Locomotive brake control system and control method

Abstract

The application provides a locomotive brake control system and a control method. The system comprises an average pipe control module, a brake cylinder control module and total air. When the charging and discharging electromagnetic valve or the second relay valve for controlling the brake cylinder fails, multiple redundancies such as a mechanical three-way valve, average pipe pressure and an emergency pressure increasing valve can be used to realize redundant control of the brake cylinder pressure.

Description

Technical Field

[0001] This application belongs to the field of locomotive braking control, and specifically relates to a locomotive braking control system and control method. Background Technology

[0002] The locomotive braking control system is one of the most important core systems of a locomotive. A key function of this system is controlling the pressure of the brake cylinders. The locomotive braking control system achieves braking and release functions by controlling the brake cylinder pressure value. The conventional method for brake cylinder pressure control is to control the pre-control pressure through a high-frequency solenoid valve, and then output the brake cylinder pressure consistent with the pre-control pressure through a relay valve. In order to avoid the impact of brake cylinder control failure on locomotive operation, the pre-control pressure control part, which is prone to failure, is usually backed up.

[0003] The existing locomotive braking control systems mainly include the CCBII system developed by Knorr-Bremse and the Eurotrol system developed by Favell. Both of these braking control systems use mechanical air distribution valves to redundant the brake cylinder pressure pre-control part. This redundant control method significantly reduces the pressure control accuracy of the brake cylinder when using mechanical valve redundancy control. Furthermore, it cannot achieve brake cylinder pressure control when the brake cylinder relay valve fails.

[0004] CN111634304A discloses a locomotive braking control system and control method, including an averaging tube control system and a brake cylinder control system. The averaging tube control system can compare the brake cylinder pre-control pressure and the averaging tube pre-control pressure, and output the larger pressure as the averaging tube pressure. The brake cylinder control system can compare the brake cylinder pre-control pressure and the averaging tube pressure, and output the larger pressure as the brake cylinder pressure to achieve braking. Redundancy between the two control systems can be achieved. Summary of the Invention

[0005] To address some problems existing in the prior art, this application provides a locomotive braking control system and control method; it can achieve multiple redundancy and improve the reliability of the system.

[0006] The locomotive braking control system provided in the first aspect of this application includes an average pipe control module, a brake cylinder control module, and a main air supply; wherein:

[0007] The average pipe control module includes a first inflation solenoid valve and a first exhaust solenoid valve connected to the main air supply. The two valves can control the output pressure of the input main air supply to the required first pre-control pressure P1 through inflation and exhaust actions.

[0008] The average pipe control module also includes a first relay valve and a first switching valve; wherein, the first pre-control pressure P1 reaches the control port of the first relay valve; the inlet of the first relay valve is connected to the main air supply, and the outlet of the first relay valve outputs the amplified first pre-control pressure as the average pipe pressure PA.

[0009] The first branch PA1 of the average pipe pressure PA is connected to the first inlet of the first two-way valve of the brake cylinder control module through a pipeline; the second branch PA2 of the average pipe pressure PA is connected to the inlet of the first switching valve through a pipeline; the outlet of the second switching valve can output the second branch PA2 to the first inlet of the third two-way valve of the brake cylinder control module.

[0010] The brake cylinder control module includes a second inflation solenoid valve and a second exhaust solenoid valve connected to the main air supply. The two valves can control the output pressure of the input main air supply to the required second pre-control pressure P2 through inflation and exhaust actions.

[0011] The brake cylinder control module also includes a second switching valve, a mechanical three-way valve, and a first two-way valve; wherein, the second pre-control pressure P2 is connected to the first inlet of the second switching valve.

[0012] The mechanical three-way valve is a mechanical valve capable of outputting a third pre-controlled pressure P3. The first inlet of the mechanical three-way valve is connected to the train pipe to provide an air source; the outlet of the mechanical three-way valve is connected to the second inlet of the second switching valve to output the third pre-controlled pressure P3.

[0013] The second switching valve can switch between the first inlet and the second inlet to select the second pre-control pressure P2 or the third pre-control pressure P3. The outlet of the second switching valve is connected to the second inlet of the first bidirectional valve.

[0014] The outlet of the first two-way valve is connected to the control port of the second relay valve, so that the larger pressure between the first inlet and the second inlet of the first two-way valve is selected as the fourth pre-control pressure P4 and output to the control port of the second relay valve.

[0015] The inlet of the second relay valve is connected to the main air supply, and its outlet is connected to the second inlet of the third two-way valve, so as to output the amplified fourth pre-control pressure as the first brake cylinder pressure PB1 to the second inlet of the third two-way valve.

[0016] The outlet of the third two-way valve is connected to the brake cylinder to select the greater pressure between the first and second inlets of the third two-way valve as the second brake cylinder pressure PB2 output to the brake cylinder for braking.

[0017] In some embodiments of this application, the brake cylinder control module further includes a second two-way valve, a pressure reducing valve, and an emergency pressure boosting valve; wherein...

[0018] The outlet of the first two-way valve is connected to the first inlet of the second two-way valve so that the pressure at the first inlet and the second inlet of the first two-way valve is selected as the fourth pre-control pressure P4 and output to the first inlet of the second two-way valve.

[0019] The inlet of the pressure reducing valve is connected to the main air supply, and the outlet of the pressure reducing valve is connected to the inlet of the emergency booster valve; the outlet of the emergency booster valve outputs a fifth pre-control pressure P5 to the second inlet of the second bidirectional valve; the control port of the emergency booster valve is connected to the train pipe to provide a control air source for opening or closing the pipeline between the pressure reducing valve and the second inlet of the second bidirectional valve to turn on or off the output of the fifth pre-control pressure P5.

