CN116811819A - Locomotive braking control system and control method - Google Patents

Abstract

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

Description

Locomotive braking control system and control method

Technical field

The present application belongs to the field of locomotive braking control, and specifically relates to a locomotive braking control system and a control method.

Background technique

The locomotive brake control system is one of the most important core systems of the locomotive. One of the key functions of the system is to control the pressure of the brake cylinder. The locomotive brake control system achieves braking and relief of the locomotive by controlling the pressure value of the brake cylinder. Function. The conventional method used for brake cylinder pressure control is to control the pre-control pressure through a high-frequency solenoid valve, and then output the brake cylinder pressure consistent with the pre-control pressure through the relay valve. In order to avoid the impact of brake cylinder control failure on the operation of the locomotive, Usually the pre-control pressure control part that is prone to failure is backed up.

The existing locomotive brake control systems mainly include the CCBII system developed by Knorr-Bremse and the Eurotrol system developed by Favelay. Both brake control systems use mechanical air distribution valves to redundant the brake cylinder pressure pre-control part. On the one hand, this redundant control method greatly reduces the pressure control accuracy of the brake cylinder during redundant control of mechanical valves. On the other hand, when the brake cylinder relay valve fails, the brake cylinder pressure control cannot be achieved.

CN111634304A discloses a locomotive brake control system and a control method, including an average tube control system and a brake cylinder control system. The average tube control system can compare the brake cylinder pre-control pressure and the average tube pre-control pressure, and output a relatively The maximum pressure is used as the average pipe pressure; the brake cylinder control system can compare the brake cylinder pre-control pressure and the average pipe pressure, and output the larger pressure as the brake cylinder pressure to achieve braking; the redundancy of the two control systems can be achieved .

Contents of the invention

In view of some problems existing in the prior art, this application provides a locomotive braking control system and control method; it can achieve multiple redundancies and improve the reliability of the system.

The locomotive brake control system provided in the first aspect of this application includes an average tube control module, a brake cylinder control module and a total airflow; wherein:

The average pipe control module includes a first charging solenoid valve and a first exhaust solenoid valve connected to the total air, both of which can control and output the input total air pressure to the required first through the charging action and the exhaust action. Pre-control pressure P1.

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

The first branch PA1 of the average pipe pressure PA is connected to the first inlet of the first two-way valve of the brake cylinder control module through a pipeline; the second branch PA2 of the average pipe pressure PA is connected to the first switching valve through a pipeline The inlet of the second switching valve can output the second branch PA2 to the first inlet of the third two-way valve of the brake cylinder control module.

The brake cylinder control module includes a second charging solenoid valve and a second exhaust solenoid valve connected to the total air, both of which can control and output the input total air pressure to the required third through charging and exhausting actions. 2. Pre-control pressure P2.

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

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

The second switching valve can switch between the first inlet and the second inlet to select the second pre-control pressure P2 or the third pre-control pressure P3. The outlet of the second switching valve is connected to the second inlet of the first two-way valve.

The outlet of the first two-way valve is connected to the control port of the second relay valve to select the larger pressure of the first inlet and the second inlet of the first two-way valve as the fourth pre-control pressure P4 and output it to the second relay. Valve control port.

The inlet of the second relay valve is connected to the total air, and its outlet is connected to the second inlet of the third two-way valve to output the amplified fourth pre-control pressure as the first brake cylinder pressure PB1 to the third two-way valve. the second entrance.

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

In some embodiments of the present application, the brake cylinder control module also includes a second two-way valve, a pressure reducing valve and an emergency boosting valve; wherein,

The outlet of the first two-way valve is connected to the first inlet of the second two-way valve to select the larger pressure of the first inlet and the second inlet of the first two-way valve as the fourth pre-control pressure P4 and output it to the second two-way valve. the first entrance;

The inlet of the pressure reducing valve is connected to the main air, and the outlet of the pressure reducing valve is connected to the inlet of the emergency boosting valve; the outlet of the emergency boosting valve outputs the fifth pre-control pressure P5 to the second inlet of the second two-way valve; so The control port of the emergency boosting valve is connected to the train pipe to provide a control air source for opening or closing the pipeline between the pressure reducing valve and the second inlet of the second two-way valve to open or cut off the fifth pre-control pressure. P5 output;

The outlet of the second two-way valve is connected to the control port of the second relay valve to select the larger pressure of the first inlet and the second inlet of the second two-way valve as the sixth pre-control pressure P6 (instead of not having the second two-way valve) The fourth pre-control pressure P4) of the valve is output to the control port of the second relay valve.

