Output control method and device for pressure conversion valve of railway vehicle braking system

Abstract

The embodiment of the present application provides a method and device for controlling the output of a pressure conversion valve in a railway vehicle braking system, which is applied to a feedback control module connected to the pressure conversion valve on a train. The feedback control module includes a first solenoid valve, a second solenoid valve, a first pneumatic control valve, a second pneumatic control valve, a third pneumatic control valve, and a double proportional piston valve. The method includes controlling the step-by-step output of the four-stage pressure of the pressure conversion valve during the emergency braking of the train. Without changing the existing structure of the pressure conversion valve, the present application can achieve the step-by-step output of the four-stage pressure of the pressure conversion valve during the high-speed emergency braking of the train, thereby effectively utilizing the wheel-rail adhesion, ensuring the braking distance, guaranteeing the safety of passengers and vehicles, and at the same time reducing the heat load of the basic braking, enabling the train to cope with the emergency braking conditions at higher speeds.

Description

Technical Field

[0001] The present application relates to the field of rail transit control, and particularly to a method and device for controlling the output of a pressure conversion valve in a braking system of a rail vehicle. Background Art

[0002] The pressure conversion valve and the empty and load valve are important components of the braking control system. The pressure conversion valve can also be called a relay valve. By inputting a pilot pressure Cv, the relay valve generates a brake cylinder pressure C, and the brake cylinder pressure changes following the pilot pressure. During emergency braking, when the emergency solenoid valve is de-energized, the empty and load valve outputs an emergency pre-control pressure according to the air spring pressure (reflecting the vehicle weight), and the pressure conversion valve outputs an emergency braking pressure according to the emergency pre-control pressure output by the empty and load valve.

[0003] The braking distance is an important technical index of the EMU and is related to vehicle safety. During emergency braking, to ensure the braking distance, it is necessary to make better use of the wheel-rail adhesion. Controlling the pressure conversion valve to output the brake cylinder pressure step by step at different speed levels can achieve better utilization of the wheel-rail adhesion. Currently, the pressure conversion valves commonly used in the EMU braking system can achieve a two-stage conversion of the brake cylinder pressure C during emergency braking according to the speed change. The emergency braking pressure is smaller at high speeds and larger at low speeds. Although some patents have proposed a four-stage output control scheme for the pressure conversion valve, it is necessary to change the structure of the pressure conversion valve, increase the number of templates and valve inner cavities, making the structure of the pressure conversion valve more complex, and a certain number of solenoid valves and pneumatic control valves are required for auxiliary control. The more complex structure of the pressure conversion valve increases the operation risk of the components. With the rapid progress of technology in the rail transit field and the society's desire for high-speed trains, vehicles with higher speed levels are being developed. At this time, to some extent, the existing emergency braking control methods can no longer meet the emergency braking high-speed stopping braking distance. Summary of the Invention

[0004] Aiming at the problems in the prior art, the present application provides a method and device for controlling the output of a pressure conversion valve in a braking system of a rail vehicle, which can, without changing the existing structure of the pressure conversion valve, achieve a four-stage pressure step-by-step output of the pressure conversion valve during high-speed emergency braking of the train, thereby effectively utilizing the wheel-rail adhesion, ensuring the braking distance, guaranteeing the safety of passengers and vehicles, and at the same time reducing the basic braking heat load, enabling the train to cope with higher-speed emergency braking conditions.

[0005] To solve at least one of the above problems, the present application provides the following technical solutions:

[0006] First aspect, the present application provides a method for controlling the output of a pressure conversion valve in a railway vehicle braking system, which is applied to a feedback control module connected to the pressure conversion valve on a train. The feedback control module includes a first solenoid valve, a second solenoid valve, a first pneumatic control valve, a second pneumatic control valve, a third pneumatic control valve, and a double proportional piston valve. The method includes:

[0007] During the process of the train speed braking emergently from a first speed to a second speed, control the first solenoid valve to be energized and the second solenoid valve to be de-energized, and send an excitation signal to the second pneumatic control valve to select the output pressure of the second pneumatic control valve for output;

[0008] During the process of the train speed braking emergently from the second speed to a third speed, control the first solenoid valve to be energized and the second solenoid valve to be energized, and send an excitation signal to the third pneumatic control valve to select the output pressure of the double proportional piston valve connected to the third pneumatic control valve for output, and send an excitation signal to the first pneumatic control valve to make it in the exhaust state;

[0009] During the process of the train speed braking emergently from the third speed to a fourth speed, control the first solenoid valve to be de-energized and the second solenoid valve to be energized, and send an excitation signal to the third pneumatic control valve to select the output pressure of the double proportional piston valve connected to the third pneumatic control valve for output, and do not send an excitation signal to the first pneumatic control valve to make it in the conducting state;

[0010] During the process of the train speed braking emergently from the fourth speed to a fifth speed, control the first solenoid valve to be de-energized and the second solenoid valve to be de-energized, do not send an excitation signal to the third pneumatic control valve and select the output pressure of the second pneumatic control valve for output.

[0011] Further, during the process of the train speed braking emergently from the first speed to the second speed, it further includes:

[0012] Send an excitation signal to the second pneumatic control valve, wherein the output port of the second pneumatic control valve communicates with the atmosphere and the pressure is zero.

