Brake cylinder pressure control method and system

Abstract

This invention provides a brake cylinder pressure control method and system, relating to the field of high-speed train technology. The method includes: acquiring the current actual pressure value of the brake cylinder; calculating the actual pressure control error based on the brake cylinder pressure setpoint and the actual pressure value; determining whether the actual pressure control error reaches a first target error; terminating pressure control in response to the actual pressure control error reaching the first target error; determining whether the actual pressure control error reaches a second target error in response to the actual pressure control error not reaching the first target error; if the second target error is not reached, fully opening the valve port of the pressure regulating valve; if the second target error is reached, maintaining the valve port opening to keep the valve port of the pressure regulating valve dynamically stable. This application uses a pressure regulating valve directly connected to the brake cylinder, and the pressure regulating valve uses two sets of high-flow-rate charging and exhaust valves for control, resulting in a faster response time and a simpler control structure compared to existing high-speed trains.

Description

Technical Field

[0001] This invention relates to the field of high-speed train braking control technology, and in particular to a brake cylinder pressure control method and system. Background Technology

[0002] Braking force regulation is one of the core functions of air braking in high-speed trains. It is achieved by changing the friction between the caliper and the brake disc through variations in brake cylinder pressure. Therefore, brake cylinder pressure control is a core function of train braking control, as its control accuracy directly affects the adjustment accuracy of the train's air braking force, thus impacting the train's braking distance and stopping accuracy within stations. The existing hardware architecture related to brake cylinder pressure control in high-speed train air braking systems is as follows: Figure 1 As shown, the control is divided into two levels: pre-control pressure control and brake cylinder pressure control. First, compressed air from the brake cylinder enters the pre-control pressure regulating valve, which is controlled in a closed loop by the electronic brake control unit and can output a specified pre-control pressure. Based on the pre-control pressure value, the pressure variation valve adjusts the compressed air from the brake cylinder to the specified brake cylinder pressure through its internal mechanical structure before it enters the brake cylinder.

[0003] according to Figure 1 The hardware architecture shown can be divided into two types: single-loop control and dual-loop control, as illustrated below. Figure 2 and Figure 3 As shown, the module within the dashed box is located in the electronic brake control unit. Currently, most high-speed trains employ a single closed-loop strategy for brake cylinder pressure control, i.e. Figure 2 The architecture is as follows. This strategy first converts the brake cylinder pressure setpoint into a pre-control pressure specified value through a pressure relationship conversion module, and then performs closed-loop control based on the actual pre-control pressure value fed back by the sensor. The generated pre-control pressure is mechanically converted by a pressure conversion valve to form the brake cylinder pressure. Figure 3 The current new EMU uses a dual closed-loop control architecture. Compared with the architecture that only uses pre-controlled pressure for control, the control module adds feedback on the actual value of brake cylinder pressure. When the error between the brake cylinder pressure value and the target value exceeds the allowable range, it can be compensated by controlling the pre-controlled pressure again.

[0004] according to Figure 1 The hardware architecture shown is Figure 2 , Figure 3 The software architecture shown in the diagram indicates that the existing high-speed train brake cylinder pressure control mainly suffers from the following problems:

[0005] In terms of hardware architecture, the compressed air passes through two control components—the pre-control pressure regulating valve and the pressure changing valve—from the compressed air to the brake cylinder. This results in an increased pressure control response time, making it difficult to meet the future EMU's requirement for a shorter response time for regular braking. The pre-control pressure regulating section, due to the requirement for high adjustment accuracy, uses a small-flow regulating valve, which reduces the pre-control pressure response time. To compensate for this, the pressure value of the compressed air in the brake cylinder needs to be increased, with the actual usable value often exceeding 8 bar, increasing the workload of the air compressor and train energy consumption. The pressure changing valve has a complex internal structure, and due to individual differences and long-term use, it is prone to reducing the accuracy of brake cylinder pressure control.

