A braking control system for automatic driving based on a brake and its railcar

Abstract

This invention relates to the fields of autonomous driving and electronic braking technology, specifically to a braking control system for autonomous driving based on a brake and its railcar. The braking control system includes an electronic control unit (ECU), an air control unit, an air brake system status monitoring unit, and an emergency braking control unit. The ECU receives braking commands input from the autonomous driving system, processes them, and outputs braking, release, and pressure holding signals. It also receives braking system status signals from the air brake system status monitoring unit and feeds back the execution status of the braking commands to the autonomous driving system. The air control unit executes the braking commands output by the ECU, achieving stepless adjustment of the brake cylinder pressure and feeding back the brake cylinder pressure signal to the ECU. The air brake system status monitoring unit monitors the pressure of each pipeline in the braking system in real time and feeds back the detected pressure signals to the ECU.

Description

Technical Field

[0001] This invention relates to the fields of autonomous driving and electric braking technology, and in particular to a braking control system for autonomous driving based on a brake and its railcar. Background Technology

[0002] Most rail engineering vehicles are equipped with JZ-7 type air brakes. In recent years, steel companies and local railways have raised demands for information technology, intelligentization, and automatic driving capabilities for rail engineering vehicles, and these demands have been increasing year by year. Steel companies, in particular, have a strong desire to upgrade existing rail engineering vehicles and traction locomotives with automatic driving functions to improve operational efficiency and reduce labor costs. However, existing rail engineering vehicles and traction locomotives are equipped with JZ-7 type air brakes, which are purely mechanical products and lack information technology, intelligentization, and automatic driving braking control functions.

[0003] Therefore, while keeping the configuration and control principle of the JZ-7 air brake unchanged, it is necessary to develop a braking control system for automatic driving that can be used in conjunction with the JZ-7 air brake, so as to meet the requirements of automatic driving control for rail engineering vehicles. Summary of the Invention

[0004] In order to solve the technical problems existing in the prior art, the present invention provides a braking control system for automatic driving based on a brake and a railcar thereof.

[0005] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0006] In a first aspect, in one embodiment of the present invention, a braking control system for automatic driving based on a brake is provided, the braking control system comprising: an electronic control unit, an air control unit, an air brake system status monitoring unit, and an emergency braking control unit;

[0007] The electronic control unit is used to receive braking commands input from the autonomous driving system, process them, output braking, release, and pressure holding signals, and receive braking system status signals fed back by the air brake system status monitoring unit. It also feeds back the execution status of the braking commands to the autonomous driving system, performs system self-checks on the braking system, monitors the system status in real time, and performs fault diagnosis. Based on the braking system status, it implements corresponding braking operations.

[0008] The air control unit is used to execute the braking command output by the electronic control unit, realize stepless adjustment of the brake cylinder pressure, and feed back the brake cylinder pressure signal to the electronic control unit;

[0009] The air brake system status monitoring unit is used to detect the pressure of each pipeline in the brake system in real time and feed back the detected pressure signal to the electronic control unit;

[0010] The emergency braking control unit is used to execute the emergency braking command issued by the electronic control unit, and at the same time cut off the make-up air passage of the main air supply to the train pipe.

[0011] As a further embodiment of the present invention, the electronic control unit includes a logic control unit, an automatic driving signal I / O port, a braking control signal output interface, and a braking system status signal input interface disposed on the logic control unit.

[0012] As a further embodiment of the present invention, the air control unit includes an isolation valve one, a pressure regulating valve, a braking solenoid valve, a release solenoid valve, a buffer cylinder, a pressure transmitter two, a pressure transmitter three, and a switching valve; the input interface of the isolation valve one is connected to the main air duct; the output interface of the isolation valve one is connected to the input interface of the pressure regulating valve; the output interface of the pressure regulating valve is connected to the first interface of the braking solenoid valve, the second interface of the braking solenoid valve is connected to the first interface of the release solenoid valve, the second interface of the release solenoid valve is connected to the first interface of the second blockage valve; the third interface of the braking solenoid valve is connected to the first interface of the first blockage valve, the second interface of the first blockage valve is connected to the input port of the buffer cylinder and the first interface of the second isolation valve, the second interface of the second isolation valve is connected to the first interface of the switching valve, the second interface of the switching valve is connected to the inlet of the JZ-7 type air brake system's independent action pipe; the third interface of the switching valve is connected to the outlet of the JZ-7 type air brake system's independent action pipe; wherein, a pressure transmitter for pressure measurement is provided on the input interface of the isolation valve one.

