Train emergency braking method, device and system

Abstract

The present invention provides a train emergency braking method, device and system, the method comprising: when receiving an emergency control instruction, obtaining the current vehicle speed signal and the current feedback pressure; the current feedback pressure is the feedback value of the emergency brake pre-control pressure; according to the current vehicle speed signal, obtaining the target emergency brake pre-control pressure, according to the target emergency brake pre-control pressure and the current feedback pressure, obtaining the target pressure error value; if the target pressure error value is greater than the preset control error value, comparing the current feedback pressure with the target emergency brake pre-control pressure to obtain a pressure comparison result; according to the pressure comparison result, generating a valve control instruction; the valve control instruction is used to control the emergency brake pre-control pressure value. The present invention makes the key components of the train pneumatic system more reliable, and the fault diagnosis and operation and maintenance are also simpler and more efficient, with better reliability and safety level, meeting the safety requirements of emergency brake control, better utilizing wheel-rail adhesion, and effectively reducing the braking distance.

Description

Technical Field

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

[0002] The emergency brake (UB) function is one of the important guarantees for safe braking of EMUs. It is implemented in the form of pure air brakes. The main control instructions do not pass through the electronic brake control unit (EBCU), but are directly connected to the emergency solenoid valve through the train hard line to achieve the adjustment of the brake cylinder pressure. Figure 1 This is a schematic diagram of the architecture of the emergency brake control of the existing EMU. The total air pressure is used as the pressure input of the empty weight valve, EBCU and pressure conversion valve respectively. The total air pressure passing through the empty weight valve is adjusted to the pre-control pressure of the emergency brake, and the total air pressure passing through the EBCU is adjusted to the pre-control pressure of the common brake. The emergency brake train is directly connected to the emergency solenoid valve by hard wire. When there is no emergency braking command, the common brake pre-control pressure output by the EBCU is connected to the pre-control pressure input by the pressure conversion valve; when there is an emergency braking command, the emergency solenoid valve is activated, and the emergency brake pre-control pressure output by the empty weight valve is input as the pre-control pressure to the pressure conversion valve. The pressure conversion valve uses the total air pressure as the source, receives the pressure switching command from the EBCU, and outputs the flow-amplified brake cylinder pressure. When the EBCU fails or there is no pressure switching command, the pressure conversion valve outputs the brake cylinder pressure according to the maximum value. When there is a pressure switching command, the pressure conversion valve outputs the brake cylinder pressure according to a certain proportion of the pre-control pressure to meet the brake disc thermal capacity limit when the train is braking at high speed.

[0003] Based on the above emergency brake control architecture, EMU brake disc speed-heat capacity characteristics and speed wheel-rail adhesion characteristics, it can be concluded that Figure 2 The schematic diagram of adhesion utilization in the emergency braking process of existing EMUs is shown in the figure. The dotted line is the theoretically available adhesion curve. When the train speed is high, the available adhesion of the wheel and rail is low. As the speed decreases, the available adhesion gradually increases, and the train can apply a greater braking force, which is shown as the oblique dotted line in the figure. When the speed drops to a certain point, adhesion can be used to maintain stability. The thick solid line in the figure is based on Figure 1The EMU of the shown structure actually utilizes the adhesion situation. Taking emergency braking at a speed of 350km / h as an example, at the beginning of emergency braking, the EBCU of the EMU and the trailer both output pressure switching instructions, so that the entire train is braked at a smaller deceleration; when the train speed is reduced to 300km / h, the adhesion situation can be improved, and because the trailer has more brake discs and can support greater braking force, the trailer EBCU in the EMU does not output the pressure switching instruction first, and the pressure conversion valve outputs according to the maximum pressure, so that the braking force of the entire train is increased. When the train decelerates to 250km / h, the EMU EBCU does not output the pressure switching instruction either. At this time, the braking force of the entire train is increased to the maximum value again. Based on the above principles, the actual utilization of train emergency braking adhesion is shown as follows: Figure 2 The two-stage form in the figure, while the grid line part in the figure is the unused adhesion, which increases the braking distance of the train.

[0004] The emergency braking of EMUs requires high safety, which is mainly ensured by two parts in existing EMUs. The first is the pressure control method of emergency braking. Unlike the common braking based on the control and adjustment of the single-chip algorithm in the EBCU, the generation of emergency braking pressure comes from the switching of the emergency solenoid valve controlled by the train hard line, that is, the emergency pre-control pressure adjusted according to the vehicle weight through the empty weight valve is input into the pressure conversion valve, and the brake cylinder pressure is formed through mechanical conversion. The second is the pressure switching command of the pressure conversion valve, which adopts the fault-oriented safety principle. When the EBCU fails or the command line has problems, the pressure conversion valve will output according to the maximum pressure, giving priority to ensuring the braking distance of the train.

[0005] As the speed of EMUs increases in the future, how to ensure a shorter braking distance at the same safety level has become a focus of attention. Figure 1 Based on the improvement, the emergency brake pressure is adjusted by mechanical switching. Even if more switching points are added, it is difficult to achieve Figure 2 Full utilization of the adhesion of the middle grid line part. Summary of the invention

[0006] In view of the problems existing in the prior art, the main purpose of the embodiments of the present invention is to provide a train emergency braking method, device and system, which not only achieves high safety of emergency braking, but also can efficiently utilize adhesion and reduce the distance of high-speed braking.

[0007] In order to achieve the above object, an embodiment of the present invention provides a train emergency braking method, the method comprising:

[0008] When receiving an emergency control instruction, obtaining a current vehicle speed signal and a current feedback pressure; wherein the current feedback pressure is a feedback value of an emergency brake pre-control pressure;

[0009] According to the current vehicle speed signal, a target emergency brake pre-control pressure is obtained, and according to the target emergency brake pre-control pressure and the current feedback pressure, a target pressure error value is obtained;

[0010] If the target pressure error value is greater than the preset control error value, the current feedback pressure is compared with the target emergency brake pre-control pressure to obtain a pressure comparison result;

[0011] A valve control instruction is generated according to the pressure comparison result; wherein the valve control instruction is used to control the emergency brake pre-control pressure value.