[0006] In terms of software control process: Figure 2 The architecture is simple and reliable, but its operating condition coverage and pressure control accuracy are low. The pre-control pressure control module of this process often uses simple algorithms such as bang-bang control or PI control. When the brake cylinder pressure value is low, it is prone to oscillation and other issues, causing abnormal noise from the controller and train. The control method only performs closed-loop control on the pre-control pressure, and the brake cylinder pressure control accuracy depends on the mechanical accuracy of the pressure conversion valve. After long-term use, parameters often need to be recalibrated on-site. Figure 3 The control architecture, due to its closed-loop control of the brake cylinder pressure, offers high control accuracy, but its complex control method results in a high load on the electronic brake control unit and poor reliability. The pre-control pressure module also needs to correct for brake cylinder pressure control errors, often requiring the inclusion of a pressure variation valve model and consideration of the influence of the brake cylinder pressure value, thus increasing the response time of the control process compared to the first part of the process. Summary of the Invention

[0007] In view of this, the present invention provides a brake cylinder pressure control method and system to solve at least one of the aforementioned problems.

[0008] To achieve the above objectives, the present invention adopts the following solution:

[0009] According to a first aspect of the present invention, a brake cylinder pressure control method is provided, the method comprising: acquiring the current actual pressure value of the brake cylinder; calculating an actual pressure control error based on a brake cylinder pressure setpoint and the actual pressure value; determining whether the actual pressure control error reaches a first target error; terminating pressure control in response to the actual pressure control error reaching the first target error; determining whether the actual pressure control error reaches a second target error in response to the actual pressure control error not reaching the first target error, wherein the second target error is greater than the first target error; if the second target error is not reached, fully opening the valve port of a pressure regulating valve; and if the second target error is reached, performing valve port opening maintenance control to keep the valve port of the pressure regulating valve dynamically stable.

[0010] As an embodiment of the present invention, the valve opening maintenance control in the above method to keep the valve opening of the pressure regulating valve dynamically stable includes: controlling the pressure regulating valve to rapidly and repeatedly de-energize and energize, so that the valve opening is dynamically kept stable until the actual pressure control error reaches the first target error.

[0011] As an embodiment of the present invention, the method described above for controlling the pressure regulating valve to rapidly and repeatedly de-energize and energize, so that the valve opening is dynamically kept stable, includes:

[0012] Step a: Adjust the pressure regulating valve to the target opening degree;

[0013] Step b: After reaching the target opening degree, de-energize the pressure regulating valve for a single cycle;

[0014] Step c: Estimate the current flow rate of the pressure regulating valve and determine whether the current flow rate is less than the target flow rate. If it is less, proceed to step d; otherwise, return to step b to allow the pressure regulating valve to continue to be de-energized for a single cycle.

[0015] Step d: Energize the pressure regulating valve for a single cycle.

[0016] As an embodiment of the present invention, in the above method, the number of energized cycles and the number of de-energized cycles that keep the valve orifice of the pressure regulating valve dynamically stable satisfy v s n s =v d n d The smallest pair of integers, where v s To maintain a constant speed of valve core movement after power loss, v d To ensure a constant speed of valve core movement after energization, n d n is the number of energizing cycles. s This represents the number of power outage cycles.

[0017] As an embodiment of the present invention, the pressure regulating valve in the above method adopts two pairs of charging and discharging valves connected in parallel.

[0018] According to a second aspect of the present invention, a brake cylinder pressure control system is provided, the system comprising: a brake cylinder, a pressure regulating valve, a brake cylinder, a brake cylinder pressure sensor, and an electronic brake control unit, wherein the pressure regulating valve is connected to the brake cylinder, the brake cylinder, and the electronic brake control unit respectively, and the brake cylinder pressure sensor is connected to the brake cylinder and the electronic brake control unit respectively, and the electronic brake control unit is configured to: acquire the current actual pressure value of the brake cylinder; calculate an actual pressure control error based on a brake cylinder pressure setpoint and the actual pressure value; determine whether the actual pressure control error reaches a first target error; terminate pressure control in response to the actual pressure control error reaching the first target error; and determine whether the actual pressure control error reaches a second target error in response to the actual pressure control error not reaching the first target error, wherein the second target error is greater than the first target error. If the second target error is not reached, the valve port of the pressure regulating valve is fully opened; if the second target error is reached, valve port opening maintenance control is performed to keep the valve port of the pressure regulating valve dynamically stable.

