Train braking system and method

Abstract

The invention relates to a train braking system and method. The train braking system comprises a controller, an auxiliary air cylinder, a braking cylinder, a pneumatic control valve and an electric pneumatic control valve. The electric pneumatic control valve comprises a switching valve and an isolating valve; the pneumatic control valve comprises a main valve and a local reduction chamber, the local reduction chamber is connected with the main valve through a local reduction chamber air path, and the isolating valve is arranged on the local reduction chamber air path; the auxiliary air cylinder is connected with the switching valve through a first auxiliary air cylinder air channel and a second auxiliary air cylinder air channel. The brake cylinder is connected with the switching valve through a brake cylinder gas circuit; the controller controls the opening and closing of the isolating valve and the switching valve to switch the gas path; the electric pneumatic control valve and the main valve are arranged on the first auxiliary air cylinder air channel and the second auxiliary air cylinder air channel respectively, and the switching valve is used for conducting exclusive switching on the conduction state between the first auxiliary air cylinder air channel and the brake cylinder air channel and the conduction state between the second auxiliary air cylinder air channel and the brake cylinder air channel. The electric control and gas circuit switching strategy and the dynamic isolation protection strategy are additionally arranged, so that the electro-pneumatic hybrid braking system is quick in response, and active fault tolerance of system faults is achieved.

Description

Technical Field

[0001] This application relates to the technical field of train braking, and particularly relates to a train braking system and method. Background Art

[0002] Traditional train braking systems mostly adopt a pure pneumatic control mode, and the braking force is transmitted and adjusted through pneumatic pipelines. With the development of railway transportation towards high speed and intelligence, pneumatic braking exposes problems such as long cycle braking and recharging time, limited control accuracy, etc. Especially in long formation trains, the lag of pneumatic signal transmission easily leads to asynchronous braking and release of the train.

[0003] In recent years, some braking systems have tried to introduce an electronic control unit. One way is to use an electric signal to assist in controlling the pressure reduction and increase of the train pipe, and the air brake valve controls the pressure of the brake cylinder to achieve braking and release functions; however, this method still uses pure pneumatic control for the charging and discharging of the brake cylinder, and cannot completely avoid the problems of long cycle braking and recharging time, limited control accuracy, and asynchronous braking and release of the train. Another way uses an electro-pneumatic hybrid braking architecture, but it does not have a fault switching ability, so it cannot achieve self-isolation of the electro-pneumatic braking system. That is, when a single part fails, it may cause the entire electro-pneumatic braking system to fail, resulting in serious faults such as insufficient braking force and non-release of braking of the train.

[0004] Therefore, it is urgent to construct a braking system that integrates fast electronic control response and reliable pneumatic redundancy, and through optimizing the valve body layout and air circuit switching strategy, achieve high-precision execution of braking commands and active fault tolerance of the system. Summary of the Invention

[0005] This application solves at least one of the technical problems in the related art to some extent, and provides a train braking system and method that can respond quickly, execute braking commands with high precision, and achieve active fault tolerance of the system.

[0006] To achieve the above object, in a first aspect, this application provides a train braking system, which includes a controller, a secondary air reservoir, a brake cylinder, a pneumatic control valve, and an electro-pneumatic control valve;

[0007] The electro-pneumatic control valve includes a switching valve and an isolation valve; the pneumatic control valve includes a main valve and a local reduction chamber, the local reduction chamber is connected to a local reduction chamber air circuit, the local reduction chamber air circuit is connected to the main valve, and the isolation valve is arranged on the local reduction chamber air circuit; the secondary air reservoir is connected to the switching valve through a first secondary air reservoir air circuit and a second secondary air reservoir air circuit; the brake cylinder is connected to the switching valve through a brake cylinder air circuit; the controller controls the opening and closing of the isolation valve and the switching of the air circuit of the switching valve;

[0008] The electro-pneumatic control valve and the main valve are respectively arranged on the air circuit of the first auxiliary air cylinder and the air circuit of the second auxiliary air cylinder. The switching valve is used to mutually and exclusively switch the conduction states between the air circuit of the first auxiliary air cylinder and the brake cylinder air circuit, and between the air circuit of the second auxiliary air cylinder and the brake cylinder air circuit.

[0009] In the prior art, the isolation between the electro-control valve and the pneumatic control valve can only achieve partial isolation of the air control operation of the brake cylinder in the electro-control mode. Therefore, the existing electro-pneumatic hybrid braking system cannot achieve self-isolation of faults. For example, if the inflation component in the electro-control valve fails and continuously inflates the brake cylinder, it will cause the brakes of the train not to release, affecting the normal operation of the train.

[0010] However, in this application, by adding an electro-control air circuit switching strategy, if the inflation component in the electro-pneumatic control valve fails and continuously inflates the brake cylinder, the controller will control the switching valve to conduct the pneumatic control valve passage and block the electro-pneumatic control valve passage. At the same time, the controller will also control the isolation valve to close, cutting off the passage between the local reduction chamber and the pneumatic control valve, preventing the gas in the electro-pneumatic control valve from entering the pneumatic control valve through the other passage, completing the isolation of the fault, achieving active fault tolerance of the system, and enhancing the safety of the system.

[0011] In addition, in this application, by adding an electro-control braking unit, which transmits the braking signal by replacing the pneumatic signal with an electric signal, it can not only significantly improve the transmission speed of the braking signal, making the electro-pneumatic hybrid braking system respond quickly; and because the electric signal has a higher reaction transmission speed, it can more accurately control the magnitude of the braking force, enabling the brake cylinder to execute the braking command with high precision, enhancing the safety of the train operation.

[0012] In some embodiments of this application, the switching valve includes a switching control end, and the isolation valve includes an isolation control end; the electro-pneumatic control valve further includes a switching pilot valve, and the switching pilot valve includes a first control end, a first pneumatic input end, and a first pneumatic output end; the first control end is connected to the controller; the first pneumatic input end is connected to the air circuit of the first auxiliary air cylinder; the first pneumatic output end is respectively connected to the switching control end and the isolation control end through an air circuit; the controller is configured to:

[0013] By controlling the energization and de-energization state of the first control end, change the air pressure output from the first pneumatic output end to the switching control end and the isolation control end, so as to drive the isolation valve to switch the opening and closing state and the switching valve to mutually and exclusively switch the conduction state of the air circuit.

[0014] To achieve the electric control of the switching valve and the isolating valve, it is necessary to determine the specific types of the switching valve and the isolating valve. The most direct option is the solenoid valve, which can directly convert the electrical signal sent by the controller into the mechanical action of the valve body. However, during the operation of the train, the electrical environment is complex and there are various electromagnetic interference sources. If a solenoid valve is used, misoperation may occur due to electromagnetic interference or electrical faults in the system. The misoperation will directly affect the normal operation of the braking system. The pneumatic control valve stably controls the valve opening and closing through the air pressure signal, reducing this risk and improving the stability of the system.