[0012] Optionally, in an embodiment of the present invention, obtaining the target emergency brake pre-control pressure according to the current vehicle speed signal includes:

[0013] Convert the current vehicle speed signal into a current, and perform signal selection, signal calculation and signal filtering on the current corresponding to the current vehicle speed signal to obtain the current of the current vehicle speed;

[0014] The current vehicle speed current is processed linearly to obtain the target emergency brake pre-control pressure.

[0015] Optionally, in an embodiment of the present invention, the current feedback pressure is compared with the target emergency brake pre-control pressure to obtain a pressure comparison result including:

[0016] If the current feedback pressure is greater than the target emergency brake pre-control pressure, determining that the pressure comparison result is that the emergency brake pre-control pressure is reduced;

[0017] If the current feedback pressure is less than the target emergency brake pre-control pressure, it is determined that the pressure comparison result is that the emergency brake pre-control pressure increases.

[0018] Optionally, in an embodiment of the present invention, generating a valve control instruction according to the pressure comparison result includes:

[0019] If the pressure comparison result is that the emergency brake pre-control pressure is reduced, the valve control instruction is determined to be a charge valve closing instruction and an exhaust valve opening instruction;

[0020] If the pressure comparison result is that the emergency brake pre-control pressure increases, it is determined that the valve control instructions are a charge valve opening instruction and an exhaust valve closing instruction.

[0021] The embodiment of the present invention further provides a train emergency braking device, the device comprising:

[0022] The command receiving module is used to obtain the current vehicle speed signal and the current feedback pressure when receiving the emergency control command; wherein the current feedback pressure is the feedback value of the emergency brake pre-control pressure;

[0023] A pressure error module is used to obtain a target emergency brake pre-control pressure according to a current vehicle speed signal, and to obtain a target pressure error value according to the target emergency brake pre-control pressure and a current feedback pressure;

[0024] A pressure comparison module, used for comparing the current feedback pressure with the target emergency brake pre-control pressure to obtain a pressure comparison result if the target pressure error value is greater than a preset control error value;

[0025] The valve control instruction module is used to generate a valve control instruction according to the pressure comparison result; wherein the valve control instruction is used to control the emergency brake pre-control pressure value.

[0026] Optionally, in one embodiment of the present invention, the pressure error module includes:

[0027] The speed current unit is used to convert the current vehicle speed signal into the current, and perform signal selection, signal calculation and signal filtering on the current corresponding to the current vehicle speed signal to obtain the current vehicle speed current;

[0028] The target pressure unit is used to perform linear change processing on the current vehicle speed current to obtain the target emergency brake pre-control pressure.

[0029] Optionally, in one embodiment of the present invention, the pressure comparison module includes:

[0030] a pressure reduction unit, for determining that the pressure comparison result is a reduction in the emergency brake pre-control pressure if the current feedback pressure is greater than the target emergency brake pre-control pressure;

[0031] The pressure increasing unit is used to determine that the pressure comparison result is an increase in the emergency brake pre-control pressure if the current feedback pressure is less than the target emergency brake pre-control pressure.

[0032] Optionally, in one embodiment of the present invention, the valve control instruction module includes:

[0033] A first instruction unit is used to determine that the valve control instruction is a charge valve closing instruction and an exhaust valve opening instruction if the pressure comparison result is that the emergency brake pre-control pressure is reduced;

[0034] The second instruction unit is used to determine that the valve control instruction is an air filling valve opening instruction and an air exhaust valve closing instruction if the pressure comparison result is that the emergency brake pre-control pressure increases.

[0035] The embodiment of the present invention also provides a train emergency braking system, the system comprising: an emergency braking pressure control circuit, a pressure control unit and an emergency solenoid valve;

[0036] After receiving the emergency control instruction, the emergency brake pressure control circuit obtains the current vehicle speed signal and the current feedback pressure sent by the pressure control unit; wherein the current feedback pressure is the feedback value of the emergency brake pre-control pressure; obtains the target emergency brake pre-control pressure according to the current vehicle speed signal, and obtains the target pressure error value according to the target emergency brake pre-control pressure and the current feedback pressure; if the target pressure error value is greater than the preset control error value, compares the current feedback pressure with the target emergency brake pre-control pressure to obtain a pressure comparison result; generates a valve control instruction according to the pressure comparison result, and sends the valve control instruction to the pressure control unit;

[0037] The pressure control unit includes an air charging valve and an air exhaust valve. The pressure control unit controls the opening and closing of the air charging valve and the air exhaust valve according to the valve control instruction, and transmits the emergency brake pre-control pressure to the emergency solenoid valve;

[0038] After receiving the emergency control command, the emergency solenoid valve performs emergency braking of the vehicle according to the emergency brake pre-control pressure.

[0039] Optionally, in one embodiment of the present invention, the emergency brake pressure control circuit includes a speed conditioning module, a linear conversion module and a comparison output module;

[0040] The speed conditioning module is used to receive the current vehicle speed signal, convert the current vehicle speed signal into a current, and perform signal selection, signal calculation and signal filtering on the current corresponding to the current vehicle speed signal to obtain the current vehicle speed current;

[0041] The linear transformation module is used to perform linear change processing on the current vehicle speed current to obtain the target emergency brake pre-control pressure;

[0042] The comparison output module is used to compare the current feedback pressure with the target emergency brake pre-control pressure to obtain a pressure comparison result, and generate a valve control instruction according to the pressure comparison result.