In some embodiments of the present application, the mechanical three-way valve selects a regulating three-way valve; the second inlet of the mechanical three-way valve is connected to the working air cylinder. When the pressure of the train pipe changes, the train pipe and the working air cylinder Achieve dynamic balance.

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

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

In some embodiments of the present application, an active air cylinder is provided on the pipeline where the third pre-control pressure P3 is located, which is used to store compressed air to provide an air source as the third pre-control pressure P3.

In some embodiments of the present application, the second switching valve is a mechanical switching valve with a control port; when its control port has an air source, it is connected to the second pre-control pressure P2; when its control port does not have an air source, it switches to connect to the third pre-control pressure P3.

In some embodiments of the present application, the brake cylinder control module is provided with an electronically controlled valve for controlling the second switching valve to switch between the second pre-control pressure P2 and the third pre-control pressure P3, wherein, The inlet of the electric control valve is connected to the main air, and its outlet is connected to the control port of the second switching valve; wherein the electric control valve is configured to: when powered, connect the main air and the control port of the second switching valve, so that The second switching valve is connected to the second pre-control pressure P2; when power is lost, the total air and the control port of the second switching valve are cut off so that the second switching valve is connected to the third pre-control pressure P3.

The locomotive braking control method provided in the second aspect of this application can adopt the locomotive braking control system described in any of the previous embodiments, including at least one of the following three states:

(1)Normal working status:

In the averaging tube control module:

The first charging solenoid valve and the first exhaust solenoid valve control and output the input total air pressure to the required first pre-control pressure P1 through charging and exhausting actions, which act on the control of the first relay valve. Port, the inlet of the first relay valve inputs the total air. After flow amplification, the outlet of the first relay valve outputs the average pipe pressure PA, and the first branch PA1 of the average pipe pressure reaches the first bidirectional port of the brake cylinder control module. The first inlet of the valve.

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

In the brake cylinder control module:

The second charging solenoid valve and the second exhaust solenoid valve control and output the input total air pressure to the required second pre-control pressure P2 through charging actions and exhaust actions.

When the electronically controlled valve is energized, the total air reaches the control port of the second switching valve, causing the second pre-control pressure P2 to enter the second switching valve and reach the second inlet of the first two-way valve.

The first two-way valve takes the larger of the first branch PA1 of the average pipe pressure and the second pre-control pressure P2, and outputs the fourth pre-control pressure P4 to act on the control port of the second relay valve. The inlet inputs the total air, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third two-way valve.

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

(2) Brake cylinder control module fault status

In the averaging tube control module:

The first charging solenoid valve and the first exhaust solenoid valve control and output the input total air pressure to the required first pre-control pressure P1 through the charging and exhausting actions, and act on the first relay valve Control port, the inlet of the first relay valve inputs total air. After flow amplification, the outlet of the first relay valve outputs the average pipe pressure PA, and the first branch PA1 of the average pipe pressure reaches the first branch of the brake cylinder control module. The first inlet of the two-way valve.

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

In the brake cylinder control module:

The brake cylinder control module cannot normally output the second pre-control pressure P2.

The electronic control valve loses power and no air source reaches the control port of the second switching valve, causing the second switching valve to switch to the mechanical three-way valve. The mechanical three-way valve generates the third pre-control pressure P3 according to the pressure change of the train pipe. , and output to the second inlet of the first two-way valve.

The first two-way valve takes the larger of the first branch PA1 of the average pipe pressure and the third pre-control pressure P3, outputs the fourth pre-control pressure P4, and acts on the control port of the second relay valve. The inlet of the valve inputs the total air, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third two-way valve.

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

(3) Second relay valve fault status

In the averaging tube control module:

The first charging solenoid valve and the first exhaust solenoid valve control and output the input total air pressure to the required first pre-control pressure P1 through the charging and exhausting actions, and act on the first relay valve The control port, the inlet of the first relay valve inputs total air, and after flow amplification, the outlet of the first relay valve outputs the average pipe pressure PA.