[0019] As an embodiment of the present invention, the electronic brake control unit in the above system performs valve opening maintenance control to keep the valve opening of the pressure regulating valve dynamically stable, including: the electronic brake control unit controls the pressure regulating valve to rapidly and repeatedly de-energize and energize, so that the valve opening is dynamically kept stable until the actual pressure control error reaches the first target error.

[0020] As an embodiment of the present invention, the electronic braking control unit in the above system performs the following steps to control the pressure regulating valve to rapidly and repeatedly de-energize and energize, so that the valve opening dynamically remains stable:

[0021] Step a: Adjust the pressure regulating valve to the target opening degree;

[0022] Step b: After reaching the target opening degree, de-energize the pressure regulating valve for a single cycle;

[0023] Step c: Estimate the current flow rate of the pressure regulating valve and determine whether the current flow rate is less than the target flow rate. If it is less, proceed to step d; otherwise, return to step b to allow the pressure regulating valve to continue to be de-energized for a single cycle.

[0024] Step d: Energize the pressure regulating valve for a single cycle.

[0025] As an embodiment of the present invention, the number of energized cycles and the number of de-energized cycles that keep the valve orifice of the pressure regulating valve in the above system dynamically stable are such that v s n s =v d n d The smallest pair of integers, where v sTo maintain a constant speed of valve core movement after power loss, v d To ensure a constant speed of valve core movement after energization, n d n is the number of energizing cycles. s This represents the number of power outage cycles.

[0026] As an embodiment of the present invention, the pressure regulating valve in the above system adopts two pairs of charging and discharging valves connected in parallel.

[0027] According to a third aspect of the present invention, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above-described method.

[0028] According to a fourth aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-described method.

[0029] According to a fifth aspect of the present invention, a computer program product is provided, comprising a computer program / instructions that, when executed by a processor, implement the steps of the above-described method.

[0030] As can be seen from the above technical solutions, the brake cylinder pressure control method and system provided in this application use a pressure regulating valve directly connected to the brake cylinder. The pressure regulating valve employs two sets of high-flow-rate charging and exhaust valves for control, resulting in a faster response time. The control structure is simpler than that of existing EMUs, increasing reliability and maintainability. Furthermore, compared to existing dual-closed-loop control methods, the control logic of this application is simpler and more reliable, with lower dependence on the performance of the electronic brake control unit. Control only requires a brake cylinder pressure sensor, reducing hardware requirements and lowering costs. Moreover, the control method of this application exhibits good stability, creatively proposing valve opening control technology. When the pressure approaches the target value, the compressed air flow to the input and output brake cylinders is reduced, avoiding pressure oscillations and increasing stability while ensuring response time. Finally, the control method and system of this application reduce dependence on air source pressure, lowering the minimum brake cylinder pressure required for braking control in existing EMUs from 8 bar to 5 bar. This reduces the energy consumption of the air compressor, the size of the brake cylinder, and the overall weight of the braking system. Attached Figure Description

[0031] 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 drawings can be obtained based on these drawings without creative effort. In the drawings:

[0032] Figure 1 This is a schematic diagram of the hardware architecture related to the brake cylinder pressure control of existing high-speed trains' air brakes;

[0033] Figure 2 This is a schematic diagram of single closed-loop control in the existing air brake software control architecture of high-speed trains;

[0034] Figure 3 This is a schematic diagram of the dual closed-loop control in the existing air brake software control architecture of high-speed trains.

[0035] Figure 4 This is a schematic diagram of the structure of a brake cylinder pressure control system provided in an embodiment of this application;

[0036] Figure 5 This is a schematic flowchart of a brake cylinder pressure control method provided in an embodiment of this application;

[0037] Figure 6 This is a schematic diagram of the process for dynamically maintaining the valve opening according to an embodiment of this application;

[0038] Figure 7 This is a schematic diagram of the hardware implementation of a brake cylinder pressure control system provided in an embodiment of this application;

[0039] Figure 8 This is a schematic diagram of the hardware implementation of a pressure regulating valve provided in an embodiment of this application;

[0040] Figure 9 This is a schematic block diagram of the system configuration of the electronic device provided in the embodiments of this application. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. Here, the illustrative embodiments of the present invention and their descriptions are used to explain the present invention, but are not intended to limit the present invention.