[0013] Further, during the process of the train speed braking emergently from the second speed to the third speed, it further includes:

[0014] The air outlet of the double proportional piston valve is pneumatically connected to the third pneumatic control valve, and the second air inlet of the double proportional piston valve is pneumatically connected to the first pneumatic control valve and there is no pressure input at the second air inlet when the first pneumatic control valve is in the exhaust state.

[0015] Further, during the process of the train speed braking emergently from the third speed to the fourth speed, it further includes:

[0016] The second air inlet of the double proportional piston valve has pressure input when the first pneumatic control valve is in the conducting state.

[0017] Further, during the process of the train speed braking emergently from the fourth speed to the fifth speed, it further includes:

[0018] Not sending an excitation signal to the second pneumatic control valve to make it in a conducting state.

[0019] In a second aspect, the present application provides an output control device for a pressure conversion valve of a rail vehicle braking system, which is applied to a feedback control module connected to the pressure conversion valve on a train. The feedback control module includes a first solenoid valve, a second solenoid valve, a first pneumatic control valve, a second pneumatic control valve, a third pneumatic control valve, and a double proportional piston valve, and includes:

[0020] A first speed control module, configured to control the first solenoid valve to be powered on and the second solenoid valve to be powered off during the process of the train speed braking emergently from the first speed to the second speed, and send an excitation signal to the second pneumatic control valve to select the output pressure of the second pneumatic control valve for output;

[0021] A second speed control module, configured to control the first solenoid valve to be powered on and the second solenoid valve to be powered on during the process of the train speed braking emergently from the second speed to the third speed, and send an excitation signal to the third pneumatic control valve to select the output pressure of the double proportional piston valve connected to the third pneumatic control valve for output, and send an excitation signal to the first pneumatic control valve to make it in an exhaust state;

[0022] A third speed control module, configured to control the first solenoid valve to be powered off and the second solenoid valve to be powered on during the process of the train speed braking emergently from the third speed to the fourth speed, and send an excitation signal to the third pneumatic control valve to select the output pressure of the double proportional piston valve connected to the third pneumatic control valve for output, and not send an excitation signal to the first pneumatic control valve to make it in a conducting state;

[0023] A fourth speed control module, configured to control the first solenoid valve to be powered off and the second solenoid valve to be powered off during the process of the train speed braking emergently from the fourth speed to the fifth speed, not send an excitation signal to the third pneumatic control valve and select the output pressure of the second pneumatic control valve for output.

[0024] In a third aspect, the present application provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the program, the steps of the method for controlling the output of the pressure conversion valve of the rail vehicle braking system are implemented.

[0025] In a fourth aspect, the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the method for controlling the output of the pressure conversion valve of the rail vehicle braking system are implemented.

[0026] Fifth aspect, the present application provides a computer program product, including a computer program / instructions, which when executed by a processor, implement the steps of the output control method of the pressure conversion valve of the rail vehicle braking system.

[0027] As can be seen from the above technical solutions, the present application provides a method and device for controlling the output of a pressure conversion valve in a rail vehicle braking system. During the emergency braking of the train, by controlling the step-by-step output of the four-stage pressure of the pressure conversion valve, it is possible to achieve the step-by-step output of the four-stage pressure of the pressure conversion valve during the high-speed emergency braking of the train without changing the existing structure of the pressure conversion valve. Thus, the wheel-rail adhesion can be effectively utilized, the braking distance can be guaranteed, the safety of passengers and vehicles can be ensured, and at the same time, the heat load of the basic braking can be reduced, enabling the train to cope with the emergency braking conditions at higher speeds. Description of the Drawings

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are 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.

[0029] Figure 1 It is a schematic flow chart of the output control method of the pressure conversion valve of the rail vehicle braking system in the embodiment of the present application;

[0030] Figure 2 It is a structural diagram of the output control device of the pressure conversion valve of the rail vehicle braking system in the embodiment of the present application;

[0031] Figure 3 It is a schematic structural diagram of the pressure conversion valve in a specific embodiment of the present application;

[0032] Figure 4 It is one of the schematic diagrams of the air circuit principle of the feedback control module in a specific embodiment of the present application;

[0033] Figure 5 It is the second schematic diagram of the air circuit principle of the feedback control module in a specific embodiment of the present application;

[0034] Figure 6 It is a schematic structural diagram of the double-proportion piston valve in a specific embodiment of the present application;

[0035] Figure 7 It is a schematic diagram of the pneumatic symbol of the double-proportion piston valve in a specific embodiment of the present application;

[0036] Figure 8 It is a schematic diagram of the curve of the brake cylinder pressure changing with speed in a specific embodiment of the present application;

[0037] Figure 9 This is a schematic structural diagram of the electronic device in the embodiments of the present application. Specific embodiments

[0038] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without making creative efforts shall fall within the scope of protection of the present application.

[0039] In the technical solutions of the present application, the acquisition, storage, use, processing, etc. of data all comply with the relevant provisions of national laws and regulations.

[0040] Considering the problems existing in the prior art, the present application provides a method and device for controlling the output of a pressure conversion valve in a railway vehicle braking system. During the emergency braking of the train, by controlling the step-by-step output of the four-stage pressure of the pressure conversion valve, it is possible to achieve the step-by-step output of the four-stage pressure of the pressure conversion valve during the high-speed emergency braking of the train without changing the existing structure of the pressure conversion valve, thereby effectively utilizing the wheel-rail adhesion, ensuring the braking distance, guaranteeing the safety of passengers and vehicles, and at the same time reducing the heat load of the basic braking, enabling the train to cope with higher-speed emergency braking conditions.