[0015] Therefore, in the above technical solution, the pneumatic control valve is selected for the switching valve and the isolating valve, and then a switching pilot valve capable of converting the electrical signal into an air pressure signal is introduced. The on-off state of the isolating valve and the on-off state of the air circuit of the switching valve are centrally controlled through the switching pilot valve (one pilot valve controls two pneumatic control valves at the same time), which not only simplifies the system structure and saves costs. Moreover, when the switching pilot valve malfunctions due to electromagnetic interference or electrical faults in the system, the signal transmission type of the malfunction has to go through the conversion from the electrical signal to the air pressure signal and then to the mechanical action. The stability of the air pressure signal is better than that of the electrical signal and is not easily interfered by the malfunction; therefore, this design can add redundant protection to the braking system, making the braking system more fault-tolerant and improving the running safety of the train.

[0016] In some embodiments of the present application, the switching pilot valve adopts a two-position three-way normally closed solenoid valve; when the first control end loses power, the switching valve maintains the conduction state between the second auxiliary air cylinder air circuit and the brake cylinder air circuit; when the first control end is powered on, the switching valve switches to the conduction state between the first auxiliary air cylinder air circuit and the brake cylinder air circuit.

[0017] During the operation of the train, an unexpected situation of power failure of the train due to a fault may occur. When the power supply is cut off, the electro-pneumatic control unit will fail. If the conduction state between the first auxiliary air cylinder air circuit and the brake cylinder air circuit is still maintained, the situation of train braking failure may occur, leading to serious consequences. Therefore, to avoid this situation, it is necessary to ensure that when the electro-pneumatic control valve loses power, the conduction state between the second auxiliary air cylinder air circuit and the brake cylinder air circuit is maintained.

[0018] In the above technical solution, when the electro-pneumatic control valve loses power, the braking system can automatically switch to the automatic air braking mode, so that the train can continue to perform normal braking operations through automatic air braking. It avoids potential braking failure or improper braking, realizes the active fault tolerance of the system failure, and ensures the safety guidance of the braking system.

[0019] In some embodiments of the present application, the isolating valve adopts a two-position two-way pneumatic control valve; when the first control end loses power, the isolating valve opens; when the first control end is powered on, the isolating valve closes.

[0020] In the above technical solution, the switching pilot valve automatically opens the isolation valve in the power-off state, which can ensure the pressure release of the relevant gas circuit, prevent accidents caused by air pressure accumulation, and thus improve the safety of the overall system.

[0021] In some embodiments of the present application, the electro-pneumatic control valve further includes an inflation valve, which is arranged on the first auxiliary air cylinder gas circuit and is connected to the brake cylinder through the first auxiliary air cylinder gas circuit and the brake cylinder gas circuit; the controller controls the inflation valve to open, thereby controlling the inflation of the auxiliary air cylinder into the brake cylinder.

[0022] In the above technical solution, by controlling the opening and closing time and duration of the inflation valve by the controller, the gas pressure in the brake cylinder can be accurately adjusted to ensure that the train can obtain the required braking force under different speeds and load conditions, and ensure the stability and reliability of the braking performance.

[0023] In some embodiments of the present application, the electro-pneumatic control valve further includes an exhaust valve, the exhaust end of the exhaust valve is connected to the outside atmosphere, and the intake end is connected to the first auxiliary air cylinder gas circuit; the controller controls the exhaust valve to open, thereby controlling the gas in the brake cylinder to be discharged to the outside atmosphere.

[0024] In the above technical solution, by controlling the opening and closing time and duration of the exhaust valve by the controller, the gas pressure in the brake cylinder can be accurately reduced to ensure that the train performs brake release according to the brake command, and ensure the stability and reliability of the braking performance.

[0025] In some embodiments of the present application, the inflation valve includes an inflation control end, and the exhaust valve includes an exhaust control end;

[0026] The electro-pneumatic control valve further includes an inflation pilot valve and an exhaust pilot valve;

[0027] The inflation pilot valve includes a second control end, a second air pressure input end and a second air pressure output end; the second control end is connected to the controller; the second air pressure input end is connected to the first auxiliary air cylinder gas circuit; the second air pressure output end is connected to the inflation control end through a gas circuit;

[0028] The exhaust pilot valve includes a third control end, a third air pressure input end and a third air pressure output end; the third control end is connected to the controller; the third air pressure input end is connected to the first auxiliary air cylinder gas circuit; the third air pressure output end is connected to the exhaust control end through a gas circuit;

[0029] The controller is configured to:

[0030] By controlling the power-on and power-off states of the second control end, the air pressure output from the second air pressure output end to the inflation control end is changed to drive the inflation valve to switch its opening and closing states; by controlling the power-on and power-off states of the third control end, the air pressure output from the third air pressure output end to the exhaust control end is changed to drive the exhaust valve to switch its opening and closing states.

[0031] In the above technical solution, the controller can precisely adjust the air pressure at the control ends of the inflation valve and the exhaust valve by controlling the power-on and power-off states of the inflation pilot valve and the exhaust pilot valve, thereby further precisely adjusting the opening time and duration and the closing time and duration of the inflation valve and the exhaust valve, improving the accuracy and reliability of the braking system.

[0032] In addition, by introducing the pilot valve, the braking signal of the controller undergoes a transmission process of being converted from an electrical signal to an air pressure signal and then to a mechanical action. The stability of the air pressure signal is better than that of the electrical signal and is not easily interfered by misoperations. Therefore, it can, to a certain extent, avoid the influence of electromagnetic interference and electrical faults of the train on the braking system, add redundant protection to the braking system, make the braking system more fault-tolerant, and improve the running safety of the train.

[0033] In some embodiments of the present application, a first pressure sensor is provided on the brake cylinder air circuit, and the first pressure sensor is used to measure the gas pressure on the brake cylinder air circuit;

[0034] A second pressure sensor is provided on the first auxiliary air cylinder air circuit between the inflation valve and the switching valve, and the second pressure sensor is used to measure the gas pressure on the first auxiliary air cylinder air circuit between the inflation valve and the switching valve;

[0035] The first pressure sensor and the second pressure sensor are connected to the controller;

[0036] The controller is configured to: collect and compare the pressure signals at the front and rear ends of the switching valve to monitor the switching state of the switching valve.

[0037] The switching valve may malfunction during braking, resulting in its failure to successfully switch the air circuit. Therefore, through the provided first and second sensors, the switching state of the switching valve can be detected.

