Train braking control method and system

Abstract

The present invention provides a train braking control method and system, the system includes: a train braking control module, a vehicle braking electronic control module, a vehicle braking air control module, a mode switching module and a control loop, the train braking control module is used to send a braking command to the vehicle braking electronic control module through a braking control network, and send a corresponding voltage or current signal to the vehicle braking electronic control module through a braking control hard line according to the target braking force of the vehicle, so that the vehicle braking electronic control module controls the vehicle brake cylinder, and is also used to send an emergency braking signal on the emergency braking hard line when the train is in emergency braking, so that the vehicle braking electronic control module controls the mode switching module to switch the braking mode, and the vehicle braking air control module generates the vehicle brake cylinder control pressure. The present application can improve the synchronization of braking, reduce the impulse of the train, and can also achieve perfect stage braking and stage relief, and also improve the safety and reliability of braking.

Description

Technical Field

[0001] The present invention relates to the technical field of train braking control, and in particular to a train braking control method and system. Background Art

[0002] At present, most of the transportation on conventional railways is in the form of locomotives pulling vehicles, which are marshaled into trains for passenger or freight transportation. The braking system of such trains is mainly composed of two parts: the locomotive brake on the locomotive and the vehicle brake on the vehicle. After years of development, the locomotive brake has become a microcomputer-controlled intelligent braking control system. It is a closed-loop precision control system composed of sensors and controllable solenoid valves. It can accurately control the locomotive brake cylinder pressure according to the braking instructions of the brake handle, etc. In other words, the locomotive brake cylinder is an electronically controlled mode. Of course, it also has a pneumatic control mode as a backup, and it can still control the train normally when the electronic control mode fails. The vehicle brake is much less intelligent than the locomotive brake. The vehicle brakes currently in use all use the train pipe pressure generated by the locomotive brake as the control pressure, and generate the brake cylinder pressure by reducing the train pipe pressure. The whole process is mainly based on the pneumatic control mode, such as 104 brakes, F8 brakes, etc. Even the 104 electro-pneumatic brake only adds a solenoid valve to keep the train pipe pressure drop start time consistent, and the vehicle brake cylinder pressure is still generated through the 104 air brake valve, without changing the nature of its air control mode. At present, this control mode of locomotive brakes cooperating with vehicle brakes has many inherent problems.

[0003] One is the problem of the brakes of the locomotive and the vehicle being out of sync, which can easily cause the train to jerk. The brake cylinder pressure of the locomotive is electronically controlled, while the brake cylinder of the vehicle is pneumatically controlled. There is a certain speed difference between the two, and the target value of the control also has a wide range of distribution.

[0004] Secondly, the stage relief effect is not ideal. The locomotive brakes and vehicle brakes cannot be relieved synchronously, resulting in a mismatch in braking force.

[0005] Third, it is impossible to achieve rapid cycle braking, mainly because the vehicle brake needs to wait for the train pipe to be filled with air to a fixed pressure and the working air cylinder and the auxiliary air cylinder to be filled with air before normal braking can be performed again, otherwise the braking force will be reduced or no braking force will be generated. This requires the train to wait for a period of time after easing before braking again, which is very disadvantageous for the control of the train, especially the control of the downhill section. Summary of the invention

[0006] In view of this, the present invention provides a train braking control method and system to solve at least one of the above-mentioned problems.

[0007] In order to achieve the above object, the present invention adopts the following scheme:

[0008] According to a first aspect of the present invention, an embodiment of the present invention provides a train braking control system, the system comprising: a train braking control module, a vehicle braking electronic control module, a vehicle braking air control module, a mode switching module and a control loop, the train braking control module is connected to the vehicle braking electronic control module through the control loop, the mode switching module is respectively connected to the vehicle braking electronic control module and the vehicle braking air control module, the control loop comprises a braking control network, a braking control hard line and an emergency braking hard line, the train braking control module is used to send a braking instruction containing a vehicle target braking force to the vehicle braking electronic control module through the braking control network, and send a corresponding voltage or current signal to the vehicle braking electronic control module through the braking control hard line according to the vehicle target braking force, so that the vehicle braking electronic control module controls the vehicle brake cylinder, the train braking control module is also used to send an emergency braking signal on the emergency braking hard line when the train is in emergency braking, so that the vehicle braking electronic control module controls the mode switching module to switch the braking mode, and the vehicle brake air control module generates the vehicle brake cylinder control pressure.