[0042] Based on the shortcomings of the existing architecture and control process pointed out in the background art, in order to adapt to the goal of high-precision, low-energy consumption and fast-response brake cylinder pressure control of future EMUs, this application proposes a brake cylinder pressure control method and system with low air source pressure requirement, high flow rate and low response time.

[0043] like Figure 4The diagram shown is a schematic diagram of a brake cylinder pressure control system provided in an embodiment of this application. The system includes: a brake cylinder 401, a pressure regulating valve 402, a brake cylinder 403, a brake cylinder pressure sensor 404, and an electronic brake control unit 405. The pressure regulating valve 402 is connected to the brake cylinder 401, the brake cylinder 403, and the electronic brake control unit 405, respectively. The brake cylinder pressure sensor 404 is connected to the brake cylinder 403 and the electronic brake control unit 405, respectively.

[0044] As can be seen from the above system structure, this application eliminates the pre-control pressure control layer in the prior art, directly controlling the brake cylinder pressure through the pressure regulating valve. Therefore, there is no need to consider the brake cylinder pressure value, thus saving the brake cylinder pressure sensor. In this architecture, the compressed air from the brake cylinder directly enters the pressure regulating valve, which is controlled in a closed loop by the electronic brake control unit, outputting a specified pressure directly into the brake cylinder. Since the brake cylinder volume is much larger than the pre-control pressure chamber volume, the pressure regulating valve needs a large valve opening to increase the flow rate. Therefore, compared to the small-flow pre-control pressure regulating valve, the pressure regulating valve in this application uses a large-flow regulating valve. Preferably, two sets of large-flow charging and exhaust valves can be used. In specific implementation, the existing anti-slip valves of the EMU can be selected, thus eliminating the need for additional components and reducing modification costs. With the volume of the downstream air cylinder (brake cylinder) and the pipeline remaining unchanged, a typical low-flow regulating valve, such as the EP valve used for pre-control pressure control in existing EMU trains, has a maximum flow rate of only 400 kPa / s, while a typical high-flow valve, such as the aforementioned anti-slip valve, can reach a flow rate of 5000 kPa / s. Therefore, the flow rate of the pressure regulating valve used in this application is far greater than that of existing pre-control pressure regulating valves.

[0045] Based on the structure of the brake cylinder pressure control system described above, this application also provides a brake cylinder pressure control method, wherein the executing entity of the method is the aforementioned electronic brake control unit 405, such as... Figure 5 As shown, the method may include the following steps:

[0046] Step S501: Obtain the current actual pressure value of the brake cylinder.

[0047] In other words, in the pressure control process of this application, the current actual pressure of the brake cylinder is collected by the brake cylinder pressure sensor and sent to the electronic brake control unit.

[0048] Step S502: Calculate the actual pressure control error based on the brake cylinder pressure setpoint and the actual pressure value.

[0049] Step S503: Determine whether the actual pressure control error has reached the first target error. If it has, end the pressure control. If it has not, proceed to step S504.

[0050] Control error refers to the difference between the actual pressure of the brake cylinder and the target pressure (set value). The goal of the pressure control system is to minimize this error, thereby ensuring that the brake cylinder pressure is close to or equal to the required target pressure. At the start of the control process, the current brake cylinder pressure is first measured and compared with the target pressure to calculate the control error. The control error is the basis for the dynamic adjustment of the control strategy in this application. The control system uses this error to determine the next control action (such as charging or venting) and the valve opening adjustment. If the control error reaches the first target error, it indicates that the pressure control has met the requirements, and the control can be terminated.

[0051] Step S504: Determine whether the actual pressure control error has reached the second target error. If not, proceed to step S505; if so, proceed to step S506. Here, the second target error is greater than the first target error.

[0052] In this step, the second target error is greater than the first target error. Specifically, the second target error can be set to a value close to the first target error. For example, when the first target error is 5 kPa, the second target error can be selected as 20 kPa.

