Automatic brake control system, method and metro train

Abstract

The application provides an automatic brake control system, method and urban rail train. The system comprises brake control devices and brake release train lines corresponding to bogies of the train. Each brake control device comprises a brake non-release state normally open node, a forced release electromagnetic piston valve and an electronic control unit. The brake non-release state normally open node is connected with the positive pole of the brake release train line at one end and connected with the forced release electromagnetic piston valve in the brake control device at the other end. The electronic control unit is used for controlling the brake non-release state normally open node in the brake control device to be closed after detecting a brake non-release fault, so that the forced release electromagnetic piston valve in the brake control device is powered to perform a brake release action. The application can realize self-repair of the brake non-release fault, thereby shortening the positive line fault processing time, reducing train delay or delay caused by the brake non-release fault, improving train operation efficiency and operation service quality.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle brake control, in particular to an automatic brake control system, method and urban rail train. BACKGROUND

[0002] With the acceleration of urbanization process in China, urban rail transit with the characteristics of line closure, punctual operation, fast and reliable, etc. gradually becomes the preferred public transportation for citizens. And, with the acceleration of urban economic development, people's requirements for the safety performance, convenience and fast and punctual arrival of urban rail transit vehicles are also getting higher and higher.

[0003] However, due to the frequent start and brake of urban rail train, air brake non-relief failure becomes an important hidden danger for the safe operation and punctual operation of urban rail train. Air brake non-relief failure is prone to cause vehicle brake running, resulting in damage of friction material and wheelset abrasion, endangering passenger safety. The fault points of this failure are widely distributed and difficult to find. When the train has air brake non-relief failure, air brake forced relief operation needs to be performed, that is, the compressed air in the brake cylinder of the failed vehicle is emptied to realize brake relief. At present, after detecting the air brake non-relief failure, the brake non-relief failure signal can be transmitted to the human-machine interface (HMI) in the cab through the train control and management system (TCMS), so that the train driver / maintenance personnel can find the bogie with air brake non-relief failure according to the prompt information displayed on the HMI and perform air brake forced relief operation. Alternatively, the execution of air brake forced relief operation can be remotely controlled through the brake relief switch set on the driver's desk.

[0004] However, the above-mentioned air brake forced relief method needs to stop the train for corresponding failure treatment, so from the safety point of view, the vehicle needs to be locked for traction protection to prevent the risk of brake running. However, this will cause the vehicle to stop in the operation section, resulting in late arrival or delay of the vehicle, reducing the operation efficiency of the vehicle and affecting the operation service quality. SUMMARY

[0005] The embodiments of the present application provide an automatic brake control system, method and urban rail train to solve the problem that the current air brake forced relief method may cause late arrival or delay of the vehicle and affect the operation service quality.

[0006] In a first aspect, the embodiments of the present application provide an automatic brake control system, comprising: a brake control device and a brake relief train line corresponding to a bogie of a train.

[0007] Each brake control device comprises a brake non-relief state normally open node, a forced relief electromagnetic piston valve and an electronic control unit;

[0008] The brake non-relief state normally open node has one end connected to the positive pole of the brake relief train line and the other end connected to the forced relief electromagnetic piston valve in the brake control device;

[0009] The electronic control unit is configured to, after detecting a brake non-relief fault, control the brake non-relief state normally open node in the brake control device to be closed, so that the forced relief electromagnetic piston valve in the brake control device is powered to perform a brake relief action.

[0010] In a possible implementation, each brake control device further comprises a first relay coil, a first relay normally open contact, a second relay coil and a second relay normally open contact, the brake control devices corresponding to the bogies at the head and tail of the train are referred to as master valves, and each master valve further comprises a brake relief control normally open node;

[0011] The first relay coil has one end connected to the other end of the brake non-relief state normally open node in the brake control device and the other end connected to the negative pole of the brake relief train line;

[0012] The first relay normally open contact is connected in parallel with the second relay normally open contact in the brake control device, one end of the parallel connection is connected to one end of each brake relief control normally open node, and the other end of the parallel connection is connected to the forced relief electromagnetic piston valve and one end of the second relay coil in the brake control device, so that the other end of the brake non-relief state normally open node in the brake control device is connected to the forced relief electromagnetic piston valve in the brake control device through the first relay formed by the first relay coil and the first relay normally open contact;

[0013] The second relay coil has the other end connected to the negative pole of the brake relief train line;

[0014] The brake relief control normally open node has the other end connected to the positive pole of the brake relief train line;

[0015] The electronic control unit is further configured to, when a brake non-relief fault is detected and it is determined that the brake control device where the electronic control unit is located is not the master valve, generate a brake non-relief fault signal and send it to the electronic control unit of the master valve; or, when a brake non-relief fault is detected and it is determined that the brake control device where the electronic control unit is located is the master valve / when the brake non-relief fault signal is received, control the brake relief control normally open node in the master valve to be closed.