[0020] The outlet of the second two-way valve is connected to the control port of the second relay valve to select the larger pressure between the first inlet and the second inlet of the second two-way valve as the sixth pre-control pressure P6 (replacing the fourth pre-control pressure P4 when there is no second two-way valve) and output it to the control port of the second relay valve.

[0021] In some embodiments of this application, the mechanical three-way valve is selected as a regulating three-way valve; the second inlet of the mechanical three-way valve is connected to the working air cylinder, and when the pressure of the train pipe changes, the train pipe and the working air cylinder achieve dynamic balance.

[0022] In some embodiments of this application, a first pre-control air cylinder is provided on the pipeline where the first pre-control pressure P1 is located, which can store compressed air to provide an air source as the first pre-control pressure P1.

[0023] In some embodiments of this application, a second pre-control air cylinder is provided on the pipeline where the sixth pre-control pressure P6 is located, for storing compressed air to provide an air source as the sixth pre-control pressure P6.

[0024] In some embodiments of this application, an operating air cylinder is provided on the pipeline where the third pre-control pressure P3 is located to store compressed air and provide an air source as the third pre-control pressure P3.

[0025] In some embodiments of this application, the second switching valve is a mechanical switching valve with a control port; when there is an air source at its control port, it is connected to the second pre-controlled pressure P2; when there is no air source at its control port, it is switched to connect to the third pre-controlled pressure P3.

[0026] In some embodiments of this application, the brake cylinder control module is provided with an electrically controlled valve for controlling the second switching valve to switch between the second pre-control pressure P2 and the third pre-control pressure P3. The inlet of the electrically controlled valve is connected to the main air supply, and its outlet is connected to the control port of the second switching valve. The electrically controlled valve is configured such that: when energized, it connects the control ports of the main air supply and the second switching valve to connect the second switching valve to the second pre-control pressure P2; when de-energized, it disconnects the control ports of the main air supply and the second switching valve to connect the second switching valve to the third pre-control pressure P3.

[0027] The locomotive braking control method provided in the second aspect of this application can employ the locomotive braking control system described in any of the preceding embodiments, including at least one of the following three states:

[0028] (1) Normal working status:

[0029] In the averaging tube control module:

[0030] The first inflation solenoid valve and the first deflation solenoid valve control the pressure of the input total air to the required first pre-control pressure P1 through inflation and deflation actions, which acts on the control port of the first relay valve. The total air is input into the inlet of the first relay valve. After flow amplification, the average pipe pressure PA is output from the outlet of the first relay valve. The first branch of the average pipe pressure PA1 reaches the first inlet of the first bidirectional valve of the brake cylinder control module.

[0031] When the first switching valve is closed, the second branch PA2, which provides average pipe pressure, is not supplied to the first inlet of the third two-way valve.

[0032] In the brake cylinder control module:

[0033] The second inflation solenoid valve and the second deflation solenoid valve control the output of the total input air pressure to the required second pre-control pressure P2 through inflation and deflation actions.

[0034] When the electric control valve is energized, the main airflow reaches the control port of the second switching valve, causing the second pre-controlled pressure P2 to enter the second switching valve and reach the second inlet of the first bidirectional valve.

[0035] The first bidirectional valve takes the larger of the first branch PA1 of the average pipe pressure and the second pre-control pressure P2, and outputs the fourth pre-control pressure P4 which acts on the control port of the second relay valve. The inlet of the second relay valve receives the total air, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third bidirectional valve.

[0036] The third bidirectional valve outputs the pressure PB1 of the first brake cylinder as the pressure PB2 of the second brake cylinder, which then reaches the brake cylinder to achieve braking.

[0037] (2) Brake cylinder control module fault status

[0038] In the averaging tube control module:

[0039] The first inflation solenoid valve and the first deflation solenoid valve control the pressure of the input total air to the required first pre-control pressure P1 through inflation and deflation actions, and act on the control port of the first relay valve. The total air is input into the inlet of the first relay valve. After flow amplification, the average pipe pressure PA is output from the outlet of the first relay valve. The first branch of the average pipe pressure PA1 reaches the first inlet of the first bidirectional valve of the brake cylinder control module.

[0040] When the first switching valve is closed, it cannot provide average pipe pressure to the first inlet of the third two-way valve via the second branch PA2.

[0041] In the brake cylinder control module:

[0042] The brake cylinder control module is unable to output the second pre-control pressure P2 normally.

[0043] When the electric control valve loses power, no air source reaches the control port of the second switching valve, causing the second switching valve to switch to the mechanical three-way valve. The mechanical three-way valve generates a third pre-control pressure P3 according to the pressure change of the train pipe and outputs it to the second inlet of the first bidirectional valve.

[0044] The first bidirectional valve takes the larger of the first branch PA1 of the average pipe pressure and the third pre-control pressure P3, and outputs the fourth pre-control pressure P4, which acts on the control port of the second relay valve. The inlet of the second relay valve receives the total air, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third bidirectional valve.

[0045] The third bidirectional valve outputs the pressure PB1 of the first brake cylinder as the pressure PB2 of the second brake cylinder, which then reaches the brake cylinder to achieve braking.

[0046] (3) Fault status of the second relay valve

[0047] In the averaging tube control module:

[0048] The first inflation solenoid valve and the first deflation solenoid valve control the pressure of the input total air to the required first pre-control pressure P1 through inflation and deflation actions, and act on the control port of the first relay valve. The total air is input into the inlet of the first relay valve, and after flow amplification, the average pipe pressure PA is output from the outlet of the first relay valve.

[0049] The first branch of the average pipe pressure, PA1, reaches the first inlet of the first two-way valve of the brake cylinder control module; the first switching valve is in the open state, providing the second branch of the average pipe pressure, PA2, to the first inlet of the third two-way valve.

[0050] In the brake cylinder control module:

[0051] The second relay valve malfunctioned, and the pressure PB1 of the first brake cylinder could not be output effectively.

