Motor train unit vehicle braking force self-adaptive control system and control method

Abstract

The invention relates to a motor train unit vehicle brake control system which comprises a brake control device, a working air cylinder, an auxiliary air cylinder, an air brake valve and an electric pneumatic control module, and the electric pneumatic control module comprises an electronic brake control unit, an electric pneumatic valve, a switching valve, an intercepting valve and a two-way valve and further comprises a pressure reducing valve and a relay valve. The system can be switched between electro-pneumatic braking and air braking, and pre-control pressure is transmitted to the relay valve through the two-way valve. Two braking control modes of automatic air braking and straight-through type electric pneumatic braking are integrated, electric pneumatic braking serves as a main braking mode, automatic braking is hot standby redundancy, the reliability of the braking effect is improved, and it is ensured that a motor train unit runs safely.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transit, and in particular relates to an adaptive control system and a control method for the braking force of a motor vehicle. Background Art

[0002] At present, the vehicle braking system of the centralized power EMU that has been put into mass use is a hard-wired electro-pneumatic braking system. During the use of this system, the pressure of the vehicle brake cylinder is controlled by the air brake valve according to the train pipe pressure. Since the braking force cannot be adjusted according to its own load, there is a risk of wheel rubbing when the load is small and insufficient braking force when the load is large. In addition, due to the unstable output of the air brake valve, the train braking relief synchronization is poor and the braking force output accuracy is low, and there is a risk of no braking force output, which brings great inconvenience to on-site use.

[0003] The patent describes an adaptive control system and control method for the braking force of a multiple unit vehicle, which integrates components such as air brake valves, electro-pneumatic control modules, relay valves, empty and loaded vehicle pressure limiting valves, air spring pressure sensors and emergency pressure reducing valves, to achieve hot standby redundancy for direct electro-pneumatic braking and automatic air braking, and can adaptively adjust the braking force output according to load conditions, thereby improving the synchronization of vehicle braking relief and solving the problem of inaccurate braking force output under different loads. In addition, a new total air emergency boost passage is added to achieve effective output of braking force during emergency braking, ensuring vehicle safety. Summary of the invention

[0004] Aiming at the deficiencies existing in the related technologies, the problem of insufficient reliability of a single braking mode in the prior art is solved. The present invention provides an EMU vehicle braking force adaptive control system and control method.

[0005] In a possible implementation, a brake control system for a multiple-unit vehicle is provided, comprising: a brake control device, a working air cylinder and an auxiliary air cylinder; the brake control device is used to receive a train pipe pressure signal and a network instruction, and output the brake cylinder pressure; the brake control device comprises: an air brake valve, whose input end is connected to the train pipe, and the train pipe charges air to the working air cylinder, the volume chamber and the auxiliary air cylinder through the air brake valve; and an electro-pneumatic control module, comprising an electronic brake control unit, an electro-pneumatic valve, a switching valve, a shut-off valve and a two-way valve. The electro-pneumatic valve is connected to one passage of the switching valve, and the first output end of the air brake valve is connected to the other passage of the switching valve; the output end of the switching valve is connected to an input end of the two-way valve; the pressure reducing valve connects the main air duct to the shut-off valve, and the train pipe is connected to the pre-control end of the shut-off valve. The output end of the shut-off valve is connected to the other input end of the two-way valve. The output end of the two-way valve is connected to the pre-control end of the relay valve, and the output end of the relay valve is connected to the brake cylinder through the brake pipe; the switching valve switches between electro-pneumatic braking and air braking. When in electro-pneumatic braking, the electro-pneumatic valve is connected to the switching valve, and the pre-control pressure of the electro-pneumatic control module is transmitted to the relay valve; during air braking, the switching valve switches to the air position, and the pre-control pressure of the air brake valve is transmitted to the relay valve; the shut-off valve is shut off when the pressure in the train pipe is higher than the action value of the shut-off valve, and the passage between the two-way valve is connected to the atmosphere.

[0006] In a possible implementation, the electro-pneumatic valve includes an inflation solenoid valve, an exhaust solenoid valve, and a sensor. The input end of the inflation solenoid valve is connected to the auxiliary air cylinder for charging, and the output end is connected to the pre-control volume chamber and the switching valve. The input end of the exhaust solenoid valve is connected to the connection end of the inflation solenoid valve and the pre-control volume chamber, and the output end is connected to the atmospheric passage. The sensor is used to detect the pre-control pressure of the pre-control volume chamber, the output end of the inflation solenoid valve, and the input end of the exhaust solenoid valve, and feed back the detection signal to the electronic brake control unit. The electronic brake control unit controls the pre-control ends of the inflation solenoid valve and the exhaust solenoid valve to be turned on or off according to the received electro-pneumatic control command.

[0007] In a possible implementation, the switching valve includes a solenoid valve and an air control valve. The input end of the solenoid valve is connected to the auxiliary air cylinder, and the output end is connected to the pre-control end of the air control valve. The input end of the air control valve is connected to one end of the air brake valve that charges the volume chamber, and the output end is connected to the two-way valve. The electronic brake control unit controls the pre-control end of the solenoid valve according to the received electric-pneumatic control command, and turns on the pre-control end during electric-pneumatic braking and turns off the pre-control end during air braking.