Among them, the first branch PA1 of the average pipe pressure reaches the first inlet of the first two-way valve of the brake cylinder control module; the first switching valve is in an open state and provides the second branch PA2 of the average pipe pressure to the third two-way valve. The first inlet of the valve.

In the brake cylinder control module:

The second relay valve is faulty and the first brake cylinder pressure PB1 cannot be effectively output.

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

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

For (1) normal working status:

The first two-way valve takes the larger of the first branch PA1 of the average pipe pressure and the second pre-control pressure P2, and outputs the fourth pre-control pressure P4 to the first inlet of the second two-way valve.

When the pressure of the train pipe decreases to the threshold value, the emergency boost valve is turned on and outputs the fifth pre-control pressure P5 to the second inlet of the second two-way valve. The second two-way valve takes the larger of the fourth pre-control pressure P4 and the fifth pre-control pressure P5, outputs the sixth pre-control pressure P6, and acts on the control port of the second relay valve. The inlet inputs the total air, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third two-way valve.

When the pressure of the train pipe is higher than the threshold, the emergency boosting valve is in a closed state; at this time, the second two-way valve only obtains the fourth pre-control pressure P4, outputs the sixth pre-control pressure P6, and acts on the second The control port of the relay valve and the inlet of the second relay valve input the total air. After flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third two-way valve.

For (2) brake cylinder control module fault status:

The first two-way valve takes the larger of the first branch PA1 of the average pipe pressure and the third pre-control pressure P3, and outputs the fourth pre-control pressure P4 to the first inlet of the second two-way valve.

When the pressure of the train pipe decreases to the threshold value, the emergency boost valve is turned on and outputs the fifth pre-control pressure P5 to the second inlet of the second two-way valve. The second two-way valve takes the larger of the fourth pre-control pressure P4 and the fifth pre-control pressure P5, outputs the sixth pre-control pressure P6, and acts on the control port of the second relay valve. The inlet inputs the total air, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third two-way valve.

When the pressure of the train pipe is higher than the threshold, the emergency boosting valve is in a closed state; at this time, the second two-way valve only obtains the fourth pre-control pressure P4, outputs the sixth pre-control pressure P6, and acts on the second The control port of the relay valve and the inlet of the second relay valve input the total air. After flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third two-way valve.

Compared with the existing technology, the beneficial effects of this application are: the locomotive brake control system provided by at least one embodiment of this application can, when the charging and exhausting solenoid valve or the second relay valve that controls the brake cylinder fail, can Use multiple redundancies such as mechanical three-way valves, average pipe pressure, and emergency boost valves to achieve redundant control of brake cylinder pressure.

Description of the drawings

Figure 1 is a schematic diagram of an embodiment in a normal working state;

Figure 2 is a schematic diagram of a brake cylinder control module in a fault state according to an embodiment;

Figure 3 is a schematic diagram of the second relay valve in a fault state according to an embodiment;

Numbers in the figure: 1 average tube control module, 101 first charging solenoid valve, 102 first exhaust solenoid valve, 103 first relay valve, 104 first switching valve, 105 first pre-control air cylinder; 2 brake cylinder Control module, 201 second charging solenoid valve, 202 second exhaust solenoid valve, 203 second switching valve, 204 mechanical three-way valve, 205 first two-way valve, 206 working air cylinder, 207 acting air cylinder, 208 electronic control valve , 209 second two-way valve, 210 pressure reducing valve, 211 emergency boost valve, 212 second relay valve, 213 second pre-control air cylinder, 214 third two-way valve, 215 brake cylinder; 3 main air; 4 trains Tube.

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.

The relay valve in this application has a flow amplification function and provides an air source through the inlet so that the pressure of the output gas at the outlet is consistent with the pressure provided by the control port. The two-way valve in this application has a pressure comparison selection function, which will automatically compare the pressures of the two inlets and select the one with the higher pressure to output from the outlet. Both relay valves and two-way valves choose mechanical valves, which can effectively cope with power loss conditions.

