Locomotive brake power module safety pilot control system and method

Abstract

The application discloses a locomotive brake power module safety guiding control system and method, and belongs to the technical field of railway locomotive brakes. The system comprises a control module and a power module, and the control module is used to output control instructions for the locomotive brake. The power module comprises a first 24V power module, a second 24V power module, a 5V power module and a voltage detection circuit. The input ends of the first 24V power module and the second 24V power module are connected with an external power supply, the input end of the 5V power module is connected with the output end of the second 24V power module, and the output end of the 5V power module is connected with the control module to provide working power. The voltage detection circuit is arranged at the output end of the first 24V power module to detect the voltage value of the first 24V power module, and the voltage detection circuit is connected with the control module to output the voltage value of the first 24V power module to the control module. The locomotive brake power module safety guiding control system and method provided by the application can trigger the punishment braking of the brake when the power module fails.

Description

Technical Field

[0001] This invention belongs to the field of railway locomotive braking technology, and particularly relates to a safety guidance control system and method for a locomotive braking power module. Background Technology

[0002] The electrical components of a locomotive brake system generally include a brake controller, a brake control unit, pressure sensors, and solenoid valves. The brake control unit collects pressure values ​​from the pressure sensors and, based on commands from the brake controller, uses logic calculations to output signals that control the solenoid valves, generating braking and release functions. The microprocessor chip of the brake control unit is typically powered by a 5V power module, while the pressure sensors and solenoid valves are typically powered by a 24V power module. When the 5V power module experiences an undervoltage fault, the microprocessor chip of the brake control unit loses power, cutting off all signal outputs, causing the solenoid valves to lose power and generate penalty braking. When the 24V power module experiences an undervoltage fault, the pressure sensors and solenoid valves may malfunction. The pressure sensors may be within their range but the pressure values ​​may deviate downwards, affecting the logic control of the brake system. The solenoid valves may not respond to power commands, affecting the brake release function. In this state, the locomotive brake system poses a safety hazard. Therefore, a safety-oriented control system and method for the locomotive brake power module is needed to ensure the safe operation of the locomotive when the power module fails. Summary of the Invention

[0003] In view of the shortcomings of the related technologies, the purpose of this invention is to provide a safety guidance control system and method for a locomotive brake power module, so as to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution:

[0005] A safety guidance control system for a locomotive brake power module includes:

[0006] The control module is used to output control commands to the locomotive brake.

[0007] The power module includes:

[0008] The first 24V power supply module has its input terminal connected to an external power source.

[0009] The second 24V power supply module has its input terminal connected to an external power source.

[0010] The input terminal of the 5V power module is connected to the output terminal of the second 24V power module, and the output terminal of the 5V power module is connected to the control module to provide working power.

[0011] A voltage detection circuit is provided at the output terminal of the first 24V power module to detect the voltage value of the first 24V power module. The voltage detection circuit is connected to the control module to output the voltage value of the first 24V power module to the control module.

[0012] Specifically, when the control module receives a voltage value from the first 24V power supply module within the set voltage range, the control module outputs a high level to energize the locomotive brake. When the control module receives a voltage value from the first 24V power supply module that exceeds the set voltage range, the control module outputs a low level to cause the locomotive brake to apply penalty braking.

[0013] In some embodiments, the locomotive brake power module safety guidance control system further includes:

[0014] The pressure sensor is connected to the output terminal of the first 24V power supply module. The pressure sensor is used to collect the pressure value of the locomotive air cylinder. The pressure sensor is connected to the control module so that the control module outputs control commands according to the pressure value of the locomotive air cylinder.

[0015] The solenoid valve is connected to the output terminal of the first 24V power supply module and is used to regulate the air volume of the locomotive air cylinder.

[0016] The drive module is connected to the output of the second 24V power supply module to obtain working power. The drive module is also connected to the control module and the solenoid valve to drive the solenoid valve to operate according to the control command.

