braking mode, the control unit controls the emergency valve to connect to the second inlet of the emergency valve to output the second control pressure obtained in the non-braking state to the relay valve control port.
12. The emergency braking method according to claim 10, further comprising: when the common braking mode is not relieved, the control unit controls the third solenoid valve to switch to connect the atmosphere and the first control air path, thereby outputting a value of zero. The first control pressure reaches the first inlet of the emergency valve; at this time, the first inlet of the emergency valve is connected, so that the first control pressure reaches the relay valve control port; and when the second brake control part fails, the second control air path Enter the pressure-holding state, lock the vehicle load at the previous moment, and output the corresponding second control pressure.

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