[0041] See Figure 3 , which is a schematic diagram of a commonly used pressure conversion valve at present. When the train brakes, the pressure conversion valve generates a brake cylinder pressure C according to the pilot pressure Cv.

[0042] The solenoid valve and the reverse pneumatic control valve form a feedback control module, and its gas circuit principle is as Figure 4 shown. The reverse pneumatic control valve will switch its working position under the action of the T pressure (the T pressure is controlled by the energization and de-energization of the solenoid valve). At low speed, the solenoid valve 01 is de-energized, and the reverse pneumatic control valve 02 has no T pressure input. Under the action of the spring, the feedback pressure C1 is communicated with the chamber 2, and the piston force balance equation of the pressure conversion valve is: Cv*(S2 - S3) = C*S0 - C1S1, where C1 = C; at high speed, the solenoid valve 01 is energized, and the reverse pneumatic control valve 02 has T pressure input. Under the action of the T pressure, the chamber 2 is communicated with the atmosphere, and the piston force balance equation of the pressure conversion valve is: Cv*(S2 - S3) = C*S0.

[0043] From the working principle of the pressure conversion valve, the greater the feedback pressure C1, the greater the output brake cylinder pressure. Therefore, the step-by-step output of the brake cylinder pressure C can be achieved by controlling the feedback pressure C1. (The influence of gravity and damping force is ignored in the piston force balance equation of the pressure conversion valve).

[0044] See Figure 5 , which is a schematic diagram of the air circuit principle of the feedback control module of this application, controlling the feedback pressure C1 entering chamber 2.

[0045] Among them, Figure 5 Component 06 in is a double-proportion piston valve, which is an important component of the feedback control module and can achieve double-proportion pressure transformation. The schematic diagram of the double-proportion piston valve is as shown in Figure 6 , and the pneumatic symbol of the double-proportion piston valve is as shown in Figure 7 .

[0046] Specifically, see Figure 6 , the double-proportion piston valve mainly consists of components such as 1 valve body; 2 valve cover; 3 spring; 4, 7, 8, 9 are all O-rings; 5 valve head; 6 piston; 10 valve seat. P1 and P3 are the valve air inlets, P2 is the valve air outlet, and P4 is the valve exhaust port. By controlling whether there is C pressure input at the P3 port of the double-proportion piston valve, two-proportion pressure switching can be achieved. When there is C pressure input at the P3 port and the double-proportion piston is in a stable state under force, the output pressure at the P2 port is (S5 + S6)*C / S4; when there is no C pressure input at the P3 port and the double-proportion piston is in a stable state under force, the output pressure at the P2 port is S5*C / S4.

[0047] In order to be able to achieve the step-by-step output of the four-stage pressure of the pressure transformation valve during the high-speed emergency braking of the train without changing the existing structure of the pressure transformation valve, thereby effectively utilizing the wheel-rail adhesion, ensuring the braking distance, guaranteeing the safety of passengers and vehicles, and at the same time reducing the basic braking heat load so that the train can cope with the high-speed emergency braking condition, this application provides an embodiment of a method for controlling the output of a pressure transformation valve in a rail vehicle braking system. See Figure 1 , the method for controlling the output of the pressure transformation valve in the rail vehicle braking system is applied to the feedback control module connected to the pressure transformation valve on the train. The feedback control module includes a first solenoid valve, a second solenoid valve, a first pneumatic control valve, a second pneumatic control valve, a third pneumatic control valve, and a double-proportion piston valve. The method includes:

[0048] Step S101: During the process of the train speed braking emergently from the first speed to the second speed, control the first solenoid valve to be energized and the second solenoid valve to be de-energized, and send an excitation signal to the second pneumatic control valve to select the output pressure of the second pneumatic control valve for output.

[0049] Step S102: During the process of the train speed braking emergently from the second speed to the third speed, control the first solenoid valve to be energized and the second solenoid valve to be energized, and send an excitation signal to the third pneumatic control valve to select the output pressure of the double-proportion piston valve connected to the third pneumatic control valve for output, and send an excitation signal to the first pneumatic control valve to make it in the exhaust state.

[0050] Step S103: During the process of the train speed braking emergently from the third speed to the fourth speed, control the first solenoid valve to lose power and the second solenoid valve to gain power, and send an excitation signal to the third pneumatic control valve to select and output the output pressure of the double proportional piston valve connected to the third pneumatic control valve, without sending an excitation signal to the first pneumatic control valve to keep it in a conducting state.

[0051] Step S104: During the process of the train speed braking emergently from the fourth speed to the fifth speed, control the first solenoid valve to lose power and the second solenoid valve to lose power, without sending an excitation signal to the third pneumatic control valve and select the output pressure of the second pneumatic control valve for output.

[0052] See Figure 5 , through the first solenoid valve 01 and the second solenoid valve 02 in the feedback control module; the first pneumatic control valve 03, the second pneumatic control valve 04, and the third pneumatic control valve 05; the double proportional piston valve 06 controls the feedback pressure C1 entering the chamber 2, thereby realizing the step-by-step output of the four-stage pressure of the pressure conversion valve. The power on and off of the first solenoid valve 01 and the second solenoid valve 02 switch the working positions of the first pneumatic control valve 03, the second pneumatic control valve 04, and the third pneumatic control valve 05. Adjust the power on and off of the solenoid valves according to the change of the train speed, and the sequence of the power on and off of the solenoid valves refers to Table 1. (The train speed V4 > V3 > V2 > V1, that is, the first speed V4, the second speed V3, the third speed V2, the fourth speed V1, and the fifth speed 0 in this application).