[0017] In some embodiments, the control module is configured to determine whether the voltage value of the first 24V power supply module is within a set voltage range.

[0018] In some embodiments, the control module includes a watchdog circuit, which receives a feed signal from the control module when it determines that the voltage value of the first 24V power supply module is within a set voltage range. If the watchdog circuit does not receive a feed signal within a set feed time, it triggers a reset, and the control module outputs a low level.

[0019] In some embodiments, the minimum value of the set voltage range is higher than the minimum operating voltage of the pressure sensor and the solenoid valve, and the maximum value of the set voltage range is lower than the maximum operating voltage of the pressure sensor and the solenoid valve, so as to ensure that the pressure sensor and the solenoid valve work normally when the voltage value of the first 24V power supply module is within the set voltage range.

[0020] In some embodiments, the minimum operating voltage of the drive module is lower than the minimum input voltage of the 5V power supply module, so as to ensure that the drive module works normally when the output voltage of the second 24V power supply module is greater than the minimum input voltage of the 5V power supply module.

[0021] A safety guidance control method for a locomotive brake power module, employing the aforementioned safety guidance control system for a locomotive brake power module, includes the following steps:

[0022] S1. Calculate the target pressure of the air cylinder according to the braking requirements, and collect the actual pressure of the air cylinder at the same time;

[0023] S2. The solenoid valve actuates to exhaust or fill the air cylinder. After the solenoid valve actuates, it outputs an action feedback signal.

[0024] S3. Determine whether the target pressure of the air cylinder and the first set pressure meet the set relationship; if so, proceed to step S4.

[0025] S4. Determine whether the difference between the target pressure of the air cylinder and the pre-controlled pressure of the air cylinder is not less than the second set pressure; if yes, proceed to step S5; if no, proceed to step S3.

[0026] S5. Determine whether no action feedback signal from the solenoid valve has been received within the set time; if yes, proceed to step S6; if no, proceed to step S3.

[0027] S6. De-energize the relevant solenoid valves, and the locomotive brakes will apply penalty braking.

[0028] In some embodiments, the solenoid valve is a solenoid valve with signal feedback to output an action feedback signal when the solenoid valve is opened or closed.

[0029] In some embodiments, in step S3, when the solenoid valve actuates to exhaust air from the air cylinder, the setting relationship is that the target pressure of the air cylinder is not greater than the first set pressure; when the solenoid valve actuates to charge air into the air cylinder, the setting relationship is that the target pressure of the air cylinder is not less than the first set pressure.

[0030] Compared with the prior art, the beneficial effects of the present invention are:

[0031] 1. The locomotive brake power module safety guidance control system provided by the present invention includes a voltage detection circuit, which monitors the voltage value of the first 24V power module in real time, and can trigger the brake to apply penalty braking when the first 24V power module fails, thereby ensuring the safe operation of the locomotive.

[0032] 2. The safety-oriented control method for the locomotive brake power module provided by the present invention establishes the relationship between the target pressure of the air cylinder, the actual pressure of the air cylinder, and the feedback signal of the solenoid valve action. Under set conditions, it controls the relevant solenoid valve to de-energize, so as to cause the locomotive brake to generate penalty braking, thereby ensuring the safe operation of the locomotive. Attached Figure Description

[0033] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0034] Figure 1 This is a schematic diagram of the system structure of an embodiment of the safety guidance control system and method for the locomotive brake power module of the present invention;

[0035] Figure 2 This is a block diagram illustrating the control principle of the equalizing air cylinder of a locomotive brake power module, according to an embodiment of the safety guidance control system and method for the locomotive brake power module of the present invention.

[0036] Figure 3 This is a block diagram illustrating the control principle of the locomotive brake cylinder in an embodiment of the safety guidance control system and method for the locomotive brake power module of the present invention.

[0037] Figure 4 This is a schematic flowchart of the safety guidance control logic of a locomotive brake power module, which is an embodiment of the safety guidance control system and method for a locomotive brake power module of the present invention.