[0009] Preferably, in the embodiment of the present invention, the vehicle brake electronic control module preferentially controls the vehicle brake cylinder according to the brake command of the brake control network. When the brake command transmitted by the brake control network cannot be received, the vehicle brake cylinder is controlled according to the voltage or current signal of the brake control hard line.

[0010] Preferably, the control loop in the embodiment of the present invention also includes a clock synchronization hard wire, and the train brake control module sends a square wave voltage signal with a fixed frequency through the clock synchronization hard wire. The square wave voltage signal is collected by the locomotive and the vehicle brake electronic control module to time align the recorded data of the locomotive and the vehicle.

[0011] Preferably, the vehicle brake electronic control module in the embodiment of the present invention is also used to transmit its own working status back to the train brake control module through the brake control network.

[0012] Preferably, the emergency braking hard line in the embodiment of the present invention is also directly connected to the mode switching module, and is used to control the mode switching module to switch the braking mode by using the emergency braking signal on the emergency braking hard line when the train is in emergency braking, and the vehicle brake cylinder control pressure is generated by the vehicle brake air control module.

[0013] Preferably, the system of the embodiment of the present invention also includes an emergency braking bypass module and a comparison and flow amplification air circuit module, the emergency braking bypass module is respectively connected to the vehicle braking air control module and the comparison and flow amplification air circuit module, the comparison and flow amplification air circuit module is also connected to the vehicle braking air control module through the mode switching module, and the comparison and flow amplification air circuit module is used to compare the emergency braking pressure from the emergency braking bypass module and the vehicle braking air control module when the train is emergency braked, and control the output of the vehicle brake cylinder pressure according to the comparison result.

[0014] Preferably, the comparison and flow amplification gas path module in the embodiment of the present invention comprises a comparison valve and a relay valve, wherein the comparison valve is used to realize the comparison function, and the relay valve is used to realize the flow amplification function.

[0015] Preferably, in the embodiment of the present invention, if the tail car is a locomotive, the train brake control module is also used to send the tail car brake cylinder pressure target value to the train brake control module of the tail car through the brake control network and the brake control hard line, and the train brake control module of the tail car receives the tail car brake cylinder pressure target value and controls the tail car brake control unit (Brake Control Unit, BCU) to output the tail car brake cylinder control pressure.

[0016] Preferably, the vehicle brake air control module in the embodiment of the present invention is a vehicle air brake valve, and the vehicle air brake valve includes a 104 valve or an F8 valve.

[0017] According to the second aspect of the present invention, an embodiment of the present invention further provides a train braking control method, the method comprising: a braking control unit BCU of a locomotive sends a braking instruction to a train braking control module as needed, wherein the braking instruction includes a target braking force of the vehicle; the train braking control module determines whether the braking instruction is an emergency braking instruction; in response to the braking instruction being a non-emergency braking instruction, the train braking control module sends the braking instruction to a vehicle braking electronic control module through a braking control network, and sends a corresponding voltage or current signal to the vehicle braking electronic control module through a braking control hard line, so that the vehicle braking electronic control module can control the vehicle brake cylinder according to the braking instruction; in response to the braking instruction being an emergency braking instruction, the train braking control module sends the braking instruction to the vehicle braking electronic control module through a braking control network, and sends a corresponding voltage or current signal to the vehicle braking electronic control module through a braking control hard line, and also sends an emergency braking signal to the vehicle braking electronic control module through an emergency braking hard line, so that the vehicle braking electronic control module controls the mode switching module to switch the braking mode, and the vehicle brake air control module generates the vehicle brake cylinder control pressure.

[0018] Preferably, in an embodiment of the present invention, in response to the braking command being a non-emergency braking command, the vehicle brake electronic control module, upon receiving the braking command from the brake control network and the voltage or current signal from the brake control hard line, preferentially controls the vehicle brake cylinder according to the braking command from the brake control network; when the braking command transmitted by the brake control network cannot be received, the vehicle brake cylinder is controlled according to the voltage or current signal from the brake control hard line.

[0019] Preferably, the method of the embodiment of the present invention also includes: the locomotive's braking control unit BCU sends a time alignment instruction to the train braking control module; the train braking control module time alignment instruction sends a square wave voltage signal with a fixed frequency to the clock synchronization hard line, and the square wave voltage signal is collected by the locomotive and the vehicle braking electronic control module to time align the recorded data of the locomotive and the vehicle.

