CN116039679B - A braking system and method for automatic switching between train control and microcomputer control - Google Patents
A braking system and method for automatic switching between train control and microcomputer control Download PDFInfo
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- CN116039679B CN116039679B CN202211588496.XA CN202211588496A CN116039679B CN 116039679 B CN116039679 B CN 116039679B CN 202211588496 A CN202211588496 A CN 202211588496A CN 116039679 B CN116039679 B CN 116039679B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Automation & Control Theory (AREA)
- Braking Systems And Boosters (AREA)
- Regulating Braking Force (AREA)
Abstract
本发明提供了一种列车管控制和微机控制自动切换的制动系统及其控制方法，包括：集成司控器、BP制动子系统、微机制动子系统和电磁阀；集成司控器包括司控器和司机制动阀，由连接销将司机制动阀与司控器组成整体运动结构；集成司控器能够向TCMS发送电信号指令，同时也能控制BP管压力，产生空气信号指令；电磁阀用于在微机制动子系统和BP制动子系统之间的切换，并且通过电气连接，使电制动与BP制动作用互锁。本发明中使用同一个司控器进行微机控制和BP控制空气制动共用，同时，在单车出现微机制动控制单元故障的情况下可以自动使用BP制动进行制动作用，并且能够和电制动互锁，防止BP制动和电制动叠加造成过制动，实现了列车管控制和微机控制自动切换。
The present invention provides a braking system and control method for automatic switching between train control and microcomputer control, including: an integrated driver controller, a BP braking subsystem, a micromachine braking subsystem and a solenoid valve; the integrated driver controller includes a driver controller and a driver brake valve, and the driver brake valve and the driver controller are connected by a connecting pin to form an integral motion structure; the integrated driver controller can send an electrical signal instruction to the TCMS, and can also control the BP tube pressure to generate an air signal instruction; the solenoid valve is used to switch between the micromachine braking subsystem and the BP braking subsystem, and through electrical connection, the electric braking and the BP braking action are interlocked. In the present invention, the same driver controller is used for sharing microcomputer control and BP control air braking. At the same time, in the case of a micromachine braking control unit failure in a single vehicle, the BP brake can be automatically used for braking, and can be interlocked with the electric brake to prevent the superposition of BP braking and electric braking to cause over-braking, thereby realizing automatic switching between train control and microcomputer control.
Description
Technical Field
The invention relates to the technical field of train braking, in particular to a braking system and a braking method for automatically switching between train pipe control and microcomputer control.
Background
The subway vehicle generally has two braking modes of electric braking and air braking, wherein the electric braking is mainly used and the air braking is auxiliary. At present, a microcomputer-controlled straight-through braking mode is adopted in air braking of many metro vehicles, and a microcomputer braking control unit (EBCU) controls a Braking Control Unit (BCU) to charge air (brake)/discharge air (release) to a braking cylinder of a basic braking unit. Specifically, in the microcomputer-controlled brake control scheme, as shown in fig. 1, the EBCU and the Traction Control Unit (TCU) receive an electric signal control command from the controller through a Train Control and Management System (TCMS). The EBCU calculates total braking force according to the vehicle load and the braking command, sends an electric braking demand to the TCU, the TCU applies electric braking according to the electric braking demand, and sends the actually exerted electric braking force to the EBCU, and the EBCU controls the BCU to perform air braking according to the total braking force demand and the exerted electric braking force. The scheme has the following defects that when a single EBCU or BCU fails, air braking and electric braking of the train cannot be exerted, when a control power supply of the EBCU of the train fails, the whole train can lose common braking force, the train can not be relieved after emergency braking is applied until the train stops, normal running of the train cannot be controlled, and when the train is rescued, the failure train cannot be controlled by a rescue train to apply/relieve the air braking through an own system, so that a certain safety risk exists.