[0038] In the above technical solution, by measuring the air pressure at the front and rear ends of the switching valve, the switching state of the switching valve can be monitored in real time, and measures can be taken in a timely manner when it is determined that the switching of the braking mode is unsuccessful, avoiding the decline of the braking performance of the system caused by the switching failure and ensuring the reliability of the train braking.

[0039] In some embodiments of the present application, the train braking system includes a manual exhaust device communicated with the brake cylinder, and the manual exhaust device is used to perform manual exhaust when the air pressure in the brake cylinder exceeds a set threshold.

[0040] In the above technical solution, the manual exhaust device is a redundant design. In case of emergencies such as automatic control failure or too high air pressure, it allows manual intervention to directly exhaust air, avoiding risks such as brake lock - up and pipeline damage caused by too high air pressure, and improving the reliability and safety of the braking system.

[0041] In a second aspect, the present application provides a train braking method. The train control unit receives a braking operation instruction, determines the braking mode, and sends a control instruction to the controller;

[0042] The controller receives the control instruction, and when the braking instruction is:

[0043] In the automatic air braking mode, it controls the isolation valve to open, and the switching valve to conduct the air path between the second auxiliary air cylinder and the brake cylinder;

[0044] In the electro - pneumatic braking mode, it controls the isolation valve to close, and the switching valve to conduct the air path between the first auxiliary air cylinder and the brake cylinder.

[0045] In the above technical solution, the train control unit and the braking system automatically judge and switch the braking mode, improving the intelligent level and adaptability of the braking system; by controlling the switching valve and the isolation valve to switch the braking mode, the braking system can not only meet the traditional braking requirements, but also achieve precise adjustment of electro - pneumatic braking. The two braking modes can be selected according to needs, optimizing the air path utilization efficiency; in addition, it has the ability of fault detection and fault switching, improving the reliability and safety of the system.

[0046] The above description is only an overview of the technical solution of the present disclosure. In order to be able to understand the technical means of the present disclosure more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features and advantages of the present disclosure more obvious and understandable, the following specifically illustrates the specific embodiments of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0048] Figure 1 is a schematic structural diagram of the train braking system in the automatic air braking mode according to the embodiment of the present application;

[0049] Figure 2 is a schematic structural diagram of the train braking system in the electro - pneumatic braking mode according to the embodiment of the present application.

[0050] In the above figures: 100, train pipe; 110, train pipe air circuit; 200, auxiliary reservoir; 210, first auxiliary reservoir air circuit; 220, second auxiliary reservoir air circuit; 300, brake cylinder; 310, brake cylinder air circuit; 410, intermediate body; 411, emergency chamber; 412, local reduction chamber; 413, local reduction chamber air circuit; 420, main valve; 430, emergency valve; 500, electro-pneumatic control valve; 510, change-over valve; 520, change-over pilot valve; 530, isolating valve; 540, charging valve; 550, charging pilot valve; 560, exhaust valve; 570, exhaust pilot valve; 600, controller; 710, first pressure sensor; 720, second pressure sensor; 730, third pressure sensor; 740, fourth pressure sensor; 800, manual exhaust device. Detailed implementation manners

[0051] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application 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 construed as a limitation to the present application.

[0052] In the present application, unless otherwise clearly defined and limited, the terms "installed", "connected", "connected with", "fixed" and other terms should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection or communication with each other; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the communication inside two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0053] In the present application, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "under" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0054] In this application, terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of this application. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0055] Next, the present application will be specifically described by way of exemplary embodiments. However, it should be understood that, without further narration, the elements, structures, and features in one embodiment can also be beneficially combined into other embodiments.

[0056] Traditional freight train braking systems mostly adopt a pure pneumatic control mode, and the braking force is transmitted and adjusted through pneumatic pipelines. With the development of railway transportation towards high speed and intelligence, pneumatic braking has exposed problems such as long cycle braking and recharging time and limited control accuracy. Especially in long formation trains, the lag of pneumatic signal transmission easily leads to asynchronous braking and release of the train.

[0057] Therefore, the Electronically Controlled Pneumatic brake (ECP brake system for short) is applied to freight trains, and electrical signals are used to replace traditional air wave signals to transmit braking system operation instructions, aiming to solve problems such as large longitudinal impulses and coupler forces, long cycle braking and recharging time, and difficult driver operation during the braking process of heavy-haul freight trains.

[0058] When the traditional freight train braking system is in a pure pneumatic control mode, the 120-type pneumatic air brake valve is mainly used. This brake valve has no electro-pneumatic conversion components and is a pure air braking device.

[0059] In the known prior art, some braking systems have introduced an electronic control unit. One of them uses an electric signal to assist in controlling the pressure reduction and increase of the train pipe, and the air brake valve controls the pressure of the brake cylinder to achieve braking and release functions. However, the charging and discharging of the brake cylinder in this method are still purely pneumatic controls, and the problems of long recharging time for cyclic braking, limited control accuracy, and asynchronous braking and release of the train cannot be completely avoided. Another method installs an ECP braking system on the mounting bracket of the 120 valve to achieve a hybrid braking architecture of electric control braking and air braking. However, it does not have a fault switching ability, so it cannot achieve self-isolation of the electro-pneumatic braking system. That is, when a single part fails, it may cause the entire electro-pneumatic braking system to fail, leading to serious faults such as insufficient braking force of the train and non-release of braking.

[0060] To solve the above problems, the present application proposes a train braking system. By adding an electric control unit, an electro-pneumatic circuit switching strategy, and a dynamic isolation protection strategy, the electro-pneumatic hybrid braking system can achieve rapid response, high-precision execution of braking commands, and active fault tolerance of system failures.

[0061] Hereinafter, the embodiments of the present application will be described in detail with reference to the accompanying drawings.

[0062] As shown in the Figures 1 to 2 accompanying drawings, in a schematic embodiment of the train braking system of the present application, the train braking system includes a train pipe 100, a secondary air reservoir 200, a brake cylinder 300, and a pneumatic control valve.

[0063] The train pipe 100 is a wind pipe running through the train for braking. It is a pipeline for transmitting compressed air in the train braking system, responsible for transmitting compressed air from the head of the train to the tail of the train to ensure that the entire train braking system can work synchronously. During braking, the compressed air in the train pipe 100 passes through control elements such as pressure reducing valves and three-way valves, and is adjusted and distributed to the brake cylinders 300 of each vehicle, thereby achieving the braking of the train.

[0064] The secondary air reservoir 200 is a container for storing compressed air, which plays a role in storing and providing compressed air in the train braking system. When braking is required, the compressed air in the secondary air reservoir 200 will be sent into the brake cylinder 300 to provide sufficient compressed air for the brake cylinder 300 to produce a braking effect.

