Train and its air-electric combined brake control system

Abstract

The application relates to the rail transit technical field and discloses a train and an air-electric combined brake control system. In the application, the brake mode of the train is divided into automatic brake and independent brake, different brake modes are applied by selecting corresponding brake branches through the output of a brake control unit. The automatic brake branch in the application comprises a first electromagnetic valve which acts on a first acting valve to cut off air brake when the electromagnetic valve is powered on, so that the priority of electric brake is realized. In the independent brake branch, the brake control unit acts on the first acting valve through the independent brake control branch. Therefore, the power-on and power-off of the electromagnetic valve does not affect the brake effect of the independent brake, and the electromagnetic valve failure condition does not affect the application of the emergency brake. In the related art, the air brake is controlled to be started and cut off through the power-on and power-off of the electromagnetic valve. In the technical scheme, the electromagnetic valve can be cut off after failure, and normal air brake application is ensured, so that the driving safety is ensured.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to a train and its combined air-electric braking control system. Background Technology

[0002] Electric locomotives are generally designed to use combined air-electric braking, which is a braking strategy control technology that organically combines air braking and electric braking, based on electric braking and prioritizing and fully utilizing electric braking.

[0003] In related technologies, the solenoid valve for air-electric linkage is positioned before the control valve in the final brake cylinder's air circuit. During air-electric linkage, the solenoid valve is energized, causing the control valve to release brake cylinder pressure and thus disconnect the locomotive's air brakes. However, this method is susceptible to jamming of the solenoid valve. When air braking needs to be restored, the jammed solenoid valve cannot disconnect properly, preventing the air brakes from being applied correctly and posing a significant safety hazard.

[0004] Therefore, it is evident that how to avoid the failure of solenoid valves in air-electric combined braking, which could lead to the inability to activate air brakes and cause driving safety hazards, is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this application is to provide a train and its air-electric combined braking control system to solve the problem in the related art where the inability to activate the air brake due to solenoid valve failure during air-electric combined braking leads to potential safety hazards in train operation.

[0006] To solve the above-mentioned technical problems, this application provides a combined air-electric braking control system, comprising:

[0007] Automatic braking circuit, independent braking circuit, first-acting valve, first comparison valve;

[0008] The automatic braking branch includes an automatic braking control branch and a first solenoid valve;

[0009] The separate braking branch includes a separate braking control branch;

[0010] The input terminals of the automatic braking control branch and the individual braking control branch are both connected to the braking control unit to conduct the corresponding circuits according to the signals output by the braking control unit.

[0011] The output of the automatic braking control branch is connected to the first solenoid valve, which is connected to the first comparison valve and the first actuating valve. The first solenoid valve is also connected to the clutch control unit to change its state according to the control command of the clutch control unit. The state includes an energized state and a de-energized state. If the first solenoid valve is energized, the train cuts off the air brake and applies the electric brake. If the first solenoid valve is de-energized, the train applies the air brake.

[0012] The output of the separate braking control branch is connected through the first comparison valve and the first actuating valve;

[0013] The first comparison valve is used to control the first actuating valve to control the braking force based on the output of the automatic braking control branch or the output of the individual braking control branch.

[0014] Preferably, the separate braking branch further includes a first pressure sensor; the first pressure sensor is connected to the braking control unit and is located at the brake cylinder, for collecting the pressure inside the brake cylinder and sending it to the braking control unit;

[0015] The brake control unit is used to, when the pressure collected by the first pressure sensor reaches a preset pressure during the output of a single brake branch, cut off the electric brake and apply the air brake; when the pressure collected by the first pressure sensor is less than the preset pressure, apply the air brake or the electric brake according to the signal of the brake control unit.

[0016] Preferably, the automatic braking circuit further includes a second pressure sensor; the second pressure sensor is connected to the brake control unit and is located at the brake cylinder, for collecting the pressure inside the brake cylinder and sending it to the brake control unit;

[0017] The brake control unit is used to determine whether the pressure in the brake cylinder is 0 when the first solenoid valve is energized to confirm whether the first solenoid valve is normal; or to determine whether the pressure in the brake cylinder is not 0 when the first solenoid valve is de-energized to confirm whether the first solenoid valve is normal.