[0038] Figure 5 This is a schematic flowchart of the safety guidance control logic of a locomotive brake power module, which is an embodiment of the safety guidance control system and method for a locomotive brake power module of the present invention. Detailed Implementation

[0039] The technical solutions in 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 a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0040] In the description of this invention, it should be understood that the terms "center", "lateral", "longitudinal", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0041] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0042] Example 1:

[0043] See appendix Figures 1 to 5 This paper presents an illustrative embodiment of the safety guidance control system and method for the locomotive brake power module proposed in this invention. The safety guidance control system for the locomotive brake power module includes a control module and a power module. The control module is used to output control commands to the locomotive brake.

[0044] The power supply module includes a first 24V power supply module, a second 24V power supply module, a 5V power supply module, and a voltage detection circuit. The input terminals of the first and second 24V power supply modules are connected to an external power source. The input terminal of the 5V power supply module is connected to the output terminal of the second 24V power supply module, and the output terminal of the 5V power supply module is connected to the control module to provide operating power.

[0045] To ensure the reliability of the power modules, the first 24V power module, the second 24V power module, and the 5V power module are all DC / DC power modules. The first and second 24V power modules are 74V / 110V to 24V converters, and the 5V power module is a 24V to 5V converter. The first 24V power module powers the pressure sensor and solenoid valve. The second 24V power module powers the drive module and also supplies power to the 5V power module. The 5V power module powers the control module.

[0046] When the input voltage of the 5V power module is lower than the voltage setting value X2, the control module loses power and outputs a low level, triggering all solenoid valves of the brake to lose power. The brake automatically guides to power failure, which is commonly used as a penalty braking.

[0047] The minimum operating voltage setting value X3 of the drive module must be lower than the minimum input voltage setting value X2 of the 5V power supply module to ensure that the drive module can work normally when the output voltage of the second 24V power supply module is greater than the minimum input voltage setting value X2 of the 5V power supply module.

[0048] When the output voltage of the 5V power module is less than the voltage setting value X4, the control module loses power and outputs a low level, triggering all solenoid valves of the brake to lose power. The brake automatically guides to power failure, which is usually a penalty braking method.

[0049] A voltage detection circuit is located at the output terminal of the first 24V power module to detect the voltage value of the first 24V power module in real time. The voltage detection circuit is connected to the control module to output the voltage value of the first 24V power module to the control module. When the control module receives a voltage value from the first 24V power module within the set voltage range, the control module outputs a high level to energize the locomotive brake. When the control module receives a voltage value from the first 24V power module exceeding the set voltage range, the control module outputs a low level to cause the locomotive brake to apply penalty braking.

[0050] The locomotive brake power module safety guidance control system also includes a pressure sensor, a solenoid valve, and a drive module. Both the pressure sensor and the solenoid valve are connected to the output of the first 24V power module to obtain operating power. The pressure sensor is used to collect the pressure value of the locomotive air cylinder, and the solenoid valve is used to regulate the airflow of the locomotive air cylinder. The pressure sensor is connected to the control module so that the control module outputs control commands based on the pressure value of the locomotive air cylinder. The drive module is connected to the output of the second 24V power module to obtain operating power, and the drive module is connected to both the control module and the solenoid valve to drive the solenoid valve to operate according to the control commands.

[0051] The control module is configured to determine whether the voltage value of the first 24V power module is within a set voltage range. Specifically, when the first 24V power module is working normally, the voltage detection circuit monitors the voltage value of the first 24V power module in real time and outputs the voltage value to the control module. When the voltage value of the first 24V power module is within the set voltage range, the control module determines that the first 24V power module is working normally and outputs a watchdog signal. When the first 24V power module malfunctions, the voltage detection circuit monitors the voltage value of the first 24V power module in real time and outputs the voltage value to the control module. When the voltage value of the first 24V power module is lower than the voltage set value X1, the control module determines that the first 24V power module is malfunctioning and stops outputting the watchdog signal.