In some other prior art, in addition to requiring a microcomputer controlled air brake mode, a train pipe (BP) controlled air brake function is required to ensure that in the event of a microcomputer failure, vehicle air brake is controlled by a variable BP pipe pressure. However, the braking mode controlled by BP pressure change and the braking mode controlled by microcomputer can only be switched manually, and the whole train can only be switched in control, and the automatic switching and the independent switching of the fault car cannot be realized. Specifically, in addition to the original control system, a BP brake system controlled by a driver brake is separately added, as shown in fig. 2, the driver brake controls the pressure of BP through a pressure conversion device, and changes the pre-control pressure to BCU through an STV valve, thereby controlling the pressure output to a brake cylinder by the BCU. The scheme can solve the problem that the train cannot be controlled when the BCU of the whole train fails, and BP braking is used as a standby braking mode when a train braking system has serious faults. The control scheme has the following defects that two controllers are arranged on an operation table, one controller is a driver controller and one controller is a driver brake, the two controllers can only act independently and cannot be used in a mixed mode, when the EBCU of a single-section vehicle fails, the single BP brake control cannot be carried out on the single-section vehicle, the control can only be carried out by using the driver controller or the control can be carried out by switching to BP brake, if the control is carried out by using the driver controller, the failure of the brake failure of the one-section vehicle is accepted, if the control is carried out by switching to BP brake, the state that all electric brakes are not used is accepted, the abrasion of brake shoes is increased, and the braking modes of BP brake and microcomputer control cannot be interlocked, so that the electric brakes cannot be used more effectively under the safe condition.
Disclosure of Invention
In view of the above, the invention provides a brake system and a method for automatically switching between train pipe control and microcomputer control, which use the same controller to perform microcomputer control and BP control air brake sharing, and simultaneously can automatically use BP brake to perform braking action under the condition that a bicycle fails and can interlock with electric brake to prevent overstrain caused by superposition of BP brake and electric brake.
For this purpose, the invention adopts the following technical scheme:
On one hand, the invention provides a brake system with automatic switching between train pipe control and microcomputer control, which comprises an integrated driver, a BP pipe, pressure conversion equipment, an STV valve, an EBCU, a BCU, a brake cylinder and an electromagnetic valve arranged between the STV valve and the BCU, wherein:
The BP pipe, the pressure conversion equipment, the STV valve, the BCU and the brake cylinder are sequentially connected to form a BP brake subsystem;
the EBCU is in data communication connection with the TCMS and the TCU respectively, and is also in data communication connection with the BCU which is connected with the brake cylinder;
the integrated driver controller comprises a driver controller and a driver brake valve, wherein the driver brake valve and the driver controller form an integral movement structure by a connecting pin;
the solenoid valve is used to switch between the microcomputer brake subsystem and the BP brake subsystem and interlocks the electric brake with the BP brake action through an electrical connection.
Further, the traction cam shaft of the driver controller is connected with the brake valve interface through a coupling, and when the handle of the driver controller is operated to enter the running position or the braking position, the rotation of the traction cam shaft drives the coupling to rotate, so that the cam rod of the brake valve of the driver is driven to rotate.
Further, the integrated driver controller controls the mechanical structure of the driver brake valve to rotate, drives the internal cam to regulate pressure, changes BP pressure through the pressure conversion equipment, and regulates the pre-control pressure entering the BCU through the STV valve.
Further, the integrated controller sends a braking command to the TCMS, the TCMS sends the braking command to the EBCU and the TCU, the EBCU calculates total braking force according to the vehicle load and the braking command, sends an electric braking demand to the TCU, the TCU applies electric braking according to the electric braking demand and sends the actually exerted electric braking force to the EBCU, and the EBCU controls the BCU to perform air braking according to the total braking force demand and the exerted electric braking force.
Further, the solenoid valve has two power supplies, and is normally powered by the EBCU, and when the EBCU loses power, the solenoid valve is automatically switched to a state powered by the electric brake activation signal of the TCU.