[0043] Optionally, in one embodiment of the present invention, the speed conditioning module includes: a frequency conversion unit, a speed selection unit, a speed calculation unit and a signal filtering unit;

[0044] The frequency conversion unit is used to convert the current vehicle speed signal into an electric current;

[0045] The speed selection unit is used to select the number of paths according to the preset signal and perform signal selection on the current amount corresponding to the current vehicle speed signal;

[0046] The speed calculation unit is used to perform mean value calculation on the current vehicle speed signal after signal selection to obtain the current vehicle speed current to be filtered;

[0047] The signal filtering unit is used to perform signal filtering processing on the current vehicle speed current to be filtered to obtain the current vehicle speed current.

[0048] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the above method is implemented when the processor executes the program.

[0049] The present invention also provides a computer-readable storage medium, which stores a computer program for executing the above method by a computer.

[0050] The present invention also provides a computer program product, comprising a computer program / instruction, which implements the steps of the above method when the computer program / instruction is executed by a processor.

[0051] The present invention adjusts the brake cylinder pressure by changing the pre-control pressure, making the key components of the train pneumatic system more reliable, and fault diagnosis and operation and maintenance are also simpler and more efficient. It has better reliability and safety level, can meet the safety requirements of the EMU for emergency braking control, and enables the train to better utilize wheel-rail adhesion, effectively reducing the braking distance. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0053] Figure 1 The schematic diagram of the architecture of the emergency brake control of the existing EMU is shown;

[0054] Figure 2 This is a schematic diagram of adhesion utilization during emergency braking of existing EMUs;

[0055] Figure 3 This is a flow chart of a train emergency braking method according to an embodiment of the present invention;

[0056] Figure 4 A flow chart of obtaining a target emergency brake pre-control pressure in an embodiment of the present invention;

[0057] Figure 5 A flow chart of obtaining pressure comparison results in an embodiment of the present invention;

[0058] Figure 6 A flow chart of generating valve control instructions in an embodiment of the present invention;

[0059] Figure 7This is a schematic diagram of the structure of a train emergency braking system according to an embodiment of the present invention;

[0060] Figure 8 A control flow chart of a train emergency braking system in an embodiment of the present invention;

[0061] Fig. 9 This is a structural diagram of an emergency brake pressure control circuit in an embodiment of the present invention;

[0062] Fig.10 is a processing flow chart of the speed adjustment module in an embodiment of the present invention;

[0063] Fig.11 It is a structural schematic diagram of a speed adjustment module in an embodiment of the present invention;

[0064] Fig.12 Schematic diagram of the structure of a linear transformation module in an embodiment of the present invention;

[0065] Fig.13 It is a structural diagram of a comparison output module in an embodiment of the present invention;

[0066] Fig.14 This is a schematic diagram of the structure of a pressure control unit in an embodiment of the present invention;

[0067] Fig.15 It is a schematic diagram of the adhesion utilization after using the present invention in an embodiment of the present invention;

[0068] Fig.16 This is a structural schematic diagram of a train emergency braking device according to an embodiment of the present invention;

[0069] Fig.17 It is a structural schematic diagram of a pressure error module in an embodiment of the present invention;

[0070] Fig.18 This is a schematic diagram of the structure of a pressure comparison module in an embodiment of the present invention;

[0071] Fig.19 Schematic diagram of the structure of the valve control instruction module in an embodiment of the present invention;

[0072] Fig. 20 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0073] Embodiments of the present invention provide a train emergency braking method, device and system.

[0074] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0075] like Figure 3 The flowchart of a train emergency braking method according to an embodiment of the present invention is shown. The execution subject of the train emergency braking method provided by the embodiment of the present invention includes but is not limited to the emergency braking pressure control circuit in the train emergency braking system. The present invention adjusts the brake cylinder pressure by changing the pre-control pressure, making the key components of the train pneumatic system more reliable, and making fault diagnosis and operation and maintenance simpler and more efficient. It has better reliability and safety level, can meet the safety requirements of the EMU for emergency braking control, and enables the train to better utilize wheel-rail adhesion, effectively reducing the braking distance. The method shown in the figure includes:

[0076] Step S1, when receiving an emergency control instruction, obtaining a current vehicle speed signal and a current feedback pressure; wherein the current feedback pressure is a feedback value of an emergency brake pre-control pressure;

[0077] Step S2, obtaining a target emergency brake pre-control pressure according to the current vehicle speed signal, and obtaining a target pressure error value according to the target emergency brake pre-control pressure and the current feedback pressure;

[0078] Step S3, if the target pressure error value is greater than the preset control error value, compare the current feedback pressure with the target emergency brake pre-control pressure to obtain a pressure comparison result;

[0079] Step S4, generating a valve control instruction according to the pressure comparison result; wherein the valve control instruction is used to control the emergency brake pre-control pressure value.

[0080] Among them, when there is no emergency braking command, the emergency braking pressure control circuit outputs exhaust valve opening and charging valve closing commands to the pressure control unit until the emergency braking pre-control pressure is 0.

[0081] Furthermore, when an emergency brake command is received, the current vehicle speed signal and the current feedback pressure are obtained. Specifically, the current feedback pressure is the feedback value of the emergency brake pre-control pressure, that is, the current emergency brake pre-control pressure value fed back by the pressure control unit. The emergency brake pressure control circuit obtains the target emergency brake pre-control pressure through speed conversion based on the current vehicle speed signal, compares the target emergency brake pre-control pressure with the current feedback pressure, and calculates the target pressure error value.

[0082] Furthermore, when the target pressure error value is less than the required control error, no valve control instruction is output. When the target pressure error value is greater than the required control error (preset control error value), the current feedback pressure is compared with the target emergency brake pre-control pressure to obtain a pressure comparison result, and a valve control instruction is generated according to the pressure comparison result. The valve control instruction is sent to the pressure control unit to control the emergency brake pre-control pressure value.