[0008] In a possible implementation, an EMU vehicle braking force adaptive control system is proposed, including any of the above-mentioned EMU vehicle braking control systems, and also including an empty and loaded vehicle valve, the input end of which is connected to the output end of the two-way valve, and the output end is connected to the pre-control end of the relay valve. The control end of the empty and loaded vehicle valve is connected to the vehicle average load pressure output after the pressure of the four-way air spring passes through the average valve to control the switch ratio of the empty and loaded vehicle valve.

[0009] In a possible implementation, four air springs are installed on two bogies, each of which is connected to an air spring volume chamber. A height valve is installed corresponding to each air spring to monitor and adjust the height of the air spring. Each air spring is connected to an air spring pressure sensor to collect the pressure signal of the air spring in real time. The averaging valve obtains the average value of the air spring pressure on each bogie, and averages the average values ​​of the two bogies again to generate an overall average pressure signal of the entire vehicle, and inputs the signal to the control end of the empty and loaded vehicle valve.

[0010] In a possible implementation, the air brake valve includes a main valve and an emergency valve, the main valve is connected to the auxiliary chamber, and the emergency valve is connected to the local reduction chamber and the volume chamber.

[0011] In a possible implementation, during braking, the electro-pneumatic control module performs electronic empty-weight vehicle adjustment based on the values ​​collected by the four-way air spring pressure sensor, calculates and outputs the pre-control pressure to the pre-control end of the electro-pneumatic valve based on the vehicle weight and the braking command, and the pre-control pressure reaches the two-way valve through the switching valve.

[0012] In a possible implementation, a braking force adaptive control method for a multiple unit vehicle is provided, and the above-mentioned braking force adaptive control system is applied. The method comprises the following steps: reading the preset target pressure of the brake cylinder under full load state through network instructions, and calculating the deceleration requirement according to a formula, wherein the cross-sectional area of ​​the brake cylinder and the fully loaded total mass of the vehicle are parameters. The pressure signals of the four-way air springs are collected, and the load average pressure of the vehicle is calculated through an average valve. According to the current air spring pressure and deceleration, the currently required braking force output is calculated and converted into a target pressure. According to the calculated target pressure, the electric air valve is controlled to inflate or exhaust the brake cylinder to achieve the target pre-control pressure. If the target pressure is less than the limiting pressure of the empty and loaded vehicle pressure limiting valve, the target pressure is output; otherwise, the limiting pressure of the pressure limiting valve is output. According to the output pre-control pressure, the relay valve is controlled to perform braking, pressure holding or relief operations.

[0013] Based on the above technical solution, the EMU vehicle braking control system of the present invention incorporates two braking control modes: automatic air braking and direct electro-pneumatic braking. Electro-pneumatic braking is used as the main braking mode, and automatic braking is hot standby redundancy, which improves the reliability of the braking action and ensures the safe operation of the EMU train. The EMU vehicle braking force adaptive control system and control method described in this patent integrates components such as air brake valves, electro-pneumatic control modules, relay valves, empty and heavy vehicle pressure limiting valves, air spring pressure sensors, and emergency pressure relief valves, realizing hot standby redundancy of direct electro-pneumatic braking and automatic air braking, and can adaptively adjust the braking force output according to the load conditions, improving the synchronization of vehicle braking relief, and solving the problem of inaccurate braking force output under different loads; in addition, a total air emergency boost passage is added to achieve effective output of braking force during emergency braking, ensuring the bottom line of vehicle safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0015] Figure 1 This is a gas circuit principle diagram of an EMU vehicle braking force adaptive control system according to an embodiment of the present invention;

[0016] Figure 2 A schematic diagram of the principle of an EMU vehicle braking force adaptive control system according to an embodiment of the present invention;

[0017] Figure 3 The present invention is a flowchart of a braking force adaptive control method according to an embodiment of the present invention.

[0018] In the figure:

[0019] Braking control device B01, working air cylinder B02, auxiliary air cylinder B03, height valve L1 / (1~4), air spring L2 / (1~4), air spring volume chamber L3 / (1~4), sensor L5 / (1~4), average valve L6 / (1~3); differential pressure valve L4 / (1-2);

[0020] Inside the brake control device B01:

[0021] Air brake valve B11, auxiliary chamber B15, local reduction chamber B16, volume chamber B17, electronic control module B12, relay valve B13, empty and loaded vehicle valve B14, pressure reducing valve B18;

[0022] Among them, in the electro-pneumatic control module B12:

[0023] Electronic control unit B12.01, filter B12.02, pre-control volume chamber B12.03, electric air valve B12.04, charging solenoid valve B12.04-1, exhaust solenoid valve B12.04-2, sensor B12.04-3, switching valve B12.05, solenoid valve B12.05-1, air control valve B12.05-2, two-way valve B12.06, shut-off valve B12.07;

[0024] Pressure measuring points: B12.08, B12.09, B12.12, B12.14, B12.16, B12.18;

[0025] Pressure sensor: B12.10, B12.11, B12.13, B12.15, B12.17, B12.20;

[0026] Can simulate vehicle weight pressure measuring point B12.19. DETAILED DESCRIPTION

[0027] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0028] In the description of the present invention, it should be understood that the terms "center", "lateral", "longitudinal", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0029] The terms "first", "second", and "third" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Thus, a feature defined as "first", "second", and "third" may explicitly or implicitly include one or more of the features.