[0052] The third bidirectional valve outputs the second branch PA2 of the average pipe pressure as the second brake cylinder pressure PB2, which then reaches the brake cylinder to achieve braking.

[0053] In some embodiments of this application, when the brake cylinder control module has a second two-way valve, a pressure reducing valve, and an emergency pressure boosting valve:

[0054] For (1) normal working state:

[0055] The first bidirectional valve takes the larger of the first branch PA1 of the average pipe pressure and the second pre-control pressure P2, and outputs the fourth pre-control pressure P4 to the first inlet of the second bidirectional valve.

[0056] When the pressure in the train pipe drops to the threshold, the emergency booster valve opens, outputting the fifth pre-control pressure P5 to the second inlet of the second two-way valve. The second two-way valve takes the larger of the fourth pre-control pressure P4 and the fifth pre-control pressure P5, outputting the sixth pre-control pressure P6, which acts on the control port of the second relay valve. The inlet of the second relay valve receives the main air, which, after flow amplification, outputs the first brake cylinder pressure PB1 to the second inlet of the third two-way valve.

[0057] When the pressure in the train pipe is higher than the threshold, the emergency booster valve is closed. At this time, the second bidirectional valve only obtains the fourth pre-control pressure P4 and outputs the sixth pre-control pressure P6, which acts on the control port of the second relay valve. The inlet of the second relay valve receives the total air, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third bidirectional valve.

[0058] Regarding (2) the fault status of the brake cylinder control module:

[0059] The first two-way valve takes the larger of the first branch PA1 of the average pipe pressure and the third pre-control pressure P3, and outputs the fourth pre-control pressure P4 to the first inlet of the second two-way valve.

[0060] When the pressure in the train pipe drops to the threshold, the emergency booster valve opens, outputting the fifth pre-control pressure P5 to the second inlet of the second two-way valve. The second two-way valve takes the larger of the fourth pre-control pressure P4 and the fifth pre-control pressure P5, outputting the sixth pre-control pressure P6, which acts on the control port of the second relay valve. The inlet of the second relay valve receives the main air, which, after flow amplification, outputs the first brake cylinder pressure PB1 to the second inlet of the third two-way valve.

[0061] When the pressure in the train pipe is higher than the threshold, the emergency booster valve is closed. At this time, the second bidirectional valve only obtains the fourth pre-control pressure P4 and outputs the sixth pre-control pressure P6, which acts on the control port of the second relay valve. The inlet of the second relay valve receives the total air, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third bidirectional valve.

[0062] Compared with the prior art, the beneficial effects of this application are as follows: When the solenoid valve for charging and venting the brake cylinder or the second relay valve malfunctions, the locomotive braking control system provided in at least one embodiment of this application can use multiple redundancies such as mechanical three-way valve, average pipe pressure, and emergency booster valve to achieve redundant control of the brake cylinder pressure. Attached Figure Description

[0063] Figure 1 This is a schematic diagram of the normal operating state of one implementation method;

[0064] Figure 2 This is a schematic diagram of a brake cylinder control module in a fault state according to one implementation method;

[0065] Figure 3 This is a schematic diagram of a second relay valve in a fault state according to one implementation method;

[0066] Numbered in the diagram: 1. Average pipe control module, 101. First inflation solenoid valve, 102. First exhaust solenoid valve, 103. First relay valve, 104. First switching valve, 105. First pre-control air cylinder; 2. Brake cylinder control module, 201. Second inflation solenoid valve, 202. Second exhaust solenoid valve, 203. Second switching valve, 204. Mechanical three-way valve, 205. First two-way valve, 206. Working air cylinder, 207. Acting air cylinder, 208. Electrically controlled valve, 209. Second two-way valve, 210. Pressure reducing valve, 211. Emergency booster valve, 212. Second relay valve, 213. Second pre-control air cylinder, 214. Third two-way valve, 215. Brake cylinder; 3. Main air; 4. Train pipe. Detailed Implementation

[0067] The technical solutions of this application are described in detail below with reference to specific embodiments. However, it should be understood that, without further description, the elements, structures and features in one embodiment can also be beneficially incorporated into other embodiments.

[0068] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0069] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0070] The relay valve in this application has a flow amplification function, providing an air source through the inlet to ensure that the pressure of the outlet gas matches the pressure provided by the control port. The two-way valve in this application has a pressure comparison and selection function, automatically comparing the pressures of the two inlets and selecting the higher pressure for outlet output. Both the relay valve and the two-way valve are mechanical valves, which can effectively cope with power failure conditions.

[0071] The first embodiment of this application provides a locomotive braking control system, such as... Figure 1-3 As shown, it includes an average pipe control module 1, a brake cylinder control module 2, and a main air supply module 3. Among them:

[0072] (1) Average tube control module

[0073] The average pipe control module 1 includes a first inflation solenoid valve 101 and a first deflation solenoid valve 102 connected to the main air supply 3. These two valves can control the output pressure of the input main air supply 3 to the required first pre-control pressure P1 through inflation and deflation actions. The configuration of the main air supply, the first inflation solenoid valve, and the first deflation solenoid valve here is a conventional technical solution in the field and can be implemented using existing technologies, such as the first main air supply, the first solenoid valve, and the second solenoid valve as described in CN111634304A.

[0074] The averaging pipe control module 1 further includes a first relay valve 103 and a first switching valve 104. The first pre-control pressure P1 is connected to the control port of the first relay valve 103. The inlet of the first relay valve 103 is connected to the main air supply 3, and its outlet outputs the amplified first pre-control pressure as the averaging pipe pressure PA. The first branch PA1 of this averaging pipe pressure PA is connected to the first inlet of the first bidirectional valve 205 of the brake cylinder control module 2 via a pipeline; the second branch PA2 (as a spare) of this averaging pipe pressure PA is connected to the inlet of the first switching valve 104 via a pipeline; when the first switching valve 104 is open, the second branch PA2 output through the outlet of the first switching valve 104 reaches the first inlet of the third bidirectional valve 214 of the brake cylinder control module 2. The first switching valve 104 can be a solenoid valve, which opens when energized and closes when de-energized.