[0053] Step S505: Then fully open the valve port of the pressure regulating valve.

[0054] The second target error in the above steps is a preset error value, used as an intermediate stage indicator before reaching the control target. When the actual pressure control error is close to but has not yet reached the second target error, the control strategy of this application will take more aggressive measures, that is, fully open the valve port of the pressure regulating valve (e.g., full-speed air filling or full-speed air exhaust) to quickly reduce the error.

[0055] Step S506: Perform valve opening maintenance control to keep the valve opening of the pressure regulating valve dynamically stable.

[0056] When the actual pressure control error reaches the second target error, it indicates that the pressure adjustment is close to the target. At this time, the system will adopt a more refined control strategy to maintain the valve opening and keep the valve opening of the pressure regulating valve dynamically stable.

[0057] It should be noted that after steps S505 and S506 are performed, steps S101 and subsequent steps will be repeated in the subsequent control period until the actual pressure control error reaches the first target error, thereby ending the pressure control.

[0058] The pressure regulating valve in this application typically employs a duty cycle-based on-off solenoid valve, meaning the control cycle is fixed, but the ratio of the solenoid valve's opening and closing times within that cycle is adjustable. This method requires frequent opening and closing of the solenoid valve as it approaches the target pressure, leading to frequent contact between the valve core and body, which reduces its service life. Furthermore, high-flow-rate on-off solenoid valves are prone to causing brake cylinder pressure oscillations, complicating control. Therefore, this application proposes a valve opening adjustment method for the on-off valve, transforming the brake cylinder pressure and flow control from intermittent, duty cycle-based on-off control to continuous flow control based on the valve opening.

[0059] Based on the above reasons, preferably, in step S506, the electronic brake control unit performs valve opening maintenance control to keep the valve opening of the pressure regulating valve dynamically stable, which includes: the electronic brake control unit controls the pressure regulating valve to rapidly and repeatedly de-energize and energize, so that the valve opening is dynamically kept stable until the actual pressure control error reaches the first target error.

[0060] More preferably, the aforementioned electronic braking control unit can perform the following: Figure 6 The steps shown control the pressure regulating valve to rapidly and repeatedly de-energize and energize, thereby dynamically maintaining a stable valve opening:

[0061] Step S601: Adjust the pressure regulating valve to the target opening.

[0062] Step S602: After reaching the target opening degree, de-energize the pressure regulating valve for a single cycle.

[0063] The electronic brake control unit of this application has a small control cycle, such as less than 1ms, so the single-cycle de-energization and re-energization of the pressure regulating valve is also relatively short.

[0064] Step S603: Estimate the current flow rate of the pressure regulating valve and determine whether the current flow rate is less than the target flow rate. If it is less, proceed to step S604; otherwise, return to step S602 to allow the pressure regulating valve to continue to be de-energized for a single cycle.

[0065] In this embodiment, by estimating the current flow rate of the pressure regulating valve, the control system can accurately understand the amount of air entering or leaving the brake cylinder through the pressure regulating valve (charge valve or exhaust valve). By estimating this flow rate, the system can determine whether the valve opening needs to be adjusted to ensure that the pressure inside the brake cylinder reaches the predetermined target value. In dynamic control environments, rapid and accurate adjustment of brake cylinder pressure is crucial. Flow estimation enables the control system to respond promptly to changes in brake cylinder pressure, thereby quickly reaching or maintaining the target pressure, improving braking efficiency and response speed. Furthermore, flow estimation allows the control system to avoid over-adjusting the valve opening, reducing energy consumption and wear in the braking system. This fine-tuning ensures stable system operation and extends equipment lifespan. Finally, flow estimation provides a feedback mechanism, enabling the braking system to self-adjust according to actual operating conditions. This self-adjustment capability improves system reliability and reduces the likelihood of failure.

[0066] Step S604: Energize the pressure regulating valve for a single cycle and return to step S603.

[0067] By repeating the above steps S601 to S604, the valve opening remains dynamically stable until the pressure control error reaches the aforementioned first target error.