[0053] Table 1 Solenoid Valve Control Table

[0054] Sequence 01 Solenoid Valve 02 Solenoid Valve Train Speed 1 Power Failure Power Failure 0～V1 2 Power Failure Power On V1 to V2 3 Power On Power On V2 to V3 4 Power On Power Failure V3 to V4

[0055] Specifically, when the train is braking emergently at high speed, during the process of the speed dropping from the first speed V4 to the second speed V3, the first solenoid valve 01 is powered on, the second solenoid valve 02 is powered off, the third pneumatic control valve 05 does not receive an excitation signal, and the output pressure of the second pneumatic control valve 04 is selected for output. And the second pneumatic control valve 04 receives an excitation signal, and the output port communicates with the atmosphere and the pressure is 0. At this time, the output pressure C1 of the feedback control is 0;

[0056] During the process of the speed dropping from the second speed V3 to the third speed V2, the first solenoid valve 01 is powered on, the second solenoid valve 02 is powered on, the third pneumatic control valve 05 receives an excitation signal, and the output pressure of the output port P2 of the double proportional piston valve 06 is selected for output; at this time, the first pneumatic control valve 03 receives an excitation signal and is in the exhaust state, and there is no pressure input at the P3 port. The output pressure of the output port P2 of the double proportional piston valve 06 is C*S5 / S4; therefore, the output pressure C1 of the feedback control module is C*S5 / S4;

[0057] During the process of the speed decreasing from the third speed V2 to the fourth speed V1, the first solenoid valve 01 loses power, the second solenoid valve 02 is powered on, and the third pneumatic control valve 05 receives an excitation signal, and selects the output port P2 pressure of the double proportional piston valve 06 for output; at this time, the third pneumatic control valve 03 does not receive an excitation signal and is in a conducting state, and the P3 port of the double proportional piston valve 06 has a C pressure input, and the output port P2 pressure of the double proportional piston valve 06 is C*(S5 + S6) / S4; therefore, the output pressure C1 of the feedback control module is C*(S5 + S6) / S4;

[0058] During the process of the speed decreasing from the fourth speed V1 to the fifth speed 0, the first solenoid valve 01 and the second solenoid valve 02 lose power simultaneously, the third pneumatic control valve 05 does not receive an excitation signal, and selects the output pressure of the second pneumatic control valve 04 for output; at this time, the second pneumatic control valve 04 does not receive an excitation signal and is in a conducting state, and the output port pressure is C; therefore, the output pressure C1 of the feedback control module is C.

[0059] As Figure 8 shown, during the process of the train's high-speed emergency braking, the speed gradually decreases from the first speed V4 to the fifth speed 0, and the feedback pressure C1 gradually increases from 0, C*S5 / S4, (S5 + S6)*C / S4, C at different speed levels. From the working principle of the pressure conversion valve, it can be known that the greater the feedback pressure, the greater the braking cylinder pressure. Therefore, as the train speed decreases, through the change of the feedback pressure C1, the braking cylinder pressure C output by the pressure conversion valve gradually increases; the proportional relationship of the braking cylinder pressure output step by step can be appropriately adjusted by changing the piston area according to the requirements of the braking system.

[0060] From the above description, it can be seen that the output control method of the pressure conversion valve of the rail vehicle braking system provided by the embodiment of the present application can, during the process of the train's emergency braking, control the four-stage pressure of the pressure conversion valve to be output step by step. Therefore, without changing the existing structure of the pressure conversion valve, during the train's high-speed emergency braking, the four-stage pressure of the pressure conversion valve can be output step by step, thereby effectively utilizing the wheel-rail adhesion, ensuring the braking distance, guaranteeing the safety of passengers and vehicles, and at the same time reducing the basic braking heat load, enabling the train to cope with higher-speed emergency braking conditions.

[0061] In an embodiment of the output control method of the pressure conversion valve of the rail vehicle braking system of the present application, it may further specifically include the following content:

[0062] Send an excitation signal to the second pneumatic control valve, wherein the output port of the second pneumatic control valve is communicated with the atmosphere and the pressure is zero.

[0063] In an embodiment of the output control method of the pressure conversion valve of the rail vehicle braking system of the present application, it may further specifically include the following content:

[0064] The air outlet of the double-proportion piston valve is connected to the third pneumatic control valve through a pneumatic circuit. The second air inlet of the double-proportion piston valve is connected to the first pneumatic control valve through a pneumatic circuit, and when the first pneumatic control valve is in the exhaust state, no pressure is input to the second air inlet.

[0065] In an embodiment of the output control method of the pressure conversion valve for a rail vehicle braking system in the present application, the following specific contents may further be included:

[0066] When the first pneumatic control valve is in the conducting state, pressure is input to the second air inlet of the double-proportion piston valve.

[0067] In an embodiment of the output control method of the pressure conversion valve for a rail vehicle braking system in the present application, the following specific contents may further be included:

[0068] Do not send an excitation signal to the second pneumatic control valve to make it in the conducting state.