[0075] A first pre-control air cylinder 105 is also installed on the pipeline where the first pre-control pressure P1 is located. The first pre-control air cylinder 105 can store compressed air to provide an air source for the first pre-control pressure P1.

[0076] (2) Brake cylinder control module

[0077] The brake cylinder control module 2 includes a second inflation solenoid valve 201 and a second exhaust solenoid valve 202 connected to the main air supply 3. These two valves can control the output pressure of the input main air supply 3 to the required second pre-control pressure P2 through inflation and exhaust actions. The configuration of the main air supply, the second inflation solenoid valve, and the second exhaust solenoid valve here is a conventional technical solution in this field and can be implemented using existing technical solutions, such as the second main air supply, third solenoid valve, and fourth solenoid valve described in CN111634304A.

[0078] The brake cylinder control module 2 also includes a second switching valve 203, a mechanical three-way valve 204, and a first two-way valve 205. The second pre-control pressure P2 is connected to the first inlet of the second switching valve 203.

[0079] The mechanical three-way valve 204 is a mechanical valve capable of outputting a third pre-control pressure P3, and it can be selected as an adjustable three-way valve.

[0080] The working principle of a regulating three-way valve is to change the direction and size of the fluid channel by altering the position of the valve core. The valve core can be moved manually or automatically. If an increase in flow is needed, the valve core moves towards the inlet, making it easier for fluid to flow through the channel. Conversely, if a decrease in flow is needed, the valve core moves towards the outlet, covering part of the pipe and reducing the flow rate.

[0081] The first inlet of the mechanical three-way valve 204 is connected to the train pipe 4 (also called the brake pipe), which provides the air source. The second inlet of the mechanical three-way valve 204 is connected to the working air cylinder 206. When the pressure in the train pipe 4 changes, the train pipe 4 and the working air cylinder 206 achieve dynamic balance. The outlet of the mechanical three-way valve 204 is connected to the second inlet of the second switching valve 203 to output the third pre-control pressure P3.

[0082] A working air cylinder 207 can also be installed on the pipeline where the third pre-control pressure P3 is located to store compressed air and provide an air source for the third pre-control pressure P3.

[0083] Mechanical three-way valve 204 uses the pressure from train pipe 4 to supply air to working air cylinder 206. When the pressure in train pipe 4 decreases, the pressure in working air cylinder 206 will connect with the actuating air cylinder 207, controlling the actuating air cylinder 207 to generate the corresponding pressure. When the train pressure is reduced, mechanical three-way valve 204 controls the output of train pipe pressure to the required third pre-control pressure P3.

[0084] The first inlet of the second switching valve 203 is connected to the second pre-control pressure P2, its second inlet is connected to the third pre-control pressure P3, and its outlet is connected to the second inlet of the first two-way valve 205; it is used to switch between the second pre-control pressure P2 and the third pre-control pressure P3, and output to the second inlet of the first two-way valve 205.

[0085] In one embodiment, the second switching valve 203 is a mechanical switching valve with a control port. When there is an air source at its control port, it connects to the second pre-control pressure P2; when there is no air source at its control port, it switches to connect to the third pre-control pressure P3. More specifically, the brake cylinder control module 2 is also provided with an electrically controlled valve 208 for controlling the second switching valve 203 to switch between the second pre-control pressure P2 (first inlet) and the third pre-control pressure P3 (second inlet). The inlet of the electrically controlled valve 208 is connected to the main airflow 3, and its outlet is connected to the control port of the second switching valve 203. When the electrically controlled valve 208 is energized, it connects the main airflow 3 and the control port of the second switching valve 203, so that the first inlet of the second switching valve 203 is connected to the second pre-control pressure P2 and outputs to the first bidirectional valve 205; when the electrically controlled valve 208 is de-energized, it cuts off the main airflow 3 and the control port of the second switching valve 203, so that the second inlet of the second switching valve 203 is connected to the third pre-control pressure P3 and outputs to the first bidirectional valve 205. That is, when power is lost, the second switching valve 203 will automatically switch to connect to its second inlet.

[0086] As previously described, the first inlet of the first two-way valve 205 is connected to the outlet of the first relay valve 103 (i.e., the first branch PA1 connected to the average pipe pressure PA), and the second inlet of the first two-way valve 205 is connected to the outlet of the second switching valve 203. Furthermore, the outlet of the first two-way valve 205 is connected to the first inlet of the second two-way valve 209, so that the pressure at the higher of the first and second inlets of the first two-way valve 205 is selected as the fourth pre-control pressure P4 (i.e., P4 is the higher of PA1 and P2, or P4 is the higher of PA1 and P3) and output to the first inlet of the second two-way valve 209.

[0087] As an emergency measure, the brake cylinder control module 2 is also equipped with a pressure reducing valve 210 and an emergency booster valve 211. The inlet of the pressure reducing valve 210 is connected to the main air supply 3, and its outlet is connected to the inlet of the emergency booster valve 211. The outlet of the emergency booster valve 211 outputs a fifth pre-control pressure P5 to the second inlet of the second bidirectional valve 209. The control port of the emergency booster valve 211 is controlled by an air source from the train pipe 4 to open or close the pipeline between the pressure reducing valve 210 and the second inlet of the second bidirectional valve 209, thereby opening or cutting off the output of the fifth pre-control pressure P5. When the pressure of the air source in the train pipe 4 is sufficient, the emergency booster valve 211 is controlled to be closed. When the pressure of the air source in the train pipe drops to a threshold value, the emergency booster valve 211 is controlled to be open, allowing the air source from the pressure reducing valve 210 to reach the second bidirectional valve 209 as the fifth pre-control pressure P5.