The first embodiment of the present application provides a locomotive brake control system, as shown in Figures 1-3, including an average pipe control module 1, a brake cylinder control module 2 and a total air flow 3. in:

(1)Averaging tube control module

The average pipe control module 1 includes a first charging solenoid valve 101 and a first exhaust solenoid valve 102 connected to the total air 3, both of which can control and output the input pressure of the total air 3 through charging and exhausting actions as The required first pre-control pressure P1. The settings of the total air, the first charging solenoid valve and the first exhaust solenoid valve here belong to conventional technical solutions in the field and can be implemented using technical solutions in the prior art. For example, the first total air in CN111634304A is used, and the first exhaust solenoid valve is used. a solenoid valve and a second solenoid valve.

The averaging tube control module 1 also includes a first relay valve 103 and a first switching valve 104 . The first pre-control pressure P1 is connected to the control port of the first relay valve 103. The inlet of the first relay valve 103 is connected to the total air 3, and its outlet outputs the amplified first pre-control pressure as the average pipe pressure PA. . The first branch PA1 of the average pipe pressure PA is connected to the first inlet of the first two-way valve 205 of the brake cylinder control module 2 through a pipeline; the second branch PA2 (as a backup) of the average pipe pressure PA is connected through a pipeline to the inlet of the first switching valve 104; when the first switching valve 104 is opened, the second branch PA2 outputted through the outlet of the first switching valve 104 reaches the third two-way valve 214 of the brake cylinder control module 2. One entrance. The first switching valve 104 may be a solenoid valve, which is opened when powered and closed when powered off.

A first pre-control air cylinder 105 is also provided on the pipeline where the first pre-control pressure P1 is located. The first pre-control air cylinder 105 can store compressed air to provide an air source as the first pre-control pressure P1.

(2) Brake cylinder control module

The brake cylinder control module 2 includes a second charging solenoid valve 201 and a second exhaust solenoid valve 202 connected to the total air 3, both of which can control and output the input pressure of the total air 3 through charging actions and exhaust actions. is the required second pre-control pressure P2. The settings of the total air, the second charging solenoid valve and the second exhaust solenoid valve here also belong to conventional technical solutions in this field, and can also be implemented using technical solutions in the prior art, for example, using the second total air in CN111634304A. , the third solenoid valve and the fourth solenoid valve.

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

The mechanical three-way valve 204 is a mechanical valve capable of outputting the third pre-control pressure P3, and an adjustable three-way valve can be selected.

The working principle of the regulating three-way valve is to change the direction and size of the fluid channel by changing the position of the valve core. The spool can change its position by manual means or automatic control. If increased flow is required, the spool moves toward the inlet, making it easier for fluid to pass through the flow channel. On the contrary, if the flow needs to be reduced, the valve core will move toward the outlet, covering a portion of the pipe and reducing the flow.

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

The pipeline where the third pre-control pressure P3 is located can also be provided with an active air cylinder 207 for storing compressed air to provide an air source as the third pre-control pressure P3.

The mechanical three-way valve 204 uses the pressure of the train pipe 4 to charge air to the working air cylinder 206. When the pressure of the train pipe 4 decreases, the pressure of the working air cylinder 206 will be connected to the working air cylinder 207, and the working air cylinder 207 will be controlled to generate corresponding pressure. When the train is depressurized, the mechanical three-way valve 204 controls the train pipe pressure output to the required third pre-control pressure P3.

The first inlet of the second switching valve 203 is connected to the second pre-control pressure P2, the second inlet is connected to the third pre-control pressure P3, and the outlet is connected to the second inlet of the first two-way valve 205; used to switch and connect the second The pre-controlled pressure P2 or the third pre-controlled pressure P3 is output to the second inlet of the first two-way valve 205 .

In one embodiment, the second switching valve 203 is a mechanical switching valve with a control port. When its control port has an air source, it is connected to the second pre-control pressure P2; when its control port does not have an air source, it switches to connect to the third pre-control pressure P3. More specifically, the brake cylinder control module 2 is also configured to control the second switching valve 203 between the second pre-control pressure P2 (first inlet) and the third pre-control pressure P3 (second inlet). Switching electronically controlled valve 208, wherein the inlet of the electronically controlled valve 208 is connected to the main air 3, and its outlet is connected to the control port of the second switching valve 203. When the electric control valve 208 is powered on, it connects the main air 3 and the control port of the second switching valve 203, so that the first inlet of the second switching valve 203 is connected to the second pre-control pressure P2, and is output to the first two-way valve 205. ; When the electric control valve 208 loses power, the control port of the main air 3 and the second switching valve 203 is cut off, so that the second inlet of the second switching valve 203 is connected to the third pre-control pressure P3 and output to the first two-way valve 205. That is, when power is lost, the second switching valve 203 will automatically switch to connect its second inlet.