[0069] In order to be able to achieve the step-by-step output of the four-level pressure of the pressure conversion valve during the high-speed emergency braking of the train without changing the existing structure of the pressure conversion valve, thereby effectively utilizing the wheel-rail adhesion, ensuring the braking distance, guaranteeing the safety of passengers and vehicles, and at the same time reducing the basic braking heat load so that the train can cope with the high-speed emergency braking condition, the present application provides an embodiment of an output control device for a rail vehicle braking system pressure conversion valve for implementing all or part of the content of the above-mentioned rail vehicle braking system pressure conversion valve output control method. Refer to Figure 2 The output control device for the rail vehicle braking system pressure conversion valve specifically includes the following contents:

[0070] The first speed control module 10 is configured to control the first solenoid valve to be powered on and the second solenoid valve to be powered off during the process of the train speed braking emergently from the first speed to the second speed, and send an excitation signal to the second pneumatic control valve to select the output pressure of the second pneumatic control valve for output.

[0071] The second speed control module 20 is configured to control the first solenoid valve to be powered on and the second solenoid valve to be powered on during the process of the train speed braking emergently from the second speed to the third speed, send an excitation signal to the third pneumatic control valve to select the output pressure of the double-proportion piston valve connected to the third pneumatic control valve for output, and send an excitation signal to the first pneumatic control valve to make it in the exhaust state.

[0072] The third speed control module 30 is configured to control the first solenoid valve to be powered off and the second solenoid valve to be powered on during the process of the train speed braking emergently from the third speed to the fourth speed, send an excitation signal to the third pneumatic control valve to select the output pressure of the double-proportion piston valve connected to the third pneumatic control valve for output, and do not send an excitation signal to the first pneumatic control valve to make it in the conducting state.

[0073] The fourth speed control module 40 is configured to control the first solenoid valve and the second solenoid valve to lose power during the process of the train speed braking emergently from the fourth speed to the fifth speed, not to send an excitation signal to the third pneumatic control valve, and select the output pressure of the second pneumatic control valve for output.

[0074] As can be seen from the above description, the output control device of the pressure conversion valve of the rail vehicle braking system provided by the embodiment of the present application can control the step-by-step output of the four-stage pressure of the pressure conversion valve during the emergency braking of the train. Thus, without changing the existing structure of the pressure conversion valve, during the high-speed emergency braking of the train, the step-by-step output of the four-stage pressure of the pressure conversion valve can be realized, thereby effectively utilizing the wheel-rail adhesion, ensuring the braking distance, guaranteeing the safety of passengers and vehicles, and at the same time reducing the basic braking heat load, enabling the train to cope with the emergency braking conditions at higher speeds.

[0075] From the hardware level, in order to realize the step-by-step output of the four-stage pressure of the pressure conversion valve during the high-speed emergency braking of the train without changing the existing structure of the pressure conversion valve, thereby effectively utilizing the wheel-rail adhesion, ensuring the braking distance, guaranteeing the safety of passengers and vehicles, and at the same time reducing the basic braking heat load, enabling the train to cope with the emergency braking conditions at higher speeds, the present application provides an embodiment of an electronic device for implementing all or part of the content in the output control method of the pressure conversion valve of the rail vehicle braking system. The electronic device specifically includes the following:

[0076] A processor, a memory, a communications interface, and a bus; wherein, the processor, the memory, and the communications interface complete mutual communication through the bus; the communications interface is used to realize the information transmission between the output control device of the pressure conversion valve of the rail vehicle braking system and related devices such as the core business system, the user terminal, and the related database. The logic controller can be a desktop computer, a tablet computer, a mobile terminal, etc., and this embodiment is not limited thereto. In this embodiment, the logic controller can be implemented with reference to the embodiments of the output control method of the pressure conversion valve of the rail vehicle braking system and the embodiments of the output control device of the pressure conversion valve of the rail vehicle braking system, and the content is incorporated herein, and the repeated parts will not be described again.

[0077] It can be understood that the user terminal may include a smart phone, a tablet electronic device, a network set-top box, a portable computer, a desktop computer, a personal digital assistant (PDA), a vehicle-mounted device, a smart wearable device, etc. Among them, the smart wearable device may include smart glasses, a smart watch, a smart bracelet, etc.

[0078] In practical applications, part of the output control method of the pressure conversion valve of the rail vehicle braking system can be executed on the side of the electronic device as described above, or all operations can be completed in the client device. Specifically, it can be selected according to the processing capacity of the client device and the limitations of the user usage scenario, etc. This application does not make any limitations in this regard. If all operations are completed in the client device, the client device may further include a processor.

[0079] The above-mentioned client device may have a communication module (i.e., a communication unit), which can be communicatively connected to a remote server to achieve data transmission with the server. The server may include a server on the side of the task scheduling center, and in other implementation scenarios, it may also include a server of an intermediate platform, such as a server of a third-party server platform communicatively linked to the task scheduling center server. The server may include a single computer device, or may include a server cluster composed of multiple servers, or a server structure of a distributed device.

[0080] Figure 9 It is a schematic block diagram of the system composition of the electronic device 9600 according to an embodiment of the present application. As Figure 9 shown, the electronic device 9600 may include a central processing unit 9100 and a memory 9140; the memory 9140 is coupled to the central processing unit 9100. It should be noted that this Figure 9 is exemplary; other types of structures may also be used to supplement or replace this structure to implement telecommunication functions or other functions.