[0065] The brake cylinder 300 is one of the core components in the train braking system. It converts compressed air into mechanical thrust, thereby pushing the braking device to produce a braking effect. When compressed air enters the brake cylinder 300, it will push the piston of the brake cylinder 300 to move, and then through a series of mechanical structures, the brake shoe behind the brake lever will hold the wheel tightly, generating frictional force to decelerate or stop the train. The braking effect of the brake cylinder 300 depends on its internal structure and the pressure of the compressed air.

[0066] The pneumatic control valve is connected to the train pipe 100, auxiliary reservoir 200, and brake cylinder 300. By controlling the flow of compressed air in the train pipe 100, it realizes precise control of functions such as charging, braking, pressure holding, and release of the auxiliary reservoir 200 and brake cylinder 300.

[0067] In some embodiments, the pneumatic control valve is a type 120 pneumatic air brake valve, which has excellent braking and release performance, high sensitivity, good stability, and is suitable for running at higher speeds. Most domestic freight train braking systems use this type 120 pneumatic air brake valve.

[0068] Specifically, the pneumatic control valve includes an emergency valve 430, a main valve 420, and an intermediate body 410.

[0069] The main function of the intermediate body 410 is to install the main valve 420 and the emergency valve 430, and hoist the entire valve on the vehicle underframe with bolts and nuts. In addition, the intermediate body 410 also plays a role in connecting the various air paths of the train pipe 100, auxiliary reservoir 200, brake cylinder 300 with the main valve 420 and emergency valve 430.

[0070] The main valve 420 is the most important part of the pneumatic control valve. It controls actions such as charging, release, braking, and pressure holding. It is composed of five parts: a working part, a reducing part, a local pressure reducing valve, an accelerating release valve, and an emergency second stage valve.

[0071] Furthermore, the intermediate body 410 includes an emergency chamber 411 and a local pressure reducing chamber 412.

[0072] The emergency chamber 411 is connected to the emergency valve 430. Its function is that in the case of emergency braking, when the pressure in the train pipe 100 drops rapidly, the emergency valve 430 can act quickly to connect another air release path of the train pipe 100, thus accelerating the air release speed of the train pipe 100.

[0073] The local pressure reducing chamber 412 can receive a part of the compressed air flowing out from the train pipe 100 when the train pipe 100 is depressurized, ensuring that the pressure in the train pipe 100 can be rapidly and effectively reduced. Local decompression helps to accelerate the charging speed of the brake cylinder 300, thereby increasing the braking action speed of the rear vehicles. It can also, by adjusting the air path, deliver a part of the compressed air to the brake cylinder 300 to increase the air pressure in the brake cylinder 300, thus enhancing the braking effect.

[0074] The local pressure reducing chamber 412 is connected to the local pressure reducing chamber air path 413, and the local pressure reducing chamber air path 413 is connected to the main valve 420. The local pressure reducing chamber 412 is connected to other parts of the braking system through the main valve 420 to jointly complete the braking action.

[0075] The intermediate 410 is connected to the main valve 420 through the train pipe air circuit 110, and can transmit the air pressure signal of the train pipe 100 to the main valve 420. The main valve 420 adjusts the air pressure of the brake cylinder 300 according to the received air pressure signal, so as to realize the braking or release operation of the train.

[0076] For the electronic control of train braking, the train braking system further includes a controller 600 and an electro-pneumatic control valve 500.

[0077] The controller 600 is the control center of the entire train braking system. Its main functions include collecting the air pressure signals of the braking system, controlling the solenoid valve to realize braking, release and switching functions, completing the pressure detection of the train pipe 100, auxiliary reservoir 200, and brake cylinder 300, communicating with the train control unit, status monitoring and fault diagnosis, etc.

[0078] In some embodiments, the controller 600 adopts an SCM control board, which has high precision, high sampling rate, good stability and strong performance.

[0079] The electro-pneumatic control valve 500 is connected to the controller 600 and performs a series of electro-controlled braking actions according to the control instructions of the controller 600.

[0080] To achieve the electric control switching between the automatic air braking mode and the electro-controlled braking mode, in the train braking system of the present application:

[0081] The electro-pneumatic control valve 500 includes a switching valve 510 and an isolation valve 530. The auxiliary reservoir 200 is connected to the switching valve 510 through the first auxiliary reservoir air circuit 210 and the second auxiliary reservoir air circuit 220. The brake cylinder 300 is connected to the switching valve 510 through the brake cylinder air circuit 310. The isolation valve 530 is arranged on the local reduction chamber air circuit 413;

[0082] The opening and closing of the isolation valve 530 and the switching of the air circuit by the switching valve 510 are both controlled by the controller 600;

[0083] The electro-pneumatic control valve 500 and the main valve 420 are respectively arranged on the first auxiliary reservoir air circuit 210 and the second auxiliary reservoir air circuit 220. The switching valve 510 is used to mutually exclusive switch the conduction states between the first auxiliary reservoir air circuit 210 and the brake cylinder air circuit 310, and between the second auxiliary reservoir air circuit 220 and the brake cylinder air circuit 310 (that is, when any one of the two air circuits is conducting, the other is blocked).

[0084] In the prior art, the isolation between the electro-controlled valve and the pneumatic control valve can only achieve partial isolation of the air control operation part of the brake cylinder when in the electro-controlled mode. Therefore, the existing electro-pneumatic hybrid braking system cannot achieve self-isolation of faults. For example, if the inflation component in the electro-controlled valve fails and continuously inflates the brake cylinder, it will cause the non-release of the train brake and affect the normal operation of the train.

[0085] In this application, by adding an electronically controlled air circuit switching strategy, if the inflation component in the electro-pneumatic control valve 500 fails and continuously inflates the brake cylinder, the controller will control the switching valve to conduct the air control valve path and block the electro-pneumatic control valve 500 path. At the same time, the controller will also control the isolation valve to close, truncate the path between the local reduction chamber and the air control valve, and prevent the gas in the electro-pneumatic control valve 500 from entering the air control valve through the path at the other end, completing the isolation of the fault, achieving active fault tolerance of the system fault, and enhancing the safety of the system.

[0086] In addition, in this application, by adding an electronically controlled braking unit, which transmits braking signals by replacing pneumatic signals with electrical signals, it can not only significantly improve the transmission speed of braking signals and make the electro-pneumatic hybrid braking system respond quickly; moreover, because electrical signals have a higher reaction transmission speed, the magnitude of braking force can be controlled more precisely, enabling the brake cylinder to execute braking instructions with high precision and enhancing the safety of train operation.

[0087] Among them, to achieve the electronic control of the switching valve 510 by the controller 600:

[0088] The switching valve 510 includes a switching control end.

