A brake control method and system based on fusion control

Abstract

The application relates to a brake control method and system of fusion control. The method comprises the following steps: splitting and re-planning the functions of a brake control unit, fusing a digital input and output circuit, a train network communication circuit, a speed acquisition and self-checking circuit, a real-time clock circuit, a data storage circuit and brake control software into a fusion control system, and uniformly planning resources by the fusion control system; an electromagnetic valve driving output and feedback circuit, an anti-skid hardware protection circuit, a vehicle network communication circuit, a power supply circuit and an electromagnetic valve, an air valve, a pressure switch and a pressure sensor are combined into a new brake execution unit, the new brake execution unit is a valve integrated module; and the brake of a vehicle is controlled according to the fusion control system through one valve integrated module corresponding to one bogie. The application can avoid repeated signal acquisition of brake, traction, network and other systems, can integrally reduce signal transmission delay, and can improve brake performance and train speed following precision.

Description

Technical Field

[0001] This application relates to the field of railcars, and in particular to a braking control method and system based on fusion control. Background Technology

[0002] Existing braking control systems, traction control systems, and network control systems each have independent controllers / units, and each system has an independent train / vehicle bus communication module, which are connected to the train / vehicle bus for data exchange. There is a data delay. For example, when the braking control system receives a braking-related command and performs electro-pneumatic hybrid braking, the braking control system sends an electric braking request to the train control system through the train / vehicle network. The train control system forwards the electric braking request to the traction control system. The traction control system receives the request, determines whether to execute electric braking, and feeds back the actual applied electric braking force to the train control system. The train control system then forwards the actual applied electric braking force to the braking control system.

[0003] However, the various systems / components may be supplied by different manufacturers, and inconsistencies in the coordination of control strategies among these manufacturers, such as the coordination of electric brake disengagement and air brake intervention, lead to deficiencies in train control efficiency and performance in many aspects. Each control system independently collects external hard-wired signals from the train / vehicle, such as traction, braking, emergency braking, level, and zero speed, resulting in redundant signal acquisition and wasted resources. This process requires multiple network forwardings, and data transmission delays affect braking response. Consequently, this causes vehicle jerking during longitudinal control processes such as starting, stopping, acceleration, and deceleration, impacting passenger comfort, reducing train response speed, and leading to low operational efficiency. Summary of the Invention

[0004] Therefore, it is necessary to provide a braking control method and system based on fusion control to address the aforementioned technical problems.

[0005] In a first aspect, embodiments of the present invention provide a braking control method based on fusion control, the method comprising:

[0006] The functions of the brake control unit are split and redesigned, and the digital input / output circuit, train network communication circuit, speed acquisition and self-test circuit, real-time clock circuit, data storage circuit and brake control software are integrated into the fusion control system, and the fusion control system performs unified resource planning.

[0007] A new braking actuator unit is formed by combining the solenoid valve drive output and feedback circuit, the anti-slip hardware protection circuit, the vehicle network communication circuit, the power supply circuit, the solenoid valve, the pneumatic valve, the pressure switch, and the pressure sensor. The new braking actuator unit is a valve integrated module.

[0008] One valve integration module corresponds to one bogie. The valve integration module executes the braking command sent by the fusion control system, and feeds back the collected pressure signal value and the functional status of the valve integration module to the fusion control system, which then regulates the vehicle's braking.

[0009] Furthermore, the functions of the braking control unit are decomposed and reorganized, integrating the digital input / output circuit, train network communication circuit, speed acquisition and self-test circuit, real-time clock circuit, data storage circuit, and braking control software into the fusion control system. The fusion control system then performs unified resource planning, including:

[0010] Based on the wheel anti-skid control function of the brake, the brake anti-skid control and the train speed following accuracy are uniformly controlled;

[0011] The braking-related signals of the unified control system are integrated into the braking control process of the fusion control system in the form of plug-ins, single boards, or functional modules.

[0012] Furthermore, the unified control of braking anti-skid control and train speed following accuracy based on the wheel anti-skid control function includes:

[0013] The train-level and vehicle-level braking and management are handled by the integrated control system, which includes electro-pneumatic hybrid control, emergency braking, service braking, rapid braking, holding braking, and braking force calculation and distribution.

[0014] The speed signal values ​​of each wheel axle speed sensor are collected by the fusion control system, and the speed signal values ​​are determined according to control requirements and safety and integrity requirements;

[0015] Each wheel axle speed sensor is selected as a single-channel or dual-channel speed sensor for braking anti-skid control and train speed following accuracy control. The wheel anti-skid control function of braking is handled by the fusion control system.