[0013] As a further embodiment of the present invention, a pressure transmitter three for pressure measurement is provided on the first interface of the isolation plug two; a pressure transmitter two for pressure measurement is also provided on the first interface of the isolation plug two.

[0014] As a further embodiment of the present invention, a pressure measuring interface one is provided at the output interface of the pressure regulating valve, and a pressure measuring interface two is provided on the second interface of the compression plug one.

[0015] As a further embodiment of the present invention, the air control unit further includes a dust filter, and the input interface of the isolation valve is connected to the main air duct through the dust filter; the first interface of the dust filter is connected to the main air duct, and the first interface of the dust filter is connected to the input interface of the isolation valve.

[0016] As a further aspect of the present invention, the air brake system status monitoring unit is used to monitor the equalization cylinder pressure, train pipe pressure, total air pressure and brake cylinder pressure, and to feed back the monitored pressure signals to the electronic control unit.

[0017] As a further embodiment of the present invention, the air brake system status monitoring unit includes a first equalizing air cylinder pressure transmitter, a second equalizing air cylinder pressure transmitter, a train pipe pressure transmitter, a total air pressure transmitter, and a brake cylinder pressure transmitter.

[0018] As a further embodiment of the present invention, the emergency braking control unit includes an emergency braking solenoid valve, a pressure-holding solenoid valve one, a plug valve one, a plug valve two, a pressure-holding solenoid valve two, a plug valve three, a plug valve four, and a plug valve five.

[0019] A railcar with a brake-based braking control system for automatic driving, the railcar including the brake-based braking control system for automatic driving.

[0020] The technical solution provided by this invention has the following beneficial effects:

[0021] The brake control system for automatic driving and its railcar provided by this invention solve the problem that the JZ-7 air brake cannot be used in conjunction with the automatic driving system. This invention can add an automatic driving brake control system without changing the original JZ-7 air brake configuration, thereby meeting the braking control requirements of the entire vehicle's automatic driving system.

[0022] These or other aspects of the invention will become more apparent from the following description of embodiments. It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a structural diagram of a braking control system for autonomous driving based on a brake, according to an embodiment of the present invention.

[0025] B-Electrical Control Unit;

[0026] B.1 - Logic control unit, B.2 - Automatic driving signal I / O port, B.3 - Braking control signal output port, B.4 - Braking system status signal input port;

[0027] C-Air Control Unit;

[0028] C.1-Dust Filter, C.2-Pressure Transmitter I, C.3-Isolation Plug I, C.4-Pressure Regulator, C.5-Pressure Measuring Interface I, C.6-Brake Solenoid Valve, C.7-Block I, C.8-Release Solenoid Valve, C.9-Block II, C.5-Pressure Measuring Interface II, C.11-Buffer Air Cylinder, C.12-Pressure Transmitter II, C.13-Pressure Transmitter III, C.14-Isolation Plug II, C.15-Switching Valve;

[0029] D-Air Brake System Status Monitoring Unit;

[0030] D.1-Equalizing air cylinder pressure transmitter 1, D.2-Equalizing air cylinder pressure transmitter 2, D.3-Train pipe pressure transmitter, D.4-Total air pressure transmitter, D.5-Brake cylinder pressure transmitter;

[0031] F - Emergency Braking Control Unit;

[0032] F.1 - Emergency brake solenoid valve, F.2 - Pressure holding solenoid valve one, F.3 - Plug one, F.4 - Plug, F.5 - Pressure holding solenoid valve two, F.6 - Plug three, F.7 - Plug four, F.8 - Plug five. Detailed Implementation

[0033] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0034] The flowchart shown in the attached diagram is for illustrative purposes only and does not necessarily include all content and operations / steps, nor does it necessarily have to be performed in the order described. For example, some operations / steps can be broken down, combined, or partially merged, so the actual execution order may change depending on the actual situation.