[0068] Let t m Considering the extremely short valve opening adjustment time, and given the minimum control cycle supported by the electronic braking control unit, the valve core can be assumed to be at a constant speed v under electromagnetic force, resistance, spring return force, and gas pressure after the coil is energized. d The motion under the pressure changes is independent of the air source pressure and the brake cylinder pressure. Let k n k represents the slope of the pressure change corresponding to the target flow rate. c The slope of the pressure change at the current flow rate (assuming k) c <k n ), then by k c Adjust to k n The required number of control cycles n a Calculated by equation (1), where r is the valve opening diameter corresponding to the current flow rate, satisfying r = q*(k n )1 / 2, where q is a fixed coefficient determined by the flow coefficient, air gas constant, adiabatic index, and gas temperature.

[0069]

[0070] Once the valve opening reaches the target value, to maintain a stable opening, it is necessary to control the solenoid valve coil to reciprocate by gaining and losing power, so that the valve core remains at a constant speed v after power loss. s If the motion is downward, then the number of electrical cycles n is obtained. dWith the number of power outage cycles n s To satisfy v s n s =v d n d The smallest pair of integers.

[0071] As can be seen from the above technical solutions, the brake cylinder pressure control method and system provided in this application use a pressure regulating valve directly connected to the brake cylinder. The pressure regulating valve employs two sets of high-flow-rate charging and exhaust valves for control, resulting in a faster response time. The control structure is simpler than that of existing EMUs, increasing reliability and maintainability. Furthermore, compared to existing dual-closed-loop control methods, the control logic of this application is simpler and more reliable, with lower dependence on the performance of the electronic brake control unit. Control only requires a brake cylinder pressure sensor, reducing hardware requirements and lowering costs. Moreover, the control method of this application exhibits good stability, creatively proposing valve opening control technology. When the pressure approaches the target value, the compressed air flow to the input and output brake cylinders is reduced, avoiding pressure oscillations and increasing stability while ensuring response time. Finally, the control method and system of this application reduce dependence on air source pressure, lowering the minimum brake cylinder pressure required for braking control in existing EMUs from 8 bar to 5 bar. This reduces the energy consumption of the air compressor, the size of the brake cylinder, and the overall weight of the braking system.

[0072] The above-described brake cylinder pressure control method and system will be further illustrated below with a specific embodiment, such as... Figure 7 The diagram shown is a hardware implementation schematic of a brake cylinder pressure control system according to an embodiment of this application. This embodiment is based on existing EMU hardware and requires no new components during the modification process. Figure 7 As can be seen, the compressed air generated by the train's air compressor enters the brake cylinder and is then transmitted via a plug valve to the empty / load valve, pressure regulating valve, and emergency solenoid valve. The pressure regulating valve, controlled by the method described herein, generates compressed air at a specified pressure, which is fed back to the electronic brake control unit by the service brake pressure sensor. The compressed air then passes through a pressure reducing valve and is transmitted to port A2 of the emergency solenoid valve. The compressed air passing through the empty / load valve is automatically adjusted to a specified emergency braking pressure value based on the train's weight. This pressure can be detected by a pressure measuring point or fed back to the electronic brake control unit by an emergency brake pre-control pressure sensor. This emergency brake pre-control pressure is transmitted to port Cv of the pressure conversion valve, where it is converted into pressure C and output to port A1 of the emergency solenoid valve. When the train brakes in an emergency, the emergency solenoid valve is de-energized, and the pressure at port A1 is transmitted to the brake cylinder. When there is no emergency braking, the emergency solenoid valve is energized, and the service brake pressure at port A2 is transmitted to the brake cylinder.

[0073] like Figure 8The diagram shown is a hardware implementation schematic of a pressure regulating valve provided in an embodiment of this application. The pressure regulating valve of this application needs to have the characteristics of large flow rate, controllability, and ease of maintenance; therefore, existing anti-slip valves from high-speed trains can be used. Considering the requirements of flow rate and response time, two sets of anti-slip valves can be connected in parallel, i.e., two pairs of charging / discharging valves... Figure 8 The hardware design follows a specific configuration. Compressed air is fed into two charging valves. When the charging valve is energized by the electronic brake control unit and the exhaust valve is de-energized, compressed air can be output through the charging valve, increasing the brake cylinder pressure. When the exhaust valve is energized by the electronic brake control unit and the charging valve is de-energized, compressed air can be discharged to the atmosphere through the exhaust valve, decreasing the brake cylinder pressure. When both the charging and exhaust valves are de-energized, the brake cylinder pressure remains constant.