[0083] Specifically, if the current feedback pressure is less than the target emergency brake pre-control pressure, the air filling valve opening command and the air exhaust valve closing command are output to increase the emergency brake pre-control pressure; if the current feedback pressure is greater than the target emergency brake pre-control pressure, the air filling valve closing command and the air exhaust valve opening command are output to reduce the emergency brake pre-control pressure. As the train speed continues to decrease, the target emergency brake pre-control pressure continues to increase. The closed-loop control of the pressure error is achieved through the above process, and the train emergency braking force changes according to the adhesion curve.

[0084] As an embodiment of the present invention, Figure 4 As shown, according to the current vehicle speed signal, the target emergency brake pre-control pressure is obtained including:

[0085] Step S21, converting the current vehicle speed signal into a current, and performing signal selection, signal calculation and signal filtering on the current corresponding to the current vehicle speed signal to obtain the current of the current vehicle speed;

[0086] Step S22, performing linear change processing on the current vehicle speed current to obtain a target emergency brake pre-control pressure.

[0087] The current vehicle speed signal represented by the frequency quantity is converted into a speed signal represented by the current quantity, and the signal selection is performed according to the relevant principles of train speed adoption, and a preset number of signals, such as two, are selected from the multiple speed current quantities. The speed is calculated according to the selected multiple speed differences and related thresholds, and the final selected speed is output. After filtering the obtained speed using the relevant conventional algorithm, the current vehicle speed current quantity is obtained.

[0088] Furthermore, the current vehicle speed current is processed with linear changes to obtain the target emergency brake pre-control pressure. Specifically, the input current vehicle speed current and the pressure current given by the two air spring pressure sensors are converted into the target emergency brake pre-control pressure (current) and the maximum emergency brake pre-control pressure (current).

[0089] As an embodiment of the present invention, Figure 5 As shown, the current feedback pressure is compared with the target emergency brake pre-control pressure, and the pressure comparison results include:

[0090] Step S31, if the current feedback pressure is greater than the target emergency brake pre-control pressure, determining that the pressure comparison result is that the emergency brake pre-control pressure is reduced;

[0091] Step S32: if the current feedback pressure is less than the target emergency brake pre-control pressure, then determining that the pressure comparison result is that the emergency brake pre-control pressure increases.

[0092] In this embodiment, if Figure 6 As shown, according to the pressure comparison result, the valve control instruction is generated including:

[0093] Step S41, if the pressure comparison result is that the emergency brake pre-control pressure is reduced, then determine that the valve control instruction is an air filling valve closing instruction and an air exhaust valve opening instruction;

[0094] Step S42: If the pressure comparison result is that the emergency brake pre-control pressure increases, it is determined that the valve control instruction is an air filling valve opening instruction and an air exhaust valve closing instruction.

[0095] Among them, if the current feedback pressure is less than the target emergency brake pre-control pressure, the air filling valve opening command and the exhaust valve closing command are output to increase the emergency brake pre-control pressure; if the current feedback pressure is greater than the target emergency brake pre-control pressure, the air filling valve closing command and the exhaust valve opening command are output to reduce the emergency brake pre-control pressure. As the train speed continues to decrease, the target emergency brake pre-control pressure continues to increase.

[0096] The present invention adjusts the brake cylinder pressure by changing the pre-control pressure, making the key components of the train pneumatic system more reliable, and fault diagnosis and operation and maintenance are also simpler and more efficient. It has better reliability and safety level, can meet the safety requirements of the EMU for emergency braking control, and enables the train to better utilize wheel-rail adhesion, effectively reducing the braking distance.

[0097] like Figure 7 The figure shows a schematic diagram of the structure of a train emergency brake system according to an embodiment of the present invention. The system shown in the figure includes: an emergency brake pressure control circuit, a pressure control unit and an emergency solenoid valve;

[0098] After receiving the emergency control instruction, the emergency brake pressure control circuit obtains the current vehicle speed signal and the current feedback pressure sent by the pressure control unit; wherein the current feedback pressure is the feedback value of the emergency brake pre-control pressure; according to the current vehicle speed signal, the target emergency brake pre-control pressure is obtained, and according to the target emergency brake pre-control pressure and the current feedback pressure, the target pressure error value is obtained; if the target pressure error value is greater than the preset control error value, the current feedback pressure is compared with the target emergency brake pre-control pressure to obtain a pressure comparison result; according to the pressure comparison result, a valve control instruction is generated, and the valve control instruction is sent to the pressure control unit.

[0099] The pressure control unit includes an air charging valve and an air exhaust valve. The pressure control unit controls the opening and closing of the air charging valve and the air exhaust valve according to the valve control instructions, and transmits the emergency brake pre-control pressure to the emergency solenoid valve.

[0100] After receiving the emergency control command, the emergency solenoid valve performs emergency braking of the vehicle according to the emergency brake pre-control pressure.

[0101] As an embodiment of the present invention, Fig. 9 As shown, the emergency brake pressure control circuit includes a speed conditioning module, a linear conversion module and a comparison output module;

[0102] The speed conditioning module is used to receive the current vehicle speed signal, convert the current vehicle speed signal into a current, and perform signal selection, signal calculation and signal filtering on the current corresponding to the current vehicle speed signal to obtain the current vehicle speed current;

[0103] The linear transformation module is used to perform linear change processing on the current vehicle speed current to obtain the target emergency brake pre-control pressure;

[0104] The comparison output module is used to compare the current feedback pressure with the target emergency brake pre-control pressure to obtain a pressure comparison result, and generate a valve control instruction according to the pressure comparison result.