[0030] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "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; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0031] In order to solve the problem of insufficient reliability of a single braking mode in the prior art, the present invention provides an EMU vehicle braking force adaptive control system and a control method.

[0032] See also Figure 1 and Figure 2 In a possible implementation manner, a vehicle braking control system for an EMU includes:

[0033] The brake control device B01 is used to receive the train pipe pressure signal and network instructions, and output the brake cylinder pressure; the working air cylinder B02 and the auxiliary air cylinder B03; the brake control device B01 includes: an air brake valve B11, whose input end is connected to the train pipe, and the train pipe charges the working air cylinder B02, the volume chamber B17 and the auxiliary air cylinder B03 through the air brake valve B11; the electro-pneumatic control module B12 includes: an electronic brake control unit B12.01, which is used to receive the electro-pneumatic control instructions of the system; an electro-pneumatic valve B12.04, a switching valve B12.05, a shut-off valve B12.07 and a two-way valve B12.06; among which, the electro-pneumatic valve B12.0 4 is connected to a passage of the switching valve B12.05, the first output end of the air brake valve B11 is connected to the other passage of the switching valve B12.05, and the output end of the switching valve B12.05 is connected to an input end of the two-way valve B12.06; the pressure reducing valve B18, the main air duct is connected to an input end of the shut-off valve B12.07 through the pressure reducing valve B18, and the train pipe is connected to the pre-control end of the shut-off valve B12.07; the output end of the shut-off valve B12.07 is connected to the other input end of the two-way valve B12.06; the relay valve B13, the output end of the two-way valve B12.06 is connected to the pre-control end of the relay valve B13, and the output end of the relay valve B13 is connected to the brake cylinder through the brake pipe;

[0034] Among them, switching valve B12.05:

[0035] During electro-pneumatic braking, it switches to the electro-pneumatic position, connecting the passage of the electro-pneumatic valve B12.04 and the switching valve B12.05, and transmitting the pre-control pressure of the electro-pneumatic control module B01 to the relay valve B13;

[0036] During air braking, it switches to the air position, connects the passage between the air brake valve B11 and the switching valve B12.05, and transmits the pre-control pressure of the air brake valve B11 to the relay valve B13;

[0037] Isolation valve B12.07: It is isolated when the train pipe set pressure is higher than the action value of the isolation valve B12.07; the passage between the isolation valve B12.07 and the two-way valve B12.06 is open to the atmosphere.

[0038] In one possible implementation, the electro-pneumatic valve B12.04 includes:

[0039] Inflating solenoid valve B12.04-1, exhaust solenoid valve B12.04-2 and sensor B12.04-3;

[0040] The charging solenoid valve B12.04-1, the input end is connected to the auxiliary air cylinder B03, and the output end is connected to the pre-control volume chamber B12.03 and the switching valve B12.05;

[0041] The exhaust solenoid valve B12.04-2 has an input end connected to the connection end of the charging solenoid valve B12.04-1 and the pre-control volume chamber B12.03, and an output end connected to the atmosphere passage;

[0042] Sensor B12.04-3, used to detect the pre-control pressure of the pre-control volume chamber B12.03, the output end of the charging solenoid valve B12.04-1 and the input end of the exhaust solenoid valve B12.04-2, and feed back the detection signal to the electronic brake control unit B12.01;

[0043] The electronic brake control unit B12.01 controls the electrical conduction or cutoff of the pre-control ends of the charging solenoid valve B12.04-1 and the exhaust solenoid valve B12.04-2 according to the received electro-pneumatic control instructions.

[0044] In a possible implementation, the switching valve B12.05 includes:

[0045] Solenoid valve B12.05-1 and air control valve B12.05-2;

[0046] Solenoid valve B12.05-1, the input end is connected to the end of the air brake valve B11 that charges the auxiliary air cylinder B03, and the output end is connected to the pre-control end of the air control valve B12.05-2;

[0047] The air control valve B12.05-2, the input end is connected to the end of the air brake valve B11 that charges the volume chamber B17, and the output end is connected to the two-way valve B12.06;

[0048] The electronic brake control unit B12.01 controls the pre-control end of the solenoid valve B12.05-1 according to the received electro-pneumatic control command, electrically turns on the solenoid valve B12.05-1 during electro-pneumatic braking, and turns off the solenoid valve B12.05-1 during air braking.

[0049] In the above scheme, when the electro-pneumatic braking mode is in progress, the solenoid valve B12.05-1 is energized, controlling the air control valve B12.05-2 to conduct the B12.04 electro-pneumatic valve pre-control pressure output; when the air braking mode is in progress, the solenoid valve B12.05-1 loses power, controlling B12.05-2 to conduct the B11 air brake valve module pressure output.

[0050] In one possible implementation, see Figure 1 and Figure 2 , provides an EMU vehicle braking force adaptive control system, further comprising an empty and loaded vehicle valve B14, the input end of which is connected to the output end of the two-way valve B12.06, and the output end of which is connected to the pre-control end of the relay valve B13;

[0051] The control end is connected to the vehicle average load pressure output after the four-way air spring pressure passes through the average valve L6 / (1-3) to control the switching ratio of the empty and loaded vehicle valve B14.

