An electro-pneumatic braking system, device and control method for a power-concentrated multiple unit train

Abstract

The present invention discloses an electro-pneumatic brake system for a power-centralized EMU, and its device and control method, including: a switching air-controlled valve; a main and auxiliary valve connected to a train pipe, an auxiliary air cylinder, and an air inlet b of the switching air-controlled valve; an electromagnetic switching valve connected to a pilot port a of the switching air-controlled valve, a point between the main and auxiliary valves and the auxiliary air cylinder; a pressure-regulating valve group connected to an air inlet c of the switching air-controlled valve, a point between the main and auxiliary valves and the auxiliary air cylinder; a relay valve connected to a point between the main and auxiliary valves and the auxiliary air cylinder, and a brake cylinder; an air-controlled shut-off valve connected to a train pipe, a second air outlet of the main and auxiliary valves; and a two-way valve connected to an air outlet g of the air-controlled shut-off valve, an air outlet d of the switching air-controlled valve, and a pre-control pressure input port of the relay valve. Compared with the prior art, the present invention has the advantages of being able to quickly switch between electro-pneumatic brake control and automatic air brake control according to the situation, while also taking into account emergency brake control, thereby ensuring the safety and reliability of the entire brake control.

Description

Technical Field

[0001] The present invention belongs to the field of rail vehicles, and in particular relates to an electro-pneumatic braking system for a power-centralized EMU, a device thereof, and a control method thereof. Background Art

[0002] At present, the Harmony series, Fuxing series distributed power EMUs and urban rail vehicles all use microcomputer-controlled direct-through electro-pneumatic braking systems, among which the braking control system is mainly composed of an electronic brake control unit EBCU (Electronic Brake Control Unit) and a pneumatic brake control unit PBCU (Pneumatic Brake Control Unit). Under the control of the EBCU, the PBCU generates control pressure corresponding to the braking command to control the basic braking device to generate braking force. The PBCU is mainly composed of inflation and exhaust solenoid valves, emergency brake solenoid valves, empty and loaded vehicle valves, relay valves, pressure sensors and pressure switches.

[0003] For example, Chinese invention patent 202110589734.8 discloses an air brake control unit, brake control device, and method for rail vehicles. However, the applicable vehicle range is distributed power EMUs or urban rail vehicles. Since the load of passengers on and off such vehicles varies greatly, it is necessary to calculate the vehicle weight by using the pressure of the empty springs to adjust the braking force control. However, the empty and weight changes of passenger cars in centralized power EMUs are relatively small, so the reference factors will be different and the control logic will change. Therefore, it is necessary to redesign the corresponding brake control based on the characteristics of the centralized power EMUs. Summary of the Invention

[0004] The details of one or more embodiments of the invention are set forth in the following drawings and description to make other features, objects, and advantages of the application more readily apparent.

[0005] The present invention provides an electro-pneumatic braking system for a power-centralized EMU, a device thereof, and a control method thereof. The electro-pneumatic braking system is redesigned and improved mainly according to the specific conditions of the power-centralized EMU to ensure the accuracy of its braking force control and the safety and stability of the train's travel process.

[0006] The present invention discloses an electro-pneumatic braking system for a power-centralized EMU, comprising:

[0007] Switch the air control valve;

[0008] The main and auxiliary valves have an air inlet connected to the train pipe, a first air outlet connected to the auxiliary air cylinder, and a second air outlet connected to the air inlet b of the switching air control valve;

[0009] An electromagnetic switching valve, the air outlet of which is connected to the pilot port a of the switching air control valve, and the air inlet of which is connected to the area between the main and auxiliary valves and the auxiliary air cylinder;

[0010] A pressure regulating valve group, whose air outlet is connected to the air inlet c of the switching air control valve, and whose air inlet is connected to the area between the main and auxiliary valves and the auxiliary air cylinder;

[0011] A relay valve, the air inlet of which is connected to the position between the main and auxiliary valves and the auxiliary air cylinder, and the air outlet of which is connected to the brake cylinder;

[0012] An air-controlled shut-off valve, whose pilot port e is connected to the train pipe and whose air inlet f is connected to the second air outlet of the main and auxiliary valves;

[0013] A two-way valve, whose first air inlet is connected to the air outlet g of the air-controlled shut-off valve, whose second air inlet is connected to the air outlet d of the switching air-controlled valve, and whose air outlet is connected to the pre-control pressure input port of the relay valve.