[0035] It should be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0036] Specifically, the embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0037] In one embodiment, see Figure 1As shown, an embodiment of the present invention also provides a braking control system for automatic driving based on a brake and a railcar thereof. The braking control system includes an electronic control unit B, an air control unit C, an air brake system status monitoring unit D, and an emergency braking control unit F. The braking control system is applied to a railcar, which includes an automatic driving system and a JZ-7 type air brake system.

[0038] The electronic control unit B is used to receive braking commands input from the autonomous driving system, process them, output braking, release, and pressure holding signals, and receive braking system status signals fed back by the air brake system status monitoring unit D. It also feeds back the execution status of braking commands to the autonomous driving system, performs system self-checks on the braking system, monitors the system status in real time, and makes fault judgments. Based on the braking system status, it implements corresponding braking operations.

[0039] In this embodiment of the invention, the electronic control unit B includes a logic control unit B.1, an automatic driving signal I / O port B.2, a braking control signal output interface B.3, and a braking system status signal input interface B.4 disposed on the logic control unit B.1.

[0040] In this embodiment of the invention, the autonomous driving signal I / O port B.2 is used to receive braking commands input by the autonomous driving system;

[0041] In this embodiment of the invention, the brake control signal output interface B.3 is used to output a brake control signal to the air control unit C;

[0042] In this embodiment of the invention, the braking system status signal input interface B.4 is used to receive the braking system status signal fed back by the air braking system status monitoring unit D.

[0043] In this embodiment of the invention, the air control unit C is used to execute the braking command output by the electronic control unit B, realize stepless adjustment of the brake cylinder pressure, and feed back the brake cylinder pressure signal to the electronic control unit B.

[0044] In this embodiment of the invention, the air control unit C includes an isolation plug C.3, a pressure regulating valve C.4, a braking solenoid valve C.6, a release solenoid valve C.8, a buffer cylinder C.11, a pressure transmitter C.12, a pressure transmitter C.13, and a switching valve C.15; the input interface of the isolation plug C.3 is connected to the main air duct; the output interface of the isolation plug C.3 is connected to the input interface of the pressure regulating valve C.4; the output interface of the pressure regulating valve C.4 is connected to the first interface of the braking solenoid valve C.6, the second interface of the braking solenoid valve C.6 is connected to the first interface of the release solenoid valve C.8, and the second interface of the release solenoid valve C.8 is connected to the second plug C.9. The first interface is connected; the third interface of the brake solenoid valve C.6 is connected to the first interface of the plug C.7, the second interface of the plug C.7 is connected to the input port of the buffer cylinder C.11 and the first interface of the isolation plug C.14, the second interface of the isolation plug C.14 is connected to the first interface of the switching valve C.15, the second interface of the switching valve C.15 is connected to the inlet of the JZ-7 type air brake system's independent action pipe; the third interface of the switching valve C.15 is connected to the outlet of the JZ-7 type air brake system's independent action pipe; wherein, a pressure transmitter C.2 is provided on the input interface of the isolation plug C.3 to facilitate the measurement of the input interface pressure. The pressure regulating valve C.4 is used to set the maximum pressure of the brake cylinder.

[0045] In this embodiment of the invention, a pressure transmitter C.13 for pressure measurement is provided on the first interface of the isolation valve C.14; a pressure transmitter C.12 for pressure measurement is also provided on the first interface of the isolation valve C.14. The pressure transmitters C.13 and C.12 serve as backups for each other, ensuring that pressure monitoring is possible.

[0046] In this embodiment of the invention, a pressure measuring interface C.5 is provided at the output interface of the pressure regulating valve C.4, and a pressure measuring interface C.10 is provided on the second interface of the plug C.7.

[0047] In this embodiment of the invention, the air control unit C further includes a dust filter C.1, and the input interface of the isolation plug C.3 is connected to the main air duct through the dust filter C.1; the first interface of the dust filter C.1 is connected to the main air duct, and the first interface of the dust filter C.1 is connected to the input interface of the isolation plug C.3.