[0020] Preferably, the method in the embodiment of the present invention also includes: the train braking control module receives its own working status information returned by the vehicle braking electronic control module, and when the own working status information is abnormal, the train braking control module notifies the vehicle braking electronic control module to control the mode switching module to switch the braking mode, and the vehicle braking air control module generates the vehicle brake cylinder control pressure.

[0021] Preferably, in the embodiment of the present invention, in response to the braking instruction being an emergency braking instruction, the train braking control module directly controls the mode switching module through the emergency braking hard line to switch the braking mode, and the vehicle brake air control module generates the vehicle brake cylinder control pressure.

[0022] Preferably, in an embodiment of the present invention, the vehicle brake air control module generates the vehicle brake cylinder control pressure, including: the comparison and flow amplification air circuit module compares the emergency brake pressure from the emergency brake bypass module and the vehicle brake air control module, and controls the output of the vehicle brake cylinder pressure according to the comparison result.

[0023] The train braking control method and system proposed by the present invention have the following beneficial effects:

[0024] First, the braking instructions transmitted in the braking control network and the braking control hard line can be sent to each action unit of the vehicle almost without delay, and each brake cylinder of the vehicle can apply braking pressure almost at the same time, which improves the synchronization of braking and reduces the impulse of the train.

[0025] Second, under the control of the vehicle's brake electronic control module, the vehicle can achieve perfect stage braking and stage relief, which is of great significance to the braking control of the train.

[0026] Third, under the control of the vehicle's brake electronic control module, rapid cycle braking can be achieved, independent of whether the train pipe or the working air cylinder is full of air. Braking can be performed again immediately after relief, giving the train driver more room for operation.

[0027] Fourth, the safety and reliability of braking are greatly improved. The vehicle brake electronic control module first receives information from the brake control network. After the network is interrupted, it receives control information from the brake control hard line. After the electronic control module fails, it can also transfer to the vehicle brake air control module to control the vehicle brake cylinder pressure, which improves the redundancy of the brake system.

[0028] Fifth, the intelligent level of the train braking system has been improved. Through program control, the intelligent distribution of train braking force can be realized, and more electric braking force of the locomotive can be exerted and less air braking force of the vehicle can be exerted. When there is a closed car, the loss of braking force can be shared by other cars, so that the braking force of the whole car is not reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art descriptions. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0030] Figure 1 It is a structural schematic diagram of a train braking control system provided by an embodiment of the present application;

[0031] Figure 2 is a structural schematic diagram of a train braking control system provided by another embodiment of the present application;

[0032] Figure 3 It is a flow chart of a train braking control method provided in an embodiment of the present application. DETAILED DESCRIPTION

[0033] To make the purpose, technical solution and advantages of the embodiments of the present invention more clear, the embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings. Here, the exemplary embodiments of the present invention and their descriptions are used to explain the present invention, but are not intended to limit the present invention.

[0034] like Figure 1 FIG. 1 is a schematic diagram of a train brake control system provided by an embodiment of the present application. The system includes: a train brake control module 110, a vehicle brake electric control module 120, a vehicle brake air control module 130, a mode switching module 140 and a control loop 150. Figure 1It can be seen that the train brake control module 110 is connected to the vehicle brake electric control module 120 through the control loop 150, and the mode switching module 140 is connected to the vehicle brake electric control module 120 and the vehicle brake air control module 130 respectively, wherein the control loop 150 includes a brake control network, a brake control hard line and an emergency brake hard line. The train brake control module 110 belongs to the locomotive side equipment, which is arranged on the locomotive side, while the vehicle brake electric control module 120, the vehicle brake air control module 130 and the mode switching module 140 belong to the vehicle side equipment, which are arranged on the vehicle side.

[0035] The train brake control module 110 is used to send a brake instruction containing the vehicle target braking force to the vehicle brake electronic control module 120 through the brake control network, and send a corresponding voltage or current signal to the vehicle brake electronic control module 120 through the brake control hard line according to the vehicle target braking force, so that the vehicle brake electronic control module 120 controls the vehicle brake cylinder.