In still another aspect, the present invention further provides a control method for automatically switching between a train pipe control and a microcomputer control, which is characterized in that the method is applied to the brake system for automatically switching between the train pipe control and the microcomputer control, and the method includes:
In microcomputer control mode, the electromagnetic valve is in a power-on state, a pipeline between the STV valve and the BCU is cut off, and the pre-control pressure on the left side of the bidirectional check valve in the BCU is emptied, so that the influence on the pre-control pressure generated by the electric-idle converter is prevented;
When the electric-free converter in the BCU fails and the pressure of the brake cylinder cannot be controlled, the EBCU cuts off the power supply of the electromagnetic valve, and the bicycle is in the BP braking mode, so that the EBCU can limit the electric braking and prevent the overbraking caused by the mixed action of the electric braking and the BP braking.
Further, when the EBCU loses power, the electromagnetic valve is automatically switched to be powered by an electric brake activation signal, at the moment, if the electric brake is not exerted, the electric brake is applied and relieved according to BP pressure controlled by the integrated controller, and if the electric brake is being applied, the electric brake is activated to supply power to the electromagnetic valve, so that BP brake application is prevented.
When the train is rescued, after the brake system receives the hard wire signal in the backup mode, each car EBCU cuts off the power supply of the electromagnetic valve, and simultaneously cuts off the electric brake by sending the electric brake cutting off the hard wire signal to the TCU to completely enter the BP brake mode, under the condition that the rescued train is completely in power failure, the brake force is controlled by the train pipe pressure of the rescue train under the control of the train pipe pressure of the rescue train by cutting off the isolation plug door of each car, and in the mode, all the brakes of the rescue train are completely borne by the air brake force, and the air brake control adopts the BP brake control mode.
The invention has the advantages and positive effects that:
(1) The integrated driver controller reduces the number of driver controllers, and realizes that one controller outputs an electric signal and an air control signal simultaneously.
(2) When the electric-idle converter A of the BCU of the single-section vehicle fails, the EBCU automatically controls the current section vehicle to enter the BP braking mode, and the train does not lose braking force.
(3) When a single EBCU fails or loses power, the train can automatically enter the BP braking mode, and the train does not lose braking force.
(4) BP braking may interlock with electric braking of the traction system without over-braking.
(5) When the train enters the backup mode, the air braking system can control the air braking force according to the instruction of the integrated driver controller, and the train can run freely.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to the drawings without inventive effort to a person skilled in the art.
FIG. 1 is a block diagram of a prior art microcomputer controlled brake system;
FIG. 2 is a block diagram of a prior art brake system for a single driver brake;
FIG. 3 is a block diagram of a brake system incorporating a controller in accordance with an embodiment of the present invention;
FIG. 4 is a schematic diagram of a connection structure between a driver and a brake valve according to an embodiment of the present invention;
FIG. 5 is a block diagram of a driver brake valve in an embodiment of the present invention;
FIG. 6 is a schematic diagram of a microcomputer controlled brake control in an embodiment of the present invention;
fig. 7 is a schematic diagram of BP brake control according to an embodiment of the present invention.
Detailed Description
In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
As shown in fig. 3, the brake system with automatic switching between the train pipe control and the microcomputer control in the embodiment of the invention is a brake system with double control functions of microcomputer control and BP control, and comprises an integrated master controller, a BP pipe, a pressure conversion device, a distributing valve (STV valve), an EBCU, a BCU, a brake cylinder and an electromagnetic valve arranged between the STV valve and the BCU. Wherein:
The BP pipe, the pressure conversion equipment, the STV valve, the BCU and the brake cylinder which are sequentially connected form a BP brake subsystem, and the integrated driver and controller controls the pressure of BP through the pressure conversion equipment and changes the pre-control pressure of the BCU through the STV valve so as to control the pressure output by the BCU to the brake cylinder.
The EBCU, the BCU and the brake cylinder form a microcomputer brake subsystem, and the EBCU is respectively connected with the TCMS and the TCU in a data communication way and can respectively transmit a brake command issued by the integrated driver controller to the TCU and the microcomputer brake unit; the EBCU and the BCU are also connected through data communication, the BCU is connected with a brake cylinder, the EBCU calculates total braking force according to the vehicle load and a braking command, sends an electric braking demand to the TCU, the TCU applies electric braking according to the electric braking demand and sends the actually exerted electric braking force to the EBCU, and the EBCU controls the BCU to perform air braking according to the total braking force demand and the exerted electric braking force.