[0048] The air brake system status monitoring unit D is used to detect the pressure of each pipeline in the brake system in real time and feed back the detected pressure signal to the electronic control unit B.

[0049] In this embodiment of the invention, the air brake system status monitoring unit D is used to monitor the equalization cylinder pressure, train pipe pressure, total air pressure and brake cylinder pressure, and feeds back the monitored pressure signals to the electronic control unit B.

[0050] Specifically, the air brake system status monitoring unit D includes a balance cylinder pressure transmitter D.1, a balance cylinder pressure transmitter D.2, a train pipe pressure transmitter D.3, a total air pressure transmitter D.4, and a brake cylinder pressure transmitter D.5.

[0051] Specifically, the equalizing cylinder pressure transmitter D.1 is used to monitor the pressure of the first equalizing cylinder; the equalizing cylinder pressure transmitter D.2 is used to monitor the pressure of the second equalizing cylinder; the train pipe pressure transmitter D.3 is used to monitor the train pipe pressure; the total air pressure transmitter D.4 is used to monitor the total air pressure; and the brake cylinder pressure transmitter D.5 is used to monitor the brake cylinder pressure.

[0052] The emergency braking control unit F is used to execute the emergency braking command issued by the electronic control unit B, and at the same time cut off the make-up air passage of the main air supply to the train pipe.

[0053] In this embodiment of the invention, the emergency braking control unit F includes an emergency braking solenoid valve F.1; a pressure-holding solenoid valve F.2; a first plug F.3; a second plug F.4; a second pressure-holding solenoid valve F.5; a third plug F.6; a fourth plug F.7; and a fifth plug F.8. Emergency brake solenoid valve F.1 is connected to the train pipe. Plug F.8 is installed between emergency brake solenoid valve F.1 and the train pipe. If emergency brake solenoid valve F.1 malfunctions, plug F.8 can be closed to isolate it. Pressure holding solenoid valve F.2 is installed on the main air cut-off pipe of the I-end brake valve. Its first inlet is connected to the main air cut-off valve of the I-end brake valve, its second inlet is connected to the outlet of plug F.4, and its outlet is connected to the I-end relay valve. Plug F.3 is a bypass plug for pressure holding solenoid valve F.2. Pressure holding solenoid valve F.5 is installed on the main air cut-off pipe of the II-end brake valve. Its first inlet is connected to the main air cut-off valve of the II-end brake valve, its second inlet is connected to the outlet of plug F.6, and its outlet is connected to the II-end relay valve. Plug F.7 is a bypass plug for pressure holding solenoid valve F.5. In an emergency, the automatic driving system issues an emergency braking command, which is processed by the logic control unit B.1 and then applied to the brakes. The control signal output interface B.3 outputs an emergency braking control signal. The pressure-holding solenoid valve F.2 or F.5 is energized. Main air is input through the second inlet of pressure-holding solenoid valve F.2 or F.5 via the second or third stop valve F.4 or F.6, and then inputs from the outlet of pressure-holding solenoid valve F.2 or F.5 to the relay valve at end I or II. The relay valve cuts off the supply air path from the main air duct to the train pipe. The main air duct is also cut off from the main air duct. Upon receiving the pressure signal from the main air duct cut-off pipe, the relay valve cuts off the supply air path from the main air duct to the train pipe. Simultaneously, the emergency braking solenoid valve F.1 is energized, and the pressurized air in the train pipe is rapidly discharged to the atmosphere, generating a braking pressure reduction signal. The JZ-7 air brake receives the train pipe pressure reduction signal and implements emergency braking. After emergency braking is implemented, it must be manually released by the driver.