[0089] The electro-pneumatic control valve 500 further includes a switching pilot valve 520. The switching pilot valve 520 includes a first control end, a first pneumatic pressure input end, and a first pneumatic pressure output end. The first control end is connected to the controller 600, the first pneumatic pressure input end is connected to the first auxiliary reservoir air circuit 210, and the first pneumatic pressure output end is connected to the switching control end of the switching valve 510 through an air circuit.

[0090] The controller 600 is configured to: by controlling the power-on and power-off state of the first control end, change the pneumatic pressure output from the first pneumatic pressure output end to the switching control end, so as to drive the switching valve 510 to mutually exclusive switch the conduction state of the air circuit.

[0091] Specifically, when the first control end is powered off, the switching valve 510 maintains the conduction state between the second auxiliary reservoir air circuit 220 and the brake cylinder air circuit 310; when the first control end is powered on, the switching valve 510 switches to the conduction state between the first auxiliary reservoir air circuit 210 and the brake cylinder air circuit 310.

[0092] Through the above technical solution, when the electro-pneumatic control valve 500 loses power, the braking system can automatically switch to the automatic air braking mode, enabling the train to continue normal braking operations through automatic air braking. This design ensures that when the external power supply is disconnected or the system fails, the braking system can automatically switch to the preset safe path, thereby avoiding potential braking failure or improper braking, achieving active fault tolerance of the system fault, and improving the safety of train operation.

[0093] Meanwhile, to achieve the electric control of the isolation valve 530 by the controller 600:

[0094] The isolation valve 530 includes an isolation control end, and the first air pressure output end of the switching pilot valve 520 is connected to the isolation control end of the isolation valve 530 through an air path.

[0095] The controller 600 is configured to: by controlling the power-on and power-off states of the first control end, change the air pressure output from the first air pressure output end to the isolation control end, so as to drive the isolation valve 530 to switch its opening and closing states.

[0096] Specifically, when the first control end is powered off, the isolation valve 530 opens; when the first control end is powered on, the isolation valve 530 closes.

[0097] The switching pilot valve 520 automatically opens the isolation valve 530 in the power-off state. This design can ensure the pressure release of the relevant air path, prevent the air path from being cut off due to the valve closing, and then prevent air pressure accumulation and accidents, thereby improving the overall safety and reliability of the system.

[0098] For the control of the switching valve 510 and the isolation valve 530 by the controller 600, the following signal transmission logic is adopted: controller 600 → switching pilot valve 520 → switching valve 510 / isolation valve 530 (electrical signal → air pressure signal → mechanical action).

[0099] Through the above signal transmission method, the controller 600 can control the switching pilot valve 520 to lose power, so that the isolation valve 530 opens, the switching valve 510 conducts the second auxiliary air cylinder air path 220 and blocks the first auxiliary air cylinder air path 210. At this time, the braking system is in the automatic air braking mode; the controller 600 controls the switching pilot valve 520 to be powered on, the isolation valve 530 closes, the switching valve 510 conducts the first auxiliary air cylinder air path 210 and blocks the second auxiliary air cylinder air path 220, so that the braking system is in the electro-pneumatic braking mode.

[0100] In some embodiments, the switching valve 510 adopts a two-position three-way pneumatic control valve.

[0101] The two-position three-way pneumatic control valve has three air ports and operates according to the change of the control gas pressure. When the control gas pressure acts on the control end of the pneumatic control valve, the spool inside the pneumatic control valve will generate displacement, thereby changing the gas flow path.

[0102] The three air ports of the switching valve 510 are respectively connected to the first auxiliary reservoir air circuit 210, the second auxiliary reservoir air circuit 220, and the brake cylinder air circuit 310. When the switching control end does not receive a control signal (the control air pressure does not reach the action value), the valve core is in the initial position, the first auxiliary reservoir air circuit 210 is disconnected from the brake cylinder air circuit 310, and the second auxiliary reservoir air circuit 220 is communicated with the brake cylinder air circuit 310. This is a normal state. When the switching control end receives a control signal (the control air pressure reaches the action value), the control air pressure pushes the valve core to move to the second position, the first auxiliary reservoir air circuit 210 is conducted with the brake cylinder air circuit 310, and the second auxiliary reservoir air circuit 220 is disconnected from the brake cylinder air circuit 310, realizing the switching of braking.

[0103] In some embodiments, the isolation valve 530 adopts a two-position two-way pneumatically controlled valve. The two-position two-way pneumatically controlled valve has the characteristics of simple structure and rapid action, and can realize the rapid opening and closing of the isolation valve 530, meeting the requirements of the complex braking system for rapid response.

[0104] The two-position two-way pneumatically controlled valve has two air ports, and it operates according to the change of the control gas pressure. When the control gas pressure acts on the control end of the pneumatically controlled valve, the valve core inside the pneumatically controlled valve will generate displacement, thereby changing the gas flow path.

[0105] Both air ports of the isolation valve 530 are connected to the local reduction chamber air circuit 413. When the isolation control end does not receive a control signal, the valve core is in the initial position, the two air ports are conducted, and the local reduction chamber air circuit 413 is also correspondingly conducted. This is a normal state. When the isolation control end receives a control signal, the control air pressure pushes the valve core to move to the second position, the two air ports are cut off, and the local reduction chamber air circuit 413 is also correspondingly cut off, realizing the isolation between the local reduction chamber 412 and the main valve 420.

[0106] In some embodiments, the switching pilot valve 520 adopts a two-position three-way normally closed solenoid valve.

[0107] The two-position three-way normally closed solenoid valve has three air ports, namely the air inlet, the air outlet, and the exhaust port. It operates according to the change of the electromagnetic force. When an electric current passes through the electromagnetic coil of the solenoid valve, the electromagnetic coil will generate an electromagnetic force. The electromagnetic force acts on the valve core inside the solenoid valve, and the valve core will generate displacement, thereby changing the gas flow path.

[0108] The air inlet of the switching pilot valve 520 is the first air pressure input terminal, and the air outlet is the first air pressure output terminal. When the first control terminal is de-energized, the switching pilot valve 520 is normally closed, the valve core is in its initial position, the air path between the first air pressure input terminal and the first air pressure output terminal is disconnected, and the air path between the first air pressure output terminal and the exhaust port is connected. When the first control terminal is energized, the electromagnetic force overcomes the spring force, causing the valve core to move to the second position. The air path between the first air pressure output terminal and the exhaust port is disconnected, and the air path between the first air pressure input terminal and the first air pressure output terminal is connected, outputting the control air pressure to the isolation control terminal and the switching control terminal.