[0016] Furthermore, the valve integration module and the fusion control system communicate via dual redundant CAN, Echelon, or RS485 communication lines to receive and transmit braking signals, thus completing data exchange; the solenoid valves include an emergency solenoid valve, a brake application solenoid valve, a brake release solenoid valve, an anti-slip related solenoid valve, and a forced release solenoid valve.

[0017] Furthermore, the unified resource planning by the fusion control system also includes: unified planning of vehicle braking data recording and fault logs by the fusion control system, and unified organization of data generated during the braking process.

[0018] On the other hand, embodiments of the present invention also provide a braking control system based on fusion control, comprising:

[0019] The unified resource planning module is used to decompose and replan the functions of the brake control unit, integrate the digital input / output circuit, train network communication circuit, speed acquisition and self-test circuit, real-time clock circuit, data storage circuit and brake control software into the fusion control system, and perform unified resource planning by the fusion control system.

[0020] The hardware circuit integration module is used to combine the solenoid valve drive output and feedback circuit, anti-slip hardware protection circuit, vehicle network communication circuit, power supply circuit, solenoid valve, pneumatic valve, pressure switch, and pressure sensor to form a new braking execution unit. The new braking execution unit is a valve integration module.

[0021] The braking execution module is used to correspond to one bogie through a valve integration module. The valve integration module executes the braking command sent by the fusion control system, and feeds back the collected pressure signal value and the functional status of the valve integration module to the fusion control system, which then regulates the vehicle's braking.

[0022] Furthermore, the unified resource planning module includes a signal planning unit, which is used for:

[0023] Based on the wheel anti-skid control function of the brake, the brake anti-skid control and the train speed following accuracy are uniformly controlled;

[0024] The braking-related signals of the unified control system are integrated into the braking control process of the fusion control system in the form of plug-ins, single boards, or functional modules.

[0025] Furthermore, the signal planning unit is also used for:

[0026] The train-level and vehicle-level braking and management are handled by the integrated control system, which includes electro-pneumatic hybrid control, emergency braking, service braking, rapid braking, holding braking, and braking force calculation and distribution.

[0027] The speed signal values ​​of each wheel axle speed sensor are collected by the fusion control system, and the speed signal values ​​are determined according to control requirements and safety and integrity requirements;

[0028] Each wheel axle speed sensor is selected as a single-channel or dual-channel speed sensor for braking anti-skid control and train speed following accuracy control. The wheel anti-skid control function of braking is handled by the fusion control system.

[0029] Furthermore, the valve integration module and the fusion control system communicate via dual redundant CAN, Echelon, or RS485 communication lines to receive and transmit braking signals, thus completing data exchange; the solenoid valves include an emergency solenoid valve, a brake application solenoid valve, a brake release solenoid valve, an anti-slip related solenoid valve, and a forced release solenoid valve.

[0030] Furthermore, the unified resource planning module also includes a data recording unit, which is used to record vehicle braking data and fault logs in a unified manner by the fusion control system, and to organize the data generated during the braking process in a unified manner.

[0031] The above-mentioned braking control method and system based on fusion control includes: decomposing and replanning the functions of the braking control unit; integrating digital input / output circuits, train network communication circuits, speed acquisition and self-test circuits, real-time clock circuits, data storage circuits, and braking control software into a fusion control system, with unified resource planning by the fusion control system; forming a new braking execution unit by combining solenoid valve drive output and feedback circuits, anti-skid hardware protection circuits, vehicle network communication circuits, power supply circuits, solenoid valves, pneumatic valves, pressure switches, and pressure sensors, wherein the new braking execution unit is a valve integrated module; one valve integrated module corresponds to one bogie, the valve integrated module executes the braking command sent by the fusion control system, and feeds back the acquired pressure signal value and the functional status of the valve integrated module to the fusion control system, which then regulates the vehicle's braking. This invention avoids the repeated acquisition of the same signal by braking, traction, and network systems, avoiding resource waste such as redundant data storage; it can comprehensively improve the anti-skid performance of electric braking and air braking, as well as the train speed following accuracy. It avoids and reduces the delay caused by data interaction between systems, improving braking response and overall train control response performance. The valve integration module has no master / slave distinction, ensuring high interchangeability. This braking process offers fast and accurate braking response, more comfortable start-stop, and more energy-efficient vehicle control. Furthermore, the deeply integrated braking control strategy results in superior braking methods and more precise braking control. Attached Figure Description