[0081] In one embodiment, the function of the output control method of the pressure conversion valve of the rail vehicle braking system can be integrated into the central processing unit 9100. Among them, the central processing unit 9100 may be configured to perform the following controls:

[0082] Step S101: During the process of the train speed braking emergently from the first speed to the second speed, control the first solenoid valve to be energized and the second solenoid valve to be de-energized, and send an excitation signal to the second pneumatic control valve to select the output pressure of the second pneumatic control valve for output.

[0083] Step S102: During the process of the train speed braking emergently from the second speed to the third speed, control the first solenoid valve to be energized and the second solenoid valve to be energized, and send an excitation signal to the third pneumatic control valve to select the output pressure of the double proportional piston valve connected to the third pneumatic control valve for output, and send an excitation signal to the first pneumatic control valve to make it in the exhaust state.

[0084] Step S103: During the process of the train speed braking emergently from the third speed to the fourth speed, control the first solenoid valve to lose power and the second solenoid valve to be powered on, and send an excitation signal to the third pneumatic control valve to select and output the output pressure of the double proportional piston valve connected to the third pneumatic control valve, without sending an excitation signal to the first pneumatic control valve to keep it in a conducting state.

[0085] Step S104: During the process of the train speed braking emergently from the fourth speed to the fifth speed, control the first solenoid valve to lose power and the second solenoid valve to lose power, without sending an excitation signal to the third pneumatic control valve and select and output the output pressure of the second pneumatic control valve.

[0086] As can be seen from the above description, the electronic device provided by the embodiment of the present application, during the process of the train's emergency braking, controls the four-stage pressure of the pressure conversion valve to be output stage by stage. Thus, it can achieve the four-stage pressure of the pressure conversion valve to be output stage by stage during the train's high-speed emergency braking without changing the existing structure of the pressure conversion valve, thereby effectively utilizing the wheel-rail adhesion, ensuring the braking distance, guaranteeing the safety of passengers and vehicles, and at the same time reducing the basic braking heat load, enabling the train to cope with higher-speed emergency braking conditions.

[0087] In another embodiment, the output control device of the pressure conversion valve of the rail vehicle braking system can be separately configured from the central processing unit 9100. For example, the output control device of the pressure conversion valve of the rail vehicle braking system can be configured as a chip connected to the central processing unit 9100, and the function of the output control method of the pressure conversion valve of the rail vehicle braking system is realized through the control of the central processing unit.

[0088] As Figure 9 shown, the electronic device 9600 may further include: a communication module 9110, an input unit 9120, an audio processor 9130, a display 9160, and a power supply 9170. It should be noted that the electronic device 9600 does not necessarily have to include Figure 9 all the components shown in Figure 9 ; in addition, the electronic device 9600 may further include

[0089] components not shown in Figure 9 ; reference may be made to the prior art.

[0090] Among them, the memory 9140 can be, for example, one or more of a buffer, a flash memory, a hard drive, a removable medium, a volatile memory, a non-volatile memory, or other suitable devices. It can store the above-mentioned failure-related information, and can also store a program for executing relevant information. And the central processing unit 9100 can execute the program stored in the memory 9140 to achieve information storage or processing, etc.

[0091] The input unit 9120 provides an input to the central processing unit 9100. The input unit 9120 is, for example, a key or a touch input device. The power supply 9170 is used to supply power to the electronic device 9600. The display 9160 is used to display display objects such as images and texts. The display can be, for example, an LCD display, but is not limited thereto.

[0092] The memory 9140 can be a solid-state memory. For example, a read-only memory (ROM), a random access memory (RAM), a SIM card, etc. It can also be a memory that stores information even when powered off, can be selectively erased and has more data. An example of this memory is sometimes referred to as an EPROM, etc. The memory 9140 can also be some other type of device. The memory 9140 includes a buffer memory 9141 (sometimes referred to as a buffer). The memory 9140 can include an application / function storage unit 9142, which is used to store application programs and function programs or the processes for operating the electronic device 9600 through the central processing unit 9100.

[0093] The memory 9140 can also include a data storage unit 9143, which is used to store data, such as contacts, digital data, pictures, sounds, and / or any other data used by the electronic device. The driver storage unit 9144 of the memory 9140 can include various drivers for the communication function of the electronic device and / or for executing other functions of the electronic device (such as a messaging application, an address book application, etc.).

[0094] The communication module 9110 is a transmitter / receiver 9110 that transmits and receives signals via the antenna 9111. The communication module (transmitter / receiver) 9110 is coupled to the central processing unit 9100 to provide an input signal and receive an output signal, which can be the same as in the case of a conventional mobile communication terminal.

[0095] Based on different communication technologies, in the same electronic device, multiple communication modules 9110 can be provided, such as a cellular network module, a Bluetooth module, and / or a wireless local area network module, etc. The communication module (transmitter / receiver) 9110 is also coupled to a speaker 9131 and a microphone 9132 via an audio processor 9130 to provide an audio output via the speaker 9131 and receive an audio input from the microphone 9132, so as to implement normal telecommunication functions. The audio processor 9130 can include any suitable buffers, decoders, amplifiers, etc. In addition, the audio processor 9130 is also coupled to a central processor 9100, so that recording can be performed on the local device through the microphone 9132, and the sound stored on the local device can be played through the speaker 9131.