[0036] In this embodiment, the train brake control module 110 is connected to the BCU of the locomotive by communication, and the brake command and setting command issued by the BCU can be obtained. The brake control network can send the brake command and setting command issued by the train brake control module 110 to the vehicle brake electronic control module 120, or when there is a supplementary locomotive, the brake command and setting command can also be sent to the train brake control module of the supplementary locomotive. In this embodiment, the brake control network can be a common train control network such as real-time Ethernet, WTB network or LonWorks network. Different current values ​​or voltage values ​​can be transmitted on the brake control hard line according to the value of the vehicle target braking force. The value of the current value or voltage value is calculated by the train brake control module 110 according to the value of the vehicle target braking force. The vehicle brake electronic control module 120 can perform brake control on the vehicle brake cylinder according to the brake command in the brake control network, or it can perform brake control on the vehicle brake cylinder according to the current value or pressure value on the brake control hard line. This is a redundant control, which can ensure the reliability of the brake control.

[0037] Preferably, when the vehicle brake electronic control module 120 receives the brake command in the brake control network and the current value or pressure value on the brake control hard line at the same time, it controls the vehicle brake cylinder according to the brake command of the brake control network first. When the brake control network is interrupted and the brake command transmitted by the brake control network cannot be received, the vehicle brake cylinder can be controlled according to the voltage or current signal of the brake control hard line.

[0038] Preferably, the vehicle brake electronic control module 120 is also used to transmit its own working status back to the train brake control module 110 through the brake control network. When the working status information of the vehicle brake electronic control module 120 itself is abnormal, the train brake control module 110 can notify the vehicle brake electronic control module 120 to control the mode switching module 140 to switch the brake mode, and the vehicle brake air control module 130 will generate the vehicle brake cylinder control pressure.

[0039] When the train needs emergency braking, the train brake control module 110 is also used to send an emergency brake signal on the emergency brake hard line, so that the vehicle brake electric control module 120 controls the mode switching module 140 to switch the brake mode, and the vehicle brake air control module 130 generates the vehicle brake cylinder control pressure. Considering that the reliability of electric control is not as high as the mechanical air control reliability during emergency braking, in this embodiment, the vehicle's brake control will be switched to the vehicle brake air control module 130 through the mode switching module 140, and the function of the mode switching module 140 can be realized by a solenoid valve. In this embodiment, the emergency brake signal on the emergency brake hard line can be a high-level signal sent by the train brake control module 110. After the vehicle brake electric control module 120 receives the high-level signal, it will cause the solenoid valve of the mode switching module 140 to lose power, guide the vehicle brake air control module 130, and isolate the vehicle brake electric control module 120.

[0040] Preferably, the above-mentioned vehicle brake air control module 130 can be a vehicle air brake valve, including but not limited to a 104 valve or an F8 valve, one end of which is connected to a train pipe, and generates pressure in response to the decompression of the train pipe. The brake cylinder pressure is completely generated by a mechanical structure, and there is no control of an electromagnetic valve or a microprocessor. The disadvantage is that perfect stage relief cannot be achieved, but stage braking can be achieved. Therefore, when the vehicle electronic control mode fails, it can be switched to the vehicle brake air control module 130 to realize the braking function of the vehicle, and it can also provide high-reliability emergency braking during emergency braking.

[0041] From the above, it can be seen that the train braking control system proposed by the present invention has the following beneficial effects:

[0042] First, the braking instructions transmitted in the braking control network and the braking control hard line can be sent to each action unit of the vehicle almost without delay, and each brake cylinder of the vehicle can apply braking pressure almost at the same time, which improves the synchronization of braking and reduces the impulse of the train.

[0043] Second, under the control of the vehicle's brake electronic control module, the vehicle can achieve perfect stage braking and stage relief, which is of great significance to the braking control of the train.

[0044] Third, under the control of the vehicle's brake electronic control module, rapid cycle braking can be achieved, independent of whether the train pipe or the working air cylinder is full of air. Braking can be performed again immediately after relief, giving the train driver more room for operation.

[0045] Fourth, the safety and reliability of braking are greatly improved. The vehicle brake electronic control module first receives information from the brake control network. After the network is interrupted, it receives control information from the brake control hard line. After the electronic control module fails, it can also transfer to the vehicle brake air control module to control the vehicle brake cylinder pressure, which improves the redundancy of the brake system.

[0046] Fifth, since the train brake control module receives the BCU command to perform brake control, the intelligent level of the train brake system is improved. Through program control, the intelligent distribution of the train braking force can be realized, and the locomotive electric braking force is more utilized and the vehicle air braking force is less utilized. When there is a closed door car, the other cars can share its lost braking force, so that the braking force of the whole vehicle is not reduced.