[0074] This invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the above-described method.

[0075] This invention also provides a computer program product, including a computer program / instructions, which, when executed by a processor, implement the steps of the above-described method.

[0076] This invention also provides a computer-readable storage medium storing a computer program for performing the above-described methods.

[0077] like Figure 9 As shown, the electronic device 600 may also include: a communication module 110, an input unit 120, an audio processor 130, a display 160, and a power supply 170. It is worth noting that the electronic device 600 does not necessarily need to include these components. Figure 9 All components shown; in addition, the electronic device 600 may also include Figure 9 For components not shown, please refer to existing technologies.

[0078] like Figure 9 As shown, the central processing unit 100, sometimes also referred to as a controller or operating control, may include a microprocessor or other processor device and / or logic device. The central processing unit 100 receives inputs and controls the operation of various components of the electronic device 600.

[0079] The memory 140 may be, for example, one or more of a cache, flash memory, hard drive, removable media, volatile memory, non-volatile memory, or other suitable devices. It may store the aforementioned failure-related information, and also store a program for executing that information. The central processing unit 100 may execute the program stored in the memory 140 to perform information storage or processing, etc.

[0080] Input unit 120 provides input to central processing unit 100. Input unit 120 may be, for example, a keypad or touch input device. Power supply 170 provides power to electronic device 600. Display 160 displays images and text. Display may be, for example, an LCD display, but is not limited thereto.

[0081] The memory 140 can be a solid-state memory, such as a read-only memory (ROM), random access memory (RAM), a SIM card, etc. It can also be a memory that retains information even when power is off, can be selectively erased, and contains more data; examples of this type of memory are sometimes referred to as EPROMs. The memory 140 can also be some other type of device. The memory 140 includes a buffer memory 141 (sometimes referred to as a buffer). The memory 140 may include an application / function storage unit 142 for storing application programs and function programs or processes for executing the operation of the electronic device 600 via the central processing unit 100.

[0082] The memory 140 may also include a data storage unit 143 for storing data, such as contacts, digital data, pictures, sounds, and / or any other data used by the electronic device. The driver storage unit 144 of the memory 140 may include various drivers for the electronic device's communication functions and / or for performing other functions of the electronic device (such as messaging applications, address book applications, etc.).

[0083] The communication module 110 is a transmitter / receiver 110 that transmits and receives signals via antenna 111. The communication module (transmitter / receiver) 110 is coupled to the central processing unit 100 to provide input signals and receive output signals, which can be the same as in a conventional mobile communication terminal.

[0084] Based on different communication technologies, multiple communication modules 110 can be configured in the same electronic device, such as cellular network modules, Bluetooth modules, and / or wireless LAN modules. The communication module (transmitter / receiver) 110 is also coupled to a speaker 131 and a microphone 132 via an audio processor 130 to provide audio output via the speaker 131 and receive audio input from the microphone 132, thereby enabling typical telecommunications functions. The audio processor 130 may include any suitable buffer, decoder, amplifier, etc. Additionally, the audio processor 130 is coupled to a central processing unit 100, enabling on-device recording via the microphone 132 and on-device playback of stored audio via the speaker 131.