[0016] In a possible implementation, the forced release electromagnetic piston valve comprises: an electromagnetic valve, a first piston valve, and a second piston valve.

[0017] The electromagnetic valve has a first end for inputting compressed air, a second end connected to another end of the first relay normally open contact and the second relay normally open contact in parallel in the brake control device, and a third end connected to the first end of the first piston valve and the first end of the second piston valve, respectively.

[0018] The first piston valve has a second end for inputting compressed air and a third end connected to an electronic control unit in the brake control device, so that the input compressed air is input into the corresponding brake cylinder of the brake control device through the electronic control unit.

[0019] The second piston valve has a second end connected to an exhaust port of the corresponding brake cylinder of the brake control device.

[0020] In a possible implementation, the automatic brake control system further comprises a brake release switch arranged at the train driver's desk.

[0021] The brake release switch is used as a backup power supply control of the brake release train line.

[0022] In a possible implementation, the electronic control unit of the main valve is further configured to send the received brake non-release fault signal to a human-machine interface in the train driver's room for display through a TCMS system.

[0023] The electronic control unit other than the main valve is configured to send the brake non-release fault signal to the electronic control unit of the main valve through a CAN network.

[0024] In a second aspect, an embodiment of the present application provides an automatic brake control method, applied to the automatic brake control system in the first aspect or any possible implementation of the first aspect, and comprising the following steps.

[0025] Obtaining air pressure in a brake cylinder corresponding to a brake control device in which each electronic control unit in the automatic brake control system is located;

[0026] Determining whether the air pressure exceeds a set pressure threshold and lasts for a preset time;

[0027] When it is determined that the air pressure exceeds the set pressure threshold and lasts for the preset time, generating a brake non-release fault signal and controlling a brake non-release state normally open node in the brake control device in which the corresponding electronic control unit is located to be closed.

[0028] In a possible implementation, after the brake non-release fault signal is generated, the method further comprises the following steps.

[0029] determining whether the brake control device where the corresponding electronic control unit is located is a master valve;

[0030] when it is determined that the brake control device where the corresponding electronic control unit is located is not the master valve, sending the brake non-release fault signal to the electronic control unit of the master valve;

[0031] when it is determined that the brake control device where the corresponding electronic control unit is located is the master valve, or when the electronic control unit of the master valve receives the brake non-release fault signal, determining whether the train is in a non-braking state;

[0032] when it is determined that the train is in the non-braking state, controlling the brake release control normally open node in the master valve to be closed.

[0033] In a possible implementation, after controlling the brake release control normally open node in the master valve to be closed, the method further includes:

[0034] determining whether a zero speed signal is received;

[0035] when the zero speed signal is received, controlling the brake release control normally open node in the master valve to be opened.

[0036] In a third aspect, an embodiment of the present application provides a metro train, including the automatic brake control system as described in the first aspect or any possible implementation of the first aspect.

[0037] The embodiment of the present application provides an automatic brake control system, method and urban rail train, the system comprises brake control devices and brake release train lines corresponding to bogies of the train; each brake control device comprises a brake non-release state normally open node, a forced release electromagnetic piston valve and an electronic control unit; wherein the brake non-release state normally open node is connected with the positive pole of the brake release train line at one end and connected with the forced release electromagnetic piston valve in the brake control device at the other end; the electronic control unit is used for controlling the brake non-release state normally open node in the brake control device to be closed after detecting a brake non-release fault, so that the forced release electromagnetic piston valve in the brake control device is powered to perform a brake release action. The embodiment of the present application sets the brake non-release state normally open node in each brake control device, and controls the connection state of the brake non-release state normally open node through the electronic control unit in each brake control device, so that the brake non-release state normally open node is automatically controlled to be closed after the electronic control unit detects a brake non-release fault, to automatically control the forced release electromagnetic piston valve in the brake control device to be powered to perform a brake release action. Therefore, the train does not need to be parked for brake non-release fault processing, the self-repair of the fault point is realized, the on-line fault processing time is shortened, the train delay or delay caused by the brake non-release fault is reduced, the train operation efficiency and operation service quality are improved, and the requirements for the train driver in the emergency processing of the fault are reduced. Moreover, only the brake control device with the fault is automatically braked and released, and the whole train is not braked and released, so that the whole train is avoided to be in the no-brake working condition, the risk of train sliding is reduced, and the safety and reliability of the train are improved. BRIEF DESCRIPTION OF DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative labor.

