Braking control system and method for long-formation heavy-load train

Abstract

The present invention relates to the field of train braking technology, and provides a braking control system and method for a long-formation heavy-load train. The braking control system of the long-formation heavy-load train includes: a braking signal control device, a wireless communication module and a braking output device installed on each vehicle, the braking output device including a braking control module and an inclination detection sensor electrically connected to the braking control module, a vehicle braking module and a weight detection device; the braking control module is communicatively connected to the braking signal control device via a wireless communication module, and the brake cylinder pressure is adjusted according to parameters such as braking deceleration instructions, inclination angle data and vehicle weight, which is conducive to more accurate adjustment of the braking force of each vehicle, thereby ensuring that the braking deceleration of each vehicle tends to be consistent, which is conducive to reducing the longitudinal impact force of the train, and thus ensuring the safety and braking effect of the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of converter steelmaking, and in particular to a braking control system and method for a long-formation heavy-load train. Background Art

[0002] Heavy-haul rail transport is an inevitable trend in the development of railway freight, and heavy-haul trains are key equipment for heavy-haul rail transport. With the development of large axleweight vehicles limited, heavy-haul trains can only develop into longer train formations. Train wired or wireless reconnected electronic control technology can solve the traction problems of heavy-haul trains and is virtually unrestricted by the number of train formations. However, due to imperfect braking control technology, the longitudinal impact of the train during braking is not well controlled, affecting the safe operation of the train and restricting the development of heavy-haul trains into longer train formations. Currently, there are two main braking control technologies for heavy-haul trains both domestically and internationally: wireless reconnection of combined trains and wired electronic control of trains.

[0003] A combined train is composed of multiple unit trains. Wireless reconnection technology uses wireless signals to transmit traction and braking control commands between the trains of each unit train. Automatic air braking control is still used between the vehicles within the unit train. This technology improves the braking wave velocity and reduces the train's longitudinal thrust. However, because each vehicle still controls brake cylinder pressure according to a uniform train pipe pressure reduction, it does not consider the impact of vehicle gravity on braking in long trains under different terrain conditions. Furthermore, the multiple mechanical conversions result in low brake cylinder pressure control accuracy. Therefore, wireless reconnection technology has limited effect on reducing the train's longitudinal thrust.

[0004] Wired train control technology uses cables running through the train to transmit both power and braking signals. This allows for direct braking control of each car, achieving simultaneous braking and braking, significantly reducing longitudinal impact forces. While this technology offers numerous advantages, it still fails to account for the impact of vehicle gravity on braking in long trains operating under varying terrain, resulting in significant longitudinal impact forces. Furthermore, due to the numerous cable joints, line interruptions are common, resulting in low reliability.

[0005] The above two technologies have improved the braking wave speed and consistency to a certain extent, but neither of them takes into account the impact of vehicle gravity on braking of each vehicle in a heavy-load train under different terrain conditions. From the control theory, there are differences in the braking rate of each vehicle, so the longitudinal impulse of the train always exists, and there are also problems with reliability and control accuracy. Summary of the Invention

[0006] The purpose of the present invention is to provide a braking control system and method for a long-formation heavy-load train, so as to solve the problem that the existing long-formation heavy-load train has longitudinal impulse during braking, which affects the safety of train operation.

[0007] In a first aspect, an embodiment of the present invention provides a braking control system for a long-formation heavy-haul train, the long-formation heavy-haul train comprising multiple vehicles, the braking control system comprising: a braking signal control device and a wireless communication module, a braking output device, and a weight detection device installed on each vehicle; the braking signal control device is configured to issue a braking deceleration command;

[0008] The brake output device includes a brake control module and an inclination detection sensor electrically connected to the brake control module, a vehicle brake module, and a weight detection device; the inclination detection sensor is used to obtain the corresponding vehicle inclination angle data when receiving the brake deceleration command; the vehicle brake module includes a brake cylinder, which brakes the vehicle by controlling the brake cylinder pressure; the brake control module is electrically connected to the weight detection module, and is used to obtain the corresponding vehicle weight;