[0047] like Figure 2 The figure shows a structural schematic diagram of a train braking control system provided by another embodiment of the present application, the system comprising: a train braking control module 210 arranged at the locomotive end, a vehicle braking electronic control module 220 arranged at the vehicle end, a vehicle braking air control module 230, a mode switching module 240, a comparison and flow amplification air circuit module 250 and an emergency braking bypass module 260, the train braking control module 210 at the locomotive end is connected to the vehicle braking electronic control module 220 at the vehicle end through a control loop. Figure 2 The modules arranged at the vehicle end only schematically depict the distribution of one vehicle, and the modules in each vehicle in the train are connected to the train brake control module 210 through a control loop. In addition, the train brake control module 210 of the master locomotive at the front of the train can also be connected to the train control module of the locomotive at the rear through a control loop. Figure 2 The components in the dotted box on the right side are the modules and BCU distributed in the rear locomotive. Therefore, preferably, when the rear car is also a locomotive, the train brake control module 210 is also used to send the rear car brake cylinder pressure target value to the train brake control module of the rear car through the brake control network and the brake control hard line, and the train brake control module of the rear car receives the rear car brake cylinder pressure target value and controls the rear car brake control unit BCU to output the rear car brake cylinder control pressure to the locomotive brake cylinder of the rear car.

[0048] In this embodiment, the control loop includes a brake control network, a brake control hard line, a clock synchronization hard line and an emergency brake hard line, wherein the brake control network and the brake control hard line have the same functions as Figure 1 The functions in the corresponding embodiments are the same.

[0049] In addition to being connected to the vehicle brake electronic control module 220, the emergency brake hard line is also connected to the mode switching module 240. When the train is in emergency braking, in addition to the vehicle brake electronic control module 220 collecting the emergency brake signal on the emergency brake hard line to control the mode switching module 240 to switch to the vehicle brake air control module 230 for brake control, the emergency brake signal on the emergency brake hard line can also be used to directly control the mode switching module 230 to switch the brake mode, so that the vehicle brake air control module 230 generates the vehicle brake cylinder control pressure, providing redundant control for the mode switching under emergency braking.

[0050] The function of the clock synchronization hard line is to time-align the data recorded by each module of the train. In this embodiment, the train brake control module 210 can send a square wave voltage signal with a fixed frequency through the clock synchronization hard line. The transmission of the square wave voltage signal can be periodic. The square wave voltage signal is collected by the locomotive and vehicle brake electronic control modules to time-align the recorded data of the locomotive and the vehicle. When collected by the locomotive, the train brake control module 210 can obtain the square wave voltage signal by self-generation and self-collection. This clock synchronization method is more accurate than the existing synchronization method in train technology, so that the data curves of each module can be accurately aligned, making up for the data analysis troubles caused by the asynchronous clock signals of each module.

[0051] In this embodiment, the emergency brake bypass 260 is a gas circuit designed for emergency braking, one end of which is also connected to the train pipe, and its connection and disconnection are controlled by the train pipe pressure. When the train pipe pressure is higher than a preset threshold, such as 150kpa, the emergency brake bypass 260 is disconnected, and its control pressure output to the vehicle brake cylinder is 0. When the pressure of the train pipe is lower than the preset threshold (i.e., when emergency braking occurs), the emergency brake bypass 260 will be connected and a control pressure will be output to the comparison and flow amplification gas circuit module 250. Through the above structure of this embodiment, when emergency braking occurs, the comparison and flow amplification gas circuit module 250 will receive the control pressure output by the vehicle brake air control module 230 in addition to the control pressure output by the flow amplification gas circuit module 250. The comparison and flow amplification gas circuit module 250 compares the control pressures of the two and uses the larger control pressure as the control pressure of the vehicle brake cylinder to control the vehicle brake cylinder to release the brake. Preferably, the comparison and flow amplification air circuit module 250 may include a comparison valve and a relay valve, wherein the comparison valve is used to implement the comparison function, and the relay valve is used to implement the flow amplification function, so that the vehicle brake cylinder can reach the target pressure more quickly. As can be seen from the above, the reliability of train emergency braking can be further improved by setting the comparison and flow amplification air circuit module 250 and the emergency brake bypass 260.