[0052] In a possible implementation, four air springs L2 / 1-L2 / 4 are mounted on two bogies, respectively, and each air spring is connected to an air spring volume chamber L3 / 1-L3 / 4;

[0053] Each air spring L2 / 1-L2 / 4 is equipped with a height valve L1 / 1-L1 / 4 to monitor and adjust the height of the air spring;

[0054] Each air spring L2 / 1-L2 / 4 is respectively connected to an air spring pressure sensor L5 / 1-L5 / 4 for real-time acquisition of the pressure signal of the air spring;

[0055] The average valve L6 / 1 obtains the average pressure of the air springs L2 / 1 and L2 / 2 on the bogie 1;

[0056] The average valve L6 / 2 obtains the average pressure of the air springs L2 / 3 and L2 / 4 on the bogie 2;

[0057] The averaging valve L6 / 3 averages the output average pressure signals of the averaging valve L6 / 1 and the averaging valve L6 / 2 again to generate an overall average pressure signal for the entire vehicle, and inputs the signal to the control end of the empty and loaded vehicle valve B14.

[0058] In a possible implementation, the air brake valve B11 includes a main valve and an emergency valve, the main valve is connected to the auxiliary chamber B15, and the auxiliary valve is connected to the local reduction chamber B16 and the volume chamber B17.

[0059] In one possible implementation, during braking, the electro-pneumatic control module B12 performs electronic empty-weight vehicle adjustment based on the values ​​collected by the four-way air spring pressure sensors L5.1-L5.4, calculates and outputs the pre-control pressure to the pre-control end of the electro-pneumatic valve B12.04 based on the vehicle weight and the braking command, and the pre-control pressure reaches the two-way valve B12.06 through the switching valve B12.05.

[0060] In a possible implementation manner, a differential pressure valve L4 / (1-2) is also included, which is installed between two air springs on each bogie. The two-way valve / differential pressure valve L4 / (1-2) ensures that the vehicle is not overloaded.

[0061] See also Figure 3 In a possible implementation manner, a method for adaptively controlling the braking force of an EMU vehicle, using the EMU vehicle adaptive braking force control system of any of the above implementation manners, comprises the following steps:

[0062] Read the preset target pressure P0 of the brake cylinder under full load through network instructions;

[0063] The deceleration requirement is calculated according to the formula A=P0S / m, where S is the cross-sectional area of ​​the brake cylinder and m is the fully loaded gross mass of the vehicle;

[0064] Collect the pressure signals of the four air springs and calculate the vehicle's load average pressure P1 through the average valves L6 / 1, L6 / 2, and L6 / 3;

[0065] According to the current air spring pressure P1 of the vehicle and the calculated deceleration A, the currently required braking force output F is calculated using the formula F=kP1*A, where k is the air mass coefficient of the vehicle;

[0066] The calculated braking force F is converted into a target pressure Pt, and the calculation formula is Pt = F / S;

[0067] According to the calculated target pressure Pt, control the electric air valve B12.04 to inflate or exhaust the brake cylinder to achieve the target pre-control pressure;

[0068] If the current target pressure Pt is less than the limiting pressure Px of the empty and loaded vehicle pressure limiting valve B14, the brake cylinder outputs the pressure Pt; otherwise, the limiting pressure Px of the empty and loaded vehicle pressure limiting valve is output;

[0069] According to the output pre-control pressure, the relay valve B13 is controlled to perform braking, pressure holding or release operation.

[0070] The patent describes an adaptive control system and control method for the braking force of a multiple unit vehicle, which integrates components such as air brake valves, electro-pneumatic control modules, relay valves, empty and loaded vehicle pressure limiting valves, air spring pressure sensors and emergency pressure reducing valves, to achieve hot standby redundancy for direct electro-pneumatic braking and automatic air braking, and can adaptively adjust the braking force output according to load conditions, thereby improving the synchronization of vehicle braking relief and solving the problem of inaccurate braking force output under different loads. In addition, a new total air emergency boost passage is added to achieve effective output of braking force during emergency braking, ensuring vehicle safety.

[0071] An EMU vehicle braking force adaptive control system according to an embodiment of the present invention is described in detail as follows;

[0072] At present, the vehicle braking system of the centralized power EMU that has been put into mass use is a hard-wired electro-pneumatic braking system. During the use of this system, the pressure of the vehicle brake cylinder is controlled by the air brake valve according to the train pipe pressure. Since the braking force cannot be adjusted according to its own load, there is a risk of wheel rubbing when the load is small and insufficient braking force when the load is large. In addition, due to the unstable output of the air brake valve, the train braking relief synchronization is poor and the braking force output accuracy is low, and there is a risk of no braking force output, which brings great inconvenience to on-site use.

[0073] The adaptive control system and control method for the braking force of a multiple unit vehicle described in the present application integrate components such as air brake valves, electro-pneumatic control modules, relay valves, empty and loaded vehicle pressure limiting valves, air spring pressure sensors and emergency pressure reducing valves into an integrated design, achieving hot standby redundancy of direct electro-pneumatic braking and automatic air brakes, and being able to adaptively adjust the braking force output according to load conditions, thereby improving the synchronization of vehicle braking relief and solving the problem of inaccurate braking force output under different loads; in addition, a new total air emergency boost passage is added to achieve effective output of braking force during emergency braking, thereby ensuring vehicle safety.