[0109] By connecting the controller 600 to the control ends of the switching valve 510 and the isolation valve 530 through the switching pilot valve 520, centralized control of the opening and closing state of the isolation valve 530 and the on-off state of the air circuit of the switching valve 510 is achieved, thereby simplifying the system structure; the controller 600 can accurately adjust the air pressure output to the control ends of the switching valve 510 and the isolation valve 530 by controlling the power on and off state of the switching pilot valve 520, thereby ensuring the timeliness and accuracy of the switching of the braking mode and the air pressure regulation; the switching pilot valve 520, as an intermediate control element, can convert the electrical signal into an air pressure signal to drive the action of the isolation valve 530 and the switching valve 510, thereby ensuring that the switching process between the automatic air braking mode and the electronically controlled braking mode is stable and reliable, thereby avoiding the risk of failure that may be caused by direct electronic control.

[0110] To realize the charging and discharging of the brake cylinder 300 by the electro-pneumatic control valve 500:

[0111] The electro-pneumatic control valve 500 also includes an inflation valve 540 and an exhaust valve 560. The inflation valve 540 is provided on the first auxiliary air cylinder air circuit 210 and is connected to the brake cylinder 300 via the first auxiliary air cylinder air circuit 210 and the brake cylinder air circuit 310. The exhaust valve 560 includes an intake end and an exhaust end, with the exhaust end connected to the outside atmosphere and the intake end connected to the first auxiliary air cylinder air circuit 210.

[0112] The controller 600 controls the opening and closing of the inflation valve 540 to control the auxiliary air cylinder 200 to inflate and stop inflation into the brake cylinder 300; and controls the opening and closing of the exhaust valve 560 to control the exhaust of gas in the brake cylinder 300 to the outside atmosphere and stop exhausting.

[0113] The controller 600 is controlled electronically. Through this design, the controller 600 can accurately control the opening time and duration of the inflation valve 540 and the exhaust valve 560 as well as the closing time and duration, thereby achieving precise adjustment of the gas pressure in the brake cylinder 300, helping to ensure that the train can obtain the required braking force under different speed and load conditions, and improving the stability and reliability of the braking performance.

[0114] In order to realize the electronic control of the inflation valve 540 by the controller 600:

[0115] The inflation valve 540 includes an inflation control end.

[0116] The electro-pneumatic control valve 500 further includes an inflation pilot valve 550. The inflation pilot valve 550 includes a second control end, a second pneumatic input end, and a second pneumatic output end. The second control end is connected to the controller 600. The second pneumatic input end is connected to the first auxiliary reservoir air circuit 210. The second pneumatic output end is connected to the inflation control end of the inflation valve 540 through an air circuit.

[0117] The controller 600 is configured to: by controlling the energization and de-energization state of the second control end, change the air pressure output from the second pneumatic output end to the inflation control end, so as to drive the inflation valve 540 to switch its opening and closing states.

[0118] Specifically, when the second control end is de-energized, the inflation valve 540 is closed; when the second control end is energized, the inflation valve 540 is opened.

[0119] Wherein, to realize the electric control of the exhaust valve 560 by the controller 600:

[0120] [[ID=1�]]The exhaust valve 560 includes an exhaust control end.

[0121] The electro-pneumatic control valve 500 further includes an exhaust pilot valve 570. The exhaust pilot valve 570 includes a third control end, a third pneumatic input end, and a third pneumatic output end. The third control end is connected to the controller 600. The third pneumatic input end is connected to the first auxiliary reservoir air circuit 210. The third pneumatic output end is connected to the exhaust control end of the exhaust valve 560 through an air circuit.

[0122] The controller 600 is configured to: by controlling the energization and de-energization state of the third control end, change the air pressure output from the third pneumatic output end to the exhaust control end, so as to drive the exhaust valve 560 to switch its opening and closing states.

[0123] Specifically, when the third control end is de-energized, the exhaust valve 560 is opened; when the third control end is energized, the exhaust valve 560 is closed.

[0124] That is, for the control of the inflation valve 540 and the exhaust valve 560 by the controller 600, the following signal transmission logic is also adopted: controller 600 → inflation pilot valve 550 / exhaust pilot valve 570 → inflation valve 540 / exhaust valve 560 (electrical signal → pneumatic signal → mechanical action).

[0125] Through this design, the controller 600 can realize the precise adjustment of the air pressure at the control ends of the inflation valve 540 and the exhaust valve 560 by controlling the energization and de-energization states of the inflation pilot valve 550 and the exhaust pilot valve 570, thereby further realizing the precise adjustment of the opening time and duration and the closing time and duration of the inflation valve 540 and the exhaust valve 560, and improving the accuracy and reliability of the braking system.

[0126] In addition, since the pilot valve can quickly respond to the electric control instructions of the controller 600, the opening and closing states of the charging valve 540 and the exhaust valve 560 can be quickly switched, realizing the rapid charging and deflation of the brake cylinder 300, shortening the braking response time, and improving the braking efficiency and safety of the train.

[0127] In some embodiments, both the charging valve 540 and the exhaust valve 560 are two-position two-way pneumatic control valves. They have the advantages of precise control, fast response, high reliability, strong adaptability, easy maintenance, and high integration, providing a strong guarantee for the safety and performance of the vehicle.

[0128] Both air ports of the charging valve 540 are connected to the first auxiliary reservoir air circuit 210. When the charging control end does not receive a control signal, the valve core is in the initial position, and the air circuit between the two air ports is cut off, and the first auxiliary reservoir air circuit 210 is also correspondingly cut off. When the charging control end receives a control signal, the control air pressure pushes the valve core to move to the second position, the air circuit between the two air ports is conducted, and the first auxiliary reservoir air circuit 210 is also correspondingly conducted, realizing the charging of the auxiliary reservoir 200 to the brake cylinder 300.

[0129] One air port of the exhaust valve 560 is connected to the outside atmosphere, and the other air port is connected to the first auxiliary reservoir air circuit 210. When the exhaust control end does not receive a control signal, the valve core is in the initial position, the air circuit between the two air ports is conducted, and the first auxiliary reservoir air circuit 210 is also conducted to the outside atmosphere. When the charging control end receives a control signal, the control air pressure pushes the valve core to move to the second position, the air circuit between the two air ports is cut off, and the first auxiliary reservoir air circuit 210 is also cut off from the outside atmosphere.

[0130] In some embodiments, the charging pilot valve 550 is a two-position three-way normally open solenoid valve.

[0131] When the second control end is not powered on, the charging pilot valve 550 is in the normally open state, the valve core is in the initial position, the air circuit between the second air pressure input end and the second air pressure output end is conducted, and at the same time, the air circuit between the second air pressure output end and the exhaust port is disconnected. When the second control end is powered on, the valve core moves to the second position, the air circuit between the second air pressure input end and the second air pressure output end is disconnected, and the air circuit between the second air pressure output end and the exhaust port is conducted, outputting control air pressure to the charging control end.

[0132] In some embodiments, the exhaust pilot valve 570 is a two-position three-way normally closed solenoid valve.