[0052] From the above, it can be seen that the train braking control system proposed by the present invention has the following beneficial effects:

[0053] First, the braking instructions transmitted in the braking control network and the braking control hard line can be sent to each action unit of the vehicle almost without delay, and each brake cylinder of the vehicle can apply braking pressure almost at the same time, which improves the synchronization of braking and reduces the impulse of the train.

[0054] Second, under the control of the vehicle's brake electronic control module, the vehicle can achieve perfect stage braking and stage relief, which is of great significance to the braking control of the train.

[0055] Third, under the control of the vehicle's brake electronic control module, rapid cycle braking can be achieved, independent of whether the train pipe or the working air cylinder is full of air. Braking can be performed again immediately after relief, giving the train driver more room for operation.

[0056] Fourth, the safety and reliability of braking are greatly improved. The vehicle brake electronic control module first receives information from the brake control network. After the network is interrupted, it receives control information from the brake control hard line. After the electronic control module fails, it can also transfer to the vehicle brake air control module to control the vehicle brake cylinder pressure, which improves the redundancy of the brake system.

[0057] Fifth, since the train brake control module receives the BCU command to perform brake control, the intelligent level of the train brake system is improved. Through program control, the intelligent distribution of the train braking force can be realized, and the locomotive electric braking force is more utilized and the vehicle air braking force is less utilized. When there is a closed door car, the other cars can share its lost braking force, so that the braking force of the whole vehicle is not reduced.

[0058] Sixth, due to the precise clock synchronization, the problem of the inability to accurately synchronize the locomotive and vehicle clocks is solved, creating conditions for accurate data synchronization, which is of great significance in the analysis of train braking performance and fault handling.

[0059] Seventh, the provision of an emergency brake bypass makes the control method of the present application more reliable in emergency braking situations.

[0060] like Figure 3 The figure is a flow chart of a train braking control method provided by an embodiment of the present application, the method comprising the following steps:

[0061] Step S301: The braking control unit BCU of the locomotive sends a braking instruction to the train braking control module as needed, wherein the braking instruction includes a target braking force of the vehicle.

[0062] When the train is in normal relief state, the train pipe is filled with air to a fixed pressure (usually 600kPa), and the brake cylinder pressures of the locomotive and vehicle are both 0. When the locomotive's brake controller is operated for air braking, the BCU will determine whether the locomotive's dynamic braking can meet the current braking force requirements based on the size of the brake level. If it can, only dynamic braking will be applied, and no braking command will be issued to the train brake control module. If the locomotive believes that the locomotive's dynamic braking cannot meet the normal braking of the train, it will issue a braking command to the train brake control module.

[0063] Step S302: The train brake control module determines whether the brake command is an emergency brake command, and if so, proceeds to step S304, otherwise proceeds to step S303.

[0064] Step S303: The train brake control module sends the brake command to the vehicle brake electronic control module through the brake control network, and sends the corresponding voltage or current signal to the vehicle brake electronic control module through the brake control hard line, so that the vehicle brake electronic control module can control the vehicle brake cylinder according to the brake command.

[0065] Preferably, in step S303, when the vehicle brake electronic control module receives a brake command from the brake control network and a voltage or current signal from the brake control hard line, the vehicle brake cylinder is controlled preferentially according to the brake command from the brake control network; and when the vehicle brake electronic control module cannot receive a brake command transmitted from the brake control network, the vehicle brake cylinder is controlled according to the voltage or current signal from the brake control hard line.

[0066] Step S304: The train brake control module sends the brake command to the vehicle brake electronic control module through the brake control network, and sends the corresponding voltage or current signal to the vehicle brake electronic control module through the brake control hard line, and also sends an emergency brake signal to the vehicle brake electronic control module through the emergency brake hard line, so that the vehicle brake electronic control module control mode switching module switches the brake mode, and the vehicle brake air control module generates the vehicle brake cylinder control pressure.

[0067] Preferably, in the above step S304, the train braking control module can also directly control the mode switching module through the emergency braking hard line to switch the braking mode, and the vehicle brake air control module is used to generate the vehicle brake cylinder control pressure, forming redundant control with the braking mode switching using the vehicle brake electronic control module to control the mode switching module.

[0068] Preferably, the control method of this embodiment may also include the following steps: the locomotive's braking control unit BCU sends a time alignment instruction to the train braking control module; the train braking control module sends a square wave voltage signal with a fixed frequency to the clock synchronization hard line according to the clock adjustment instruction, and the square wave voltage signal is collected by the locomotive and the vehicle braking electronic control module to time align the recorded data of the locomotive and the vehicle.