[0096] An embodiment of the present application also provides a computer-readable storage medium capable of implementing all steps in the output control method of the track vehicle braking system pressure conversion valve with the execution subject being a server or a client in the above embodiments. A computer program is stored on the computer-readable storage medium. When the computer program is executed by a processor, all steps of the output control method of the track vehicle braking system pressure conversion valve with the execution subject being a server or a client in the above embodiments are implemented. For example, when the processor executes the computer program, the following steps are implemented:

[0097] Step S101: During the process of the train speed braking emergently from the first speed to the second speed, control the first solenoid valve to be energized and the second solenoid valve to be de-energized, and send an excitation signal to the second pneumatic control valve to select the output pressure of the second pneumatic control valve for output.

[0098] Step S102: During the process of the train speed braking emergently from the second speed to the third speed, control the first solenoid valve to be energized and the second solenoid valve to be energized, and send an excitation signal to the third pneumatic control valve to select the output pressure of the double-proportion piston valve connected to the third pneumatic control valve for output, and send an excitation signal to the first pneumatic control valve to make it in the exhaust state.

[0099] Step S103: During the process of the train speed braking emergently from the third speed to the fourth speed, control the first solenoid valve to be de-energized and the second solenoid valve to be energized, and send an excitation signal to the third pneumatic control valve to select the output pressure of the double-proportion piston valve connected to the third pneumatic control valve for output, and do not send an excitation signal to the first pneumatic control valve to make it in the conducting state.

[0100] Step S104: During the process of the train speed braking emergently from the fourth speed to the fifth speed, control the first solenoid valve to be de-energized and the second solenoid valve to be de-energized, do not send an excitation signal to the third pneumatic control valve and select the output pressure of the second pneumatic control valve for output.

[0101] As can be seen from the above description, the computer-readable storage medium provided by the embodiments of the present application can output the fourth-stage pressure of the pressure conversion valve step by step by controlling it during the emergency braking of the train. Therefore, without changing the existing structure of the pressure conversion valve, when the train is in high-speed emergency braking, the fourth-stage pressure of the pressure conversion valve can be output step by step, thereby effectively utilizing the wheel-rail adhesion, ensuring the braking distance, guaranteeing the safety of passengers and vehicles, reducing the heat load of the basic braking at the same time, and enabling the train to cope with the emergency braking conditions at higher speeds.

[0102] The embodiments of the present application also provide a computer program product that can implement all the steps in the output control method of the pressure conversion valve of the rail vehicle braking system with the execution subject being a server or a client in the above embodiments. When the computer program / instructions are executed by a processor, the steps of the output control method of the pressure conversion valve of the rail vehicle braking system are implemented. For example, the computer program / instructions implement the following steps:

[0103] Step S101: During the process of the train speed braking emergently from the first speed to the second speed, control the first solenoid valve to be energized and the second solenoid valve to be de-energized, and send an excitation signal to the second pneumatic control valve to select the output pressure of the second pneumatic control valve for output.

[0104] Step S102: During the process of the train speed braking emergently from the second speed to the third speed, control the first solenoid valve to be energized and the second solenoid valve to be energized, and send an excitation signal to the third pneumatic control valve to select the output pressure of the double-proportion piston valve connected to the third pneumatic control valve for output, and send an excitation signal to the first pneumatic control valve to make it in the exhaust state.

[0105] Step S103: During the process of the train speed braking emergently from the third speed to the fourth speed, control the first solenoid valve to be de-energized and the second solenoid valve to be energized, and send an excitation signal to the third pneumatic control valve to select the output pressure of the double-proportion piston valve connected to the third pneumatic control valve for output, and do not send an excitation signal to the first pneumatic control valve to make it in the conducting state.

[0106] Step S104: During the process of the train speed braking emergently from the fourth speed to the fifth speed, control the first solenoid valve to be de-energized and the second solenoid valve to be de-energized, do not send an excitation signal to the third pneumatic control valve and select the output pressure of the second pneumatic control valve for output.

[0107] As can be seen from the above description, the computer program product provided by the embodiments of the present application, during the process of emergency braking of the train, controls the step-by-step output of the fourth-stage pressure of the pressure conversion valve. Thus, without changing the existing structure of the pressure conversion valve, during high-speed emergency braking of the train, the step-by-step output of the fourth-stage pressure of the pressure conversion valve can be achieved, thereby effectively utilizing the wheel-rail adhesion, ensuring the braking distance, guaranteeing the safety of passengers and vehicles, and at the same time reducing the thermal load of the basic braking, enabling the train to cope with emergency braking conditions at higher speeds.

[0108] Those skilled in the art should understand that the embodiments of the present invention can be provided as a method, a device, or a computer program product. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present invention can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0109] The present invention is described with reference to the flowcharts and / or block diagrams of methods, devices (apparatus), and computer program products according to the embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, and the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing devices generate a device for implementing the specified functions in Figure 1 one process or multiple processes and / or blocks Figure 1 one block or multiple blocks.

[0110] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, such that the instructions stored in the computer-readable memory generate a manufactured article including an instruction device that implements the specified functions in Figure 1 one process or multiple processes and / or blocks Figure 1 one block or multiple blocks.

[0111] These computer program instructions can also be loaded onto a computer or other programmable data processing device, such that a series of operation steps are executed on the computer or other programmable device to generate a computer-implemented process, so that the instructions executed on the computer or other programmable device provide steps for implementing the specified functions in Figure 1 one process or multiple processes and / or blocks Figure 1 one block or multiple blocks.