[0133] When the third control terminal is de-energized, the switching pilot valve 520 is normally closed, the valve core is in its initial position, the air path between the third air pressure input terminal and the third air pressure output terminal is disconnected, and the air path between the third air pressure output terminal and the exhaust port is connected. When the third control terminal is energized, the valve core moves to its second position, connecting the air path between the third air pressure input terminal and the third air pressure output terminal and disconnecting the air path between the third air pressure output terminal and the exhaust port, thereby outputting the control air pressure to the exhaust control terminal.

[0134] In order to facilitate the understanding of the on and off states of each valve in the braking system of the present application under different braking modes, as shown in the attached Figure 1 and attached Figure 2 As shown, the air circuits are marked with various colors, which represent that in the current braking mode, the air circuits with the same color are interconnected and have equal air pressure.

[0135] To ensure the normal operation of the train braking system, precise switching between electric control braking and automatic air braking, and accurate inflation and deflation of the brake cylinder 300 during electric control braking, pressure sensors are installed in the air paths between the train pipe 100, the auxiliary air cylinder 200, and the brake cylinder 300. These pressure sensors are connected to the controller 600 and are used to detect the air pressure in the train pipe 100, the auxiliary air cylinder 200, and the brake cylinder 300. The pressure sensors are then output to the controller 600, which then performs status monitoring and fault diagnosis based on the pressure values detected in each component.

[0136] Specifically, a first pressure sensor 710 is provided on the brake cylinder air circuit 310 , and the first pressure sensor 710 is used to measure the gas pressure on the brake cylinder air circuit 310 .

[0137] By measuring the air pressure in the brake cylinder 300, the system can provide real-time feedback on the pressure in the brake cylinder 300, helping the controller 600 to adjust the braking force as needed, ensuring smooth braking while taking into account both safety and comfort.

[0138] A second pressure sensor 720 is provided on the first auxiliary air cylinder air path 210 between the inflation valve 540 and the switching valve 510 . The second pressure sensor 720 is used to measure the gas pressure on the first auxiliary air cylinder air path 210 between the inflation valve 540 and the switching valve 510 .

[0139] That is, the first pressure sensor 710 and the second pressure sensor 720 measure the gas pressures at the front and rear ends of the switching valve 510 respectively.

[0140] The controller 600 is configured to collect and compare pressure signals at the front and rear ends of the switching valve 510 to monitor the switching state of the switching valve 510 .

[0141] By monitoring the switching state of the switching valve 510, the pressure change in the air circuit of the braking system can be grasped in real time, and measures can be taken in a timely manner to avoid the decline of braking performance and ensure reliable braking of the train; when the abnormal switching state of the switching valve 510 is detected and combined with the change of the pressure signal, the cause of the fault can be initially judged, which helps to quickly locate the fault of the braking system, improve the maintenance efficiency and ensure the normal operation of the train; through real-time monitoring, potential faults can be warned in advance to prevent the train from being unable to brake normally when braking is required due to the fault of the switching valve 510, or from braking erroneously under non-braking conditions, ensuring the safe driving of the train and reducing the risk of safety accidents.

[0142] A third pressure sensor 730 is provided on the first auxiliary air cylinder air circuit 210 between the charging valve 540 and the auxiliary air cylinder 200, and the third pressure sensor 730 is used to measure the gas pressure in the auxiliary air cylinder 200.

[0143] The sensor measures the air pressure of the brake cylinder 300. First, it can accurately control the braking process. Based on the measured air pressure data, the controller 600 can reasonably control components such as the charging valve 540 and the switching valve 510 to ensure that an appropriate amount of gas flows into the brake cylinder 300 to achieve smooth and reliable braking and release; second, it monitors the state of the braking system. Abnormal changes in the air pressure of the auxiliary air cylinder 200 can reflect problems such as air leakage in the air circuit and valve failures, which is convenient for timely detection and handling to avoid the impact of faults on train operation; third, it assists in fault diagnosis and maintenance. By analyzing the air pressure data, maintenance personnel can judge the wear and aging conditions of components, predict potential faults, arrange maintenance in advance, and improve the operation efficiency and reliability of the train.

[0144] A fourth pressure sensor 740 is provided on the train pipe air circuit 110, and the fourth pressure sensor 740 is used to measure the gas pressure in the train pipe 100.

[0145] By accurately measuring the air pressure of the train pipe 100, braking misoperation and uneven braking force can be avoided, ensuring synchronous braking of multiple carriages and guaranteeing the safe and stable operation of the train.

[0146] In order to further improve the fault tolerance of the braking system, the train braking system further includes a manual exhaust device 800 communicated with the brake cylinder 300, which is in a closed state during train operation and normal braking. When the compressed gas in the brake cylinder 300 cannot be discharged due to valve or air circuit faults and the train has abnormal braking, and the pressure sensor detects that the air pressure in the brake cylinder 300 is too high and exceeds the set threshold, the brake cylinder 300 can be manually exhausted through the manual exhaust device 800.

[0147] The manual exhaust device 800 is a redundant design that allows manual intervention to directly exhaust in case of automatic control failure or emergency, avoiding risks such as brake locking and pipeline damage caused by excessive air pressure. The combination of the pressure sensor and the manual exhaust device 800 improves the reliability and safety of the system, simplifies the emergency fault handling process, and enhances the practicality and maintenance convenience of the braking system.

[0148] This application also proposes a train braking method, including:

[0149] The train control unit receives the braking operation instruction from the train driver, judges the braking mode, and sends a control instruction to the controller 600; the controller 600 receives the control instruction, and when the braking instruction is:

[0150] In the automatic air braking mode, control the isolation valve 530 to open and the switching valve 510 to conduct the second auxiliary air cylinder gas path 220 and the brake cylinder gas path 310; in the electro-pneumatic braking mode, control the isolation valve 530 to close and the switching valve 510 to conduct the first auxiliary air cylinder gas path 210 and the brake cylinder gas path 310.

[0151] Furthermore, in the automatic air braking mode, the controller 600 controls the switching pilot valve 520 to lose power, so that the isolation valve 530 opens and the switching valve 510 conducts the second auxiliary air cylinder gas path 220 and the brake cylinder gas path 310; in the electro-pneumatic braking mode, the controller 600 controls the switching pilot valve 520 to be powered on, so that the isolation valve 530 closes and the switching valve 510 conducts the first auxiliary air cylinder gas path 210 and the brake cylinder gas path 310.

[0152] Furthermore, in the electro-pneumatic braking mode, the controller 600 controls the power-on and power-off of the charging pilot valve 550 and the exhaust pilot valve 570 according to the instruction of the train control unit, so that the charging valve 540 and the exhaust valve 560 perform controllable charging and discharging of the brake cylinder 300 to adjust the air pressure of the brake cylinder 300, realizing braking functions such as initial braking, normal full braking, stage braking and stage release, and emergency braking of the train, significantly improving the braking response speed and control accuracy of the system.