The solenoid valve is used to switch between the microcomputer brake subsystem and the BP brake subsystem and interlocks the electric brake with the BP brake action through an electrical connection.
The integrated driver controller comprises a driver controller and a driver brake valve, and the driver brake valve and the driver controller form an integral movement structure by a connecting pin. As shown in fig. 4, the traction cam shaft of the driver controller is connected with the brake valve interface by a coupling, and when the handle of the driver controller is operated to enter the running position or the braking position, the rotation of the traction cam shaft drives the coupling to rotate, so that the cam rod of the brake valve of the driver is driven to rotate.
The integrated controller can not only send a braking instruction (an electric signal instruction) to the TCMS, but also control the BP pipe pressure to generate a control pressure instruction (an air signal instruction).
The integrated driver controller can control the mechanical structure of the driver brake valve to rotate, drive the internal cam to carry out pressure adjustment, change BP pressure through pressure conversion equipment, and adjust the pre-control pressure entering the BCU through the STV valve. The integrated controller can also send a braking instruction to the TCMS, the TCMS sends the braking instruction to the EBCU and the TCU, the EBCU calculates the total braking force according to the vehicle load and the braking instruction, sends an electric braking demand to the TCU, the TCU applies electric braking according to the electric braking demand and sends the actually exerted electric braking force to the EBCU, and the EBCU controls the BCU to perform air braking according to the total braking force demand and the exerted electric braking force.
In the non-emergency braking position, the states of the shutoff valve (AB valve) and the emergency braking valve (SB valve) are shown in fig. 5, and the air passage connecting the L1 port to the HL port, namely the output port L of the relay valve supplies air to the BP pipe. The pressure regulator DR regulates the pressure entering the driver brake valve from the HB port to a pilot pressure a, which controls the output pressure L of the relay valve. In the operating range, the pre-control pressure is 5.0bar and the hl output pressure is also 5bar.
After the driver brake valve enters the braking section, the involute structure of the cam 1 gradually reduces the mechanical pressure to the pressure regulator DR along with the increase of the rotation angle, and the pre-control pressure a is regulated to be reduced, so that the BP pressure is reduced along with the decrease of the mechanical pressure.
When the driver enters the emergency braking position, the driver braking valve enters the SB position, at the moment, the cam 3 can open the emergency braking valve (SB valve) to communicate HL with the large-aperture exhaust outlet O to discharge BP pipe pressure into the atmosphere, and meanwhile, the cam 2 can close the shutoff valve (AB valve) to prevent the BP pipe pressure from flowing back to the relay valve through the L1 port.
According to the technical scheme, the automatic switching between BP braking and microcomputer-controlled air braking is realized by integrating the electromagnetic valve with the control of BP pressure and the power supply of the EBCU and TCU electric signals by the controller, and the superposition of electric braking and BP braking can be prevented.
Based on the train pipe control and microcomputer control automatic switching braking system, the embodiment of the invention also provides a control method for realizing the train pipe control and microcomputer control automatic switching.
For ease of understanding, a microcomputer-controlled brake control principle and a BP tube pressure-controlled brake control principle will be described first.
(1) Microcomputer controlled braking control principle:
In the case of normal components of the brake system, the solenoid valve on the BCU is controlled by the EBCU to generate the desired pilot pressure to control the pressure output from the relay valve to the brake cylinder (see fig. 6).