[0085] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0086] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0087] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0088] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0089] Specific embodiments have been used to illustrate the principles and implementation methods of this invention. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this invention. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A method for controlling brake cylinder pressure, characterized in that, The method includes: Obtain the current actual pressure value of the brake cylinder; The actual pressure control error is calculated based on the brake cylinder pressure setpoint and the actual pressure value. Determine whether the actual pressure control error reaches the first target error; Pressure control ends when the actual pressure control error reaches the first target error. In response to the actual pressure control error not reaching the first target error, it is determined whether the actual pressure control error reaches the second target error. If the second target error is greater than the first target error, the valve port of the pressure regulating valve is fully opened; if the second target error is reached, valve port opening maintenance control is performed to keep the valve port of the pressure regulating valve dynamically stable. The method of maintaining valve opening control to keep the valve opening of the pressure regulating valve dynamically stable includes: The pressure regulating valve is controlled to rapidly and repeatedly de-energize and energize, so that the valve opening is dynamically kept stable until the actual pressure control error reaches the first target error. The method of controlling the pressure regulating valve to rapidly and repeatedly de-energize and energize, so as to dynamically maintain a stable valve opening, includes: Step a: Adjust the pressure regulating valve to the target opening degree; Step b: After reaching the target opening degree, de-energize the pressure regulating valve for a single cycle; Step c: Estimate the current flow rate of the pressure regulating valve and determine whether the current flow rate is less than the target flow rate. If it is less, proceed to step d; otherwise, return to step b to allow the pressure regulating valve to continue to be de-energized for a single cycle. Step d: Energize the pressure regulating valve for a single cycle.

2. The brake cylinder pressure control method of claim 1, characterized in that The pressure regulating valve maintains a dynamically stable number of energized cycles and de-energized cycles to satisfy the following conditions: v s n s = v d n d The smallest pair of integers, where v s To maintain a constant speed of valve core movement after power loss, v d To ensure a constant speed of valve core movement after energization, n d The number of energizing cycles, n s This represents the number of power outage cycles.

3. The brake cylinder pressure control method of claim 1, wherein The pressure regulating valve is configured with two pairs of charging and venting valves connected in parallel.

4. A brake cylinder pressure control system characterized by, The system includes: a brake cylinder, a pressure regulating valve, a brake cylinder, a brake cylinder pressure sensor, and an electronic brake control unit. The pressure regulating valve is connected to the brake cylinder, the brake cylinder, and the electronic brake control unit. The brake cylinder pressure sensor is connected to the brake cylinder and the electronic brake control unit. The electronic brake control unit is used for: Obtain the current actual pressure value of the brake cylinder; The actual pressure control error is calculated based on the brake cylinder pressure setpoint and the actual pressure value. Determine whether the actual pressure control error reaches the first target error; Pressure control ends when the actual pressure control error reaches the first target error. In response to the actual pressure control error not reaching the first target error, it is determined whether the actual pressure control error reaches the second target error. If the second target error is greater than the first target error, the valve port of the pressure regulating valve is fully opened; if the second target error is reached, valve port opening maintenance control is performed to keep the valve port of the pressure regulating valve dynamically stable. The electronic braking control unit performs valve opening maintenance control to keep the valve opening of the pressure regulating valve dynamically stable, including: The electronic braking control unit controls the pressure regulating valve to rapidly and repeatedly de-energize and energize, so that the valve opening is dynamically kept stable until the actual pressure control error reaches the first target error. The electronic braking control unit performs the following steps to control the pressure regulating valve to rapidly and repeatedly de-energize and energize, so that the valve opening remains dynamically stable: Step a: Adjust the pressure regulating valve to the target opening degree; Step b: After reaching the target opening degree, de-energize the pressure regulating valve for a single cycle; Step c: Estimate the current flow rate of the pressure regulating valve and determine whether the current flow rate is less than the target flow rate. If it is less, proceed to step d; otherwise, return to step b to allow the pressure regulating valve to continue to be de-energized for a single cycle. Step d: Energize the pressure regulating valve for a single cycle.

5. The brake cylinder pressure control system of claim 4, wherein, The pressure regulating valve maintains a dynamically stable number of energized cycles and de-energized cycles to satisfy the following conditions: v s n s = v d n d The smallest pair of integers, where v s To maintain a constant speed of valve core movement after power loss, v d To ensure a constant speed of valve core movement after energization, n d The number of energizing cycles, n s This represents the number of power outage cycles.

6. The brake cylinder pressure control system as defined in claim 4, wherein, The pressure regulating valve is configured with two pairs of charging and venting valves connected in parallel.

7. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 3.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 3.

9. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the method according to any one of claims 1 to 3.

Images