[0014] In some embodiments, further comprising:

[0015] a working air cylinder, connected to the third air outlet of the main and auxiliary valves;

[0016] a first buffer cylinder, connected to the second air outlet of the main and auxiliary valves;

[0017] The second buffer cylinder is connected to the second air inlet of the two-way valve and / or the air inlet c of the switching air control valve.

[0018] In some embodiments, further comprising:

[0019] A first air path is located between the air inlet of the relay valve and the main and auxiliary valves and the auxiliary air cylinder;

[0020] a second air path, one end of which is connected to the first air path, and the other end of which is connected to the air inlet of the electromagnetic switching valve and the air inlet of the pressure regulating valve group through the third air path and the fourth air path respectively;

[0021] a filter, disposed on the second gas path;

[0022] The pressure reducing valve is arranged on the fourth gas path.

[0023] In some embodiments, the pressure regulating valve group includes:

[0024] An air charging solenoid valve, the air inlet of which is connected to the main and auxiliary valves and the auxiliary air cylinder;

[0025] an exhaust solenoid valve, the air inlet of which is connected to the air outlet of the inflation solenoid valve, and the air outlet of which is connected to the outside world;

[0026] The air outlet of the charging solenoid valve and the air inlet of the exhaust solenoid valve are connected to the air inlet c of the switching air control valve;

[0027] Throttle valves are provided at the second air outlet of the main and auxiliary valves, the air inlet of the charging solenoid valve, and the air outlet of the exhaust solenoid valve.

[0028] In some embodiments, pressure sensing units are provided at the pilot port e of the air-controlled shut-off valve, the air inlet of the solenoid switching valve, the air inlet b of the switching air-controlled valve, the air inlet c of the switching air-controlled valve, the air outlet d of the switching air-controlled valve, the air outlet of the relay valve, and the air inlet of the pressure regulating valve group.

[0029] In some embodiments, the auxiliary air cylinder is externally connected to a main air duct, and a pressure reducing valve and a one-way valve are provided between the two.

[0030] The present invention also discloses a rail vehicle brake control device, comprising a housing and an electronic brake control unit and a pneumatic brake control unit in the housing, wherein the pneumatic brake control unit adopts an electro-pneumatic brake system of a power-centralized EMU as described in any one of the above embodiments;

[0031] The electronic brake control unit is electrically connected to the electromagnetic switching valve and the pressure regulating valve group in the electro-pneumatic brake system of the power centralized EMU to control the electromagnetic switching valve and the pressure regulating valve group;

[0032] The electronic brake control unit collects status data of each link in the electro-pneumatic brake system of the power-centralized EMU, and performs data self-diagnosis, information storage and control mode switching.

[0033] The present invention also discloses a braking control method, based on the above-mentioned rail vehicle braking control device, comprising:

[0034] The closed-loop control method of electro-pneumatic brake pre-control pressure is as follows: the electronic brake control unit collects the outlet pressure of the pressure regulating valve group, the second outlet pressure of the main and auxiliary valves, the second inlet pressure of the two-way valve, the brake cylinder pressure, the auxiliary air cylinder pressure, and the train pipe pressure, and adjusts and controls the pressure regulating valve group according to the brake pressure target value to achieve closed-loop control of the electro-pneumatic brake pre-control pressure;

[0035] The electro-pneumatic brake control method comprises the following steps: the electronic brake control unit controls the pressure regulating valve group to adjust a target electro-pneumatic brake pre-control pressure, the electromagnetic switching valve is energized, and the electro-pneumatic brake pre-control pressure reaches the pre-control pressure input port of the relay valve through the switching air control valve and the two-way valve. The flow amplification effect of the relay valve generates brake cylinder pressure, applying air braking; simultaneously, the main and auxiliary valves generate automatic air brake pre-control pressure as a hot standby based on the train pipe pressure reduction;

[0036] Automatic air brake control method: the electromagnetic switching valve loses power and disconnects, and the main and auxiliary valves generate automatic air brake pre-control pressure. The automatic air brake pre-control pressure reaches the pre-control pressure input port of the relay valve through the second air outlet of the main and auxiliary valves, the switching air control valve, and the two-way valve. The brake cylinder pressure is generated through the flow amplification effect of the relay valve to apply or release the air brake.