[0088] As previously described, the first inlet of the second two-way valve 209 is connected to the outlet of the first two-way valve 205, and the second inlet of the second two-way valve 209 is connected to the outlet of the emergency booster valve 211. Furthermore, the outlet of the second two-way valve 209 is connected to the control port of the second relay valve 212. This allows the higher pressure between the first and second inlets of the second two-way valve 209 to be selected as the sixth pre-control pressure P6 (i.e., P6 is the higher pressure between P4 and P5) and output to the control port of the second relay valve 212. A second pre-control air cylinder 213 can also be installed on the pipeline containing the sixth pre-control pressure P6 to store compressed air and provide an air source for the sixth pre-control pressure P6.

[0089] The inlet of the second relay valve 212 is connected to the main air supply 3, and its outlet is connected to the second inlet of the third two-way valve 214, so as to output the amplified sixth pre-control pressure as the first brake cylinder pressure PB1 to the second inlet of the third two-way valve 214. The first inlet of the third two-way valve 214 is connected to the outlet of the first switching valve 104 (i.e., the second branch PA2 of the average pipe pressure PA), and the outlet of the third two-way valve 214 is connected to the brake cylinder 215, so as to select the larger pressure between the first inlet and the second inlet of the third two-way valve 214 as the second brake cylinder pressure PB2 (i.e., PB2 is the larger pressure between PB1 and PA2) and output it to the brake cylinder for braking.

[0090] It is understood that the "total airflow" in this application can refer to the total airflow from the same location or from different locations (e.g., branches of the total airflow), both of which can refer to the total airflow from the main air reservoir. The control system in this application can also be equipped with multiple sensors, especially pressure sensors, to measure the pressure at different locations for pressurization or depressurization, or to provide early warnings, etc., which is understandable to those skilled in the art. Furthermore, the energized or de-energized states of various electrically controlled valves in this application, such as various solenoid valves, as well as the aforementioned sensors, can be controlled by a control unit. This control unit can employ various processors that meet the requirements, such as CPUs, PLCs, etc., and implement the above functions through programming. This is a conventional control method that can be conceived and is also understandable to those skilled in the art.

[0091] A second embodiment of this application provides a locomotive braking control method, employing the locomotive braking control system described in any of the preceding embodiments, including at least one of the following states:

[0092] (1) Normal working status (e.g.) Figure 1 As shown):

[0093] In the averaging tube control module:

[0094] The first inflation solenoid valve 101 and the first deflation solenoid valve 102 control the pressure of the input total air 3 to the required first pre-control pressure P1 through inflation and deflation actions, and output it to the first pre-control air cylinder 105.

[0095] The first pre-controlled pressure P1 also acts on the control port of the first relay valve 103. The inlet of the first relay valve 103 receives the total air 3. After the flow is amplified, the outlet of the first relay valve 103 outputs the average pipe pressure PA. The first branch of the average pipe pressure PA1 reaches the first inlet of the first two-way valve 205 of the brake cylinder control module 2.

[0096] The first switching valve 104 is de-energized and in the closed state, and does not provide average pipe pressure to the second branch PA2 to the third two-way valve 214.

[0097] In the brake cylinder control module:

[0098] The second inflation solenoid valve 201 and the second deflation solenoid valve 202 control the output pressure of the input total air 3 to the required second pre-control pressure P2 through inflation and deflation actions.

[0099] When the electric control valve 208 is energized, the main airflow 3 reaches the control port of the second switching valve 203, causing the second pre-controlled pressure P2 to enter the second switching valve 203 and reach the second inlet of the first bidirectional valve 205.

[0100] The first two-way valve 205 takes the larger of the first branch PA1 of the average pipe pressure and the second pre-control pressure P2, and outputs the fourth pre-control pressure P4 to the first inlet of the second two-way valve 209.

[0101] When the pressure in train pipe 4 drops to the threshold, emergency booster valve 211 opens, outputting the fifth pre-control pressure P5 to the second inlet of the second two-way valve 209. The second two-way valve 209 takes the larger of the fourth pre-control pressure P4 and the fifth pre-control pressure P5, outputting the sixth pre-control pressure P6 to the second pre-control air cylinder 213.

[0102] When the pressure in train pipe 4 is higher than the threshold, the emergency booster valve 211 is closed; at this time, the second two-way valve 209 only obtains the fourth pre-control pressure P4 and outputs the sixth pre-control pressure P6 to the second pre-control air cylinder 213.

[0103] The sixth pre-control pressure P6 also acts on the control port of the second relay valve 212. The inlet of the second relay valve 212 receives the total air 3. After flow amplification, the outlet of the second relay valve 212 outputs the first brake cylinder pressure PB1 to the second inlet of the third two-way valve 214.

[0104] The third bidirectional valve 214 outputs the pressure PB1 of the first brake cylinder as the pressure PB2 of the second brake cylinder, which then reaches the brake cylinder 215 to achieve braking.

[0105] (2) Brake cylinder control module fault status (e.g.) Figure 2 (As shown)

[0106] When a fault occurs in the brake cylinder control module, such as a fault in the second inflation solenoid valve 201 or the second exhaust solenoid valve 202, or a loss of power to the brake cylinder, etc.

[0107] In the averaging tube control module:

[0108] The first inflation solenoid valve 101 and the first deflation solenoid valve 102 control the pressure of the input total air 3 to the required first pre-control pressure P1 through inflation and deflation actions, and output it to the first pre-control air cylinder 105.

[0109] The first pre-controlled pressure P1 also acts on the control port of the first relay valve 103. The inlet of the first relay valve 103 receives the total air 3. After the flow is amplified, the outlet of the first relay valve 103 outputs the average pipe pressure PA. The first branch of the average pipe pressure PA1 reaches the first inlet of the first two-way valve 205 of the brake cylinder control module 2.