[0032] Figure 1 This is a flowchart illustrating a braking control method based on fusion control in one embodiment;

[0033] Figure 2 This is a flowchart illustrating the fusion of braking-related signals in one embodiment;

[0034] Figure 3 This is a flowchart illustrating the unified planning of braking control in one embodiment;

[0035] Figure 4This is a block diagram of a braking control system based on fusion control in one embodiment. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0037] In one embodiment, such as Figure 1 As shown, a braking control method based on fusion control is provided, the method comprising:

[0038] Step 101: The functions of the brake control unit are split and replanned. The digital input / output circuit, train network communication circuit, speed acquisition and self-test circuit, real-time clock circuit, data storage circuit and brake control software are integrated into the fusion control system, and the fusion control system performs unified resource planning.

[0039] Step 102: The solenoid valve drive output and feedback circuit, anti-slip hardware protection circuit, vehicle network communication circuit, power supply circuit, solenoid valve, pneumatic valve, pressure switch, and pressure sensor are combined to form a new braking execution unit, which is a valve integrated module.

[0040] Step 103: One valve integration module corresponds to one bogie. The valve integration module executes the braking command sent by the fusion control system, and feeds back the collected pressure signal value and the functional status of the valve integration module to the fusion control system. The fusion control system then regulates the vehicle's braking.

[0041] Specifically, this embodiment decomposes and re-plans the relevant functions in the braking control process, creating two integrated functional modules: a fusion control system and a valve integration module. The fusion control module integrates hardware circuits such as digital input / output circuits, train network communication circuits, speed acquisition and self-test circuits, real-time clock and data storage circuits, along with related braking control software, into a unified resource planning process. The valve integration module, along with hardware circuits such as solenoid valve drive output and feedback circuits, anti-skid hardware protection circuits, vehicle network communication (communication with relevant control units of the current vehicle during fusion control), and power supply circuits, forms a new braking execution unit. The valve integration module does not perform braking control; instead, it executes braking-related commands sent by the fusion control system and feeds back the acquired pressure signal values ​​and the status of each functional block in the integration module to the fusion control system. This embodiment avoids the repeated acquisition of the same signals by braking, traction, and network systems, preventing resource waste such as redundant data storage. Through unified braking planning, it improves the overall anti-skid performance of electric and air braking, as well as train speed following accuracy; it avoids and reduces delays caused by data interaction between systems, improving braking response and overall train control response performance. The valve integration module has no master-slave distinction and is highly interchangeable. In addition, the braking control process is deeply integrated, resulting in a superior braking method and more precise braking control.

[0042] In one embodiment, such as Figure 2 As shown, the process for fusing braking-related signals includes the following steps:

[0043] Step 201: Based on the wheel anti-skid control function of the brake, uniformly control the brake anti-skid control and the train speed following accuracy;

[0044] Step 202: Integrate the brake-related signals of the unified control system into the brake control process of the fusion control system in the form of plug-ins, single boards, or functional modules.

[0045] In one embodiment, such as Figure 3 As shown, the process for unified planning of braking control includes:

[0046] Step 301: The train-level and vehicle-level braking and management are handled by the fusion control system, which includes electro-pneumatic hybrid control, emergency braking, service braking, rapid braking, holding braking, and braking force calculation and distribution.

[0047] Step 302: The speed signal values ​​of each wheel axle speed sensor are collected by the fusion control system, and the speed signal values ​​are determined according to control requirements and safety and integrity requirements;

[0048] Step 303: Select a single-channel or dual-channel speed sensor for each wheel axle speed sensor for braking anti-skid control and train speed following accuracy control. The wheel anti-skid control function of braking is handled by the fusion control system.

[0049] Specifically, the integrated control process handles train-level and vehicle-level braking and management (electro-pneumatic hybrid control, emergency braking, service braking, rapid braking, holding braking, braking force calculation and distribution, etc.), which avoids or reduces delays caused by data interaction between systems, thereby improving braking response and overall train control response performance. The speed signal values ​​from each wheel axle speed sensor are acquired by the integrated control process (single-channel or dual-channel speed sensors can be selected according to control and safety integrity requirements) for brake anti-slip control and train speed following accuracy control (the integrated control process handles braking-related wheel anti-slip control functions). Braking-related data recording and fault logs are also uniformly planned by the integrated control process.

[0050] In one embodiment, the valve integration module and the fusion control system communicate via dual redundant CAN, Eschelon, or RS485 communication lines to receive and transmit braking signals, thus completing data exchange; the solenoid valve includes an emergency solenoid valve, a brake application solenoid valve, a brake release solenoid valve, an anti-slip related solenoid valve, and a forced release solenoid valve.