[0069] Preferably, the control method of this embodiment may also include the following steps: the train brake control module receives its own working status information returned by the vehicle brake electronic control module; when the own working status information is abnormal, the train brake control module notifies the vehicle brake electronic control module to control the mode switching module to switch the brake mode, and the vehicle brake air control module generates the vehicle brake cylinder control pressure.

[0070] Preferably, the above-mentioned generation of the vehicle brake cylinder control pressure by the vehicle brake air control module may include: the comparison and flow amplification air circuit module compares the emergency brake pressure from the emergency brake bypass module and the vehicle brake air control module, and controls the output of the vehicle brake cylinder pressure according to the comparison result.

[0071] The various steps of the above method have been described in the aforementioned system embodiment and will not be repeated here.

[0072] The train braking control method proposed by the present invention has the following beneficial effects:

[0073] First, the braking instructions transmitted in the braking control network and the braking control hard line can be sent to each action unit of the vehicle almost without delay, and each brake cylinder of the vehicle can apply braking pressure almost at the same time, which improves the synchronization of braking and reduces the impulse of the train.

[0074] Second, under the control of the vehicle's brake electronic control module, the vehicle can achieve perfect stage braking and stage relief, which is of great significance to the braking control of the train.

[0075] Third, under the control of the vehicle's brake electronic control module, rapid cycle braking can be achieved, independent of whether the train pipe or the working air cylinder is full of air. Braking can be performed again immediately after relief, giving the train driver more room for operation.

[0076] Fourth, the safety and reliability of braking are greatly improved. The vehicle brake electronic control module first receives information from the brake control network. After the network is interrupted, it receives control information from the brake control hard line. After the electronic control module fails, it can also transfer to the vehicle brake air control module to control the vehicle brake cylinder pressure, which improves the redundancy of the brake system.

[0077] Fifth, since the train brake control module receives the BCU command to perform brake control, the intelligent level of the train brake system is improved. Through program control, the intelligent distribution of the train braking force can be realized, and the locomotive electric braking force is more utilized and the vehicle air braking force is less utilized. When there is a closed door car, the other cars can share its lost braking force, so that the braking force of the whole vehicle is not reduced.

[0078] Sixth, due to the precise clock synchronization, the problem of the inability to accurately synchronize the locomotive and vehicle clocks is solved, creating conditions for accurate data synchronization, which is of great significance in the analysis of train braking performance and fault handling.

[0079] Seventh, the provision of an emergency brake bypass makes the control method of the present application more reliable in emergency braking situations.

[0080] The specific embodiments described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A train braking control system, characterized in that: The system comprises: a train brake control module, a vehicle brake electric control module, a vehicle brake air control module, a mode switching module and a control loop, wherein the train brake control module is connected to the vehicle brake electric control module through the control loop, and the mode switching module is respectively connected to the vehicle brake electric control module and the vehicle brake air control module, and the control loop comprises a brake control network, a brake control hard line and an emergency brake hard line, wherein the train brake control module is used to send a brake instruction including a target braking force of the vehicle to the vehicle brake electric control module through the brake control network, and send a corresponding voltage or current signal to the vehicle brake electric control module through the brake control hard line according to the target braking force of the vehicle, so that the vehicle brake electric control module controls the vehicle brake cylinder, and the train brake control module is also used to send an emergency brake signal on the emergency brake hard line when the train is in emergency braking, so that the vehicle brake electric control module controls the mode switching module to switch the brake mode, and the vehicle brake air control module generates the vehicle brake cylinder control pressure; The system also includes an emergency brake bypass module and a comparison and flow amplification air circuit module. The emergency brake bypass module is connected to the vehicle brake air control module and the comparison and flow amplification air circuit module respectively. The comparison and flow amplification air circuit module is also connected to the vehicle brake air control module through the mode switching module. The comparison and flow amplification air circuit module is used to compare the emergency brake pressure from the emergency brake bypass module and the vehicle brake air control module when the train is emergency braked, and control the output of the vehicle brake cylinder pressure according to the comparison result.

2. The train braking control system according to claim 1, characterized in that: The vehicle brake electronic control module preferentially controls the vehicle brake cylinder according to the brake command of the brake control network. When the brake command transmitted by the brake control network cannot be received, the vehicle brake cylinder is controlled according to the voltage or current signal of the brake control hard line.