[0037] In some embodiments, the automatic air brake control method further comprises:

[0038] Emergency braking control method: under emergency braking, the train pipe is emptied, the pilot port e of the air-controlled shut-off valve loses pressure, and the main and auxiliary valves generate automatic air brake pre-control pressure according to the decompression amount of the train pipe, and the automatic air brake pre-control pressure reaches one end of the two-way valve through the air-controlled shut-off valve; at the same time, the electromagnetic switching valve is energized, and the electro-pneumatic brake pre-control pressure reaches the other end of the two-way valve through the switching air-controlled valve; the two ends of the two-way valve are compared and the larger one is selected to reach the relay valve, and the brake cylinder pressure is generated through the flow amplification effect of the relay valve.

[0039] The present invention also discloses a rail vehicle, comprising the power-centralized EMU electro-pneumatic braking system as described in any one of the above embodiments, or the rail vehicle braking control device as described in any one of the above embodiments, or the braking control method as described in any one of the above embodiments.

[0040] Compared with the prior art, the present invention has the following beneficial effects:

[0041] 1. The electro-pneumatic braking system of the centralized power EMU has the choice of both electro-pneumatic braking mode and automatic air braking mode. In terms of control principle, the electro-pneumatic braking mode is given priority, and in the event of an electro-pneumatic braking failure, automatic air braking is initiated, thereby improving the safety and reliability of the system. In addition, it also has a corresponding emergency braking mode. During emergency braking, the train pipe pressure is emptied, triggering the air-controlled shut-off valve to generate automatic air brake pre-control pressure, and at the same time controlling the pressure regulating valve group to generate electro-pneumatic brake pre-control pressure, thereby realizing redundant control of the two and ensuring the reliability of emergency braking.

[0042] 2. The rail vehicle brake control system integrates an electronic brake control unit (EBCU) and a pneumatic brake control unit (PCU). This allows the system to respond to train control commands via the train-wide network (Ethernet, LonWorks, or MVB), hardwired, and train pipes, controlling the charging and exhaust of the brake cylinders. Under normal circumstances, electro-pneumatic braking (with a staged release control function) is used for braking and release control, thereby improving the synchronization and consistency of braking action, enhancing handling performance, and reducing braking impulses. Thanks to the EBC, the status of the train pipe, auxiliary air cylinder, brake cylinder, pre-control pressure, and solenoid valves can be monitored and controlled in real time, enabling self-diagnosis, information storage, and fault-driven safety control, enhancing the safety and reliability of the braking system. In the event of an electro-pneumatic brake system failure, automatic air braking can be used as a backup.

[0043] 3. The control logic of the braking control method is simple and the control method is simple and clear. The electro-pneumatic braking control method and the automatic air braking control method can be quickly switched through the electromagnetic switching valve. At the same time, the corresponding emergency braking control method is set. The emergency braking control method takes into account both the electro-pneumatic brake pre-control pressure and the automatic air brake pre-control pressure. The redundant control of the two ensures the reliability of emergency braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The drawings described herein are used to provide further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0045] Figure 1 It is a structural schematic diagram of the electro-pneumatic braking system of the power-centralized EMU of the present invention.

[0046] Figure 2 It is a structural schematic diagram of the brake control module of the present invention.

[0047] Figure 3 This is a schematic structural diagram of the braking system framework of the centralized power EMU of the present invention.

[0048] Figure 4 This is a structural diagram of the braking force management process of the power-centralized EMU braking system of the present invention.

[0049] Description of the drawings: train pipe 1, main and auxiliary valves 2, auxiliary air cylinder 3, first air circuit 4, relay valve 5, brake cylinder 6, second air circuit 7, filter 8, third air circuit 9, fourth air circuit 10, pressure reducing valve 11, solenoid switching valve 12, switching air control valve 13, inflation solenoid valve 14, exhaust solenoid valve 15, throttle valve 16, air-controlled shut-off valve 17, two-way valve 18, fifth air circuit 19, working air cylinder 20, first buffer cylinder 21, second buffer cylinder 22. DETAILED DESCRIPTION

[0050] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is described and illustrated below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention. Based on the embodiments provided by the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work are within the scope of protection of the present invention.

[0051] Obviously, the drawings described below are merely examples or embodiments of the present invention. Those skilled in the art can apply the present invention to other similar scenarios based on these drawings without inventive effort. Furthermore, it is understood that while the effort involved in such a development process may be complex and lengthy, for those skilled in the art related to the disclosure of the present invention, any design, manufacturing, or production changes based on the technical content disclosed in the present invention are merely conventional technical means and should not be construed as an inadequacy of the disclosure of the present invention.

[0052] References to "embodiments" in this disclosure mean that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the disclosure. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described in this disclosure may be combined with other embodiments, unless there is a conflict.