[0110] The first switching valve 104 is de-energized and in the closed state, and cannot provide the average pipe pressure from the second branch PA2 to the third two-way valve 214.

[0111] In this embodiment, the working mode of the averaging control module is similar to or the same as that of the averaging control module under normal working conditions.

[0112] In the brake cylinder control module:

[0113] The second inflation solenoid valve 201 and the second exhaust solenoid valve 202 malfunctioned and could not output the second pre-control pressure P2 normally.

[0114] At this time, the electric control valve 208 loses power, and no air source reaches the control port of the second switching valve 203, causing the second switching valve 203 to switch to the mechanical three-way valve 204. The mechanical three-way valve 204 generates a third pre-control pressure P3 according to the pressure change of the train pipe 4 and outputs it to the second inlet of the first bidirectional valve 205.

[0115] The first two-way valve 205 takes the larger of the first branch PA1 of the average pipe pressure and the third pre-control pressure P3, and outputs the fourth pre-control pressure P4 to the first inlet of the second two-way valve 209.

[0116] When the pressure in train pipe 4 drops to the threshold, emergency booster valve 211 opens, outputting the fifth pre-control pressure P5 to the second inlet of the second two-way valve 209. The second two-way valve 209 takes the larger of the fourth pre-control pressure P4 and the fifth pre-control pressure P5, outputting the sixth pre-control pressure P6 to the second pre-control air cylinder 213.

[0117] When the pressure in train pipe 4 is higher than the threshold, the emergency booster valve 211 is closed; at this time, the second two-way valve 209 only obtains the fourth pre-control pressure P4 and outputs the sixth pre-control pressure P6 to the second pre-control air cylinder 213.

[0118] The sixth pre-control pressure P6 also acts on the control port of the second relay valve 212. The inlet of the second relay valve 212 receives the total air 3. After flow amplification, the outlet of the second relay valve 212 outputs the first brake cylinder pressure PB1 to the second inlet of the third two-way valve 214.

[0119] The third bidirectional valve 214 outputs the pressure PB1 of the first brake cylinder as the pressure PB2 of the second brake cylinder, which then reaches the brake cylinder 215 to achieve braking.

[0120] In this case, the average pipe control module can continue to provide the first branch PA1 of the average pipe pressure; at the same time, the mechanical three-way valve 204 can also output the third pre-control pressure P3, thus achieving double protection.

[0121] (3) Fault status of the second relay valve (e.g.) Figure 3 (As shown)

[0122] When the second relay valve 212 malfunctions, it cannot output the sixth pre-control pressure P6 mentioned above as the first brake cylinder pressure PB1. At this time, the averaging pipe control module 1 controls the first switching valve 104 to be energized, directly outputting the second branch PA2 of the averaging pipe pressure to the third bidirectional valve 214 to provide brake cylinder pressure. The specific implementation is as follows:

[0123] In the averaging tube control module:

[0124] The first inflation solenoid valve 101 and the first deflation solenoid valve 102 control the pressure of the input total air 3 to the required first pre-control pressure P1 through inflation and deflation actions, and output it to the first pre-control air cylinder 105.

[0125] The first pre-controlled pressure P1 also acts on the control port of the first relay valve 103. The inlet of the first relay valve 103 receives the total air 3, and after flow amplification, the outlet of the first relay valve 103 outputs the average pipe pressure PA.

[0126] The first branch of the average pipe pressure, PA1, reaches the first inlet of the first two-way valve 205 of the brake cylinder control module 2. The first switching valve 104 is energized and in the open state, providing the second branch of the average pipe pressure, PA2, to the first inlet of the third two-way valve 214.

[0127] In the brake cylinder control module:

[0128] The second relay valve 212 malfunctioned, and the pressure PB1 of the first brake cylinder could not be output effectively.

[0129] The third bidirectional valve 214 outputs the second branch PA2 of the average pipe pressure as the second brake cylinder pressure PB2, which reaches the brake cylinder 215 to achieve braking.

[0130] The order of steps described in this embodiment is merely a descriptive order. In actual operation, it can be adjusted according to actual needs. Therefore, this descriptive order does not constitute an absolute limitation on this application.

[0131] Through the system and control settings described above, this application can achieve at least the following functions:

[0132] (1) When the pressure control of the second inflation and second exhaust solenoid valves in the brake cylinder control module fails, the first branch PA1 of the average pipe pressure can be automatically switched for redundant control, or the mechanical three-way valve 204 can be automatically switched for redundant control.

[0133] (2) In the brake cylinder control module, the electric control valve 208 is energized when working normally and de-energized when working redundantly; when the brake cylinder control module is de-energized, the mechanical three-way valve can also be used to redundantly control the pressure of the brake cylinder.

[0134] (3) The emergency booster valve 211 controls the air source using the train pipe pressure. When the train pipe pressure is emptied, the emergency booster valve 211 automatically opens and outputs the fifth pre-control pressure P5 to the second two-way valve 209 to provide pre-control pressure for the brake cylinder control module.

[0135] (4) When the second relay valve 212 fails, it cannot output the sixth pre-control pressure P6 as the first brake cylinder pressure PB1. The first switching valve 104 is energized by the average pipe control module, and the branch pressure of the average pipe is directly output to the brake cylinder to provide the brake cylinder pressure.

[0136] (5) In this application, the functional modules are divided into zones for processing. The brake cylinder control module performs brake cylinder pressure-related function control, and the averaging pipe control module performs averaging pipe pressure function control. When one module fails, another functional module performs redundant control, ensuring the normal operation of the braking system and improving system availability. When one module fails, the corresponding module is replaced only after maintenance conditions are met, improving system maintainability.