[0039] Figure 1 is a structural schematic diagram of an automatic brake control system provided by the embodiment of the present application;

[0040] Figure 2 is a structural schematic diagram of an automatic brake control system provided by another embodiment of the present application;

[0041] Figure 3 is a structural schematic diagram of a forced release electromagnetic piston valve provided by the embodiment of the present application;

[0042] Figure 4 is a metro vehicle marshalling configuration schematic diagram provided by the embodiment of the present application. DETAILED DESCRIPTION

[0043] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of the invention. However, those skilled in the art will understand that the invention can be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods are omitted so as not to obscure the description of the invention with unnecessary detail.

[0044] To make the objectives, technical solutions, and advantages of the present invention clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0045] like Figure 1 As shown, the automatic braking control system provided in this embodiment of the invention includes: a braking control device 100 and a braking release train line, which are arranged corresponding to the bogies of the train.

[0046] Each braking control device 100 includes a normally open node 10 for braking in non-relief state, a forced relief solenoid piston valve 20, and an electronic control unit 30.

[0047] In the non-relief state, the normally open node 10 is connected at one end to the positive terminal of the brake relief train line (i.e., the 110V brake relief train line), and at the other end to the forced relief electromagnetic piston valve 20 in this brake control device 100.

[0048] The electronic control unit 30 is used to close the normally open node 10 of the brake non-release state in the brake control device 100 after detecting a brake non-release fault, so that the forced release solenoid piston valve 20 in the brake control device 100 is energized to perform the brake release action.

[0049] This embodiment sets a normally open node 10 for the brake non-release state in each brake control device 100, and controls the connection state of the normally open node 10 for the brake non-release state through the electronic control unit 30 in each brake control device 100. After the electronic control unit 30 detects a brake non-release fault, it automatically controls the normally open node 10 to close, thereby automatically controlling the forced release electromagnetic piston valve 20 in the brake control device 100 to perform the brake release action. This eliminates the need for the train to stop for brake non-release fault handling, achieving self-repair of the fault point, thereby shortening the mainline fault handling time, reducing train delays caused by brake non-release faults, improving train operation efficiency and service quality, and reducing the requirements for emergency handling of faults by train drivers. Moreover, since automatic brake release is only performed on the faulty brake control device, and not on the entire train, it avoids the entire train being in a brakeless condition, reducing the risk of train runaway and improving train safety and reliability.

[0050] Optionally, in combination Figure 2 As shown in the figure, each brake control device 100 can also include a first relay coil 11, a first relay normally open contact 12, a second relay coil 13 and a second relay normally open contact 14. The brake control devices corresponding to the bogies at the head and tail of the train are referred to as master valves (such as master valve 1 and master valve 2 in the figure), and each master valve also includes a brake release control normally open node 40. Figure 2

[0051] The first relay coil 11 has one end connected to the other end of the brake non-release state normally open node 10 in the brake control device 100, and the other end connected to the negative pole of the brake release train line (i.e. the 0V brake release train line).

[0052] The first relay coil 11 has one end connected to the other end of the brake non-release state normally open node 10 in the brake control device 100, and the other end connected to the negative pole of the brake release train line (i.e. the 0V brake release train line).

[0053] The second relay coil 13 has the other end connected to the negative pole of the brake release train line (i.e. the 0V brake release train line).

[0054] The brake release control normally open node 40 has the other end connected to the positive pole of the brake release train line (i.e. the 110V brake release train line).

[0055] The electronic control unit 30 is also configured to generate a brake non-release fault signal and send it to the electronic control unit 30 of the master valve when a brake non-release fault is detected and it is determined that the brake control device 100 where the electronic control unit 30 is located is not a master valve; or, the electronic control unit 30 is also configured to control the brake release control normally open node 40 in the master valve to be closed when a brake non-release fault is detected and it is determined that the brake control device 100 where the electronic control unit 30 is located is a master valve / receives a brake non-release fault signal.