[0053] An electro-pneumatic braking system for a power-centralized train set includes: a switching air-controlled valve 13, a main and auxiliary valve 2, an electromagnetic switching valve 12, a pressure regulating valve group, a relay valve 5, an air-controlled shut-off valve 17, and a two-way valve 18.

[0054] Among them, the air inlet of the main and auxiliary valves 2 is connected to the train pipe 1, the first air outlet of the main and auxiliary valves 2 is connected to the auxiliary air cylinder 3, and the second air outlet of the main and auxiliary valves 2 is connected to the air inlet b of the switching air control valve 13; the air outlet of the electromagnetic switching valve 12 is connected to the pilot port a of the switching air control valve 13, and the air inlet of the electromagnetic switching valve 12 is connected to the part between the main and auxiliary valves 2 and the auxiliary air cylinder 3; the air outlet of the pressure regulating valve group is connected to the air inlet c of the switching air control valve 13, and the air inlet of the pressure regulating valve group is connected to the part between the main and auxiliary valves 2 and the auxiliary air cylinder 3; The air inlet of the relay valve 5 is connected to the main and auxiliary valves 2 and the auxiliary air cylinder 3, and the air outlet of the relay valve 5 is connected to the brake cylinder 6; the pilot port e of the air-controlled shut-off valve 17 is connected to the train pipe 1, and the air inlet f of the air-controlled shut-off valve 17 is connected to the second air outlet of the main and auxiliary valve 2; the first air inlet of the two-way valve 18 is connected to the air outlet g of the air-controlled shut-off valve 17, the second air inlet of the two-way valve 18 is connected to the air outlet d of the switching air-controlled valve 13, and the air outlet of the two-way valve 18 is connected to the pre-control pressure input port of the relay valve 5.

[0055] Furthermore, the pressure regulating valve group includes: an inflation solenoid valve 14 and an exhaust solenoid valve 15; the air inlet of the inflation solenoid valve 14 is connected to the main and auxiliary valves 2 and the auxiliary air cylinder 3; the air inlet of the exhaust solenoid valve 15 is connected to the air outlet of the inflation solenoid valve 14, and the air outlet of the exhaust solenoid valve 15 is connected to the outside world; the air outlet of the inflation solenoid valve 14 and the air inlet of the exhaust solenoid valve 15 are connected to the air inlet c of the switching air control valve 13.

[0056] With the above structure, the train can switch between two control modes: electric-pneumatic braking mode and automatic air braking mode, and has a corresponding emergency braking mode.

[0057] When the train is in normal running state:

[0058] The charging solenoid valve 14 and the solenoid switching valve 12 are de-energized and non-conductive. The pilot port e of the air-controlled shutoff valve 17 is pressurized, and the air inlet f and outlet g of the air-controlled shutoff valve 17 are non-conductive. The pre-compression port of the relay valve 5 is pressure-free, and the air inlet and outlet of the relay valve 5 are non-conductive. The train pipe 1 charges the auxiliary air cylinder 3 through the main and auxiliary valves 2, maintaining the pressure in the auxiliary air cylinder 3.

[0059] When the train is in electro-pneumatic braking mode:

[0060] When the train brakes, the trailer controls the corresponding pressure-regulating valve group based on the braking command transmitted by the train network (specifically, the braking status, braking target value, etc.) to generate electro-pneumatic brake pre-control pressure. Specifically, the compressed air in auxiliary air cylinder 3 is regulated to the target pre-control pressure by controlling the energization and de-energization of charging solenoid valve 14 and exhaust solenoid valve 15. Simultaneously, solenoid switching valve 12 is energized, causing the pilot port a of switching air control valve 13 to sense air pressure, thereby connecting the air inlet c and outlet d of switching air control valve 13. This in turn transmits the regulated target electro-pneumatic brake pre-control pressure to the pre-control pressure input port of relay valve 5, causing auxiliary air cylinder 3 to apply air brake pressure to brake cylinder 6.

[0061] When the train is in automatic air brake mode:

[0062] The electromagnetic switching valve 12 is always in a power-off state;

[0063] The second air outlet of the main auxiliary valve 2 is opened, and the pilot port a of the switching air control valve 13 is pressure-free, so that the air inlet b of the switching air control valve 13 and the air outlet d of the switching air control valve 13 are connected, and then reach the pre-control pressure input port of the relay valve 5, so that the auxiliary air cylinder 3 applies air brake pressure to the brake cylinder 6.