The wind source from the brake cylinder is transmitted to the BCU, one is used as a relay valve to output the wind to the brake cylinder (yellow pipeline in fig. 6), and the other is used as a pre-control pressure wind supply (blue pipeline in fig. 6). The brake air cylinder supplies air to the electric-air converter A through BCUR ports, the electric-air converter A comprises two electromagnetic valves, one electromagnetic valve is used for charging air, the other electromagnetic valve is used for exhausting air, the pressure sensor J acquires the output pressure of the electric-air converter A and sends the output pressure to the EBCU, and the EBCU controls the charging/exhausting/maintaining action of the electric-air converter A according to the target pre-control pressure and the feedback pressure of the pressure sensor J. The generated pilot pressure flows through the bidirectional check valve G and the load limiting valve F to provide pilot air pressure for the relay valve D (red pipeline in fig. 6), and the relay valve controls the pressure output by the brake cylinder to the brake cylinder according to the magnitude of the pilot pressure (green pipeline in fig. 6).
(2) Brake control principle of BP pipe pressure control
In the BP braking mode, the BP pressure is used to control the pilot pressure, thereby controlling the pressure output from the relay valve to the brake cylinder (see fig. 7).
The air source from the brake cylinder is delivered to the BCU, one is used as the air supply (yellow pipeline in fig. 7) output to the brake cylinder by the relay valve, and the other is used as the air supply source (blue pipeline in fig. 7) of the STV distribution valve. The pressure of BP is used as the control pressure of the output pressure of the STV distributing valve (purple pipeline in fig. 7), the BP brake pre-control pressure output to the BCU is regulated, the pre-control pressure flows through the two-way check valve G and the load limiting valve F to provide pre-control wind pressure for the relay valve D (red pipeline in fig. 7), and the relay valve controls the pressure output to the brake cylinder by the brake cylinder according to the magnitude of the pre-control pressure (green pipeline in fig. 7).
The control method for automatically switching BP braking and microcomputer controlled braking specifically comprises the following steps:
under normal conditions, the electromagnetic valve B42 is always in a power-on state, so that a pipeline between the STV valve and the BCU is cut off, and the pre-control pressure on the left side of the bidirectional check valve G in the BCU is emptied, so that the influence on the pre-control pressure generated by the electric-idle converter A is prevented.
Solenoid valve B42 has two power supplies, normally powered by the EBCU, and will automatically switch to a state powered by the TCU's "electric brake Enable" signal when the EBCU loses power (see FIG. 3).
When the bicycle BCU electric-idle conversion device fails, the air brake is switched from microcomputer control to BP control by the conversion method:
When the electro-pneumatic converter A in the BCU fails and cannot control the pressure of the brake cylinder, the EBCU can cut off the power supply of the electromagnetic valve B42, and the bicycle is in the BP braking mode, and in this case, the EBCU limits the exertion of the electric brake and prevents the overbraking caused by the mixed action of the electric brake and the BP brake.
When the microcomputer control unit of the bicycle fails/loses power, the conversion method for automatically switching to BP control is as follows:
When the EBCU loses power, the electromagnetic valve B42 is automatically switched to be powered by an electric brake activation signal, and if the electric brake is not exerted, the air brake is applied and released according to BP pressure controlled by the integrated controller, and if the electric brake is being applied, the electromagnetic valve B42 is powered by the electric brake activation signal, so that BP brake application is prevented.
During rescue, the pressure of the train pipe of the rescue train can be controlled by a rescue train driver controller, and the method for synchronously applying/relieving the brake with the rescue train comprises the following steps:
When the train is rescued, after the brake system receives a hard wire signal in a backup mode, each car EBCU cuts off the power supply of the electromagnetic valve B42, and simultaneously cuts off electric braking by sending an electric braking cutting off hard wire signal to the TCU to completely enter a BP braking mode, under the condition that the rescued train is completely in power failure, the brake force is controlled by the train pipe pressure of the rescue train under the control of the driver of the rescue train by cutting off the isolation plug door of each car B04.2, and in the mode, all braking of the rescue train is completely borne by air braking force, and the air braking control adopts the BP braking control mode.
It should be noted that the above embodiments are merely for illustrating the technical solution of the present invention and not for limiting the same, and although the present invention has been described in detail with reference to the above embodiments, it should be understood by those skilled in the art that the technical solution described in the above embodiments may be modified or some or all of the technical features may be equivalently replaced, and these modifications or substitutions do not make the essence of the corresponding technical solution deviate from the scope of the technical solution of the embodiments of the present invention.