[0054] This invention solves the problem of the JZ-7 air brake system being unable to work with an autonomous driving system. This invention allows for the addition of an autonomous driving braking control system without changing the original JZ-7 air brake configuration, thus fulfilling the braking control requirements of the entire vehicle's autonomous driving system. The autonomous driving braking system of this invention is compatible with remote braking control requirements. This invention features service braking, emergency braking, and penalty braking functions to meet the needs of different operating conditions. The service braking function of this invention is a direct-flow braking system with closed-loop control of the brake cylinder pressure, resulting in a fast braking system response and precise brake cylinder pressure control. The penalty braking function of this invention can automatically activate upon brake system failure. The invention employs braking operations to ensure the safe and reliable stopping of the vehicle. Its emergency braking function generates a pressure reduction signal by rapidly releasing pressurized air from the train pipe. The JZ-7 air brake receives this signal and implements emergency braking. Simultaneously, it controls the relay valve of the JZ-7 brake to cut off the main air supply to the train pipe, preventing excessive exhaust of main air. The emergency braking function can be implemented with the highest priority under any circumstances, ensuring the safe and reliable stopping of the vehicle. The invention can automatically engage and disengage from automatic driving mode, allowing the driver to gain full control of the vehicle's braking system under any circumstances. The invention also features system self-checking, fault diagnosis, and fault-oriented safety functions.

[0055] It should be noted that the braking control system of this invention is based on the JZ-7 air brake and is used for single-vehicle braking control. It features direct-drive service braking, emergency braking, penalty braking, system fault diagnosis, and system self-testing functions, enabling automatic control of the braking system by the automatic driving system. The braking control system of this invention is connected in parallel with the JZ-7 air brake. The braking system for automatic driving can be engaged and disengaged via switching valve C.15, and the two braking systems do not interfere with each other. This invention is a microelectromechanical control braking system, with closed-loop control of the brake cylinder pressure and stepless variation of the service braking cylinder pressure. This invention has a manual fault isolation function. This invention has a driver operation as the highest priority. During automatic driving, when the driver operates the JZ-7 air brake, the braking system can be disengaged at any time after driver confirmation. When this invention receives an automatic driving engagement signal, it performs a self-test according to the prescribed procedure and automatically engages the system without driver manual operation. This invention automatically implements braking, release, and pressure maintenance based on the braking signal input from the automatic driving system, and monitors the braking system status in real time. This invention features a fault-oriented safety design. When the braking system fails, it can automatically apply penalty braking, and the braking state can be manually switched off.

[0056] Working principle of the invention

[0057] (1) Autonomous Driving Engagement: The autonomous driving system sends an autonomous driving engagement signal. The autonomous driving signal I / O port B.2 receives the autonomous driving start signal and inputs it to the logic control unit B.1. After processing, a control signal is output through the brake control signal output interface B.3. The switching valve C.15 is energized. The first and second interfaces of the switching valve C.15 are connected to the inlet of the JZ-7 type air brake system's independent action pipe, and the third interface of the switching valve C.15 is connected to the outlet of the JZ-7 type air brake system's independent action pipe. The brake solenoid valve C.6 remains de-energized, and the first interface of the brake solenoid valve C.6 is connected to the output interface of the pressure regulating valve C.4. When the brake solenoid valve C.6 is connected to the first interface of the stopcock C.7, the braking system applies standard braking. When the release solenoid valve C.8 is energized, its second interface is connected to the first interface of the stopcock C.9, maintaining atmospheric ventilation. The braking system automatically switches to automatic driving mode according to a predetermined program. The D-air brake system status monitoring detects and monitors the braking system status and feeds it back to the logic control unit B.1 through the braking system status signal input interface B.4. After the braking system switch is completed and successful, the logic control unit B.1 feeds back the successful activation information to the automatic driving system, and the vehicle enters automatic driving mode.

[0058] (2) Automatic driving exit: When the automatic driving system issues an automatic driving exit signal or the driver manually exits, the switching valve C.15 is de-energized, the second port of the switching valve C.15 is disconnected from the inlet of the JZ-7 type air brake system's independent action pipe, the third port of the switching valve C.15 is disconnected from the outlet of the JZ-7 type air brake system's independent action pipe, the brake solenoid valve C.6 is energized, the first port of the brake solenoid valve C.6 is disconnected from the output port of the pressure regulating valve C.4, the third port of the brake solenoid valve C.6 is connected to the first port of the compression plug C.7, the second port of the brake solenoid valve C.6 is connected to the first port of the release solenoid valve C.8, the release solenoid valve C.8 is de-energized, the second port of the release solenoid valve C.8 is connected to the first port of the compression plug C.9, the compressed air in the buffer air cylinder C.11 is discharged, the automatic driving system is released, and the braking system automatically switches to manual operation mode.