[0018] Preferred options also include:

[0019] Remove the interlocking plug;

[0020] The first output terminal of the automatic braking control branch is connected to the first solenoid valve through the cut-off interlock plug, and the second output terminal is connected to the first comparison valve through the cut-off interlock plug.

[0021] The cut-off interlock valve is also connected to the clutch control unit to cut off the control of the first solenoid valve over the first actuating valve according to the instructions of the clutch control unit.

[0022] Preferred options also include:

[0023] An emergency braking circuit is connected to the brake control unit to apply emergency braking in the event of a malfunction of the first solenoid valve.

[0024] Preferably, the emergency braking circuit includes: a second actuating valve, a second solenoid valve, and a pressure regulating valve;

[0025] The regulating valve is used to configure the second actuating valve to control the magnitude of the braking force. The regulating valve is connected to the second actuating valve through the second solenoid valve. The second solenoid valve is also connected to the clutch control unit to activate the emergency braking circuit and apply emergency braking when energized.

[0026] Preferably, it also includes a second comparison valve;

[0027] The first end of the second comparison valve is connected to the first actuating valve, and the second end is connected to the second actuating valve; the output end of the second comparison valve is connected to the brake cylinder to determine whether the train's braking is an emergency braking based on the output magnitude of the second comparison valve.

[0028] Preferably, when the brake control unit applies braking through the automatic braking branch, the clutch control unit is also used to determine whether electric braking is available;

[0029] If available, the first solenoid valve is energized; if unavailable, the first solenoid valve remains de-energized.

[0030] Preferably, the brake control unit is further configured to send a prompt message and receive a confirmation command when a fault is detected in the first solenoid valve during braking applied through the automatic braking branch;

[0031] If the confirmation command is received within a preset time, the clutch control unit controls the cut-off interlock plug to isolate the first solenoid valve;

[0032] If the confirmation command is not received within a preset time, the clutch control unit controls the second solenoid valve to be energized for emergency braking.

[0033] To solve the above-mentioned technical problems, this application also provides a train, including the above-mentioned pneumatic-electric combined braking control system.

[0034] The air-electric combined braking control system provided in this application includes an automatic braking branch, a separate braking branch, a first actuating valve, and a first comparison valve. The automatic braking branch includes an automatic braking control branch and a first solenoid valve; the separate braking branch includes a separate braking control branch. In this application, the train's braking modes are divided into automatic braking and separate braking. The corresponding braking branch is selected through the output of the braking control unit to apply different braking modes. The automatic braking branch in this application includes a first solenoid valve, which acts on the first actuating valve to cut off the air brake when the solenoid valve is energized, thereby achieving priority of electric braking. To avoid the situation where the solenoid valve jams and cannot restore the air brake, this application also provides a separate braking mode. The separate braking branch does not include a solenoid valve; the braking control unit acts on the first actuating valve through the separate braking control branch. Therefore, the energization or de-energization of the solenoid valve will not affect the braking effect of separate braking, and the malfunction of the solenoid valve will not affect the application of emergency braking.

[0035] In contrast to related technologies where a solenoid valve is positioned before the actuating valve, and the activation and deactivation of the air brake are controlled by the gain or loss of power on the solenoid valve. This technical solution provides two braking paths: automatic braking and independent braking. A first solenoid valve is provided in the automatic braking control branch to deactivate the air brake, achieving priority braking for electric braking. In the event of a solenoid valve failure, the independent braking branch can be selected for air braking, thus providing backup braking and ensuring driving safety.

[0036] Furthermore, the train provided in this application includes the aforementioned combined pneumatic and electric braking control system, with the same effect. Attached Figure Description

[0037] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a structural diagram of a pneumatic-electric combined braking system in related technologies;

[0039] Figure 2 A structural diagram of a pneumatic-electric combined braking control system provided in an embodiment of this application;

[0040] The attached diagram is labeled as follows: 1 is the cut-off solenoid valve, 2 is the actuating valve, 3 is the automatic braking control branch, 4 is the individual braking control branch, 5 is the first actuating valve, 6 is the first comparison valve, 7 is the first solenoid valve, 8 is the first pressure sensor, 9 is the second pressure sensor, 10 is the cut-off interlock valve, 11 is the second actuating valve, 12 is the second solenoid valve, 13 is the pressure regulating valve, and 14 is the second comparison valve. Detailed Implementation

[0041] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this application.