[0137] The described embodiments are merely preferred embodiments of this application and are not intended to limit the scope of this application. Any modifications and improvements made by those skilled in the art to the technical solutions of this application without departing from the spirit of this application should fall within the protection scope defined by the claims of this application.

Claims

1. A locomotive braking control system, characterized in that, Includes an average pipe control module, a brake cylinder control module, and a main air supply; among which: The average pipe control module includes a first inflation solenoid valve and a first exhaust solenoid valve connected to the main air supply. The two valves can control the output pressure of the input main air supply to the required first pre-control pressure P1 through inflation and exhaust actions. The averaging pipe control module further includes a first relay valve and a first switching valve; wherein, the first pre-control pressure P1 reaches the control port of the first relay valve; the inlet of the first relay valve is connected to the main air supply, and the outlet of the first relay valve outputs the amplified first pre-control pressure as the averaging pipe pressure PA; the first branch PA1 of the averaging pipe pressure PA is connected to the first inlet of the first bidirectional valve of the brake cylinder control module through a pipeline; the second branch PA2 of the averaging pipe pressure PA is connected to the inlet of the first switching valve through a pipeline; the outlet of the second switching valve can output the second branch PA2 to the first inlet of the third bidirectional valve of the brake cylinder control module; The brake cylinder control module includes a second inflation solenoid valve and a second exhaust solenoid valve connected to the main air supply. The two valves can control the output pressure of the input main air supply to the required second pre-control pressure P2 through inflation and exhaust actions. The brake cylinder control module also includes a second switching valve, a mechanical three-way valve, and a first two-way valve; wherein, the second pre-control pressure P2 is connected to the first inlet of the second switching valve; The mechanical three-way valve is a mechanical valve capable of outputting a third pre-control pressure P3; the first inlet of the mechanical three-way valve is connected to the train pipe to provide an air source; the outlet of the mechanical three-way valve is connected to the second inlet of the second switching valve to output the third pre-control pressure P3. The second switching valve is configured to switch between its first inlet and second inlet to select a second pre-control pressure P2 or a third pre-control pressure P3, and the outlet of the second switching valve is connected to the second inlet of the first bidirectional valve. The outlet of the first two-way valve is connected to the control port of the second relay valve so that the pressure of the first inlet and the second inlet of the first two-way valve is selected as the fourth pre-control pressure P4 and output to the control port of the second relay valve. The inlet of the second relay valve is connected to the main air supply, and its outlet is connected to the second inlet of the third two-way valve, so as to output the amplified fourth pre-control pressure as the first brake cylinder pressure PB1 to the second inlet of the third two-way valve. The outlet of the third two-way valve is connected to the brake cylinder to select the greater pressure between the first and second inlets of the third two-way valve as the second brake cylinder pressure PB2 output to the brake cylinder for braking.

2. The locomotive braking control system according to claim 1, characterized in that, The brake cylinder control module also includes a second two-way valve, a pressure reducing valve, and an emergency pressure boosting valve; wherein... The outlet of the first two-way valve is connected to the first inlet of the second two-way valve so that the pressure at the first inlet and the second inlet of the first two-way valve is selected as the fourth pre-control pressure P4 and output to the first inlet of the second two-way valve. The inlet of the pressure reducing valve is connected to the main air supply, and the outlet of the pressure reducing valve is connected to the inlet of the emergency booster valve; the outlet of the emergency booster valve outputs a fifth pre-control pressure P5 to the second inlet of the second two-way valve; the control port of the emergency booster valve is connected to the train pipe to provide a control air source for opening or closing the emergency booster valve. The outlet of the second two-way valve is connected to the control port of the second relay valve, so that the larger pressure between the first inlet and the second inlet of the second two-way valve is selected as the sixth pre-control pressure P6 and output to the control port of the second relay valve.

3. The locomotive braking control system according to claim 2, characterized in that, The mechanical three-way valve is a regulating type three-way valve; the second inlet of the mechanical three-way valve is connected to the working air cylinder, and the train pipe and the working air cylinder achieve dynamic balance when the pressure of the train pipe changes.

4. The locomotive braking control system according to any one of claims 1-3, characterized in that, The second switching valve is a mechanical switching valve with a control port; when there is an air source at its control port, it connects to the second pre-control pressure P2; when there is no air source at its control port, it switches to connect to the third pre-control pressure P3.

5. The locomotive braking control system according to any one of claims 1-3, characterized in that, The brake cylinder control module is equipped with an electrically controlled valve for controlling the second switching valve to switch between the second pre-control pressure P2 and the third pre-control pressure P3; wherein the inlet of the electrically controlled valve is connected to the main air supply, and its outlet is connected to the control port of the second switching valve; wherein the electrically controlled valve is configured to: when energized, connect the control ports of the main air supply and the second switching valve so that the second switching valve is connected to the second pre-control pressure P2; when de-energized, disconnect the control ports of the main air supply and the second switching valve so that the second switching valve is connected to the third pre-control pressure P3.

6. The locomotive braking control system according to any one of claims 1-3, characterized in that, The pipeline containing the first pre-control pressure P1 is equipped with a first pre-control air cylinder, which can store compressed air to provide an air source for the first pre-control pressure P1.

7. The locomotive braking control system according to claim 2 or 3, characterized in that, A second pre-control air cylinder is installed on the pipeline where the sixth pre-control pressure P6 is located. It is used to store compressed air to provide an air source for the sixth pre-control pressure P6.

8. The locomotive braking control system according to any one of claims 1-3, characterized in that, The pipeline containing the third pre-control pressure P3 is equipped with an air cylinder for storing compressed air to provide an air source for the third pre-control pressure P3.