As mentioned above, the first inlet of the first two-way valve 205 is connected to the outlet of the first relay valve 103 (that is, connected to the first branch PA1 of the average pipe pressure PA), and the second inlet of the first two-way valve 205 is connected to the second switch The outlet of valve 203. In addition, the outlet of the first two-way valve 205 is connected to the first inlet of the second two-way valve 209 to select the larger pressure of the first inlet and the second inlet of the first two-way valve 205 as the fourth pre-control pressure P4 ( That is: P4 is the one with the higher pressure among PA1 and P2, or P4 is the one with the higher pressure among PA1 and P3) and is output to the first inlet of the second two-way valve 209.

As an emergency measure, the brake cylinder control module 2 is also provided with a pressure reducing valve 210 and an emergency boosting valve 211; wherein, the inlet of the pressure reducing valve 210 is connected to the total air 3, and its outlet is connected to the emergency boosting valve. The inlet of the valve 211; the outlet of the emergency boost valve 211 outputs the fifth pre-control pressure P5 to the second inlet of the second two-way valve 209; the control port of the emergency boost valve 211 is controlled by the air source from the train pipe 4 Control to open or close the pipeline between the pressure reducing valve 210 and the second inlet of the second two-way valve 209 to open or cut off the output of the fifth pre-control pressure P5. When the pressure of the air source of the train duct 4 is sufficient, the emergency boost valve 211 is controlled to a closed state; when the pressure of the air source of the train duct drops to a threshold value, the emergency boost valve 211 is controlled to an open state, so that the pressure from the air source of the train duct 4 decreases. The air source of the pressure valve 210 reaches the second two-way valve 209 as the fifth pre-control pressure P5.

As mentioned above, the first inlet of the second two-way valve 209 is connected with the outlet of the first two-way valve 205, and the second inlet of the second two-way valve 209 is connected with the outlet of the emergency boost valve 211; in addition, the outlet of the second two-way valve 209 Connect to the control port of the second relay valve 212; to select the larger pressure of the first inlet and the second inlet of the second two-way valve 209 as the sixth pre-control pressure P6 (ie: P6 is among P4 and P5 The one with the higher pressure) is output to the control port of the second relay valve 212. A second pre-control air cylinder 213 may also be provided on the pipeline where the sixth pre-control pressure P6 is located, for storing compressed air to provide an air source as the sixth pre-control pressure P6.

The inlet of the second relay valve 212 is connected to the total air 3, and its outlet is connected to the second inlet of the third two-way valve 214 to output the amplified sixth pre-control pressure as the first brake cylinder pressure PB1 to the third brake cylinder pressure PB1. The second inlet of the three-way valve 214. The first inlet of the third two-way valve 214 is connected to the outlet of the first switching valve 104 (ie, the second branch PA2 of the average pipe pressure PA), and the outlet of the third two-way valve 214 is connected to the brake cylinder 215 to select the third two-way valve. The larger pressure between the first inlet and the second inlet of 214 is output to the brake cylinder as the second brake cylinder pressure PB2 (that is, PB2 is the larger pressure among PB1 and PA2) to the brake cylinder for braking.

It is worth understanding that the total wind in this application can refer to the total wind at the same place, or it can be the total wind at different places (for example, a branch of the total wind), or it can all refer to the total wind from the total air cylinder. The control system in this application can also be provided with multiple sensors, especially pressure sensors, for measuring pressure at different locations to increase or decrease pressure, or to provide early warning, etc. This is understandable to those skilled in the art. In addition, various electronically controlled valves in this application, such as various solenoid valves, etc., their power-on or power-off status, as well as the aforementioned various sensors can be controlled by a control unit, and the control unit can adopt various A processor that can meet the conditions, such as CPU, PLC, etc., can realize the above functions through programming. This is a conventional control method that can be thought of and can be understood by those skilled in the art.