[0052] The control module includes a watchdog circuit, which receives a feed signal from the control module when it determines that the voltage value of the first 24V power module is within a set voltage range. When the first 24V power module fails, the control module stops outputting the feed signal. If the watchdog circuit does not receive a feed signal within the set feed time, it triggers a reset, and the control module outputs a low level, generating a power-off penalty braking effect on the brake. The minimum value of the set voltage range is higher than the minimum operating voltage of the pressure sensor and solenoid valve, and the maximum value is lower than the maximum operating voltage of the pressure sensor and solenoid valve, ensuring that the pressure sensor and solenoid valve operate normally when the voltage value of the first 24V power module is within the set voltage range. The feed time is set according to requirements. The control module must maintain a minimum preset time to determine that the first 24V power module is faulty, thereby avoiding the influence of potential interference on fault diagnosis.

[0053] In the above illustrative embodiment, the locomotive brake power module safety guidance control system includes a voltage detection circuit that monitors the voltage value of the first 24V power module in real time. It can trigger the brake to apply penalty braking when the first 24V power module fails, thereby ensuring the safe operation of the locomotive.

[0054] The following is in conjunction with the appendix Figures 1 to 5 The specific structure and operation of one embodiment of the locomotive brake power module safety guidance control system of the present invention will be described below:

[0055] In some embodiments, see Appendix Figure 2 This is a block diagram illustrating the control principle of the equalizing air cylinder in a locomotive brake system. The brake control unit integrates a control module, a drive module, and a power supply module. The main air cylinder stores compressed air. The equalizing air cylinder equalizes the air pressure within the main air cylinder, maintaining it within a set range to ensure the stability of the locomotive's braking. The main air cylinder is connected to the equalizing air cylinder via an equalizing inflation solenoid valve. The equalizing air cylinder is also connected to an equalizing deflation solenoid valve and a protection solenoid valve. All three valves—equalizing inflation, equalizing deflation, and protection—are connected to the brake control unit and controlled to open or close. The equalizing air cylinder also has an equalizing air cylinder sensor, which collects the pressure value and transmits this value to the brake control unit.

[0056] See appendix Figure 4The safety guidance control logic flow of the locomotive brake power module is as follows: The brake control unit calculates the target pressure of the equalizing cylinder according to the braking demand, while the equalizing cylinder sensor collects the actual pressure of the equalizing cylinder; the brake control unit controls the operation of the equalizing cylinder exhaust solenoid valve and the equalizing cylinder charging solenoid valve to exhaust or charge the equalizing cylinder. After the equalizing cylinder exhaust solenoid valve and the equalizing cylinder charging solenoid valve operate, they output an action feedback signal to the brake control unit; when the first 24V power module experiences an undervoltage fault, the equalizing cylinder exhaust solenoid valve cannot be energized normally and does not output an action feedback signal to the brake control unit. When the equalizing cylinder target pressure is not greater than the first set pressure Y1, the difference between the equalizing cylinder target pressure and the equalizing cylinder pre-controlled pressure is not less than the second set pressure Y2, and no action feedback signal is received from the equalizing exhaust solenoid valve within the set time, the guidance protection solenoid valve is de-energized, causing the equalizing cylinder to depressurize, and the locomotive brake generates penalty braking.

[0057] In some embodiments, see Appendix Figure 3 This is a block diagram of the locomotive braking mechanism's brake cylinder control principle. The brake control unit integrates a control module, a drive module, and a power supply module. The main air reservoir stores compressed air. The brake cylinder pre-control air reservoir initiates braking when compressed air enters. The main air reservoir is connected to the brake cylinder pre-control air reservoir via a pre-control inflation solenoid valve. The brake cylinder pre-control air reservoir is also connected to a pre-control exhaust solenoid valve and a switching solenoid valve. The pre-control inflation solenoid valve, pre-control exhaust solenoid valve, and switching solenoid valve are all connected to the brake control unit and controlled to open or close by the brake control unit. The electronic distribution valve controls the inflation and deflation of the brake cylinder based on pressure changes within the train pipe, achieving braking, pressure maintenance, or release of the locomotive. An air distribution valve is also installed before the brake cylinder pre-control air reservoir and the switching solenoid valve. A brake cylinder pre-control sensor is also installed on the brake cylinder pre-control air reservoir. This sensor collects the pressure value of the brake cylinder pre-control air reservoir and is connected to the brake control unit to transmit this pressure value.