[0064] When the train is in emergency braking mode:

[0065] When the train pipe pressure drops to a certain value (usually the train pipe fixed pressure is 600kPa, and when fully braked, the train pipe pressure reduction is 170kPa), the train pipe is emptied, the pilot port e of the air-controlled shut-off valve 17 is pressure-free, the air inlet f of the air-controlled shut-off valve 17 and the air outlet g of the air-controlled shut-off valve 17 are connected, and the main and auxiliary valves 2 generate automatic air brake pre-control pressure according to the train pipe pressure reduction, and reach one side of the two-way valve 18 (the left side in the figure); at the same time, the solenoid switching valve 12 is energized, and the trailer controls the corresponding pressure regulating valve group to generate electric-pneumatic brake pre-control pressure according to the braking command transmitted by the train network (specifically, the transmission of braking status, braking target value, etc.), and reaches the other side of the two-way valve 18 (the right side in the figure), and after being increased by the two-way valve 18, it reaches the pre-control pressure input port of the relay valve 5, so that the auxiliary air cylinder 3 applies air brake pressure to the brake cylinder 6.

[0066] Through the setting of the above-mentioned pathways, when the network is normal, the synchronization established by the electric-pneumatic brake pre-control is better. When the network communication is abnormal, the emergency brake generated by the automatic air brake pre-control pressure can still be reliably applied, thereby improving the reliability of the application of the emergency brake.

[0067] In some embodiments, further optimization and improvement are made to the air circuit connection and structural setting. Specifically, a working air cylinder 20, a first buffer cylinder 21, and a second buffer cylinder 22 are provided; the working air cylinder 20 is connected to the third air outlet of the main and auxiliary valve 2; the first buffer cylinder 21 is connected to the second air outlet of the main and auxiliary valve 2; the second buffer cylinder 22 is connected to the second air inlet of the two-way valve 18 and / or the air inlet c of the switching air control valve ( Figure 1 Specifically, the second buffer cylinder 22 is connected to the second air inlet of the two-way valve 18. Those skilled in the art can adaptively select and adjust the location of the second buffer cylinder 22 according to specific circumstances. The above structure increases the corresponding air pressure buffer space to improve the stability of the system.

[0068] In some embodiments, the air path connection method between the above components is further optimized and adjusted. Specifically, a first air path 4, a second air path 7, a third air path 9, a fourth air path 10, a filter 8, and a pressure reducing valve 11 are provided. The first air path 4 is located between the air inlet of the relay valve 5 and the main and auxiliary valves 2 and the auxiliary air cylinder 3. One end of the second air path 7 is connected to the first air path 4, and the other end is connected to the air inlet of the electromagnetic switching valve 12 and the air inlet of the pressure regulating valve group through the third air path 9 and the fourth air path 10 respectively. The filter 8 is provided on the second air path 7. The pressure reducing valve 11 is provided on the fourth air path 10.

[0069] The second air outlet of the main and auxiliary valves 2 is connected to the first buffer cylinder 21, the air inlet f of the air-controlled shutoff valve 17, and the air inlet b of the switching air-controlled valve 13 through the fifth air path 19. Throttle valves 16 are provided at the fifth air path 19, the air inlet of the charging solenoid valve 14, and the air outlet of the exhaust solenoid valve 15, respectively, to throttle the air pressure.

[0070] In some embodiments, in order to ensure the pressure node detection of each link, pressure sensing units are provided at the pilot port e of the air-controlled shut-off valve 17, the air inlet of the solenoid switching valve 12, the air inlet b of the switching air-controlled valve 13, the air inlet c of the switching air-controlled valve 13, the air outlet d of the switching air-controlled valve 13, the air outlet of the relay valve 5, and the air inlet of the pressure regulating valve group.

[0071] In some embodiments, the auxiliary air cylinder 3 is externally connected to a main air duct, with a pressure reducing valve and a one-way valve disposed between the two. Air is supplied to the auxiliary air cylinder via the main air duct through the pressure reducing valve and the one-way valve, ensuring a stable and reliable air supply to the auxiliary air cylinder. While maintaining braking capacity, the volume of the auxiliary air cylinder can be appropriately reduced, thereby reducing the space required under the vehicle.