[0056] ​In this embodiment, the brake control device in the automatic brake control system is divided into a main valve and an auxiliary valve. The brake control device corresponding to the bogies at the head and tail of the train is recorded as the main valve, and the brake control device other than this is recorded as the auxiliary valve. In order to improve the reliability of the automatic brake control system, the first relay coil 11 and the first relay normally open contact 12 are arranged in each brake control device 100 to connect the other end of the brake unrelief state normally open node 10 to the forced relief electromagnetic piston valve 20 in the brake control device 100. In order to realize the locking of the brake unrelief state, the brake relief control normally open node 40 is arranged in the brake control device as the main valve, and the second relay coil 13 and the second relay normally open contact 14 are arranged in each brake control device 100.

[0057] Based on the automatic brake system of the embodiment, the train is provided with a brake relief train line, and the brake relief train line is electrically connected with the forced relief electromagnetic piston valve 20 of all brake control devices 100. The brake relief control normally open node 40 of the main valve is connected in series between the brake relief train line and the forced relief electromagnetic piston valve 20 as one of the conditions. At the same time, the brake unrelief state normally open node 10 of each brake control device is used as the input condition of the brake relief train line.

[0058] When the train has a brake unrelief fault, the brake control device (such as the auxiliary valve) detects the brake unrelief fault and sends the brake unrelief fault signal to the main valve through the internal CAN network, and at the same time controls the brake unrelief state normally open node in the brake control device to be closed, and outputs the unrelief state as the input condition of the brake relief train line through the electrical principle design. The main valve sends the brake unrelief fault signal to the HMI human-machine interface for display through the interface with the train bus, and at the same time controls the closure of the brake relief control normally open node in the main valve to give the brake relief control state, controls the high-level input of the train brake relief train line through the electrical principle design, and thus activates the forced relief electromagnetic piston valve in the brake control device to execute the brake relief action of the brake control device. At this time, the air supply of the brake control device will be cut off, and the brake cylinder exhaust port (piston valve) in the brake control device is opened, the compressed air in the brake cylinder is discharged to the atmosphere, and the automatic brake relief control for the brake unrelief control device is realized.

[0059] In order to more clearly illustrate the technical solutions of the embodiment, the following will be described in combination with Figure 2 and Figure 4 Take two subway vehicles in a train as an example, which are configured with two main valves and two auxiliary valves. It should be noted that the embodiment only takes two vehicles in a train as an example, and the technical solutions of the present application are not limited to the form of the train. The specific description is as follows:

[0060] The brake control device 100 as the main valve / auxiliary valve is internally provided with a brake non-relief state normally open node 10 (for example, the brake non-relief state normally open node 10 can be a relay normally open contact). After the brake non-relief fault occurs, the electronic control unit in the brake control device controls the corresponding brake non-relief state normally open node 10 to be closed. Through electrical design, the opening and closing state of the brake non-relief state normally open node 10 controls the downstream relay (for example Figure 2 the first relay coil 11A and the first relay normally open contact 12A constitute a relay A, the first relay coil 11B and the first relay normally open contact 12B constitute a relay B, the first relay coil 11C and the first relay normally open contact 12C constitute a relay C, and the first relay coil 11D and the first relay normally open contact 12D constitute a relay D) to be powered on or powered off. The downstream relay is internally provided with an auxiliary contact (for example, the first relay normally open contact 12A, 12B, 12C, 12D).

[0061] The brake control device 100 as the main valve is internally provided with a brake relief control normally open node 40 (for example, the brake relief control normally open node 40 can also be a relay normally open contact). When receiving the brake non-relief fault signal of any brake control device in the CAN, and at this time the train is in a non-braking state (i.e., service braking or non-emergency braking), the main valve will lock the brake non-relief state and control the internal brake relief control normally open node 40 to be closed. Two main valves in a train can be connected in OR to achieve reliable control. When the train is in a braking state, the main valve will control the internal brake relief control normally open node 40 to be opened, and no relief operation will be performed.

[0062] When the main valve detects that the train speed enters the next zero speed, the main valve will release the lock of the brake non-relief state, control the internal brake relief control normally open node 40 to be opened, and make the brake relief train line high-level input interrupted. If the vehicle is started again, the above operation will be repeated if the brake non-relief fault occurs. The whole process is automatically controlled.

[0063] In combination Figure 2 with the brake non-relief fault detected by the auxiliary valve 1, the specific control process of the automatic brake control system provided in the embodiment is as follows:

[0064] When the auxiliary valve 1 has a brake unrelief fault, the brake unrelief state normally open node 10 in the control is closed, at this time the first relay coil 11B is powered, driving the internal auxiliary contact 12B to close. At the same time, after the main valve 1 or the main valve 2 receives the brake unrelief fault signal, while determining that the vehicle is in a non-braking state, the brake unrelief state is locked, and the brake relief control normally open node 40 in the control is closed, at this time the high level of the brake relief train line is only input to the auxiliary valve 1, thereby activating the forced relief electromagnetic piston valve 20, and the second relay coil 13b is powered, driving the internal auxiliary contact 14b to close.