[0105] As an embodiment of the present invention, Fig. 9 As shown, the speed conditioning module includes: a frequency conversion unit, a speed selection unit, a speed calculation unit and a signal filtering unit;

[0106] The frequency conversion unit is used to convert the current vehicle speed signal into an electric current;

[0107] The speed selection unit is used to select the number of paths according to the preset signal and perform signal selection on the current amount corresponding to the current vehicle speed signal;

[0108] The speed calculation unit is used to perform mean value calculation on the current vehicle speed signal after signal selection to obtain the current vehicle speed current to be filtered;

[0109] The signal filtering unit is used to perform signal filtering processing on the current vehicle speed current to be filtered to obtain the current vehicle speed current.

[0110] In this embodiment, the train emergency braking system of the present invention realizes emergency braking control with high safety and high adhesion utilization at higher speed levels of future EMUs, as described in detail as follows:

[0111] in, Figure 7The figure shows the schematic diagram of the emergency brake pressure control device. Compared with the existing EMU, the emergency brake pre-control pressure is no longer generated by the empty weight valve, but by the pressure control unit, which specifically includes an air filling valve and an air exhaust valve. The emergency brake pressure is regulated by the emergency brake pressure control circuit, which receives the speed signal, pressure feedback signal and emergency brake command, and outputs the valve control command according to the current train speed and whether to apply emergency brake. Figure 2 As shown in the theoretical adhesion curve, when the speed decreases, the valve control command controls the air filling valve to open, increasing the emergency pre-control pressure to increase the train braking force. When the emergency pre-control pressure reaches the required pressure at the speed point, the valve control command closes the air filling valve. When the emergency brake needs to be relieved, the valve control command opens the exhaust valve to exhaust the emergency pre-control pressure.

[0112] Furthermore, Figure 8 The figure shows a flow chart of the emergency brake pressure control method, which is used to illustrate how the emergency brake pressure control circuit controls the charging valve and the exhaust valve in the pressure control unit according to the speed signal, the pressure feedback signal and the emergency brake control instruction, and the output valve control instruction to achieve emergency brake pre-control pressure adjustment.

[0113] Specifically, when there is no emergency braking instruction, the emergency braking pressure control circuit outputs exhaust valve opening and air filling valve closing instructions to the pressure control unit until the emergency braking pre-control pressure is 0. When receiving the emergency braking instruction, the pressure control circuit calculates the target pressure error based on the target emergency braking pre-control pressure converted by speed and the input current emergency pressure feedback signal. When the pressure error is less than the required control error, no valve control instruction is output. When the pressure error is greater than the required control error, if the current feedback pressure signal value is less than the target emergency braking pre-control pressure, the air filling valve opening instruction and the air filling valve closing instruction are output to increase the emergency braking pre-control pressure; if the current feedback pressure signal value is greater than the target emergency braking pre-control pressure, the air filling valve closing instruction and the air filling valve opening instruction are output to reduce the emergency braking pre-control pressure. As the train speed continues to decrease, the target emergency braking pre-control pressure continues to increase. The closed-loop control of the pressure error is realized through the above process, and the train emergency braking force changes according to the adhesion curve.

[0114] in, Fig. 9 The figure shows the structure of the emergency brake pressure control circuit, which is mainly composed of a speed conditioning module, a linear conversion module and a comparison output module. In the following description, the current pressure represents the current emergency brake pre-control pressure, the target pressure represents the target emergency brake pre-control pressure, and the maximum pressure represents the maximum emergency brake pre-control pressure.

[0115] Furthermore, the speed conditioning module receives the speeds of the four axes collected by the train sensors, and converts the speed signal represented by the frequency into the speed signal represented by the current through the F / C conversion unit (frequency conversion unit), and then enters the speed selection module. The speed selection module selects two speed currents from the four speed currents according to the relevant principles of train speed information, and enters the speed calculation unit.

[0116] Furthermore, in the speed calculation unit, the speed is calculated according to the speed difference between the two paths and the relevant threshold value, and the final selected speed is output to the filtering unit. After the speed is filtered by the relevant algorithm, the speed current is output to the linear conversion module.

[0117] Furthermore, the function of the linear conversion module is to convert the input speed current and the pressure current given by the two air spring pressure sensors into the target pressure (current) and the maximum pressure (current). Figure 2 The speed and adhesion relationship shown in the figure outputs the target pressure according to the input speed value. The pressure link of the empty spring pressure-maximum emergency pressure conversion is based on the relationship between vehicle weight and empty spring pressure and Figure 2 Emergency brake maximum adhesion shown, converting the empty spring pressure to maximum pressure.

[0118] Furthermore, the comparison output module receives the two pressure current values ​​output by the linear transformation module, as well as the current pressure current value and the emergency braking instruction, and outputs the valve control instruction according to the following rules: when there is no emergency braking instruction, the exhaust valve is opened and the charging valve is closed. When there is an emergency braking instruction, if the current emergency braking pre-pressure is greater than the maximum pressure or greater than the target pressure, the exhaust valve is opened and the charging valve is closed. If the current pressure is less than the target pressure, the charging valve is opened and the exhaust valve is closed. If the error between the current pressure and the target pressure is less than the threshold (such as 5kpa), the charging valve is closed and the exhaust valve is closed.

[0119] In this embodiment, the emergency brake pressure control circuit uses conventional software to Fig. 9 The module shown in the figure is designed and implemented. The principle of the speed adjustment module can be Fig.10 The F / C conversion unit can be realized by a frequency-voltage conversion circuit and a voltage-current conversion circuit; the logic of the speed selection unit can be to select the two speeds with the largest median value of the four speeds; the speed calculation unit can calculate the difference between the two speeds, if the difference is greater than 5km / h, then calculate the average of the two speeds, if the difference is less than 5km / h, then take the larger of the two speeds; the signal filtering unit can adopt mean filtering, such as calculating the average speed within 5 cycles.