The second embodiment of the present application provides a locomotive braking control method, using the locomotive braking control system described in any of the previous embodiments, including at least one of the following states:

(1) Normal working status (as shown in Figure 1):

In the averaging tube control module:

The first charging solenoid valve 101 and the first exhaust solenoid valve 102 control and output the input pressure of the total air 3 to the required first pre-control pressure P1 through the charging action and the exhaust action, and output it to the first pre-control pressure P1. Air control cylinder 105.

The first pre-control pressure P1 also acts on the control port of the first relay valve 103. The inlet of the first relay valve 103 inputs the total air 3. After flow amplification, the outlet of the first relay valve 103 outputs the average pipe. The pressure PA, the first branch PA1 of this average pipe pressure reaches the first inlet of the first two-way valve 205 of the brake cylinder control module 2 .

The first switching valve 104 is de-energized and is in a closed state, and does not provide the second branch PA2 to the third two-way valve 214 of the average pipe pressure.

In the brake cylinder control module:

The second charging solenoid valve 201 and the second exhaust solenoid valve 202 control and output the input pressure of the total air 3 to the required second pre-control pressure P2 through charging actions and exhaust actions.

When the electronically controlled valve 208 is powered, the total air 3 reaches the control port of the second switching valve 203, so that the second pre-control pressure P2 enters the second switching valve 203 and reaches the second inlet of the first two-way valve 205.

The first two-way valve 205 takes the larger of the first branch PA1 of the average pipe pressure and the second pre-control pressure P2, and outputs the fourth pre-control pressure P4 to the first inlet of the second two-way valve 209.

When the pressure of the train pipe 4 decreases to the threshold value, the emergency boost valve 211 is turned on and outputs the fifth pre-control pressure P5 to the second inlet of the second two-way valve 209 . The second two-way valve 209 takes the larger of the fourth pre-control pressure P4 and the fifth pre-control pressure P5, and outputs the sixth pre-control pressure P6 to the second pre-control air cylinder 213.

When the pressure of the train pipe 4 is higher than the threshold value, the emergency boosting valve 211 is in a closed state; at this time, the second two-way valve 209 only obtains the fourth pre-control pressure P4 and outputs the sixth pre-control pressure P6 to the second pre-control pressure. Air control cylinder 213.

The sixth pre-control pressure P6 also acts on the control port of the second relay valve 212. The inlet of the second relay valve 212 inputs the total air 3. After the flow is amplified, the outlet of the second relay valve 212 outputs the first brake. Cylinder pressure PB1 to the second inlet of the third two-way valve 214.

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

(2) Brake cylinder control module fault status (as shown in Figure 2)

When a fault occurs in the brake cylinder control module, for example, the second charging solenoid valve 201, the second exhaust solenoid valve 202 fails, or the brake cylinder loses power, etc.

In the averaging tube control module:

The first charging solenoid valve 101 and the first exhaust solenoid valve 102 control and output the input pressure of the total air 3 to the required first pre-control pressure P1 through the charging action and the exhaust action, and output it to the first pre-control pressure P1. Air control cylinder 105.

The first pre-control pressure P1 also acts on the control port of the first relay valve 103. The inlet of the first relay valve 103 inputs the total air 3. After flow amplification, the outlet of the first relay valve 103 outputs the average pipe. The pressure PA, the first branch PA1 of this average pipe pressure reaches the first inlet of the first two-way valve 205 of the brake cylinder control module 2 .

The first switching valve 104 is de-energized and is in a closed state, and cannot provide the second branch PA2 to the third two-way valve 214 of the average pipe pressure.

The working mode of the average tube control module in this embodiment is similar or the same as the working mode of the average tube control module under normal working conditions.

In the brake cylinder control module:

The second charging solenoid valve 201 and the second exhaust solenoid valve 202 are faulty and cannot normally output the second pre-control pressure P2.

At this time, the electronically controlled valve 208 loses power and no air source reaches the control port of the second switching valve 203 , causing the second switching valve 203 to switch to the mechanical three-way valve 204 . The mechanical three-way valve 204 is connected to the train pipe 4 according to the The pressure change generates a third pre-control pressure P3, which is output to the second inlet of the first two-way valve 205.

The first two-way valve 205 takes the larger of the first branch PA1 of the average pipe pressure and the third pre-control pressure P3, and outputs the fourth pre-control pressure P4 to the first inlet of the second two-way valve 209.