[0065] When the auxiliary valve 1 brake unrelief fault is eliminated, the brake unrelief state normally open node 10 in the control is opened, at this time the first relay coil 11B is de-energized, driving the internal auxiliary contact 12B to open. At this time, because the brake relief control normally open node 40 in the main valve 1 or the main valve 2 is still closed, the second relay normally open contact 14b is still closed, maintaining the high level of the brake relief train line input.

[0066] When the train enters the next zero speed, the main valve 1 or the main valve 2 releases the lock on the brake unrelief state, and the brake relief control normally open node 40 in the control is opened, and the high level of the brake relief train line input is interrupted. If the vehicle is started again, the above actions are repeated when the brake unrelief fault occurs. The whole process is automatically controlled.

[0067] Among them, zero speed as the state indication of the safe stop of the train is one of the important signals of the safe guidance of the train. In a strict sense, the train in a stationary state is defined as a zero speed state, but due to the precision of the sensor and other hardware, the actual zero speed determination standard of the train is usually that the running speed is <0.5km / h, and the non-zero speed determination standard is usually that the running speed is >1.0km / h. On the train, the energization of the zero speed relay can be used to indicate the zero speed state, and the de-energization can be used to indicate the non-zero speed state. Because multiple systems need to use the zero speed signal, the train generally sets multiple zero speed relays. The actions of these relay contacts are synchronous.

[0068] In this embodiment, the zero speed signal is used as the control signal for releasing the brake unrelief state lock, which is beneficial to the safety of the train.

[0069] Optionally, as shown in Figure 3 The forced relief electromagnetic piston valve 20 can include an electromagnetic valve 21, a first piston valve 22, and a second piston valve 23.

[0070] The electromagnetic valve 21 has a first end for inputting compressed air, a second end connected to another end of the first relay normally open contact and the second relay normally open contact in parallel in the present brake control device 100, and a third end connected to the first end of the first piston valve 22 and the first end of the second piston valve 23, respectively.

[0071] The first piston valve 22 has a second end for inputting compressed air and a third end connected to the electronic control unit 30 in the brake control device 100 to input the input compressed air into the corresponding brake cylinder of the brake control device 100 through the electronic control unit 30.

[0072] The second piston valve 23 has a second end connected to the exhaust port of the corresponding brake cylinder of the brake control device 100.

[0073] In combination Figure 3 The working principle of the forced release electromagnetic piston valve 20 in the embodiment is described as follows:

[0074] In a normal state (i.e., when the electronic control unit 30 does not detect a brake non-release fault), the electromagnetic valve 21 is in a power-off state, and the internal passage is disconnected. The upstream input compressed air enters the brake control device 100, reaches the first piston valve 22 along path (1), and the internal air passage of the first piston valve 22 is conducted without pre-control pressure, so that the compressed air can be directly input into the bogie brake cylinder under the control of the electronic control unit 30.

[0075] When the electronic control unit 30 detects a brake non-release fault, the electromagnetic valve 21 receives a high-level input of the brake release train line, the internal electromagnet of the electromagnetic valve 21 is excited, and the internal air passage is conducted. At this time, the upstream input compressed air enters the brake control device 100 and forms pre-control paths (2) and (3) after the electromagnetic valve 21. The pre-control pressure of the pre-control path (2) can drive the piston in the first piston valve 22 to act, cutting off the air supply of path (1), and the pre-control pressure of the pre-control path (3) can drive the piston in the second piston valve 23 to act, opening the exhaust port connected to the brake cylinder air passage, and the compressed air in the brake cylinder is discharged to the atmosphere, realizing brake release.

[0076] The embodiment can cut off the air supply of path (1) and discharge the compressed air in the brake cylinder to the atmosphere when releasing the brake, thereby not affecting the emergency brake function of the train, allowing the train to realize brake release without the need for traffic restrictions, and being beneficial to the efficient operation of the train.

[0077] Optionally, as shown in Figure 2 The automatic brake control system can further include a brake release switch arranged at the train driver's desk. The brake release switch serves as a backup power supply control of the brake release train line.

[0078] In the embodiment, the brake release switch is arranged on the train driver's desk, and the brake release switch is used as a backup power supply control of the brake release train line, and the brake release control normally open node 40 is connected in series as one of the conditions for establishing the brake release train line. The electrical function of the brake release switch arranged on the train driver's desk can realize the design of manual release operation, and is arranged as a redundant design.