9. A locomotive braking control method, characterized in that, The locomotive braking control system according to any one of claims 1-8, wherein the method includes at least one of the following three states: (1) Normal working status: In the averaging tube control module: The first inflation solenoid valve and the first deflation solenoid valve control the pressure of the input total air to the required first pre-control pressure P1 through inflation and deflation actions, which acts on the control port of the first relay valve. The total air is input at the inlet of the first relay valve. After flow amplification, the average pipe pressure PA is output at the outlet of the first relay valve. The first branch of the average pipe pressure PA1 reaches the first inlet of the first bidirectional valve of the brake cylinder control module. When the first switching valve is closed, it does not provide average pipe pressure to the first inlet of the third two-way valve via the second branch PA2. In the brake cylinder control module: The second inflation solenoid valve and the second deflation solenoid valve control the output of the total input air pressure to the required second pre-control pressure P2 through inflation and deflation actions. The main airflow reaches the control port of the second switching valve, causing the second pre-controlled pressure P2 to enter the second switching valve and reach the second inlet of the first bidirectional valve; The first bidirectional valve takes the larger of the first branch PA1 of the average pipe pressure and the second pre-control pressure P2, and outputs the fourth pre-control pressure P4, which acts on the control port of the second relay valve; the inlet of the second relay valve receives the total air, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third bidirectional valve. The third bidirectional valve outputs the pressure PB1 of the first brake cylinder as the pressure PB2 of the second brake cylinder, which then reaches the brake cylinder to achieve braking. (2) Brake cylinder control module fault status In the averaging tube control module: The first inflation solenoid valve and the first deflation solenoid valve control the pressure of the input total air to the required first pre-control pressure P1 through inflation and deflation actions, and act on the control port of the first relay valve. The total air is input into the inlet of the first relay valve. After flow amplification, the average pipe pressure PA is output from the outlet of the first relay valve. The first branch of the average pipe pressure PA1 reaches the first inlet of the first bidirectional valve of the brake cylinder control module. When the first switching valve is closed, it cannot provide average pipe pressure to the first inlet of the third two-way valve via the second branch PA2. In the brake cylinder control module: The brake cylinder control module is unable to output the second pre-control pressure P2 normally; When no air source reaches the control port of the second switching valve, the second switching valve switches to the mechanical three-way valve. The mechanical three-way valve generates a third pre-control pressure P3 according to the pressure change of the train pipe and outputs it to the second inlet of the first bidirectional valve. The first two-way valve takes the larger of the first branch PA1 of the average pipe pressure and the third pre-control pressure P3, and outputs the fourth pre-control pressure P4, which acts on the control port of the second relay valve; the inlet of the second relay valve receives the total air, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third two-way valve. The third bidirectional valve outputs the pressure PB1 of the first brake cylinder as the pressure PB2 of the second brake cylinder, which then reaches the brake cylinder to achieve braking. (3) Fault status of the second relay valve In the averaging tube control module: The first inflation solenoid valve and the first deflation solenoid valve control the pressure of the input total air to the required first pre-control pressure P1 through inflation and deflation actions, and act on the control port of the first relay valve. The total air is input into the inlet of the first relay valve, and after flow amplification, the average pipe pressure PA is output from the outlet of the first relay valve. The first branch of the average pipe pressure PA1 reaches the first inlet of the first bidirectional valve of the brake cylinder control module. When the first switching valve is in the open state, it provides the second branch of the average pipe pressure PA2 to the first inlet of the third bidirectional valve. In the brake cylinder control module: When the second relay valve malfunctions, the pressure PB1 of the first brake cylinder cannot be effectively output. At this time, the third bidirectional valve outputs the second branch PA2 of the average pipe pressure as the pressure PB2 of the second brake cylinder, which then reaches the brake cylinder to achieve braking.

10. The locomotive braking control method according to claim 9, characterized in that, When the brake cylinder control module has a second two-way valve, a pressure reducing valve, and an emergency pressure boosting valve: For (1) normal working state: The first bidirectional valve takes the larger of the first branch PA1 of the average pipe pressure and the second pre-control pressure P2, and outputs the fourth pre-control pressure P4 to the first inlet of the second bidirectional valve. When the pressure in the train pipe drops to the threshold, the emergency booster valve opens, outputting the fifth pre-control pressure P5 to the second inlet of the second two-way valve; the second two-way valve takes the larger of the fourth pre-control pressure P4 and the fifth pre-control pressure P5, outputting the sixth pre-control pressure P6, which acts on the control port of the second relay valve; the inlet of the second relay valve receives the total air, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third two-way valve; When the pressure in the train pipe exceeds the threshold, the emergency booster valve closes. At this time, the second bidirectional valve only receives the fourth pre-control pressure P4 and outputs the sixth pre-control pressure P6, which acts on the control port of the second relay valve. The inlet of the second relay valve receives the total air, which is amplified and then outputs the first brake cylinder pressure PB1 to the second inlet of the third bidirectional valve. Regarding (2) the fault status of the brake cylinder control module: The first two-way valve takes the larger of the first branch PA1 of the average pipe pressure and the third pre-control pressure P3, and outputs the fourth pre-control pressure P4 to the first inlet of the second two-way valve. When the pressure in the train pipe drops to the threshold, the emergency booster valve opens, outputting the fifth pre-control pressure P5 to the second inlet of the second two-way valve; the second two-way valve takes the larger of the fourth pre-control pressure P4 and the fifth pre-control pressure P5, outputting the sixth pre-control pressure P6, which acts on the control port of the second relay valve; the inlet of the second relay valve receives the total air, and after flow amplification, the outlet of the second relay valve outputs the first brake cylinder pressure PB1 to the second inlet of the third two-way valve; When the pressure in the train pipe exceeds the threshold, the emergency booster valve closes. At this time, the second bidirectional valve only receives the fourth pre-control pressure P4 and outputs the sixth pre-control pressure P6, which acts on the control port of the second relay valve. The inlet of the second relay valve receives the total air, which is amplified and then outputs the first brake cylinder pressure PB1 to the second inlet of the third bidirectional valve.

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