[0051] In one embodiment, the unified resource planning by the fusion control system further includes: unified planning of vehicle braking data recording and fault logs by the fusion control system, and unified organization of data generated during the braking process.

[0052] Specifically, each valve integration module is identical, with no master / slave distinction between them (improved interchangeability). Because the valve integration modules are installed under the bogie, this invention allows for a smaller installation space compared to the braking control process. Valve integration modules can be supplied by different manufacturers; since they only execute commands and do not control, inconsistencies in control strategies between manufacturers can be avoided. The valve integration modules installed under the vehicle do not perform control; they only execute braking-related commands sent from the fusion control process and perform some functional protections. Their functions are relatively simple, their reliability is high, and their installation space requirements are low. The valve integration modules have no master / slave distinction, resulting in high interchangeability (reducing the number of spare parts).

[0053] It should be understood that although the steps in the flowchart above are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowchart above may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0054] In one embodiment, such as Figure 4 As shown, a braking control system based on fusion control is provided, including:

[0055] The resource planning unified module 401 is used to decompose and replan the functions of the brake control unit, integrate the digital input / output circuit, train network communication circuit, speed acquisition and self-test circuit, real-time clock circuit, data storage circuit and brake control software into the fusion control system, and perform unified resource planning by the fusion control system.

[0056] The hardware circuit integration module 402 is used to integrate the solenoid valve drive output and feedback circuit, the anti-slip hardware protection circuit, the vehicle network communication circuit, the power supply circuit, the solenoid valve, the pneumatic valve, the pressure switch, and the pressure sensor to form a new braking execution unit, which is a valve integration module.

[0057] The braking execution module 403 is used to correspond to one bogie through a valve integration module. The valve integration module executes the braking command sent by the fusion control system, and feeds back the collected pressure signal value and the functional status of the valve integration module to the fusion control system through the fusion control system to regulate the braking of the vehicle.

[0058] In one embodiment, such as Figure 4 As shown, the resource planning unified module 401 includes a signal planning unit 4011, which is used for:

[0059] Based on the wheel anti-skid control function of the brake, the brake anti-skid control and the train speed following accuracy are uniformly controlled;

[0060] The braking-related signals of the unified control system are integrated into the braking control process of the fusion control system in the form of plug-ins, single boards, or functional modules.

[0061] In one embodiment, such as Figure 4 As shown, the signal planning unit 4011 is further configured to:

[0062] The train-level and vehicle-level braking and management are handled by the integrated control system, which includes electro-pneumatic hybrid control, emergency braking, service braking, rapid braking, holding braking, and braking force calculation and distribution.

[0063] The speed signal values ​​of each wheel axle speed sensor are collected by the fusion control system, and the speed signal values ​​are determined according to control requirements and safety and integrity requirements;

[0064] Each wheel axle speed sensor is selected as a single-channel or dual-channel speed sensor for braking anti-skid control and train speed following accuracy control. The wheel anti-skid control function of braking is handled by the fusion control system.

[0065] The vehicle braking data recording and fault log are uniformly planned by the fusion control system, which organizes the data generated during the braking process.

[0066] In one embodiment, the valve integration module and the fusion control system communicate via dual redundant CAN, Eschelon, or RS485 communication lines to receive and transmit braking signals, thus completing data exchange; the solenoid valve includes an emergency solenoid valve, a brake application solenoid valve, a brake release solenoid valve, an anti-slip related solenoid valve, and a forced release solenoid valve.

[0067] The resource planning unified module 401 also includes a data recording unit 4012, which is used to record vehicle braking data and fault logs. The data generated during the braking process is uniformly planned by the fusion control system.

[0068] Specific limitations regarding the braking control system based on fusion control can be found in the limitations of the braking control method based on fusion control mentioned above, and will not be repeated here. Each module in the aforementioned braking control system based on fusion control can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0069] Those skilled in the art will understand that Figure 4 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0070] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods.