[0042] The pneumatic-electric combined braking control system provided in this application is mainly applied to urban rail trains, primarily achieving the combined pneumatic-electric braking effect. Pneumatic-electric combined braking combines electric braking with air braking to ensure sufficient braking force for the train across a wide speed range. In practice, electric braking is preferred due to its ease of operation and control, and its ability to significantly reduce wear on air braking system components.

[0043] Figure 1 This is a structural diagram of a pneumatic-electric combined braking system in related technologies, such as... Figure 1 In the structure shown, the cut-off solenoid valve 1 is positioned before the actuating valve 2. When the cut-off solenoid valve 1 is energized, the air brake is cut off. However, in this method, the cut-off solenoid valve 1 may jam. When it is necessary to restore the air brake, the cut-off solenoid valve 1 may jam and fail to disconnect properly, resulting in the air brake not being able to be applied normally, posing a significant driving safety hazard.

[0044] The core of this application is to provide a train and its air-electric combined braking control system to solve the problem in related technologies where the inability to activate air braking due to solenoid valve failure during air-electric combined braking leads to potential safety hazards.

[0045] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0046] Figure 2 A structural diagram of a pneumatic-electric combined braking control system provided in this application embodiment is shown below. Figure 2 As shown, the air-electric combined braking control system includes:

[0047] Automatic braking branch, independent braking branch, first-acting valve 5, first-comparison valve 6;

[0048] The automatic braking circuit includes the automatic braking control circuit 3 and the first solenoid valve 7;

[0049] The separate braking branch includes the separate braking control branch 4;

[0050] The input terminals of the automatic braking control branch 3 and the individual braking control branch 4 are both connected to the braking control unit so as to conduct the corresponding circuits according to the signals output by the braking control unit.

[0051] The output of the automatic braking control branch 3 is connected to the first solenoid valve 7, which is connected to the first comparison valve 6 and the first actuating valve 5. The first solenoid valve 7 is also connected to the clutch control unit to change its state according to the control command of the clutch control unit. The state includes an energized state and a de-energized state. If the first solenoid valve 7 is energized, the train cuts off the air brake and applies the electric brake. If the first solenoid valve 7 is de-energized, the train applies the air brake.

[0052] The output of the individual braking control branch 4 is connected to the first comparison valve 6 and the first actuating valve 5;

[0053] The first comparison valve 6 is used to control the first action valve 5 according to the output of the automatic braking control branch 3 or the output of the individual braking control branch 4 to control the braking force.

[0054] The air-electric combined braking control system provided in this application offers two control circuits: an automatic braking branch and a separate braking branch, used to enable and disable the air brake. In this embodiment, the control of each component in the air-electric combined braking control system, as well as the overall logic control, is performed through the train's Brake Control Unit (BCU) and Clutch Control Unit (CCU).

[0055] In practical implementation, the automatic braking control branch 3 and the separate braking control branch 4 are circuits used by the braking control unit to configure the braking mode, selecting the corresponding braking line according to the output of the braking control unit. When the train's braking mode is configured as automatic braking mode, the output signal of the braking control unit acts on the first actuating valve 5 through the automatic braking branch. Due to the priority of electric braking, it is necessary to request electric braking with the corresponding air braking force from the clutch control unit in the train and disengage the air braking. Therefore, the automatic braking branch includes a first solenoid valve 7. When the first solenoid valve 7 is energized, the first actuating valve 5 discharges the brake cylinder (BC) pressure, thereby disengaging the train's air braking. When the first solenoid valve 7 is de-energized, the train applies air braking normally. The energization or de-energization state transition of the first solenoid valve 7 is controlled by the clutch control unit. In practical implementation, the state control of the first solenoid valve 7 should be adjusted in conjunction with whether the train can apply electric braking normally. Therefore, in this embodiment, when the braking control unit applies braking through the automatic braking branch, the clutch control unit is also used to determine whether electric braking is available. If available, the first solenoid valve 7 is energized; if unavailable, the first solenoid valve 7 remains de-energized.