[0072] A rail vehicle brake control device includes a housing and an electronic brake control unit and a pneumatic brake control unit therein, wherein the pneumatic brake control unit adopts an electro-pneumatic brake system for a power-centralized EMU including any one of the above-mentioned embodiments;

[0073] The electronic brake control unit is electrically connected to the electromagnetic switching valve 12 and pressure regulating valve group in the centralized power train's electro-pneumatic braking system to control the electromagnetic switching valve 12 and the pressure regulating valve group. Specifically, the pressure regulating valve group can be the charging solenoid valve 14 and the exhaust solenoid valve 15. The specific configuration can refer to the aforementioned centralized power train's electro-pneumatic braking system.

[0074] The electronic brake control unit (EBCU) and pneumatic brake control unit (PBCU) are integrated into a single brake control module, housed within a cabinet with hinges and tension locks. The integrated modular design of each component facilitates easy inspection and maintenance.

[0075] The rail vehicle brake control unit (EBCU) connects to the vehicle network via a network node called the "Electronic Bus Control Unit" (EBCU). It responds to train control commands via the train-wide network (Ethernet, LonWorks, or MVB), hardwired, and train pipes, controlling the charging and exhaust of the brake cylinders. The EBCU also continuously monitors and diagnoses the signal status of key links and transmits relevant data to the maintenance terminal via CAN communication for real-time storage. It records various brake system status data after power-up, allowing maintenance personnel to read and download this data. The fault time can be quickly located, allowing all brake system data before and after the fault to be located.

[0076] Under normal circumstances, each car can rely on the electro-pneumatic braking mode for braking and relief control. When the electro-pneumatic braking mode fails or is pulled by a locomotive, the automatic air braking mode will take effect.

[0077] The above device can be applied between vehicles. For the specific system architecture, please refer to Figure 3 As shown, during braking, the entire train's braking system utilizes a combined air-electric braking mode to maximize the power capacity of the power car. Braking force management for the EMU's dynamic and air brakes is coordinated by the train control unit in the power car / control car, which coordinates the EBCU of the trailer / control car, the traction control unit (TCU), and the train's central control unit (CCU). Braking force is achieved by operating the automatic brake controller handle. The power car's train control unit manages braking force and sends braking commands via the network. Each trailer car and control car applies electric and air brakes in response to these commands. If the electric and air brakes fail, air brakes are automatically applied. The power car applies dynamic brakes based on the brake controller position and isolates the power car's air brakes. If dynamic brakes fail, the power car's air brakes are automatically applied.

[0078] The principle of braking force distribution is "integrated design of locomotive and passenger car, giving priority to dynamic braking to the greatest extent possible". Under the premise of ensuring the smooth operation of the EMU, the dynamic braking function of the power car is brought into play as much as possible. When the dynamic braking capacity is insufficient, the trailer and control car are used to control the electric pneumatic braking to supplement it. Figure 4 .

[0079] A braking control method, based on the above-mentioned rail vehicle braking control device, includes the following control methods:

[0080] Electro-pneumatic brake pre-control pressure closed-loop control method, refer to Figure 1 and Figure 2 As shown, the electronic brake control unit collects the outlet pressure of the pressure regulating valve group ( Figure 2 Direct electric pneumatic brake pre-pressure in), the second outlet pressure of the main and auxiliary valve 2 ( Figure 2 The distribution valve pre-control pressure in the two-way valve 18 second inlet pressure ( Figure 2 The total pre-control pressure in the brake cylinder, the auxiliary air cylinder pressure, and the train pipe pressure are adjusted and controlled according to the target brake pressure value to achieve closed-loop control of the electro-pneumatic brake pre-control pressure;

[0081] The electro-pneumatic brake control method uses an electronic brake control unit to control the pressure regulating valve group to adjust the target electro-pneumatic brake pre-control pressure. The solenoid switching valve 12 is energized, and the electro-pneumatic brake pre-control pressure reaches the pre-control pressure input port of the relay valve 5 through the switching air control valve 13 and the two-way valve 18. The flow amplification effect of the relay valve 5 generates brake cylinder pressure, applying air braking. At the same time, the main and auxiliary valves 2 generate automatic air brake pre-control pressure as a hot standby based on the train pipe pressure reduction.

[0082] Automatic air brake control method: the solenoid switching valve 12 loses power and disconnects, and the main and auxiliary valves 2 generate automatic air brake pre-control pressure. The automatic air brake pre-control pressure reaches the pre-control pressure input port of the relay valve 5 through the second air outlet of the main and auxiliary valves 2, the switching air control valve 13, and the two-way valve 18. The brake cylinder pressure is generated through the flow amplification effect of the relay valve 5 to apply or release the air brake.