[0071] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0072] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A braking control method based on fusion control, characterized in that, The method includes: The functions of the brake control unit are split and redesigned, and the digital input / output circuit, train network communication circuit, speed acquisition and self-test circuit, real-time clock circuit, data storage circuit and brake control software are integrated into the fusion control system, and the fusion control system performs unified resource planning. A new braking actuator unit is formed by combining the solenoid valve drive output and feedback circuit, the anti-slip hardware protection circuit, the vehicle network communication circuit, the power supply circuit, the solenoid valve, the pneumatic valve, the pressure switch, and the pressure sensor. The new braking actuator unit is a valve integrated module. One valve integration module corresponds to one bogie. The valve integration module executes the braking command sent by the fusion control system, and feeds back the collected pressure signal value and the functional status of the valve integration module to the fusion control system. The fusion control system then regulates the vehicle's braking. The process involves splitting and reorganizing the functions of the braking control unit, integrating digital input / output circuits, train network communication circuits, speed acquisition and self-test circuits, real-time clock circuits, data storage circuits, and braking control software into a unified control system. This unified resource planning is then implemented by the integrated control system, including: Based on the wheel anti-skid control function of the brake, the brake anti-skid control and the train speed following accuracy are uniformly controlled; The braking-related signals of the unified control system are integrated into the braking control process of the fusion control system in the form of plug-ins, single boards, or functional modules. The method of uniformly controlling braking anti-skid control and train speed following accuracy based on the wheel anti-skid control function includes: The train-level and vehicle-level braking and management are handled by the integrated control system, which includes electro-pneumatic hybrid control, emergency braking, service braking, rapid braking, holding braking, and braking force calculation and distribution. The speed signal values ​​of each wheel axle speed sensor are collected by the fusion control system, and the speed signal values ​​are determined according to control requirements and safety and integrity requirements; Each wheel axle speed sensor is selected as a single-channel or dual-channel speed sensor for braking anti-skid control and train speed following accuracy control. The wheel anti-skid control function of braking is handled by the fusion control system.

2. The braking control method based on fusion control according to claim 1, characterized in that, The valve integration module and the fusion control system communicate via dual redundant CAN, Echelon, or RS485 communication lines to receive and transmit braking signals, thus completing data exchange. The solenoid valves include an emergency solenoid valve, a brake application solenoid valve, a brake release solenoid valve, an anti-slip related solenoid valve, and a forced release solenoid valve.

3. The braking control method based on fusion control according to claim 1, characterized in that, The unified resource planning by the fusion control system also includes: unified planning of vehicle braking data recording and fault logs by the fusion control system, and unified organization of data generated during the braking process.

4. A braking control system based on fusion control, characterized in that, include: The unified resource planning module is used to decompose and replan the functions of the brake control unit, integrate the digital input / output circuit, train network communication circuit, speed acquisition and self-test circuit, real-time clock circuit, data storage circuit and brake control software into the fusion control system, and perform unified resource planning by the fusion control system. The hardware circuit integration module is used to combine the solenoid valve drive output and feedback circuit, anti-slip hardware protection circuit, vehicle network communication circuit, power supply circuit, solenoid valve, pneumatic valve, pressure switch, and pressure sensor to form a new braking execution unit. The new braking execution unit is a valve integration module. The braking execution module is used to correspond to one bogie through one valve integration module. The valve integration module executes the braking command sent by the fusion control system, and feeds back the collected pressure signal value and the functional status of the valve integration module to the fusion control system through the fusion control system to regulate the vehicle's braking. The unified resource planning module includes a signal planning unit, which is used for: Based on the wheel anti-skid control function of the brake, the brake anti-skid control and the train speed following accuracy are uniformly controlled; The braking-related signals of the unified control system are integrated into the braking control process of the fusion control system in the form of plug-ins, single boards, or functional modules. The signal planning unit is also used for: The train-level and vehicle-level braking and management are handled by the integrated control system, which includes electro-pneumatic hybrid control, emergency braking, service braking, rapid braking, holding braking, and braking force calculation and distribution. The speed signal values ​​of each wheel axle speed sensor are collected by the fusion control system, and the speed signal values ​​are determined according to control requirements and safety and integrity requirements; Each wheel axle speed sensor is selected as a single-channel or dual-channel speed sensor for braking anti-skid control and train speed following accuracy control. The wheel anti-skid control function of braking is handled by the fusion control system.

5. The braking control system based on fusion control according to claim 4, characterized in that, The valve integration module and the fusion control system communicate via dual redundant CAN, Echelon, or RS485 communication lines to receive and transmit braking signals, thus completing data exchange. The solenoid valves include an emergency solenoid valve, a brake application solenoid valve, a brake release solenoid valve, an anti-slip related solenoid valve, and a forced release solenoid valve.

6. The braking control system based on fusion control according to claim 4, characterized in that, The unified resource planning module also includes a data recording unit, which is used to record vehicle braking data and fault logs. The data generated during the braking process is uniformly organized by the fusion control system.

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