[0079] Optionally, as shown in Figure 1 The electronic control unit of the main valve is also used for sending the received brake non-release fault signal to the human-machine interface of the train driver's room through the TCMS system for display.

[0080] The electronic control unit of the main valve is also used for sending the received brake non-release fault signal to the human-machine interface of the train driver's room through the TCMS system for display.

[0081] In the embodiment, the brake control devices corresponding to the bogies at the head and tail of the train are referred to as main valves, and the brake control devices other than the main valves are referred to as auxiliary valves. The internal automatic brake control system (i.e., between the auxiliary valves and between the auxiliary valves and the main valves) is connected by CAN network lines, and the information of the automatic brake control system is shared in the internal CAN network. The main valve has a vehicle bus interface and is connected to the train bus to realize communication, so as to realize uploading and display of the brake non-release fault information.

[0082] For example, in the state without brake demand, when the electronic control unit in any brake control device detects that the brake cylinder pressure exceeds the set value and lasts for a certain time, the brake non-release fault of the brake control device is diagnosed. If the fault device is an auxiliary valve, the auxiliary valve transmits the brake non-release fault signal to the main valve through the internal CAN network; if the fault unit is a main valve, the brake non-release fault signal is directly transmitted from the TCMS to the HMI human-machine interface through the interface with the train bus for display, so as to facilitate fault positioning and operation and maintenance processing.

[0083] The embodiment of the present application sets a brake non-relief state normally open node in each brake control device, sets a brake relief control normally open node in each main valve, and controls the opening and closing state of the brake non-relief state normally open node by the electronic control unit in each brake control device, and controls the opening and closing state of the brake relief control normally open node by the electronic control unit in the main valve. After the train appears a brake non-relief fault, the corresponding brake control device can detect the brake non-relief fault and automatically control the corresponding brake non-relief state normally open node to be closed, and at the same time, the brake non-relief fault signal is sent to the electronic control unit of the main valve through the CAN network. After receiving the brake non-relief fault signal, the electronic control unit of the main valve automatically controls the brake relief control normally open node to be closed, and sends the brake non-relief fault signal TCMS to the HMI human-machine interface for display. Therefore, when the brake relief control normally open node of the main valve and the brake non-relief state normally open node in the corresponding brake control device are both closed, the corresponding forced relief electromagnetic piston valve is activated, the air supply of the brake control device is cut off, and at the same time, the brake cylinder exhaust port (piston valve) in the brake control device is opened, the compressed air in the brake cylinder is discharged to the atmosphere, and automatic brake relief control is realized for the brake control device with brake non-relief. Based on the automatic brake control system of the embodiment, the fault point can be self-repaired while obtaining the fault prompt of the brake non-relief fault in time, so that the train does not need to be stopped for brake non-relief fault handling, thereby shortening the fault handling time on the line, reducing the train delay or delay caused by the brake non-relief fault, ensuring the operation order of the urban rail train, improving the train operation efficiency and service quality, and reducing the requirements for the train driver in terms of emergency handling of the fault. Moreover, only the brake control device with fault is automatically relieved, and the whole train is not relieved, so that the whole train can be avoided in the non-braking working condition, the risk of train sliding is reduced, and the safety and reliability of the train are improved.

[0084] The embodiment of the present application also provides an automatic brake control method applied to the automatic brake control system and specifically applied to the electronic control unit in the automatic brake control system. The automatic brake control method is described as follows.

[0085] The air pressure in the brake cylinder corresponding to the brake control device where each electronic control unit is located in the automatic brake control system is obtained.

[0086] It is judged whether the air pressure exceeds the set pressure threshold and lasts for a preset time.

[0087] When it is judged that the air pressure exceeds the set pressure threshold and lasts for a preset time, a brake non-relief fault signal is generated and the brake non-relief state normally open node in the brake control device where the corresponding electronic control unit is located is controlled to be closed.

[0088] Optionally, after generating the brake unrelease fault signal, the method can further comprise:

[0089] determining whether the brake control device where the corresponding electronic control unit is located is a master valve.

[0090] when determining that the brake control device where the corresponding electronic control unit is located is not a master valve, sending the brake unrelease fault signal to the electronic control unit of the master valve.

[0091] when determining that the brake control device where the corresponding electronic control unit is located is a master valve, or when the electronic control unit of the master valve receives the brake unrelease fault signal, determining whether the train is in a non-braking state.