[0083] Furthermore, the automatic air brake control method further includes:

[0084] Emergency braking control method: during emergency braking, the train pipe is emptied, the pilot port e of the air-controlled shut-off valve 17 loses pressure, and the main and auxiliary valves 2 generate automatic air brake pre-control pressure according to the reduced pressure of the train pipe, and the automatic air brake pre-control pressure reaches one end of the two-way valve 18 through the air-controlled shut-off valve 17; at the same time, the electromagnetic switching valve 12 is energized, and the electro-pneumatic brake pre-control pressure reaches the other end of the two-way valve 18 through the switching air-controlled valve 13; the two ends of the two-way valve 18 are compared and the larger one is selected to reach the relay valve 5, and the brake cylinder pressure is generated through the flow amplification effect of the relay valve.

[0085] A rail vehicle comprises the electro-pneumatic braking system of a centralized power train set as described in any one of the above embodiments, or the braking control device of a rail vehicle as described in any one of the above embodiments, or the braking control method as described in any one of the above embodiments.

[0086] By integrating the above systems and devices into the whole vehicle, it has the following advantages:

[0087] 1. Transmitting braking and release commands through the network can ensure the synchronization of reception. The brake cylinder pressure control is accurately and finely adjusted by the electronic brake control unit, with excellent synchronization and consistency, thereby reducing the braking force difference between trains and the longitudinal impulse of smaller trains.

[0088] 2. It can realize perfect stage braking and stage relief functions, which is more conducive to the driver's braking control of the entire train.

[0089] 3. By coordinating with the power car's braking force management unit, train-level braking force management is achieved. By fully utilizing electric braking, the frequency and extent of air braking can be effectively reduced, thereby reducing brake pad and disc wear. When a door-closing car is present, the lost braking force can be shared by other cars, ensuring that the braking force of the entire train remains unchanged.

[0090] 4. Due to the participation of the electronic brake control unit, the status of the train pipe, auxiliary air cylinder, brake cylinder, pre-control pressure, solenoid valve, etc. can be monitored and controlled in real time, thereby realizing self-diagnosis and information storage as well as fault-guided safety control, improving the safety and reliability of the braking system.

[0091] 5. The auxiliary air cylinder of existing vehicles can be effectively utilized to achieve rapid cyclic braking, that is, braking, release, and re-braking processes, without relying on whether the train pipe is filled with air to a constant pressure, which is more conducive to the driver's braking control of the entire train.

[0092] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An electro-pneumatic braking system for a centralized power train, characterized in that: include: Switch the air control valve; The main and auxiliary valves have an air inlet connected to the train pipe, a first air outlet connected to the auxiliary air cylinder, and a second air outlet connected to the air inlet b of the switching air control valve; An electromagnetic switching valve, the air outlet of which is connected to the pilot port a of the switching air control valve, and the air inlet of which is connected to the portion between the main and auxiliary valves and the auxiliary air cylinder; A pressure regulating valve group, whose air outlet is connected to the air inlet c of the switching air control valve, and whose air inlet is connected to the area between the main and auxiliary valves and the auxiliary air cylinder; A relay valve, the air inlet of which is connected to the position between the main and auxiliary valves and the auxiliary air cylinder, and the air outlet of which is connected to the brake cylinder; An air-controlled shut-off valve, whose pilot port e is connected to the train pipe and whose air inlet f is connected to the second air outlet of the main and auxiliary valves; A two-way valve, whose first air inlet is connected to the air outlet g of the air-controlled shut-off valve, whose second air inlet is connected to the air outlet d of the switching air-controlled valve, and whose air outlet is connected to the pre-control pressure input port of the relay valve.

2. The electro-pneumatic braking system for a centralized power train set according to claim 1, characterized in that: Also includes: a working air cylinder, connected to the third air outlet of the main and auxiliary valves; a first buffer cylinder, connected to the second air outlet of the main and auxiliary valves; The second buffer cylinder is connected to the second air inlet of the two-way valve and / or the air inlet c of the switching air control valve.

3. The electro-pneumatic braking system for a centralized power train set according to claim 1, characterized in that: Also includes: A first air path is located between the air inlet of the relay valve and the main and auxiliary valves and the auxiliary air cylinder; a second air path, one end of which is connected to the first air path, and the other end of which is connected to the air inlet of the electromagnetic switching valve and the air inlet of the pressure regulating valve group through the third air path and the fourth air path respectively; a filter, provided on the second gas path; The pressure reducing valve is arranged on the fourth gas path.