[0058] See appendix Figure 5The safety-oriented control logic flow of the locomotive brake power module is as follows: The brake control unit calculates the target pressure of the brake cylinder pre-control air cylinder according to the braking demand, while the brake cylinder pre-control sensor collects the actual pressure of the brake cylinder pre-control air cylinder; the brake control unit controls the pre-control charging solenoid valve and the pre-control exhaust solenoid valve to operate, causing the brake cylinder pre-control air cylinder to exhaust or charge. After the pre-control charging solenoid valve and the pre-control exhaust solenoid valve operate, they output an action feedback signal to the brake control unit; when the first 24V power module experiences an undervoltage fault, the pre-control charging solenoid valve cannot be energized normally and does not output an action feedback signal to the brake control unit. When the target pressure of the brake cylinder pre-control air cylinder is not less than the first set pressure Y3, the difference between the target pressure of the brake cylinder pre-control air cylinder and the pre-control pressure of the brake cylinder pre-control air cylinder is not less than the second set pressure Y4, and no action feedback signal from the pre-control charging solenoid valve is received within the set time, the guiding switching solenoid valve is de-energized, the electronic distribution valve switches to the air distribution valve, and the air distribution valve generates the brake cylinder pressure.

[0059] Example 2:

[0060] This embodiment provides a safety guidance control method for a locomotive brake power module, employing the safety guidance control system for a locomotive brake power module described in Embodiment 1. The control method includes the following steps:

[0061] S1. Calculate the target pressure of the air cylinder according to the braking requirements, and collect the actual pressure of the air cylinder at the same time;

[0062] S2. The solenoid valve actuates to exhaust or fill the air cylinder. After the solenoid valve actuates, it outputs an action feedback signal.

[0063] S3. Determine whether the target pressure of the air cylinder and the first set pressure meet the set relationship; if so, proceed to step S4.

[0064] S4. Determine whether the difference between the target pressure of the air cylinder and the pre-controlled pressure of the air cylinder is not less than the second set pressure; if yes, proceed to step S5; if no, proceed to step S3.

[0065] S5. Determine whether no action feedback signal from the solenoid valve has been received within the set time; if yes, proceed to step S6; if no, proceed to step S3.

[0066] S6. De-energize the relevant solenoid valves, and the locomotive brakes will apply penalty braking.

[0067] In some embodiments, the solenoid valve is a solenoid valve with signal feedback to output an action feedback signal when the solenoid valve is opened or closed.

[0068] In step S3, when the solenoid valve actuates to exhaust air from the air cylinder, the set relationship is that the target pressure of the air cylinder is not greater than the first set pressure; when the solenoid valve actuates to fill the air cylinder, the set relationship is that the target pressure of the air cylinder is not less than the first set pressure. The first set pressure and the second set pressure are determined according to the actual pressure control magnitude and control accuracy requirements.

[0069] In the above illustrative embodiment, the safety-oriented control method for the locomotive brake power module establishes a relationship between the target pressure of the air cylinder, the actual pressure of the air cylinder, and the feedback signal of the solenoid valve action. Under set conditions, it controls the relevant solenoid valves to de-energize, causing the locomotive brake to generate penalty braking, thereby ensuring the safe operation of the locomotive.