[0092] when determining that the train is in the non-braking state, controlling the brake release control normally open node in the master valve to be closed.

[0093] Optionally, after controlling the brake release control normally open node in the master valve to be closed, the method can further comprise:

[0094] determining whether a zero speed signal is received.

[0095] when the zero speed signal is received, controlling the brake release control normally open node in the master valve to be opened.

[0096] The embodiment corresponds to the execution logic of each electronic control unit in the brake control device in the automatic brake control system described above. For the electronic control unit in the auxiliary valve, it can obtain the air pressure in the corresponding brake cylinder through the pressure sensor, and determine whether the obtained air pressure exceeds the set pressure threshold. When the obtained air pressure exceeds the set pressure threshold, it is determined whether the time when the air pressure exceeds the set pressure threshold reaches a preset time. When the time when the air pressure exceeds the set pressure threshold reaches the preset time, the oil determines that the air pressure exceeds the set pressure threshold and lasts for a preset time, considers that the brake unrelease fault is detected, and thus generates the brake unrelease fault signal and controls the corresponding brake unrelease state normally open node to be closed. Then, it further determines whether the brake control device where the electronic control unit is located is a master valve, and when determining that the brake control device where the electronic control unit is located is not a master valve, sends the brake unrelease fault signal to the master valve through the CAN network.

[0097] For the electronic control unit in the main valve, in addition to running according to the execution logic of the electronic control unit in the auxiliary valve, the brake non-relief fault signal sent by the electronic control unit of the auxiliary valve is also received, and after the brake non-relief fault signal is generated by itself or is received, it is judged whether the train is in a non-braking state. When the train is in a non-braking state, the corresponding brake relief control normally open node in the main valve is controlled to be closed. When the train is in a braking state, the corresponding brake relief control normally open node in the main valve is controlled to be disconnected. In appropriate cases, automatic relief of the brake non-relief fault is realized.

[0098] On this basis, the electronic control unit in the main valve also judges whether the zero speed signal is received, and after the zero speed signal is received, the corresponding brake relief control normally open node in the main valve is controlled to be disconnected, so as to release the locking of the main valve to the brake non-relief state.

[0099] The embodiment of the present application can make the corresponding brake control device detect the brake unrelief fault after the train appears the brake unrelief fault, and automatically control the corresponding brake unrelief state normally open node to be closed, at the same time, the brake unrelief fault signal is sent to the electronic control unit of the main valve through the CAN network, the electronic control unit of the main valve automatically controls the brake relief control normally open node to be closed after receiving the brake unrelief fault signal, and sends the brake unrelief fault signal TCMS to the HMI human-computer interface for display. Therefore, when the brake relief control normally open node of the main valve and the brake unrelief state normally open node in the corresponding brake control device are closed, the corresponding forced relief electromagnetic piston valve is activated, the air supply of the brake control device is cut off, at the same time, the brake cylinder exhaust port (piston valve) in the brake control device is opened, the compressed air in the brake cylinder is discharged to the atmosphere, and the automatic brake relief control for the brake unrelief brake control device is realized. Based on the automatic brake control system of the embodiment, the fault point can be self-repaired while obtaining the fault prompt of the brake unrelief fault in time, so that the train does not need to be parked for brake unrelief fault processing, thereby shortening the fault processing time on the line, reducing the train delay or delay caused by the brake unrelief fault, ensuring the operation order of the urban rail train, improving the train operation efficiency and operation service quality, and being more suitable for the development trend of future subway. Moreover, the whole relief process is automatically controlled, and the driver does not need to actively intervene, thereby reducing the requirements of the driver on emergency handling of the fault. Moreover, only the brake control device with the fault is automatically braked and relieved, and the whole train is not braked and relieved, so that the whole train can be avoided in the no-braking working condition, the risk of train sliding is reduced, and the safety and reliability of the train are improved.

[0100] It should be understood that the size of the serial number of each step in the above embodiment does not mean the order of execution, and the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiment of the present application.

[0101] As another embodiment of the present application, the present application can also include an urban rail train comprising an automatic brake control system according to any one of the above embodiments, and having the same beneficial effects as the above automatic brake control system, which will not be described here.

[0102] In the above embodiments, the description of each embodiment has its own emphasis, and the parts not described or recorded in a certain embodiment can be referred to the related description of other embodiments.