[0120] Among them, the specific circuit structure of the speed conditioning module can be Fig.11 The frequency signals of the 4-way speed sensors are processed by a frequency dividing circuit to reduce the frequency of the signals in proportion, a frequency-voltage conversion circuit is constructed based on a frequency-voltage conversion chip, and the frequency value is converted into an analog voltage value by using the frequency-voltage conversion circuit. The frequency value is equivalently changed through an emitter follower to improve the signal-to-noise ratio of the analog voltage signal.

[0121] Furthermore, the principles of speed-emergency pressure conversion and air spring pressure-maximum emergency pressure conversion in the linear conversion module are similar, that is, according to the vehicle weight-braking force relationship and speed-deceleration relationship of each specific vehicle model, the slope and intercept of the linear conversion are obtained through theoretical calculation. The specific circuit structure of the linear conversion module can be obtained by Fig.12 The frequency signal output by each axis speed sensor is converted into an analog current value through the speed conditioning module. The linear conversion module first collects the analog current value through current sampling, and amplifies the signal ratio through the multiplication circuit, so that the amplified signal is consistent with the pressure sensor ( Fig.13 The actual pressure signal shown in the figure) is an equal-dimensional signal, and then the analog voltage signal is converted into a current signal through a constant current output circuit.

[0122] Furthermore, the principle of the comparison output module can be explained by Figure 8 It is known that the specific control error can be determined according to the vehicle model and actual needs, and 5-20kpa is selected. The specific circuit structure of the comparison output module can be obtained by Fig.13 The target pressure value and the actual feedback pressure value are collected by the sampling circuit, the difference between the two is calculated by the subtraction comparison circuit, the error value is converted into a driving signal for driving the solenoid valve by the geometric amplification and limiting circuit, and then the output channel state is determined according to the UB instruction, thereby controlling the action of the charging valve and the exhaust valve, and adjusting the pressure output to form a closed-loop system.

[0123] In this embodiment, Figure 7 The pressure control unit can be Fig.14When the emergency brake pre-control pressure needs to be increased, the air charging valve receives an opening instruction, and connects the total air pressure input and the pressure reducing valve P port with one end, and the exhaust valve receives a closing instruction, and cuts off the connection between the pressure reducing valve P port and the atmosphere with one end; when the emergency brake pre-control pressure needs to be reduced, the air charging valve receives a closing instruction, and connects the total air pressure input and the pressure reducing valve P port with two ends, and the exhaust valve receives an opening instruction, and cuts off the connection between the pressure reducing valve P port and the atmosphere with two ends; when the emergency brake pre-control pressure needs to remain unchanged, the air charging valve receives a closing instruction, and connects the total air pressure input and the pressure reducing valve P port with two ends, and the exhaust valve receives a closing instruction, and cuts off the connection between the pressure reducing valve P port and the atmosphere with one end; when the pressure control circuit fails or the system has no power supply, the air charging valve connects the total air pressure input with one end, and the exhaust valve cuts off the connection with the atmosphere with one end. At this time, the total air pressure is directly reduced through the pressure reducing valve (such as can be reduced to 450kpa as shown in the figure, which can be determined according to actual conditions) and then output as the emergency brake pre-control pressure, so as to ensure the reliability of emergency brake safety.

[0124] The emergency brake pre-control pressure can be compared with the train speed in a linear relationship, so that the train can follow the following Fig.15 The adhesion utilization curve shown is slower than Figure 2 The adhesion utilization of existing EMUs is shown. The braking distance is greatly reduced, and the emergency braking control is realized through the circuit. Compared with the control form based on MCU software algorithm, it has higher reliability and meets the safety requirements of emergency braking control of future EMUs.

[0125] Compared with the mechanical staged pressure control of the emergency brake of the existing EMU, the train emergency brake system of the present invention and its control method can realize the output of the brake cylinder pressure according to the set value of the adhesion curve. Compared with the step-like utilization, the train can better utilize the wheel-rail adhesion and effectively reduce the braking distance. The system of the present invention is built with pure circuits. Compared with the MCU-based control device, it has better reliability and safety level, and can meet the safety requirements of future EMUs for emergency braking control. In the control of the brake cylinder pressure, the present invention no longer uses a pressure conversion valve with output ratio mechanical switching, but adjusts the brake cylinder pressure by changing the pre-control pressure, which makes the key components of the train pneumatic system more reliable, and its fault diagnosis and operation and maintenance are also simpler and more efficient.

[0126] like Fig.16 The figure shows a schematic diagram of the structure of a train emergency brake device according to an embodiment of the present invention. The device shown in the figure includes:

[0127] The instruction receiving module 10 is used to obtain the current vehicle speed signal and the current feedback pressure when receiving the emergency control instruction; wherein the current feedback pressure is the feedback value of the emergency brake pre-control pressure;

[0128] The pressure error module 20 is used to obtain a target emergency brake pre-control pressure according to the current vehicle speed signal, and obtain a target pressure error value according to the target emergency brake pre-control pressure and the current feedback pressure;

[0129] The pressure comparison module 30 is used to compare the current feedback pressure with the target emergency brake pre-control pressure to obtain a pressure comparison result if the target pressure error value is greater than the preset control error value;

[0130] The valve control instruction module 40 is used to generate a valve control instruction according to the pressure comparison result; wherein the valve control instruction is used to control the emergency brake pre-control pressure value.

[0131] As an embodiment of the present invention, Fig.17 As shown, the pressure error module 20 includes:

[0132] The speed current unit 21 is used to convert the current vehicle speed signal into the current, and perform signal selection, signal calculation and signal filtering on the current corresponding to the current vehicle speed signal to obtain the current vehicle speed current;

[0133] The target pressure unit 22 is used to perform linear change processing on the current vehicle speed current to obtain a target emergency brake pre-control pressure.