[0056] It is understood that in this embodiment, the solenoid valve exists only in the automatic braking branch. Therefore, the clutch control unit controls the switching on and off of the first solenoid valve 7 to enable and disable the air brake. In the separate braking branch, the brake control unit acts on the first actuating valve 5 through the separate brake control branch 4, and is not affected by the first solenoid valve 7. Even if the first solenoid valve 7 fails, the train can still be braked, thus improving driving safety.

[0057] In this embodiment, the automatic braking control branch and the separate braking control branch are connection lines that apply signals from the braking control unit to the actuating valve. The structure of this line can be similar to the connection line between the braking control unit and the actuating valve in the current technology, and will not be described in detail in this embodiment.

[0058] The air-electric combined braking control system provided in this application includes an automatic braking branch, a separate braking branch, a first actuating valve, and a first comparison valve. The automatic braking branch includes an automatic braking control branch and a first solenoid valve; the separate braking branch includes a separate braking control branch. In this application, the train's braking modes are divided into automatic braking and separate braking. The corresponding braking branch is selected through the output of the braking control unit to apply different braking modes. The automatic braking branch in this application includes a first solenoid valve, which acts on the first actuating valve to cut off the air brake when the solenoid valve is energized, thereby achieving priority of electric braking. To avoid the solenoid valve jamming and the inability to restore the air brake, this application also provides a separate braking mode. The separate braking branch does not include a solenoid valve; the braking control unit acts on the first actuating valve through the separate braking control branch. Therefore, the energization or de-energization of the solenoid valve does not affect the braking effect of separate braking.

[0059] In contrast to related technologies where a solenoid valve is positioned before the actuating valve, and the activation and deactivation of the air brake are controlled by the gain or loss of power on the solenoid valve. This technical solution provides two braking paths: automatic braking and independent braking. A first solenoid valve is provided in the automatic braking control branch to deactivate the air brake, achieving priority braking for electric braking. In the event of a solenoid valve failure, the independent braking branch can be selected for air braking, thus providing backup braking and ensuring driving safety.

[0060] Understandably, for trains using combined air and electric braking, excessively high brake air pressure in the brake cylinder can cause damage to internal components due to the inability to withstand the high pressure. It can also lead to sudden braking or a sudden increase in braking force, resulting in wheel lock-up and skidding. Therefore, even though electric braking has priority, air braking should be applied first when the brake cylinder pressure is too high to avoid damaging components.

[0061] Therefore, based on the above embodiments, in this embodiment, the separate braking branch also includes a first pressure sensor 8; the first pressure sensor 8 is connected to the braking control unit and is located at the brake cylinder, used to collect the pressure inside the brake cylinder and send it to the braking control unit;

[0062] The brake control unit is used to cut off the electric brake and apply the air brake when the pressure collected by the first pressure sensor 8 reaches the preset pressure when the brake branch is outputting; and to apply the air brake or electric brake according to the signal of the brake control unit when the pressure collected by the first pressure sensor 8 is less than the preset pressure.

[0063] It is understood that the purpose of this embodiment is to apply air braking to achieve a braking effect and release the pressure inside the brake cylinder, while prioritizing electric braking. However, the separate braking circuit in this application cannot achieve the disconnection of air braking. Therefore, the first pressure sensor is set in the separate braking circuit so that when the collected pressure reaches the preset pressure, the electric braking is disconnected and air braking is applied. If the pressure does not reach the preset pressure, the train can normally apply air braking or electric braking according to the signal from the brake control unit, thereby protecting the internal components of the brake cylinder and avoiding the situation where the braking force is sudden due to excessive pressure inside the brake cylinder.