[0070] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0071] The above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A safety guidance control system for a locomotive brake power module, characterized in that, include: The control module is used to output control commands to the locomotive brake. Power module, the power module comprising: The first 24V power supply module has its input terminal connected to an external power source. The second 24V power supply module has its input terminal connected to an external power source. A 5V power module, wherein the input terminal of the 5V power module is connected to the output terminal of the second 24V power module, and the output terminal of the 5V power module is connected to the control module to provide working power. A voltage detection circuit is provided at the output terminal of the first 24V power module to detect the voltage value of the first 24V power module. The voltage detection circuit is connected to the control module to output the voltage value of the first 24V power module to the control module. A pressure sensor is connected to the output terminal of the first 24V power supply module. The pressure sensor is used to collect the pressure value of the locomotive air cylinder. The pressure sensor is connected to the control module so that the control module outputs control commands according to the pressure value of the locomotive air cylinder. A solenoid valve is connected to the output terminal of the first 24V power module, and the solenoid valve is used to adjust the air volume of the locomotive air cylinder. The drive module is connected to the output terminal of the second 24V power module to obtain working power. The drive module is connected to the control module and the solenoid valve respectively to drive the solenoid valve to act according to the control command. The control module includes a watchdog circuit, which receives a feed signal from the control module when it determines that the voltage value of the first 24V power supply module is within a set voltage range. If the watchdog circuit does not receive a feed signal within a set feed time, it triggers a reset, and the control module outputs a low level. Specifically, when the control module receives a voltage value from the first 24V power module within the set voltage range, the control module outputs a high level to energize the locomotive brake. When the control module receives a voltage value from the first 24V power module exceeding the set voltage range, the control module outputs a low level to induce penalty braking in the locomotive brake.

2. The safety guidance control system for the locomotive brake power module according to claim 1, characterized in that, The control module is configured to determine whether the voltage value of the first 24V power supply module is within the set voltage range.

3. The safety guidance control system for the locomotive brake power module according to claim 2, characterized in that, The minimum value of the set voltage range is higher than the minimum operating voltage of the pressure sensor and the solenoid valve, and the maximum value of the set voltage range is lower than the maximum operating voltage of the pressure sensor and the solenoid valve, so as to ensure that the pressure sensor and the solenoid valve work normally when the voltage value of the first 24V power supply module is within the set voltage range.

4. The safety guidance control system for the locomotive brake power module according to claim 3, characterized in that, The minimum operating voltage of the drive module is lower than the minimum input voltage of the 5V power supply module, so as to ensure that the drive module works normally when the output voltage of the second 24V power supply module is greater than the minimum input voltage of the 5V power supply module.

5. A safety guidance control method for a locomotive brake power module, characterized in that, The safety guidance control system for the locomotive brake power module as described in claim 1 includes the following steps: S1. Calculate the target pressure of the air cylinder according to the braking requirements, and collect the actual pressure of the air cylinder at the same time; S2. The solenoid valve actuates to exhaust or fill the air cylinder. After the solenoid valve actuates, it outputs an action feedback signal. S3. Determine whether the target pressure of the air cylinder and the first set pressure meet the set relationship; if so, proceed to step S4. S4. Determine whether the difference between the target pressure and the pre-controlled pressure of the air cylinder is not less than the second set pressure; if yes, proceed to step S5; if no, proceed to step S3. S5. Determine whether no action feedback signal from the solenoid valve has been received within the set time; if yes, proceed to step S6; if no, proceed to step S3. S6. De-energize the relevant solenoid valves, and the locomotive brakes will apply penalty braking.

6. The safety guidance control method for a locomotive brake power module according to claim 5, characterized in that, The solenoid valve is a solenoid valve with signal feedback so that it outputs an action feedback signal when the solenoid valve is opened or closed.

7. A safety guidance control method for a locomotive brake power module according to claim 5, characterized in that, In step S3, when the solenoid valve actuates to exhaust air from the air cylinder, the set relationship is that the target pressure of the air cylinder is not greater than the first set pressure; when the solenoid valve actuates to fill the air cylinder, the set relationship is that the target pressure of the air cylinder is not less than the first set pressure.

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