[0074] 1. Introduction to system composition and principle

[0075] (1) System composition:

[0076] like Figure 1 As shown in the figure, the braking force adaptive control system suitable for power-centralized EMU includes a braking control device B01, a working air cylinder B02, an auxiliary air cylinder B03, and a bogie overhead spring suspension device. Among them, the braking control device is the most important component in the braking force adaptive control system, which is used to realize network communication, brake cylinder pressure control, brake mode switching, empty and loaded vehicle adjustment, vehicle overload warning and other functions. The braking control device is mainly composed of an air brake valve B11 and its matching air cylinder (auxiliary chamber B15, local reduction chamber B16, volume chamber B17), an electronic control module B12, a relay valve B13, an empty and loaded vehicle valve B14, a pressure reducing valve B18 and the like.

[0077] 1) Air brake valve B11 includes a main valve and an emergency valve, which can respond to changes in train pipe pressure and output corresponding pre-control pressure

[0078] 2) The electronic control module B12 integrates key components such as switching valves, solenoid valves, pressure sensors, power supplies and electronic control units, and is an important component for achieving adaptive control of braking force.

[0079] a. The electric air valve B12.04 (inflating solenoid valve B12.04-1, exhaust solenoid valve B12.04-2, sensor B12.04-3) realizes the control of the pressure of the pre-control volume chamber B12.03.

[0080] b. Switching valve B12.05 (solenoid valve B12.05-1, air control valve B12.05-2) realizes redundant switching between electro-pneumatic control of brake cylinder pressure and air brake valve control. When electro-pneumatic braking is engaged, solenoid valve B12.05-1 is energized, air control valve B12.05-2 is in the electro-pneumatic position, and electro-pneumatic valve B12.04 controls the pressure of pre-control volume chamber B12.03 and outputs the pre-control pressure of relay valve B13 through two-way valve B12.06, that is, the brake cylinder pressure is controlled. When the electronic control module fails or loses power, solenoid valve B12.05-1 loses power, air control valve B12.05-2 is in the air position, and the output end of air brake valve B11 is connected to the pre-control pressure of relay valve B13, realizing the control of brake cylinder pressure.

[0081] c. The shut-off valve B12.07 is controlled by the train pipe pressure to realize the air brake emergency bypass function.

[0082] d. The two-way valve B12.06 can compare the output pressures of the shut-off valve B12.07 and the switching valve B12.05, and output a larger side pressure.

[0083] e. Pressure sensors (B12.10, B12.11, B12.13, B12.15, B12.17, B12.20) realize the collection of pressure of each air cylinder and control pressure.

[0084] f.Pressure measuring points (B12.08, B12.09, B12.12, B12.14, B12.16, B12.18) are used for test and troubleshooting.

[0085] g. It can simulate the vehicle weight pressure measuring point B12.19 to realize the empty spring circuit pressure test and empty and heavy vehicle debugging.

[0086] 3) Relay valve B13 is used to amplify the pre-control pressure flow. It can fill the compressed air of the auxiliary air cylinder into the brake cylinder (braking condition) according to the change of the pre-control pressure, or discharge the compressed air of the brake cylinder into the atmosphere (relieving condition), or maintain a certain pressure in the brake cylinder (pressure maintaining condition), and finally make the brake cylinder pressure consistent with the requirements of the braking command.

[0087] 4) The empty and loaded vehicle valve B14 is used for empty and loaded vehicle adjustment, and can limit the maximum pre-control pressure of the brake cylinder in proportion to the air spring pressure. Under different empty spring pressures, when the input pressure is lower than its maximum limit pressure, the empty and loaded vehicle valve directly outputs the input pressure; when the input pressure exceeds its maximum limit pressure, the empty and loaded vehicle valve outputs the maximum limit pressure corresponding to the air spring pressure.

[0088] 5) Pressure reducing valve B18 is used to set the emergency brake pressure.

[0089] 6) The steering overhead spring suspension equipment mainly includes a height valve L1 / (1~4), an air spring L2 / (1~4), an air spring volume chamber L3 / (1~4), a sensor L5 / (1~4), and an average valve L6 / (1~4).

[0090] (2) Working principle:

[0091] The system principle is shown as follows Figure 2 shown.

[0092] The system is a highly integrated mechatronic control system that transmits commands through network / air pressure signals and coordinates the work of the electric-pneumatic system. The system has two control systems: microcomputer-controlled electro-pneumatic brake and automatic air brake. The automatic air brake serves as hot standby redundancy. The charging and exhausting of the brake cylinder is controlled by the train network throughout the entire train and the train control system responds to the train control commands. Under normal circumstances, the microcomputer-controlled electro-pneumatic brake is used for braking and relief control. When the microcomputer-controlled electro-pneumatic brake fails or is pulled by the locomotive, the automatic air brake is used.

[0093] The train has no braking demand, the train pipe is filled with air to a fixed pressure (usually 600kPa), and the brake control device fills the working air cylinder B02 and the auxiliary air cylinder B03 with air through the air brake valve B11. At this time, the air brake valve B11 is relieved, and there is no automatic air brake pre-control pressure in the volume chamber B17. The electro-pneumatic control module B12 controls the electro-pneumatic valve B12.04 according to the train network instructions, and there is no direct brake pre-control pressure in the pre-control volume chamber B12.03. The train pipe fixed pressure is higher than the action value of the shut-off valve B12.07, and the emergency pressure generated by the total air through the pressure reducing valve B18 is also cut off by the shut-off valve B12.07. The train has no braking force and is in a relieved state.