[0064] In practice, the first solenoid valve 7 may experience jamming or become uncontrollable by the clutch control unit due to the operating environment and duration. If the first solenoid valve 7 malfunctions during automatic braking, it will affect the braking effect and create a safety hazard.

[0065] To promptly check whether the first solenoid valve 7 is malfunctioning and whether it endangers driving safety, in this embodiment, the automatic braking branch also includes a second pressure sensor 9. The second pressure sensor 9 is connected to the brake control unit and is located at the brake cylinder. It is used to collect the pressure inside the brake cylinder and send it to the brake control unit. The brake control unit is used to determine whether the pressure inside the brake cylinder is 0 when the first solenoid valve 7 is energized to confirm whether the first solenoid valve 7 is normal; or to determine whether the pressure inside the brake cylinder is not 0 when the first solenoid valve 7 is de-energized to confirm whether the first solenoid valve 7 is normal.

[0066] In this embodiment, the malfunction of the first solenoid valve is determined by verifying its ability to properly control the first actuating valve. It is understood that the principle behind the first solenoid valve cutting off the air brake is that when the first solenoid valve is energized, the actuating valve releases the pressure inside the brake cylinder, thus preventing the train from applying air brakes; at this time, the pressure inside the brake cylinder should be 0. Conversely, when the first solenoid valve is de-energized, the pressure inside the brake cylinder should not be 0, and the train can apply air brakes normally. Therefore, in this embodiment, a second pressure sensor is added to detect whether the pressure inside the brake cylinder is 0 when the first solenoid valve is energized or de-energized, thereby confirming whether the first solenoid valve is malfunctioning.

[0067] As can be understood from the above embodiments, when the train's braking mode is automatic braking, if the first solenoid valve 7 malfunctions and cannot restore air braking, braking can only be achieved through individual braking. Therefore, this embodiment also includes: cutting off the interlocking plug 10;

[0068] The first output terminal of the automatic braking control branch 3 is connected to the first solenoid valve 7 via the cut-off interlock plug 10, and the second output terminal is connected to the first comparison valve 6 via the cut-off interlock plug 10.

[0069] The cut-off interlock valve 10 is also connected to the clutch control unit to cut off the control of the first solenoid valve 7 on the first actuating valve 5 according to the instructions of the clutch control unit.

[0070] In this embodiment, the cut-off interlock valve isolates the first solenoid valve. The cut-off interlock valve is controlled by the clutch control unit. Under normal circumstances, the output of the automatic braking control branch is applied to the actuating valve through the first solenoid valve. When the first solenoid valve fails, the clutch control unit controls the cut-off interlock valve to disconnect the automatic braking control branch from the first solenoid valve and connect the automatic braking control branch to the first comparison valve, thereby cutting off the control of the first solenoid valve over the first actuating valve. As a result, the automatic braking still retains the air braking mode, improving driving safety.

[0071] In practical implementation, to increase driving safety and avoid situations where braking is not timely enough, thus preventing lane departure warnings, this embodiment further includes, based on the above embodiments:

[0072] Emergency braking circuit; The emergency braking circuit is connected to the brake control unit to apply emergency braking in the event of a failure of the first solenoid valve 7.

[0073] This embodiment also provides a specific emergency braking circuit, such as Figure 2 As shown, the emergency braking circuit includes: a second actuating valve 11, a second solenoid valve 12, and a pressure regulating valve;

[0074] The regulating valve 13 is used to configure the second actuating valve 11 to control the magnitude of the braking force. The regulating valve 13 is connected to the second actuating valve 11 through the second solenoid valve 12. The second solenoid valve 12 is also connected to the clutch control unit to conduct the emergency braking circuit when energized and apply emergency braking.

[0075] In this embodiment, emergency braking is applied when the first solenoid valve 7 malfunctions, affecting the braking effect. It is understood that, since this application provides a separate braking mode and the use of the interlocking gate 10 in the above embodiments, the train can still brake in other ways when the first solenoid valve 7 malfunctions. Therefore, to avoid the sudden application of emergency braking affecting train operation, information can be sent to the display after the first solenoid valve 7 malfunctions to remind the driver, and a confirmation command can be received from the driver to confirm whether emergency braking should be performed.