[0153] In addition, the train control unit and the braking system automatically judge and switch the braking mode, improving the intelligent level and adaptability of the braking system; by controlling the switching valve 510 and the isolation valve 530 to switch the braking mode, the braking system can not only meet the traditional braking requirements, but also achieve precise adjustment of electro-pneumatic braking. The two braking modes are selected according to needs, optimizing the utilization efficiency of the gas path; in addition, it has the ability of fault detection and fault switching, improving the reliability and safety of the system.

[0154] Furthermore, in the automatic air braking mode, the controller 600 keeps the charging pilot valve 550 and the exhaust pilot valve 570 in the power-off state, so that the charging valve 540 closes and the exhaust valve 560 opens.

[0155] With this design, when the braking system is switched from the automatic air braking mode to the electro-pneumatic braking mode, the compressed air in the brake cylinder 300 can be quickly discharged to the outside atmosphere, thereby reducing the air pressure in the brake cylinder, quickly relieving the braking effect, and then the train wheels are released from the braking state, and the train resumes normal operation; in addition, it can also avoid the conflict between the gas in the air path of the electro-pneumatic control valve 500 and the gas in the air path of the pneumatic control valve due to the gas in the electro-pneumatic control valve 500 not being discharged and having a high air pressure during the braking mode switch, thereby ensuring the smoothness of the air path and improving the stability of the system operation.

[0156] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A train braking system, characterized in that, It includes: Electropneumatic control valve: including a switching valve and an isolating valve; Pneumatic control valve: including a main valve and a local pressure reduction chamber, the local pressure reduction chamber is connected to a local pressure reduction chamber air passage, the local pressure reduction chamber air passage is connected to the main valve, and the isolating valve is arranged on the local pressure reduction chamber air passage; Auxiliary air cylinder: connected to the switching valve through a first auxiliary air cylinder air passage and a second auxiliary air cylinder air passage; Brake cylinder: connected to the switching valve through a brake cylinder air passage; Controller: controls the opening and closing of the isolating valve and switches the air passage of the switching valve; The electropneumatic control valve and the main valve are respectively arranged on the first auxiliary air cylinder air passage and the second auxiliary air cylinder air passage, and the switching valve is used for mutually exclusive switching of the conduction states between the first auxiliary air cylinder air passage and the brake cylinder air passage, and between the second auxiliary air cylinder air passage and the brake cylinder air passage.

2. The train braking system according to claim 1, characterized in that The switching valve includes a switching control end, and the isolating valve includes an isolating control end; The electropneumatic control valve further includes a switching pilot valve, and the switching pilot valve includes: First control end: connected to the controller; First air pressure input end: connected to the first auxiliary air cylinder air passage; First air pressure output end: connected to the switching control end and the isolating control end respectively through an air passage; The controller is configured to: By controlling the energization and de-energization states of the first control end, change the air pressure output from the first air pressure output end to the switching control end and the isolating control end, so as to drive the isolating valve to switch the opening and closing states and the switching valve to mutually exclusive switch the conduction state of the air passage.

3. The train braking system according to claim 2, characterized in that The switching pilot valve adopts a two-position three-way normally closed solenoid valve; When the first control end is de-energized, the switching valve maintains the conduction state between the second auxiliary air cylinder air passage and the brake cylinder air passage; when the first control end is energized, the switching valve switches to the conduction state between the first auxiliary air cylinder air passage and the brake cylinder air passage.

4. The train braking system according to claim 2, characterized in that The isolating valve adopts a two-position two-way pneumatic control valve; When the first control end is de-energized, the isolating valve opens; when the first control end is energized, the isolating valve closes.

5. The train braking system according to any one of claims 1-4, characterized in that, The electropneumatic control valve further includes: Inflation valve: arranged on the first auxiliary air cylinder air passage, and connected to the brake cylinder through the first auxiliary air cylinder air passage and the brake cylinder air passage; The controller controls the inflation valve to open, thereby controlling the inflation of the auxiliary air cylinder into the brake cylinder.

6. The train braking system according to claim 5, characterized in that, The electropneumatic control valve further includes: Exhaust valve: the exhaust end is connected to the outside atmosphere, and the intake end is connected to the first auxiliary air cylinder air passage; The controller controls the exhaust valve to open, thereby controlling the gas in the brake cylinder to be discharged to the outside atmosphere.

7. The train braking system according to claim 6, characterized in that The inflation valve includes an inflation control end, and the exhaust valve includes an exhaust control end; The electropneumatic control valve further includes an inflation pilot valve and an exhaust pilot valve; The inflation pilot valve includes: Second control end: connected to the controller; Second air pressure input end: connected to the first auxiliary air cylinder air passage; Second air pressure output end: connected to the inflation control end through an air passage; The exhaust pilot valve includes: Third control end: connected to the controller; Third air pressure input end: connected to the first auxiliary air cylinder air passage; The third air pressure output end: is connected to the exhaust control end through an air circuit; The controller is configured to: By controlling the energized and de-energized states of the second control end, change the air pressure output from the second air pressure output end to the inflation control end, so as to drive the inflation valve to switch its opening and closing states; by controlling the energized and de-energized states of the third control end, change the air pressure output from the third air pressure output end to the exhaust control end, so as to drive the exhaust valve to switch its opening and closing states.

8. The train braking system according to claim 6 or 7, characterized in that, A first pressure sensor is provided on the brake cylinder air circuit, and the first pressure sensor is used to measure the gas pressure on the brake cylinder air circuit; A second pressure sensor is provided on the first auxiliary air cylinder air circuit between the inflation valve and the switching valve, and the second pressure sensor is used to measure the gas pressure on the first auxiliary air cylinder air circuit between the inflation valve and the switching valve; The first pressure sensor and the second pressure sensor are connected to the controller; The controller is configured to: collect and compare the pressure signals at the front and rear ends of the switching valve to monitor the switching state of the switching valve.

9. The train braking system according to claim 8, characterized in that, It includes a manual exhaust device communicated with the brake cylinder, and the manual exhaust device is used to perform manual exhaust when the air pressure in the brake cylinder exceeds a set threshold.

10. A train braking method, characterized in that, The train control unit receives a braking operation instruction, determines the braking mode, and sends a control instruction to the controller; The controller receives the control instruction, and when the braking instruction is: In the automatic air braking mode, control the isolation valve to open, and the switching valve to conduct the second auxiliary air cylinder air circuit and the brake cylinder air circuit; In the electro-pneumatic braking mode, control the isolation valve to close, and the switching valve to conduct the first auxiliary air cylinder air circuit and the brake cylinder air circuit.

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