3. The train braking control system according to claim 1, characterized in that: The control loop also includes a clock synchronization hard line, and the train brake control module sends a square wave voltage signal with a fixed frequency through the clock synchronization hard line. The square wave voltage signal is collected by the locomotive and the vehicle brake electronic control module to align the recorded data of the locomotive and the vehicle in time.

4. The train braking control system according to claim 1, characterized in that: The vehicle brake electronic control module is also used to transmit its own working status back to the train brake control module through the brake control network.

5. The train braking control system according to claim 1, characterized in that: The emergency brake hard line is also directly connected to the mode switching module, and is used to control the mode switching module to switch the brake mode using the emergency brake signal on the emergency brake hard line when the train is in emergency braking, and the vehicle brake air control module generates the vehicle brake cylinder control pressure.

6. The train brake control system according to claim 1, characterized in that: The comparison and flow amplification gas path module includes a comparison valve and a relay valve, wherein the comparison valve is used to realize the comparison function, and the relay valve is used to realize the flow amplification function.

7. The train brake control system according to claim 1, characterized in that: If the tail car is a locomotive, the train brake control module is also used to send the tail car brake cylinder pressure target value to the train brake control module of the tail car through the brake control network and the brake control hard line. The train brake control module of the tail car receives the tail car brake cylinder pressure target value and controls the tail car brake control unit BCU to output the tail car brake cylinder control pressure.

8. The train braking control system according to claim 1, characterized in that: The vehicle brake air control module is a vehicle air brake valve, and the vehicle air brake valve includes a 104 valve or an F8 valve.

9. A train braking control method, characterized in that: The method comprises: The locomotive's brake control unit BCU sends a brake command to the train brake control module as needed, and the brake command includes the vehicle's target braking force; The train brake control module determines whether the brake command is an emergency brake command; In response to the braking command being a non-emergency braking command, the train braking control module sends the braking command to the vehicle braking electronic control module through the braking control network, and sends a corresponding voltage or current signal to the vehicle braking electronic control module through the braking control hard line, so that the vehicle braking electronic control module can control the vehicle brake cylinder according to the braking command; In response to the braking instruction being an emergency braking instruction, the train braking control module sends the braking instruction to the vehicle braking electronic control module through the braking control network, and sends a corresponding voltage or current signal to the vehicle braking electronic control module through the braking control hard line, and also sends an emergency braking signal to the vehicle braking electronic control module through the emergency braking hard line, so that the vehicle braking electronic control module controls the mode switching module to switch the braking mode, and the vehicle braking air control module generates the vehicle brake cylinder control pressure; The vehicle brake cylinder control pressure is generated by the vehicle brake air control module, including: The comparison and flow amplification air circuit module compares the brake pressure from the emergency brake bypass module and the vehicle brake air control module, and controls the output of the vehicle brake cylinder pressure according to the comparison result.

10. The train braking control method according to claim 9, characterized in that: In response to the braking instruction being a non-emergency braking instruction, the vehicle brake electronic control module, when receiving the braking instruction from the braking control network and the voltage or current signal of the braking control hard line, preferentially controls the vehicle brake cylinder according to the braking instruction from the braking control network; when the braking instruction transmitted by the braking control network cannot be received, the vehicle brake cylinder is controlled according to the voltage or current signal of the braking control hard line.

11. The train braking control method according to claim 9, characterized in that: The method further comprises: The locomotive's brake control unit BCU sends a time alignment instruction to the train brake control module; The train brake control module sends a square wave voltage signal with a fixed frequency to the clock synchronization hard line according to the time alignment instruction. The square wave voltage signal is collected by the locomotive and the vehicle brake electronic control module to time align the recorded data of the locomotive and the vehicle.

12. The train braking control method according to claim 9, characterized in that: The method further comprises: The train brake control module receives its own working status information returned by the vehicle brake electronic control module. When the own working status information is abnormal, the train brake control module notifies the vehicle brake electronic control module to control the mode switching module to switch the brake mode, and the vehicle brake air control module generates the vehicle brake cylinder control pressure.

13. The train braking control method according to claim 9, characterized in that: In response to the braking instruction being an emergency braking instruction, the train braking control module directly controls the mode switching module through the emergency braking hard line to switch the braking mode, and the vehicle brake air control module generates the vehicle brake cylinder control pressure.

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