[0076] In this embodiment, the brake control unit is also used to send a prompt message and receive a confirmation command when a fault is detected in the first solenoid valve 7 when braking is applied through the automatic braking branch; if a confirmation command is received within a preset time, the clutch control unit controls the interlocking plug 10 to isolate the first solenoid valve 7; if no confirmation command is received within the preset time, the clutch control unit controls the second solenoid valve 12 to be energized for emergency braking.

[0077] In this embodiment, when the first solenoid valve 7 malfunctions, the brake control unit displays a prompt message through a human-machine interface device such as a display or touchscreen, so that the driver is aware of the malfunction of the first solenoid valve 7. Upon receiving confirmation, the clutch control unit in the train controls the interlocking gate 10 to isolate the first solenoid valve 7, thereby eliminating the influence of the first solenoid valve 7 on the first actuating valve 5, allowing the train to apply air brakes. If the driver does not receive confirmation, the train applies emergency braking to avoid driving hazards. This embodiment also includes a time limit for the driver to receive confirmation; if the driver does not confirm receipt of the prompt message within the specified time, emergency braking is applied.

[0078] Based on the above embodiments, this embodiment also includes a second comparison valve 14; the first end of the second comparison valve 14 is connected to the first actuating valve 5, and the second end is connected to the second actuating valve 11; the output end of the second comparison valve 14 is connected to the brake cylinder, so as to confirm whether the train's braking is an emergency braking according to the output size of the second comparison valve 14.

[0079] In this embodiment, the second comparison valve is used to confirm whether the braking applied by the train is emergency braking based on the output of the second actuating valve. It is understood that the purpose of emergency braking mode is to stop the train promptly in dangerous situations to avoid emergencies. During operation, the braking applied by the train may be in automatic braking mode, individual braking mode, or emergency braking. It is understood that in emergency braking mode, the applied braking force differs from the braking force applied during normal operation in order to stop the train as quickly as possible. The braking force during emergency braking is configured by adjusting the valve. When the train normally applies braking through the first actuating valve, the braking force differs from the braking force applied during emergency braking through the second actuating valve. Therefore, by comparing the outputs of the first and second actuating valves using the second comparison valve, the braking mode can be determined.

[0080] In addition, this embodiment also provides a train, including the vehicle body and the pneumatic-electric combined braking control system provided in the above embodiment.

[0081] The train provided in this application includes an air-electric combined braking control system, which includes an automatic braking branch, a separate braking branch, a first actuating valve, and a first comparison valve. The automatic braking branch includes an automatic braking control branch and a first solenoid valve; the separate braking branch includes a separate braking control branch. In this application, the train's braking modes are divided into automatic braking and separate braking. The corresponding braking branch is selected through the output of the braking control unit to apply different braking modes. The automatic braking branch in this application includes a first solenoid valve, which acts on the first actuating valve to cut off the air brake when the solenoid valve is energized, thereby achieving priority of electric braking. To avoid the solenoid valve jamming and the inability to restore the air brake, this application also provides a separate braking mode. The separate braking branch does not include a solenoid valve; the braking control unit acts on the first actuating valve through the separate braking control branch. Therefore, the energization or de-energization of the solenoid valve does not affect the braking effect of separate braking. Compared to related technologies, where the solenoid valve is located before the actuating valve, the activation and de-energization of the air brake are controlled by the energization or de-energization of the solenoid valve. This technical solution provides two braking paths: automatic braking and independent braking. A first solenoid valve is provided in the automatic braking control branch to cut off the air braking, thus prioritizing electric braking. In the event of a solenoid valve failure, the independent braking branch can be used for air braking, thereby achieving braking backup and ensuring driving safety.

[0082] The foregoing has provided a detailed description of the train and its combined pneumatic and electric braking control system provided in this application. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of the claims of this application.