Claims (8)
1. The train pipe control and microcomputer control automatic switching braking system is characterized by comprising an integrated driver, a train pipe, pressure conversion equipment, a distribution valve, a microcomputer braking control unit, a braking cylinder and an electromagnetic valve arranged between the distribution valve and the braking control unit, wherein:
The train pipe, the pressure conversion equipment, the distribution valve, the brake control unit and the brake cylinder are sequentially connected to form a train control subsystem;
The microcomputer brake control unit, the brake control unit and the brake cylinder form a microcomputer brake subsystem, and the microcomputer brake control unit is respectively connected with the train control and management system and the traction control unit in a data communication manner;
the integrated driver controller can send an electric signal instruction to the train control and management system, and can control the train pipe pressure to generate an air signal instruction;
The electromagnetic valve is used for switching between the microcomputer braking subsystem and the train control subsystem, and interlocking the electric braking and the train control action through electric connection.
2. The brake system for automatic switching between brake pipe control and microcomputer control according to claim 1, wherein the traction cam shaft of the driver is connected to the brake valve interface by a coupling, and when the driver controller handle is operated to enter the running position or the braking position, the rotation of the traction cam shaft drives the coupling to rotate, thereby driving the cam lever of the driver brake valve to rotate.
3. The brake system for automatically switching between the control of a train pipe and the control of a microcomputer according to claim 1, wherein the integrated controller controls the mechanical structure of the brake valve of the driver to rotate, drives the internal cam to perform the pressure adjustment, changes the pressure of the train pipe through the pressure conversion device, and adjusts the pre-control pressure entering the brake control unit through the distribution valve.
4. The automatic switching brake system for train pipe control and microcomputer control according to claim 1, wherein the integrated brake controller transmits a brake command to the train control and management system, the train control and management system transmits the brake command to the microcomputer brake control unit and the traction control unit, the microcomputer brake control unit calculates a total braking force according to a vehicle load and the brake command, transmits an electric brake demand to the traction control unit, the traction control unit applies electric brake according to the electric brake demand, and transmits an electric braking force actually exerted to the microcomputer brake control unit, and the microcomputer brake control unit controls the brake control unit to perform air brake according to the total braking force demand and the electric braking force already exerted.
5. A train pipe control and microcomputer control automatic switching brake system according to claim 1 wherein the solenoid valve has two power supplies, normally powered by the microcomputer brake control unit, and automatically switches to a state powered by the electric brake activation signal of the traction control unit when the microcomputer brake control unit is de-energized.
6. A control method for automatically switching between train pipe control and microcomputer control, which is applied to the brake system for automatically switching between train pipe control and microcomputer control according to any one of claims 1 to 5, the method comprising:
In microcomputer control mode, the electromagnetic valve is in a power-on state, a pipeline between the distribution valve and the brake control unit is cut off, and the pre-control pressure on the left side of the bidirectional check valve in the brake control unit is emptied, so that the influence on the pre-control pressure generated by the electric-idle converter is prevented;
when the electric-idle converter in the brake control unit fails and the pressure of the brake cylinder cannot be controlled, the microcomputer brake control unit cuts off the power supply of the electromagnetic valve, and the bicycle is in a train pipe brake mode at the moment, so that the microcomputer brake control unit can limit the electric brake and prevent overbraking caused by the mixed action of the electric brake and the train pipe brake.
7. The method according to claim 6, wherein the solenoid valve is automatically switched to be supplied with power by an electric brake activation signal when the microcomputer brake control unit is de-energized, and the present brake-car will apply and release the air brake according to the train pipe pressure controlled by the integrated brake controller if the electric brake is not applied, and the electric brake activation will supply power to the solenoid valve to prevent the train pipe from being applied if the electric brake is being applied.