4. The electro-pneumatic braking system for a centralized power train set according to claim 1, characterized in that: The pressure regulating valve group includes: An air charging solenoid valve, the air inlet of which is connected to the main and auxiliary valves and the auxiliary air cylinder; an exhaust solenoid valve, the air inlet of which is connected to the air outlet of the inflation solenoid valve, and the air outlet of which is connected to the outside world; The air outlet of the inflation solenoid valve and the air inlet of the exhaust solenoid valve are connected to the air inlet c of the switching air control valve; Throttle valves are provided at the second air outlet of the main and auxiliary valves, the air inlet of the charging solenoid valve, and the air outlet of the exhaust solenoid valve.

5. The electro-pneumatic braking system for a centralized power train set according to claim 1, characterized in that: Pressure sensing units are provided at the pilot port e of the air-controlled shut-off valve, the air inlet of the solenoid switching valve, the air inlet b of the switching air-controlled valve, the air inlet c of the switching air-controlled valve, the air outlet d of the switching air-controlled valve, the air outlet of the relay valve, and the air inlet of the pressure regulating valve group.

6. The electro-pneumatic braking system for a centralized power train set according to claim 1, characterized in that: The auxiliary air cylinder is externally connected to a main air duct, and a pressure reducing valve and a one-way valve are provided between the two.

7. A rail vehicle brake control device, characterized in that: include: The box body and the electronic brake control unit and the pneumatic brake control unit therein; Wherein, the pneumatic brake control unit adopts the electric pneumatic brake system of the power centralized EMU as described in any one of claims 1-6; The electronic brake control unit is electrically connected to the electromagnetic switching valve and the pressure regulating valve group in the electro-pneumatic brake system of the power centralized EMU to control the electromagnetic switching valve and the pressure regulating valve group; The electronic brake control unit collects status data of each link in the electro-pneumatic brake system of the power-centralized EMU, and performs data self-diagnosis, information storage and control mode switching.

8. A braking control method, based on the rail vehicle braking control device according to claim 7, characterized in that: The control mode switching method includes: The closed-loop control method of electro-pneumatic brake pre-control pressure is as follows: the electronic brake control unit collects the outlet pressure of the pressure regulating valve group, the second outlet pressure of the main and auxiliary valves, the second inlet pressure of the two-way valve, the brake cylinder pressure, the auxiliary air cylinder pressure, and the train pipe pressure, and adjusts and controls the pressure regulating valve group according to the brake pressure target value to achieve closed-loop control of the electro-pneumatic brake pre-control pressure; The electro-pneumatic brake control method comprises the following steps: the electronic brake control unit controls the pressure regulating valve group to adjust a target electro-pneumatic brake pre-control pressure, the electromagnetic switching valve is energized, and the electro-pneumatic brake pre-control pressure reaches the pre-control pressure input port of the relay valve through the switching air control valve and the two-way valve. The flow amplification effect of the relay valve generates brake cylinder pressure, applying air braking; simultaneously, the main and auxiliary valves generate automatic air brake pre-control pressure as a hot standby based on the train pipe pressure reduction; Automatic air brake control method: the electromagnetic switching valve loses power and disconnects, and the main and auxiliary valves generate automatic air brake pre-control pressure. The automatic air brake pre-control pressure reaches the pre-control pressure input port of the relay valve through the second air outlet of the main and auxiliary valves, the switching air control valve, and the two-way valve. The brake cylinder pressure is generated through the flow amplification effect of the relay valve to apply or release the air brake.

9. The braking control method according to claim 8, characterized in that: The automatic air brake control method further includes: Emergency braking control method: under emergency braking, the train pipe is emptied, the pilot port e of the air-controlled shut-off valve loses pressure, and the main and auxiliary valves generate automatic air brake pre-control pressure according to the decompression amount of the train pipe, and the automatic air brake pre-control pressure reaches one end of the two-way valve through the air-controlled shut-off valve; at the same time, the electromagnetic switching valve is energized, and the electro-pneumatic brake pre-control pressure reaches the other end of the two-way valve through the switching air-controlled valve; the two ends of the two-way valve are compared and the larger one is selected to reach the relay valve, and the brake cylinder pressure is generated through the flow amplification effect of the relay valve.

10. A rail vehicle, characterized in that: It comprises the power-centralized EMU electro-pneumatic braking system as described in any one of claims 1-6, or the rail vehicle braking control device as described in claim 7, or the braking control method as described in any one of claims 8-9.

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