[0112] In the present invention, specific embodiments are used to illustrate the principle and implementation manner of the present invention. The description of the above embodiments is only for helping to understand the method and its core idea of the present invention. At the same time, for those of ordinary skill in the art, according to the idea of the present invention, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present invention.

Claims

1. A method for controlling the output of a pressure conversion valve in an orbital vehicle braking system, which is applied to a feedback control module connected to the pressure conversion valve on a train. The feedback control module includes a first solenoid valve, a second solenoid valve, a first pneumatic control valve, a second pneumatic control valve, a third pneumatic control valve, and a double proportional piston valve, characterized in that, The method includes: During the process of the train speed braking emergently from the first speed to the second speed, control the first solenoid valve to be energized and the second solenoid valve to be de-energized, and send an excitation signal to the second pneumatic control valve to select the output pressure of the second pneumatic control valve for output; During the process of the train speed braking emergently from the second speed to the third speed, control the first solenoid valve to be energized and the second solenoid valve to be energized, and send an excitation signal to the third pneumatic control valve to select the output pressure of the double proportional piston valve connected to the third pneumatic control valve for output, and send an excitation signal to the first pneumatic control valve to make it in the exhaust state; During the process of the train speed braking emergently from the third speed to the fourth speed, control the first solenoid valve to be de-energized and the second solenoid valve to be energized, and send an excitation signal to the third pneumatic control valve to select the output pressure of the double proportional piston valve connected to the third pneumatic control valve for output, and do not send an excitation signal to the first pneumatic control valve to make it in the conducting state; During the process of the train speed braking emergently from the fourth speed to the fifth speed, control the first solenoid valve to be de-energized and the second solenoid valve to be de-energized, do not send an excitation signal to the third pneumatic control valve and select the output pressure of the second pneumatic control valve for output; During the process of the train speed braking emergently from the second speed to the third speed, it further includes: The air outlet of the double proportional piston valve is pneumatically connected to the third pneumatic control valve, and the second air inlet of the double proportional piston valve is pneumatically connected to the first pneumatic control valve and there is no pressure input at the second air inlet when the first pneumatic control valve is in the exhaust state.

2. The output control method of the pressure conversion valve of the rail vehicle braking system according to claim 1, characterized in that, During the process of the train speed braking emergently from the first speed to the second speed, it further includes: Send an excitation signal to the second pneumatic control valve, wherein the output port of the second pneumatic control valve communicates with the atmosphere and the pressure is zero.

3. The output control method of the pressure conversion valve of the rail vehicle braking system according to claim 1, characterized in that, During the process of the train speed braking emergently from the third speed to the fourth speed, it further includes: The second air inlet of the double proportional piston valve has pressure input when the first pneumatic control valve is in the conducting state.

4. The output control method of the pressure conversion valve of the rail vehicle braking system according to claim 1, wherein During the process of the train speed braking emergently from the fourth speed to the fifth speed, it further includes: Do not send an excitation signal to the second pneumatic control valve to make it in the conducting state.

5. An output control device for a pressure conversion valve of an orbital vehicle braking system, which is applied to a feedback control module connected to the pressure conversion valve on a train. The feedback control module includes a first solenoid valve, a second solenoid valve, a first pneumatic control valve, a second pneumatic control valve, a third pneumatic control valve, and a double proportional piston valve, and is characterized in that, It includes: A first speed control module, which is used to control the first solenoid valve to be energized and the second solenoid valve to be de-energized during the process of the train speed braking emergently from the first speed to the second speed, and send an excitation signal to the second pneumatic control valve to select the output pressure of the second pneumatic control valve for output; A second speed control module, which is used to control the first solenoid valve to be energized and the second solenoid valve to be energized during the process of the train speed braking emergently from the second speed to the third speed, and send an excitation signal to the third pneumatic control valve to select the output pressure of the double proportional piston valve connected to the third pneumatic control valve for output, and send an excitation signal to the first pneumatic control valve to make it in the exhaust state; The third speed control module is used to control the first solenoid valve to lose power and the second solenoid valve to gain power during the process of the train speed braking emergently from the third speed to the fourth speed, and send an excitation signal to the third pneumatic control valve to select and output the output pressure of the double-proportion piston valve connected to the third pneumatic control valve, without sending an excitation signal to the first pneumatic control valve to keep it in a conducting state; The fourth speed control module is used to control the first solenoid valve to lose power and the second solenoid valve to lose power during the process of the train speed braking emergently from the fourth speed to the fifth speed, without sending an excitation signal to the third pneumatic control valve and selecting and outputting the output pressure of the second pneumatic control valve; The second speed control module is further used to, during the process of the train speed braking emergently from the second speed to the third speed, when the air outlet of the double-proportion piston valve is pneumatically connected to the third pneumatic control valve, and the second air inlet of the double-proportion piston valve is pneumatically connected to the first pneumatic control valve and there is no pressure input at the second air inlet when the first pneumatic control valve is in an exhaust state.

6. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the output control method of the pressure conversion valve of the rail vehicle braking system according to any one of claims 1 to 4.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the output control method of the pressure conversion valve of the rail vehicle braking system according to any one of claims 1 to 4.

8. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, it implements the steps of the output control method of the pressure conversion valve of the rail vehicle braking system according to any one of claims 1 to 4.

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