[0134] As an embodiment of the present invention, Fig.18 As shown, the pressure comparison module 30 includes:

[0135] The pressure reduction unit 31 is used to determine that the pressure comparison result is that the emergency brake pre-control pressure is reduced if the current feedback pressure is greater than the target emergency brake pre-control pressure;

[0136] The pressure increasing unit 32 is used to determine that the pressure comparison result is an increase in the emergency brake pre-control pressure if the current feedback pressure is less than the target emergency brake pre-control pressure.

[0137] In this embodiment, if Fig.19 As shown, the valve control instruction module 40 includes:

[0138] The first instruction unit 41 is used to determine the valve control instruction as the air filling valve closing instruction and the air exhaust valve opening instruction if the pressure comparison result is that the emergency brake pre-control pressure is reduced;

[0139] The second instruction unit 42 is used to determine that the valve control instruction is an air filling valve opening instruction and an air exhaust valve closing instruction if the pressure comparison result is that the emergency brake pre-control pressure increases.

[0140] Based on the same application concept as the above-mentioned train emergency braking method and system, the present invention also provides the above-mentioned train emergency braking device. Since the principle of solving the problem by the train emergency braking device is similar to that of the train emergency braking method and system, the implementation of the train emergency braking device can refer to the implementation of the train emergency braking method and system, and the repeated parts will not be repeated.

[0141] The present invention adjusts the brake cylinder pressure by changing the pre-control pressure, making the key components of the train pneumatic system more reliable, and fault diagnosis and operation and maintenance are also simpler and more efficient. It has better reliability and safety level, can meet the safety requirements of the EMU for emergency braking control, and enables the train to better utilize wheel-rail adhesion, effectively reducing the braking distance.

[0142] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the above method is implemented when the processor executes the program.

[0143] The present invention also provides a computer program product, comprising a computer program / instruction, which implements the steps of the above method when the computer program / instruction is executed by a processor.

[0144] The present invention also provides a computer-readable storage medium, which stores a computer program for executing the above method by a computer.

[0145] like Fig. 20 As shown, the electronic device 600 may further include: a communication module 110, an input unit 120, an audio processor 130, a display 160, and a power supply 170. It is worth noting that the electronic device 600 does not necessarily have to include Fig. 20 In addition, the electronic device 600 may also include Fig. 20 For components not shown, reference may be made to the prior art.

[0146] like Fig. 20 As shown, the central processor 100 is sometimes also referred to as a controller or an operation control, and may include a microprocessor or other processor devices and / or logic devices. The central processor 100 receives inputs and controls the operations of various components of the electronic device 600.

[0147] The memory 140 may be, for example, one or more of a cache, a flash memory, a hard drive, a removable medium, a volatile memory, a non-volatile memory or other suitable devices. The above-mentioned information related to the failure may be stored, and a program for executing the relevant information may also be stored. The CPU 100 may execute the program stored in the memory 140 to implement information storage or processing.

[0148] The input unit 120 provides input to the CPU 100. The input unit 120 is, for example, a key or a touch input device. The power supply 170 is used to provide power to the electronic device 600. The display 160 is used to display display objects such as images and text. The display may be, for example, an LCD display, but is not limited thereto.

[0149] The memory 140 may be a solid-state memory, such as a read-only memory (ROM), a random access memory (RAM), a SIM card, etc. It may also be a memory that saves information even when the power is off, can be selectively erased, and is provided with more data, examples of which are sometimes referred to as EPROMs, etc. The memory 140 may also be some other type of device. The memory 140 includes a buffer memory 141 (sometimes referred to as a buffer). The memory 140 may include an application / function storage unit 142, which is used to store application programs and function programs or processes for executing the operation of the electronic device 600 through the central processor 100.

[0150] The memory 140 may also include a data storage unit 143 for storing data, such as contacts, digital data, pictures, sounds, and / or any other data used by the electronic device. The driver storage unit 144 of the memory 140 may include various drivers for communication functions of the electronic device and / or for executing other functions of the electronic device (such as messaging applications, address book applications, etc.).

[0151] The communication module 110 is a transmitter / receiver 110 that transmits and receives signals via an antenna 111. The communication module (transmitter / receiver) 110 is coupled to the central processor 100 to provide input signals and receive output signals, which may be the same as the case of a conventional mobile communication terminal.

[0152] Based on different communication technologies, multiple communication modules 110 may be provided in the same electronic device, such as a cellular network module, a Bluetooth module and / or a wireless LAN module. The communication module (transmitter / receiver) 110 is also coupled to a speaker 131 and a microphone 132 via an audio processor 130 to provide an audio output via the speaker 131 and receive an audio input from the microphone 132, thereby realizing a common telecommunication function. The audio processor 130 may include any suitable buffer, decoder, amplifier, etc. In addition, the audio processor 130 is also coupled to the central processor 100, so that the sound can be recorded on the local machine through the microphone 132, and the sound stored on the local machine can be played through the speaker 131.

[0153] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may 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.

[0154] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as 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 a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0155] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0156] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0157] The present invention uses specific embodiments to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A train emergency braking method, characterized in that: The method comprises: When receiving an emergency control instruction, obtaining a current vehicle speed signal and a current feedback pressure; wherein the current feedback pressure is a feedback value of an emergency brake pre-control pressure; Obtaining a target emergency brake pre-control pressure according to the current vehicle speed signal, and obtaining a target pressure error value according to the target emergency brake pre-control pressure and the current feedback pressure; If the target pressure error value is greater than a preset control error value, comparing the current feedback pressure with the target emergency brake pre-control pressure to obtain a pressure comparison result; Generate a valve control instruction according to the pressure comparison result; wherein the valve control instruction is used to control the emergency brake pre-control pressure value; Obtaining the target emergency brake pre-control pressure according to the current vehicle speed signal includes: Converting the current vehicle speed signal into a current, and performing signal selection, signal calculation and signal filtering on the current corresponding to the current vehicle speed signal to obtain the current vehicle speed; Performing linear change processing on the current vehicle speed current to obtain the target emergency brake pre-control pressure; The current feedback pressure is compared with the target emergency brake pre-control pressure to obtain a pressure comparison result including: If the current feedback pressure is greater than the target emergency brake pre-control pressure, determining that the pressure comparison result is that the emergency brake pre-control pressure is reduced; If the current feedback pressure is less than the target emergency brake pre-control pressure, it is determined that the pressure comparison result is that the emergency brake pre-control pressure increases.