8. The method for controlling automatic switching between train pipe control and microcomputer control according to claim 6, wherein when the train is rescued, after the brake system receives the backup mode hard wire signal, each microcomputer brake control unit cuts off the power supply of the electromagnetic valve, and simultaneously cuts off the electric brake by sending the electric brake hard wire cutting off signal to the traction control unit, and completely enters the train pipe control mode, and under the condition that the rescued train is completely powered off, the train pipe pressure of the rescued train is controlled by the driver controller of the rescue train to control the braking force, and in the mode, all brakes of the rescued train are completely borne by the air braking force, and the air braking control adopts the train pipe brake control mode.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211588496.XA CN116039679B (en) | 2022-12-07 | 2022-12-07 | A braking system and method for automatic switching between train control and microcomputer control |
| PCT/CN2023/127138 WO2024120044A1 (en) | 2022-12-07 | 2023-10-27 | Braking system for automatic switching between train pipe control and microcomputer control and method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211588496.XA CN116039679B (en) | 2022-12-07 | 2022-12-07 | A braking system and method for automatic switching between train control and microcomputer control |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN116039679A CN116039679A (en) | 2023-05-02 |
| CN116039679B true CN116039679B (en) | 2025-07-01 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202211588496.XA Active CN116039679B (en) | 2022-12-07 | 2022-12-07 | A braking system and method for automatic switching between train control and microcomputer control |
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| CN (1) | CN116039679B (en) |
| WO (1) | WO2024120044A1 (en) |
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| CN116039679B (en) * | 2022-12-07 | 2025-07-01 | 中车大连机车车辆有限公司 | A braking system and method for automatic switching between train control and microcomputer control |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111284522A (en) * | 2019-12-31 | 2020-06-16 | 中国国家铁路集团有限公司 | Train braking system and braking control method |
| CN115056760A (en) * | 2022-06-14 | 2022-09-16 | 中车制动系统有限公司 | Urban rail vehicle brake control system |
Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1173673A (en) * | 1913-07-31 | 1916-02-29 | Gen Electric | Electropneumatic air-brake system. |
| US6189980B1 (en) * | 1998-12-18 | 2001-02-20 | Westinghouse Air Brake Company | Locomotive to ECP brake conversion system |
| CN201049626Y (en) * | 2006-12-28 | 2008-04-23 | 南车四方机车车辆股份有限公司 | Separating automatic-protecting equipment for train |
| CN101423056B (en) * | 2008-10-31 | 2011-12-21 | 南车株洲电力机车有限公司 | Control device and method for urban rail vehicle rail transportation |
| CN106428099B (en) * | 2016-11-22 | 2018-06-22 | 中车株洲电力机车有限公司 | A kind of locomotive and its empty electric composite braking force control method of brake and system |
| CN209037583U (en) * | 2018-09-30 | 2019-06-28 | 中车长春轨道客车股份有限公司 | A parking brake control system for rail vehicle rescue |
| CN109878489B (en) * | 2019-04-10 | 2021-06-29 | 南京中车浦镇海泰制动设备有限公司 | Command conversion control circuit for loopback or rescue of motor train unit |
| CN110435621B (en) * | 2019-08-20 | 2020-07-31 | 中车青岛四方车辆研究所有限公司 | Electric-air hybrid braking control method for train |
| CN212890293U (en) * | 2020-08-07 | 2021-04-06 | 郑州铁路职业技术学院 | Air brake pipeline for locomotive |
| CN116039679B (en) * | 2022-12-07 | 2025-07-01 | 中车大连机车车辆有限公司 | A braking system and method for automatic switching between train control and microcomputer control |
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- 2022-12-07 CN CN202211588496.XA patent/CN116039679B/en active Active
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111284522A (en) * | 2019-12-31 | 2020-06-16 | 中国国家铁路集团有限公司 | Train braking system and braking control method |
| CN115056760A (en) * | 2022-06-14 | 2022-09-16 | 中车制动系统有限公司 | Urban rail vehicle brake control system |
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| Publication number | Publication date |
|---|---|
| CN116039679A (en) | 2023-05-02 |
| WO2024120044A1 (en) | 2024-06-13 |
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