[0059] (3) Service braking: It is a direct-drive braking system used for braking, releasing and pressure holding control of a single vehicle in automatic driving mode. The braking force can be adjusted steplessly.

[0060] (4) Braking process: When the vehicle needs to brake during normal operation of the automatic driving system, the automatic driving system issues a common braking command. The automatic driving signal I / O port B.2 receives the braking command and inputs it to the logic control unit B.1. After processing, the control signal is output through the braking control signal output interface B.3. The relief solenoid valve C.8 is de-energized, disconnecting the atmospheric passage. The braking solenoid valve C.6 is energized, connecting the air passage between the pressure regulating valve C.4 and the compression valve C.7. Compressed air is connected to the outlet of the JZ-7 type air brake system's separate action pipe through the first and third interfaces of the switching valve C.15. The brake cylinder is pressurized by the control action valve. At the same time, the pressure transmitter C.12 (pressure transmitter C.13) detects the brake cylinder pressure in real time and feeds it back to the logic control unit B.1. When the brake cylinder pressure reaches the set value, the logic control unit B.1 outputs a control signal to the braking solenoid valve C.6 to de-energize it and disconnect it. The braking system enters the braking pressure holding state. At the same time, the logic control unit B.1 feeds back the braking system execution status to the automatic driving system.

[0061] (5) Relief Process: The automatic driving system issues a common brake relief command. The automatic driving signal I / O port B.2 receives the brake relief command and inputs it to the logic control unit B.1. After processing, a control signal is output through the brake control signal output interface B.3. The brake solenoid valve C.6 is de-energized, disconnecting the air passage between the pressure regulating valve C.4 and the blockage valve C.7, and connecting the passage between the blockage valve C.7 and the relief solenoid valve C.8. The relief solenoid valve C.8 is energized and connected to the atmosphere. Air from the separate action pipe is discharged through the third and first interfaces of the switching valve C.15, thereby controlling the action valve to disconnect the main air supply passage to the brake cylinder, and through the action... The valve discharges compressed air from the brake cylinder; simultaneously, pressure transmitter C.12 (pressure transmitter C.13) monitors the brake cylinder pressure in real time and feeds it back to the logic control unit B.1. When the brake cylinder pressure reaches the set value, the release solenoid valve C.8 de-energizes and disconnects the vent passage. The JZ-7 air brake system's independent action pipe connects to the first and third interfaces of the switching valve C.15 via the brake solenoid valve C.6 and the release solenoid valve C.8, maintaining pressure and thus controlling the action valve to stop discharging compressed air from the brake cylinder. The braking system enters the release and pressure-holding state. At the same time, the logic control unit B.1 feeds back the braking system's execution status to the automatic driving system.

[0062] (6) Emergency Braking: In case of an emergency, the automatic driving system issues an emergency braking command. After processing by the logic control unit B.1, an emergency braking control signal is output. The pressure-holding solenoid valve F.2 or F.5 is energized, connecting the main air duct to the main air cut-off duct. The relay valve is controlled to cut off the supplementary air supply to the train duct. The emergency braking solenoid valve F.1 is energized, rapidly expelling air from the train duct. The JZ-7 air brake implements emergency braking. After emergency braking is implemented, it must be manually released by the driver.

[0063] It should be understood that, as used herein, the singular form "a" is intended to include the plural form as well, unless the context clearly supports an exception. It should also be understood that, as used herein, "and / or" refers to any and all possible combinations of one or more of the associatedly listed items. The embodiment numbers disclosed above are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0064] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of the invention (including the claims) is limited to these examples. Within the framework of the invention, technical features of the above embodiments or different embodiments can be combined, and many other variations of different aspects of the invention exist, which are not provided in the details for the sake of brevity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the invention should be included within the protection scope of the invention.