[0103] The above examples are only used to illustrate the technical solutions of the present application, but not to limit the present application; although the present application has been described in detail with reference to the foregoing examples, those ordinarily skilled in the art should understand: the technical solutions recorded in the foregoing examples can still be modified, or some technical features can be replaced equivalently; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. An automatic brake control system characterized by comprising: The application relates to a train brake control system. The train brake control system comprises brake control devices and brake release train lines corresponding to bogies of the train. Each brake control device comprises a brake non-release state normally open node, a forced release electromagnetic piston valve and an electronic control unit. The brake non-release state normally open node is connected with the positive pole of the brake release train line at one end and connected with the forced release electromagnetic piston valve in the brake control device at the other end. The electronic control unit is used for controlling the brake non-release state normally open node in the brake control device to be closed after a brake non-release fault is detected, so that the forced release electromagnetic piston valve in the brake control device is powered to perform a brake release action. Each brake control device further comprises a first relay coil, a first relay normally open contact, a second relay coil and a second relay normally open contact. The first relay coil is connected with the other end of the brake non-release state normally open node in the brake control device at one end and connected with the negative pole of the brake release train line at the other end. The first relay normally open contact is connected with the second relay normally open contact in the brake control device in parallel, and one end of the parallel connection is connected with one end of each brake release control normally open node, and the other end of the parallel connection is connected with the forced release electromagnetic piston valve and one end of the second relay coil in the brake control device respectively, so that the other end of the brake non-release state normally open node in the brake control device is connected with the forced release electromagnetic piston valve through the first relay formed by the first relay coil and the first relay normally open contact. The second relay coil is connected with the negative pole of the brake release train line at the other end. The brake release control normally open node is connected with the positive pole of the brake release train line at the other end. The electronic control unit is further used for generating a brake non-release fault signal and sending the brake non-release fault signal to the electronic control unit of the main valve when a brake non-release fault is detected and it is judged that the brake control device where the electronic control unit is located is not the main valve, or the electronic control unit is further used for controlling the brake release control normally open node in the main valve to be closed when a brake non-release fault is detected and it is judged that the brake control device where the electronic control unit is located is the main valve or the brake non-release fault signal is received.

2. The automatic brake control system according to claim 1, characterized by The forced release electromagnetic piston valve comprises an electromagnetic valve, a first piston valve and a second piston valve. The electromagnetic valve is used for inputting compressed air at the first end, connected with the other end of the parallel connection of the first relay normally open contact and the second relay normally open contact in the brake control device at the second end, and connected with the first end of the first piston valve and the first end of the second piston valve at the third end. The first piston valve is used for inputting compressed air at the second end and connected with the electronic control unit in the brake control device at the third end, so that the input compressed air is input into the corresponding brake cylinder of the brake control device through the electronic control unit. The second piston valve is connected with the exhaust port of the corresponding brake cylinder of the brake control device at the second end.

3. The automatic brake control system according to claim 1 or 2, characterized by The application further relates to a train brake control system. A brake release switch arranged at the train driver's desk; The brake release switch controls as a backup power supply of the brake release train line.

4. The automatic brake control system according to claim 1 or 2, characterized in that, The electronic control unit of the main valve is further configured to send the brake non-release fault signal to a human-machine interface in the train driver's cab for display through the TCMS system; The electronic control unit other than the main valve is configured to send the brake non-release fault signal to the electronic control unit of the main valve through the CAN network.

5. An automatic brake control method characterized by, The method applied to the automatic brake control system according to any one of claims 1-4, the method comprising: Obtaining the air pressure in the brake cylinder corresponding to the brake control device where the electronic control unit is located in the automatic brake control system; Determining whether the air pressure exceeds the set pressure threshold and lasts for a preset time; When it is determined that the air pressure exceeds the set pressure threshold and lasts for a preset time, generating a brake non-release fault signal and controlling the brake non-release state normally open node in the brake control device where the corresponding electronic control unit is located to close; After generating the brake non-release fault signal, further comprising: Determining whether the brake control device where the corresponding electronic control unit is located is the main valve; When it is determined that the brake control device where the corresponding electronic control unit is located is not the main valve, sending the brake non-release fault signal to the electronic control unit of the main valve; When it is determined that the brake control device where the corresponding electronic control unit is located is the main valve, or when the electronic control unit of the main valve receives the brake non-release fault signal, determining whether the train is in a non-braking state; When it is determined that the train is in a non-braking state, controlling the brake release control normally open node in the main valve to close.

6. The automatic brake control method according to claim 5, characterized by After controlling the brake release control normally open node in the main valve to close, further comprising: Determining whether a zero speed signal is received; When the zero speed signal is received, controlling the brake release control normally open node in the main valve to open.

7. A city train, characterized in that The automatic brake control system according to any one of claims 1-4.

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