[0083] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A pneumatic-electric combined braking control system, characterized in that, include: Automatic braking circuit, independent braking circuit, first-acting valve, first comparison valve; The automatic braking branch includes an automatic braking control branch and a first solenoid valve; The separate braking branch includes a separate braking control branch; The input terminals of the automatic braking control branch and the individual braking control branch are both connected to the braking control unit to conduct the corresponding circuits according to the signals output by the braking control unit. The output of the automatic braking control branch is connected to the first solenoid valve, which is connected to the first comparison valve and the first actuating valve. The first solenoid valve is also connected to the clutch control unit to change its state according to the control command of the clutch control unit. The state includes an energized state and a de-energized state. If the first solenoid valve is energized, the train cuts off the air brake and applies the electric brake. If the first solenoid valve is de-energized, the train applies the air brake. The output of the separate braking control branch is connected through the first comparison valve and the first actuating valve; The first comparison valve is used to control the first actuating valve to control the braking force based on the output of the automatic braking control branch or the output of the individual braking control branch. Also includes: Remove the interlocking plug; The first output terminal of the automatic braking control branch is connected to the first solenoid valve through the cut-off interlock plug, and the second output terminal is connected to the first comparison valve through the cut-off interlock plug. The cut-off interlock valve is also connected to the clutch control unit to cut off the control of the first solenoid valve over the first actuating valve according to the instructions of the clutch control unit.

2. The pneumatic-electric combined braking control system according to claim 1, characterized in that, The separate braking branch also includes a first pressure sensor; the first pressure sensor is connected to the braking control unit and is located at the brake cylinder, used to collect the pressure in the brake cylinder and send it to the braking control unit. The brake control unit is used to cut off the electric brake and apply the air brake when the pressure collected by the first pressure sensor reaches the preset pressure during the output of the single brake branch. When the pressure collected by the first pressure sensor is less than the preset pressure, air braking or electric braking is applied according to the signal from the braking control unit.

3. The pneumatic-electric combined braking control system according to claim 1, characterized in that, The automatic braking circuit also includes a second pressure sensor; the second pressure sensor is connected to the brake control unit and is located at the brake cylinder, used to collect the pressure in the brake cylinder and send it to the brake control unit. The brake control unit is used to determine whether the pressure in the brake cylinder is 0 when the first solenoid valve is energized to confirm whether the first solenoid valve is normal; or to determine whether the pressure in the brake cylinder is not 0 when the first solenoid valve is de-energized to confirm whether the first solenoid valve is normal.

4. The pneumatic-electric combined braking control system according to claim 1, characterized in that, Also includes: Emergency braking circuit; The emergency braking circuit is connected to the brake control unit to apply emergency braking in the event of a malfunction of the first solenoid valve.

5. The pneumatic-electric combined braking control system according to claim 4, characterized in that, The emergency braking circuit includes: a second operating valve, a second solenoid valve, and a pressure regulating valve; The pressure regulating valve is used to configure the second actuating valve to control the magnitude of the braking force. The pressure regulating valve is connected to the second actuating valve through the second solenoid valve. The second solenoid valve is also connected to the clutch control unit to activate the emergency braking circuit and apply emergency braking when energized.

6. The pneumatic-electric combined braking control system according to claim 5, characterized in that, It also includes a second comparison valve; The first end of the second comparison valve is connected to the first actuating valve, and the second end is connected to the second actuating valve; the output end of the second comparison valve is connected to the brake cylinder to determine whether the train's braking is an emergency braking based on the output magnitude of the second comparison valve.

7. The pneumatic-electric combined braking control system according to claim 1, characterized in that, When the brake control unit applies braking through the automatic braking branch, the clutch control unit is also used to determine whether electric braking is available; If available, the first solenoid valve is energized; if unavailable, the first solenoid valve remains de-energized.

8. The pneumatic-electric combined braking control system according to claim 5, characterized in that, The braking control unit is also used to send a prompt message and receive a confirmation command when a fault is detected in the first solenoid valve during braking applied through the automatic braking branch. If the confirmation command is received within a preset time, the clutch control unit controls the cut-off interlock plug to isolate the first solenoid valve; If the confirmation command is not received within a preset time, the clutch control unit controls the second solenoid valve to be energized for emergency braking.

9. A train, characterized in that, The air-electric combined braking control system as described in any one of claims 1 to 8.

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