[0094] In the common brake electric-pneumatic input mode, the electric-pneumatic control module B12 controls the electric-pneumatic valve B12.04 according to the network command to generate pre-control pressure. At this time, the switch valve B12.05 is in the electric-pneumatic position, and the pre-control pressure reaches the relay valve B13 through the two-way valve B12.06, and the brake cylinder pressure is generated through the flow amplification effect of the relay valve B13; at the same time, the output pressure of the air brake valve B11 is cut off by the switch valve B12.05, and it is in a hot standby redundant state. In addition, the train pipe pressure is higher than the action value of the shut-off valve B12.07, and the shut-off valve is in the shut-off state. The emergency pressure generated by the total air through the pressure reducing valve B18 is also cut off by the shut-off valve B12.07. The passage between the shut-off valve B12.07 and the two-way valve B12.06 is connected to the atmosphere, and the two-way valve B12.06 is always in the electric-pneumatic position, and the common brake can be applied and relieved normally.

[0095] In the common brake air input mode, the switch valve B12.05 is in the air position, the pre-control pressure generated by the electric air valve B12.04 is cut off, and the pre-control pressure output by the air brake valve B11 reaches the relay valve B13 through the switch valve B12.05 and the two-way valve B12.06, and the brake cylinder pressure is generated through the flow amplification effect of the relay valve B13. The train pipe pressure is higher than the action value of the shut-off valve B12.07, the shut-off valve is in the shut-off state, and the emergency pressure generated by the total air through the pressure reducing valve B18 is also cut off by the shut-off valve B12.07. The passage between the shut-off valve B12.07 and the two-way valve B12.06 is open to the atmosphere, and the common brake can be applied and relieved normally.

[0096] During emergency braking, the pre-controlled emergency pressure generated by the electric air valve B12.04 according to the emergency braking command or the pre-controlled pressure generated by the air brake valve B11 according to the train pipe reaches the two-way valve B12.06 through the switching valve B12.05. At the same time, when the train pipe pressure is discharged to a certain value, the shut-off valve B12.07 is in the conducting state, and the emergency pressure generated by the total air through the pressure reducing valve B18 reaches the two-way valve B12.06 through the shut-off valve B12.07. At this time, the two-way pre-controlled pressure reaches the relay valve B13 after the two-way valve B12.06 is greater, and the brake cylinder pressure is generated through the flow amplification effect of the relay valve B13.

[0097] The system has the functions of empty and loaded vehicle adjustment and vehicle overload warning. During normal braking, the electro-pneumatic control module B12 performs electronic empty and loaded vehicle adjustment based on the values ​​collected by the four-way empty spring pressure sensor (L5 / (1~4)), calculates and outputs the pre-control pressure based on the vehicle weight and the braking command, and the pre-control pressure reaches the relay valve B13 through the switching valve B12.05, the two-way valve B12.06, and the empty and loaded vehicle valve B14, and generates the brake cylinder pressure corresponding to the vehicle weight through the flow amplification effect of the relay valve B13. Since the empty and loaded vehicle valve B14 only limits the maximum pressure, the empty and loaded vehicle valve B14 does not work at this time. During emergency braking, the electro-pneumatic control module B12 performs electronic empty and weight vehicle adjustment based on the values ​​collected by the four-way empty spring pressure sensors, and calculates and outputs the pre-control pressure based on the vehicle weight and the emergency braking command. The pre-control pressure reaches the two-way valve B12.06 through the switching valve B12.05; at the same time, when the train pipe pressure is lower than a certain value, the shut-off valve B12.07 connects the total air and the two-way valve B12.06, and the emergency pressure generated by the total air through the pressure reducing valve B18 reaches the two-way valve B12.06 through the shut-off valve B12.07. At this time, the two-way pre-control reaches the empty and weight vehicle valve B14 after the two-way valve B12.06 has a larger ratio. The four-way empty springs are averaged by the averaging valve (L6 / (1~3)) as the control pressure of the empty and weight vehicle valve B14. The empty and weight vehicle valve B14 adjusts the emergency pre-control pressure according to the vehicle empty spring load, and finally converts it into brake cylinder pressure through the relay valve. The system can collect the pressure of the four-way air springs of the two bogies (L5 / (1~4). When it is detected that the difference between the pressures of the four-way air springs exceeds the threshold, the brake control device will prompt the driver to issue a vehicle overload alarm.

[0098] 2. Introduction to adaptive control method of braking force

[0099] The braking force adaptive control method is described in detail in Figure 3 .

[0100] Innovation point 1:

[0101] It integrates two braking control modes: automatic air braking and direct electro-pneumatic braking. Electro-pneumatic braking is the main braking mode, and automatic braking is hot standby redundancy, which improves the reliability of braking and ensures the safe operation of EMU trains.