2. The method according to claim 1, characterized in that: Generating a valve control instruction according to the pressure comparison result includes: If the pressure comparison result is that the emergency brake pre-control pressure decreases, determining that the valve control instruction is an air charging valve closing instruction and an air exhaust valve opening instruction; If the pressure comparison result is that the emergency brake pre-control pressure increases, it is determined that the valve control instruction is an air filling valve opening instruction and an air exhaust valve closing instruction.

3. A train emergency braking device, characterized in that: The device comprises: The command receiving module is used to obtain the current vehicle speed signal and the current feedback pressure when receiving the emergency control command; wherein the current feedback pressure is the feedback value of the emergency brake pre-control pressure; A pressure error module, used to obtain a target emergency brake pre-control pressure according to the current vehicle speed signal, and to obtain a target pressure error value according to the target emergency brake pre-control pressure and the current feedback pressure; A pressure comparison module, configured to compare the current feedback pressure with the target emergency brake pre-control pressure to obtain a pressure comparison result if the target pressure error value is greater than a preset control error value; A valve control instruction module, used to generate a valve control instruction according to the pressure comparison result; wherein the valve control instruction is used to control the emergency brake pre-control pressure value; The pressure error module comprises: A speed current unit, used for converting the current vehicle speed signal into a current, and performing signal selection, signal calculation and signal filtering on the current corresponding to the current vehicle speed signal to obtain the current vehicle speed current; A target pressure unit, used for performing linear change processing on the current vehicle speed current to obtain the target emergency brake pre-control pressure; The pressure comparison module comprises: a pressure reduction unit, configured to determine that the pressure comparison result is a reduction in the emergency brake pre-control pressure if the current feedback pressure is greater than the target emergency brake pre-control pressure; The pressure increasing unit is used to determine that the pressure comparison result is an increase in the emergency brake pre-control pressure if the current feedback pressure is less than the target emergency brake pre-control pressure.

4. The device according to claim 3, characterized in that The valve control instruction module includes: A first instruction unit, for determining that the valve control instruction is an air charging valve closing instruction and an air exhaust valve opening instruction if the pressure comparison result is that the emergency brake pre-control pressure is reduced; The second instruction unit is used to determine that the valve control instruction is an air filling valve opening instruction and an air exhaust valve closing instruction if the pressure comparison result is that the emergency brake pre-control pressure increases.

5. A train emergency braking system, characterized in that: The system comprises: an emergency brake pressure control circuit, a pressure control unit and an emergency solenoid valve; After receiving the emergency control instruction, the emergency brake pressure control circuit obtains the current vehicle speed signal and the current feedback pressure sent by the pressure control unit; wherein the current feedback pressure is the feedback value of the emergency brake pre-control pressure; according to the current vehicle speed signal, the target emergency brake pre-control pressure is obtained, and according to the target emergency brake pre-control pressure and the current feedback pressure, the target pressure error value is obtained; if the target pressure error value is greater than the preset control error value, the current feedback pressure is compared with the target emergency brake pre-control pressure to obtain a pressure comparison result; according to the pressure comparison result, a valve control instruction is generated, and the valve control instruction is sent to the pressure control unit; The pressure control unit includes an air charging valve and an air exhaust valve. The pressure control unit controls the opening and closing of the air charging valve and the air exhaust valve according to the valve control instruction, and transmits the obtained emergency brake pre-control pressure to the emergency solenoid valve; After receiving the emergency control command, the emergency solenoid valve performs emergency braking of the vehicle according to the emergency brake pre-control pressure; The emergency brake pressure control circuit includes a speed conditioning module, a linear conversion module and a comparison output module; The speed conditioning module is used to receive the current vehicle speed signal, convert the current vehicle speed signal into a current, and perform signal selection, signal calculation and signal filtering on the current corresponding to the current vehicle speed signal to obtain the current vehicle speed current; The linear transformation module is used to perform linear change processing on the current vehicle speed current to obtain the target emergency brake pre-control pressure; The comparison output module is used to compare the current feedback pressure with the target emergency brake pre-control pressure to obtain a pressure comparison result, and generate a valve control instruction based on the pressure comparison result, wherein, if the current feedback pressure is greater than the target emergency brake pre-control pressure, the pressure comparison result is that the emergency brake pre-control pressure is reduced; if the current feedback pressure is less than the target emergency brake pre-control pressure, the pressure comparison result is that the emergency brake pre-control pressure is increased.

6. The system according to claim 5, characterized in that The speed conditioning module includes: a frequency conversion unit, a speed selection unit, a speed calculation unit and a signal filtering unit; The frequency conversion unit is used to convert the current vehicle speed signal into an electric current; The speed selection unit is used to select a path according to a preset signal, and perform signal selection on the current amount corresponding to the current vehicle speed signal; The speed calculation unit is used to perform mean value calculation on the current vehicle speed signal after signal selection to obtain the current vehicle speed current to be filtered; The signal filtering unit is used to perform signal filtering processing on the current vehicle speed current to be filtered to obtain the current vehicle speed current.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and capable of running on the processor, characterized in that: When the processor executes the computer program, the method according to claim 1 or 2 is implemented.

8. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program for causing a computer to execute the method of claim 1 or 2.

9. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to claim 1 or 2 are implemented.

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