When the pressure of the train pipe 4 decreases to the threshold value, the emergency boost valve 211 is turned on and outputs the fifth pre-control pressure P5 to the second inlet of the second two-way valve 209 . The second two-way valve 209 takes the larger of the fourth pre-control pressure P4 and the fifth pre-control pressure P5, and outputs the sixth pre-control pressure P6 to the second pre-control air cylinder 213.

When the pressure of the train pipe 4 is higher than the threshold value, the emergency boosting valve 211 is in a closed state; at this time, the second two-way valve 209 only obtains the fourth pre-control pressure P4 and outputs the sixth pre-control pressure P6 to the second pre-control pressure. Air control cylinder 213.

The sixth pre-control pressure P6 also acts on the control port of the second relay valve 212. The inlet of the second relay valve 212 inputs the total air 3. After the flow is amplified, the outlet of the second relay valve 212 outputs the first brake. Cylinder pressure PB1 to the second inlet of the third two-way valve 214.

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

In this case, the average pipe control module can continue to provide the first branch PA1 of the average pipe pressure; at the same time, the mechanical three-way valve 204 can also output the third pre-control pressure P3, thereby achieving double insurance.

(3) Second relay valve fault status (shown in Figure 3)

When the second relay valve 212 fails, the sixth pre-control pressure P6 mentioned above cannot be output as the first brake cylinder pressure PB1. At this time, the averaging pipe control module 1 controls the first switching valve 104 to be energized. The second branch PA2 of the average pipe pressure is directly output to the third two-way valve 214 to provide brake cylinder pressure. The specific implementation is as follows:

In the averaging tube control module:

The first charging solenoid valve 101 and the first exhaust solenoid valve 102 control and output the input pressure of the total air 3 to the required first pre-control pressure P1 through the charging action and the exhaust action, and output it to the first pre-control pressure P1. Air control cylinder 105.

The first pre-control pressure P1 also acts on the control port of the first relay valve 103. The inlet of the first relay valve 103 inputs the total air 3. After flow amplification, the outlet of the first relay valve 103 outputs the average pipe. Pressure PA.

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

In the brake cylinder control module:

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

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

The order of the steps described in this embodiment is only the order of description. In actual operation, it can be adjusted according to actual needs. Therefore, the order of description does not constitute an absolute limitation on the present application.

In this embodiment, through the above system settings and control settings, this application can achieve at least the following functions:

(1) When a pressure control failure occurs in the second charging and second exhaust solenoid valves in the brake cylinder control module, the first branch PA1 of the average pipe pressure can be automatically switched for redundant control, or the mechanical three-way valve can be automatically switched. 204 for redundancy control.

(2) In the brake cylinder control module, the electronic control valve 208 is powered when working normally and is powered off when working redundantly; when the brake cylinder control module is powered off, the mechanical three-way valve can also be used to redundantly control the brake cylinder. pressure.

(3) The emergency boosting valve 211 controls the air source using the train pipe pressure. When the train pipe pressure is exhausted, the emergency boosting valve 211 automatically conducts and outputs the fifth pre-control pressure P5 to the second two-way valve 209, which is the brake cylinder. The control module provides pre-controlled pressure.

(4) When the second relay valve 212 fails, the sixth pre-control pressure P6 cannot be output as the first brake cylinder pressure PB1. The averaging pipe control module controls the first switching valve 104 to be energized, and the branches of the averaging pipe are The pressure is output directly to the brake cylinder, providing brake cylinder pressure.

(5) In this application, the functional modules are partitioned. The brake cylinder control module controls the brake cylinder pressure-related functions, and the average tube control module controls the average tube pressure function. When one module fails, the other functional module performs redundant control and the braking system functions normally, improving system availability. When a module fails, the corresponding module will be replaced after maintenance conditions are met, which improves the maintainability of the system.

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 (10)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

(1) Normal operating state:

in the average pipe control module:

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

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

in the brake cylinder control module:

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

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

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

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

(2) Brake cylinder control module fault status

In the average pipe control module:

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

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

in the brake cylinder control module:

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

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

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

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

(3) Second relay valve failure state

In the average pipe control module:

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

In the brake cylinder control module:

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

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

for (1) normal operating conditions:

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

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

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

For (2) brake cylinder control module failure state:

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

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

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