[0102] Innovation point 2:

[0103] Common braking realizes electronic empty and loaded vehicle adjustment, which can dynamically output braking force according to the braking command and the vehicle's own load in the entire braking range, improving the accuracy of braking force, greatly reducing the wear of the brake disc, and reducing operation and maintenance costs;

[0104] Innovation point three:

[0105] In the automatic air brake mode, a mechanical empty and loaded vehicle pressure limiting valve is introduced to limit the maximum braking force output according to the train pipe pressure and the vehicle's own load, thereby improving the accuracy of the air brake channel braking force output, reducing the wear of the brake disc, and reducing operation and maintenance costs;

[0106] Innovation point 4:

[0107] A new emergency booster passage is added, and the emergency braking force is output by the total air control to ensure the effective application of emergency braking, consolidate the safety bottom line of the braking system, and improve the reliability and safety of the vehicle braking system;

[0108] Innovation point 5:

[0109] The new air spring pressure sensors on the two bogies can compare different load pressure conditions in real time and issue an overload alarm when the load deviation is large, thus avoiding wheel rubbing caused by overload, reducing the risk of brake disc wear, reducing operation and maintenance costs, and improving driving safety.

[0110] The vehicle braking force adaptive control system and control method described in the present application, based on the existing air brake valve of the EMU vehicle braking system, newly adds an electro-pneumatic control module, a relay valve, an empty and loaded vehicle pressure limiting valve, an air spring pressure sensor and an emergency pressure reducing valve, and is redesigned in an integrated manner to achieve hot standby redundancy of direct-through electro-pneumatic braking and automatic air braking, and can adaptively adjust the braking force output according to the load conditions, thereby improving the synchronization of vehicle braking relief and solving the problem of inaccurate braking force output under different loads; in addition, a new total air emergency boost passage is added to achieve effective output of braking force during emergency braking, thereby ensuring the bottom line of vehicle safety.

[0111] The successful application of this technology, in terms of stability, the micro-electromechanical pneumatic brake can improve the synchronization of train braking and relief, and improve the running stability of the EMU and the riding comfort of passengers; in terms of safety, it integrates two braking control modes: automatic air braking and direct electro-pneumatic braking. Electro-pneumatic braking is the main braking mode, automatic braking is hot standby redundancy, and a new total air input emergency boost channel is added to improve the safety of train operation; in terms of controllability, the new direct electro-pneumatic brake improves the braking response speed and control accuracy, realizes the stage relief function, and facilitates the crew's operation of the train; in terms of economy, the vehicle can adaptively adjust the braking force output according to its own load, which reduces the wear of the brake disc and reduces the operation and maintenance cost to a certain extent. In addition, a new overload warning function is added, which improves the intelligence level of the system.

[0112] The above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention is described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the specific implementation methods of the present invention can still be modified or some technical features can be replaced by equivalents without departing from the spirit of the technical solution of the present invention, which should be included in the scope of the technical solution for protection of the present invention.

Claims

1. A vehicle brake control system for an EMU, comprising: A brake control device (B01) is used to receive train pipe pressure signals and network commands and send control signals; Working air cylinder (B02) and auxiliary air cylinder (B03); Brake control device (B01), including: The air brake valve (B11) has an input end connected to the train pipe, and the train pipe charges air to the working air cylinder (B02), the volume chamber (B17) and the auxiliary air cylinder (B03) through the air brake valve (B11); Electro-pneumatic control module (B12), including: Electronic brake control unit (B12.01), used to receive the system's electric and pneumatic control instructions; and, An electro-pneumatic valve (B12.04), a switching valve (B12.05), a shut-off valve (B12.07) and a two-way valve (B12.06); wherein the electro-pneumatic valve (B12.04) is connected to one passage of the switching valve (B12.05), the first output end of the air brake valve (B11) is connected to another passage of the switching valve (B12.05), and the output end of the switching valve (B12.05) is connected to an input end of the two-way valve (B12.06); Pressure reducing valve (B18), the main air duct is connected to one input end of the shut-off valve (B12.07) through the pressure reducing valve (B18), and the train pipe is connected to the pre-control end of the shut-off valve (B12.07); the output end of the shut-off valve (B12.07) is connected to the other input end of the two-way valve (B12.06); The output end of the relay valve (B13) and the two-way valve (B12.06) are connected to the pre-control end of the relay valve (B13), and the output end of the relay valve (B13) is connected to the brake cylinder through the brake pipe; Among them, switching valve (B12.05): During electro-pneumatic braking, it switches to the electro-pneumatic position, connects the passage of the electro-pneumatic valve (B12.04) and the switching valve (B12.05), and transmits the pre-control pressure of the electro-pneumatic control module (B01) to the relay valve (B13); During air braking, switch to the air position, connect the passage of the air brake valve (B11) and the switching valve (B12.05), and transmit the pre-control pressure of the air brake valve (B11) to the relay valve (B13); Isolation valve (B12.07): It is isolated when the train pipe set pressure is higher than the action value of the isolation valve (B12.07); the passage between the isolation valve (B12.07) and the two-way valve (B12.06) is open to the atmosphere.