Claims

1. A braking control system for automatic driving based on a brake mechanism, characterized in that, The braking control system includes: an electronic control unit, an air control unit, an air brake system status monitoring unit, and an emergency brake control unit; The electronic control unit is used to receive braking commands input from the autonomous driving system, process them, output braking, release, and pressure holding signals, and receive braking system status signals fed back by the air brake system status monitoring unit. It also feeds back the execution status of the braking commands to the autonomous driving system, performs system self-checks on the braking system, monitors the system status in real time, and performs fault diagnosis. Based on the braking system status, it implements corresponding braking operations. The air control unit is used to execute the braking command output by the electronic control unit, realize stepless adjustment of the brake cylinder pressure, and feed back the brake cylinder pressure signal to the electronic control unit; The air brake system status monitoring unit is used to detect the pressure of each pipeline in the brake system in real time and feed back the detected pressure signal to the electronic control unit; The emergency braking control unit is used to execute the emergency braking command issued by the electronic control unit, and at the same time cut off the make-up air passage of the main air supply pipe to the train; The electronic control unit includes a logic control unit, and an automatic driving signal I / O port, a braking control signal output interface, and a braking system status signal input interface are provided on the logic control unit; The air control unit includes an isolation valve one, a pressure regulating valve, a brake solenoid valve, a release solenoid valve, a buffer cylinder, a pressure transmitter two, a pressure transmitter three, and a switching valve. The input interface of isolation valve one is connected to the main air duct; the output interface of isolation valve one is connected to the input interface of the pressure regulating valve; the output interface of the pressure regulating valve is connected to the first interface of the brake solenoid valve, the second interface of the brake solenoid valve is connected to the first interface of the release solenoid valve, and the second interface of the release solenoid valve is connected to the first interface of the second isolation valve; the third interface of the brake solenoid valve is connected to the first interface of the first isolation valve, the second interface of the first isolation valve is connected to the input port of the buffer cylinder and the first interface of isolation valve two, the second interface of isolation valve two is connected to the first interface of the switching valve, the second interface of the switching valve is connected to the inlet of the JZ-7 type air brake system's independent action pipe, and the third interface of the switching valve is connected to the outlet of the JZ-7 type air brake system's independent action pipe. A pressure transmitter for pressure measurement is installed on the input interface of isolation valve one.

2. The braking control system for automatic driving based on a brake as described in claim 1, characterized in that, The first interface of the isolation gate 2 is equipped with a pressure transmitter 3 for pressure measurement; the first interface of the isolation gate 2 is also equipped with a pressure transmitter 2 for pressure measurement.

3. The braking control system for automatic driving based on a brake as described in claim 2, characterized in that, The pressure regulating valve has a pressure measuring interface one at its output port, and the second port of the compression plug has a pressure measuring interface two.

4. The braking control system for automatic driving based on a brake as described in claim 3, characterized in that, The air control unit also includes a dust filter, and the input interface of the isolation valve is connected to the main air duct through the dust filter; the first interface of the dust filter is connected to the main air duct, and the first interface of the dust filter is connected to the input interface of the isolation valve.

5. The braking control system for automatic driving based on a brake as described in claim 1, characterized in that, The air brake system status monitoring unit is used to monitor the equalization cylinder pressure, train pipe pressure, total air pressure and brake cylinder pressure, and feeds back the monitored pressure signals to the electronic control unit.

6. The braking control system for automatic driving based on a brake as described in claim 5, characterized in that, The air brake system status monitoring unit includes equalizing cylinder pressure transmitter 1, equalizing cylinder pressure transmitter 2, train pipe pressure transmitter, total air pressure transmitter, and brake cylinder pressure transmitter.

7. The braking control system for automatic driving based on a brake as described in claim 1, characterized in that, The emergency braking control unit includes an emergency braking solenoid valve, a pressure-holding solenoid valve I, a plug valve I, a plug valve II, a pressure-holding solenoid valve II, a plug valve III, a plug valve IV, and a plug valve V.

8. A rail vehicle with a braking control system for automatic driving based on a brake, characterized in that, The railcar includes a braking control system for automatic driving based on a brake mechanism.

Images