2. The EMU vehicle braking control system according to claim 1, characterized in that: The electric air valve (B12.04) includes: an air charging solenoid valve (B12.04-1), an exhaust solenoid valve (B12.04-2) and a sensor (B12.04-3); The charging solenoid valve (B12.04-1), the input end of which is connected to the air brake valve (B11) to charge the auxiliary air cylinder (B03), and the output end of which is connected to the pre-control volume chamber (B12.03) and the switching valve (B12.05); The exhaust solenoid valve (B12.04-2), the input end of which is connected to the connection end of the charging solenoid valve (B12.04-1) and the pre-control volume chamber (B12.03), and the output end of which is connected to the atmospheric passage; The sensor (B12.04-3) is used to detect the pre-control pressure of the pre-control volume chamber (B12.03), the output end of the charging solenoid valve (B12.04-1) and the input end of the exhaust solenoid valve (B12.04-2), and feed back the detection signal to the electronic brake control unit (B12.01); The electronic brake control unit (B12.01) controls the pre-control ends of the charging solenoid valve (B12.04-1) and the exhaust solenoid valve (B12.04-2) to be electrically turned on or off according to the received electric-pneumatic control command.

3. The EMU vehicle braking control system according to claim 2, characterized in that: The switching valve (B12.05) includes: a solenoid valve (B12.05-1) and a gas control valve (B12.05-2); The solenoid valve (B12.05-1), the input end of which is connected to the end of the air brake valve (B11) that charges the auxiliary air cylinder (B03), and the output end of which is connected to the pre-control end of the air control valve (B12.05-2); The air control valve (B12.05-2) has an input end connected to the end of the air brake valve (B11) that charges air into the volume chamber (B17), and an output end connected to the two-way valve (B12.06); The electronic brake control unit (B12.01) controls the pre-control end of the solenoid valve (B12.05-1) according to the received electro-pneumatic control command, and is electrically connected (B12.05-1) during electro-pneumatic braking and is cut off (B12.05-1) during air braking.

4. An EMU vehicle braking force adaptive control system, comprising the EMU vehicle braking control system according to any one of claims 1 to 3, characterized in that: It also includes an empty and loaded vehicle valve (B14), the input end of which is connected to the two-way valve (B12.06), and the output end of which is connected to the pre-control end of the relay valve (B13); The control end is connected to the average value of the vehicle load collected by the four-way air spring pressure sensor (L5.1-L5.4) to control the switching ratio of the empty and loaded vehicle valve (B14).

5. The EMU vehicle braking force adaptive control system according to claim 4, characterized in that: Four air springs (L2 / 1-L2 / 4) are respectively installed on two bogies, and each air spring is connected to an air spring volume chamber (L3 / 1-L3 / 4); Each air spring (L2 / 1-L2 / 4) is equipped with a corresponding height valve (L1 / 1-L1 / 4); Each air spring (L2 / 1-L2 / 4) is respectively connected to an air spring pressure sensor (L5 / 1-L5 / 4) for real-time acquisition of the pressure signal of the air spring; The average valve (L6 / 1) obtains the average value of the air spring (L2 / 1, L2 / 2) pressure on the bogie 1; The average valve (L6 / 2) obtains the average value of the air spring (L2 / 3, L2 / 4) pressure on the bogie 2; The averaging valve (L6 / 3) averages the output average pressure signals of the averaging valve (L6 / 1) and the averaging valve (L6 / 2) again to generate an overall average pressure signal for the entire vehicle, and inputs the signal to the control end of the empty and loaded vehicle valve (B14).

6. The EMU vehicle braking force adaptive control system according to claim 5, characterized in that: The air brake valve (B11) comprises a main valve and an emergency valve, wherein the main valve is connected to an auxiliary chamber (B15), and the auxiliary valve is connected to a local reduction chamber (B16) and a volume chamber (B17).

7. The EMU vehicle braking force adaptive control system according to claim 6, characterized in that: During braking, the electro-pneumatic control module (B12) performs electronic empty-weight vehicle adjustment based on the values ​​collected by the four-way air spring pressure sensors (L5.1-L5.4), calculates and outputs the pre-control pressure to the pre-control end of the electro-pneumatic valve (B12.04) according to the vehicle weight and braking command. The pre-control pressure reaches the two-way valve (B12.06) through the switching valve (B12.05).

8. A method for adaptively controlling the braking force of a train vehicle, using the adaptive braking force control system for a train vehicle according to any one of claims 5 to 7, characterized in that: The following steps are involved: Read the preset target pressure P0 of the brake cylinder under full load through network instructions; The deceleration requirement is calculated according to the formula A=P0*S / m, where S is the cross-sectional area of ​​the brake cylinder and m is the fully loaded gross mass of the vehicle; Collect the pressure signals of the four air springs and calculate the vehicle's load average pressure P1 through the average valve (L6 / 1, L6 / 2, L6 / 3); According to the current air spring pressure P1 of the vehicle and the calculated deceleration A, the currently required braking force output F is calculated using the formula F=k*P1*A, where k is the air mass coefficient of the vehicle; The calculated braking force F is converted into a target pressure Pt, and the calculation formula is Pt = F / S; According to the calculated target pressure Pt, the electric air valve (B12.04) is controlled to inflate or exhaust the brake cylinder to achieve the target pre-control pressure; If the current target pressure Pt is less than the limit pressure Px of the empty and loaded vehicle pressure limiting valve (B14), the brake cylinder outputs the pressure Pt; otherwise, the limit pressure Px of the empty and loaded vehicle pressure limiting valve is output; According to the output pre-control pressure, the relay valve (B13) is controlled to perform braking, pressure holding or release operation.

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