[0009] The brake control module is in communication with the brake signal control device via the wireless communication module, and is configured to adjust the brake cylinder pressure according to the brake deceleration instruction, the tilt angle data, and the vehicle weight, so that the deceleration of each vehicle section tends to be consistent; wherein the brake cylinder pressure is specifically calculated according to the following formula:

[0010] P=(M+D*Msinα)*a / S / μ / η / ε / 1000+P0;

[0011] Where M is the vehicle weight; D is the direction of the vehicle's end A, if the direction of end A is in the same direction as the train, D=1, if the direction of end A is in the opposite direction to the train, D=-1; α is the inclination angle between the line connecting the vehicle's ends A and B and the horizontal line, where ends A and B are the two end faces of the vehicle respectively; a is the train braking deceleration; S is the brake cylinder piston area; μ is the braking ratio; η is the braking efficiency; ε is the friction coefficient; P0 is the brake cylinder pressure at level 0 braking.

[0012] Optionally, the weight detection device includes a data processing module and two distance detection sensors, the two distance detection sensors are respectively installed at the bottom of each vehicle and facing the rails, for respectively detecting the distance between the vehicle and the rails;

[0013] The data processing module is electrically connected to the two distance detection sensors, and is used to calculate the corresponding vehicle weight M based on the average distance of the two distance detection sensors on the same vehicle; the data processing module and the braking control module are used to transmit the data corresponding to the vehicle weight M to the braking control module.

[0014] Optionally, the vehicle weight M is calculated as follows:

[0015] When Hk-H<h: M=M0+2*k2*(Hk-H) / 9.8;

[0016] When Hk-H≥h: M=M0+2*(k2*h+k3*(Hk-Hh)) / 9.8;

[0017] Among them, Hk is the empty vehicle distance value during factory calibration; M0 is the vehicle's own weight; H is the actual detection distance value after marshaling; k2 is the level 2 spring stiffness; k3 is the level 3 spring stiffness; and h is the height of the transition point.

[0018] Optionally, the brake output device further includes: a pneumatic power generation module; the pneumatic power generation module is driven by compressed air delivered by the train's air compressor through the train pipeline, thereby supplying power to the wireless communication module and the brake output device.

[0019] Optionally, the brake output device also includes: an air brake drive module and a two-way valve; the two-way valve includes a first drive end and a second drive end that are relatively arranged, and a brake output end; the air brake drive module is linked to the first drive end, the brake control module is linked to the second drive end through a drive unit, and the brake cylinder is driven by the brake output end.

[0020] Optionally, the brake output device further includes: a brake cylinder pressure sensor for obtaining the real-time pressure of the brake cylinder; the brake control module is electrically connected to the brake cylinder pressure sensor for calibrating based on the comparison between the real-time pressure and the brake cylinder pressure.

[0021] Optionally, the wireless communication module includes: a wireless data transmission module, an Internet of Things card and a satellite positioning module; the satellite positioning module is communicatively connected to the braking control module, and is used for positioning through satellite to realize automatic grouping of vehicles; the wireless data transmission module and the Internet of Things card are both communicatively connected to the braking control module, and the wireless data transmission module is connected to a mobile base station and a cloud server through wireless communication, and the Internet of Things cards of different vehicles are automatically networked, thereby realizing the synchronous transmission of braking deceleration instructions and vehicle status information in different networks; wherein, the status information includes the vehicle's grouping number, vehicle speed, braking status, signal strength and time.

[0022] Optionally, the brake signal control device is used to automatically determine the main node and branch node identities of the vehicle according to the assigned train sequence number; the main nodes transmit the brake deceleration command from the brake signal control device to the end of the train through relay, and at the same time transmit the status information of each vehicle from the end of the train to the driver's brake control module; wherein, the main node and the branch node adopt a one-to-many communication mode to transmit the brake deceleration command and vehicle status information.

[0023] In a second aspect, an embodiment of the present invention provides a braking control method for a long-formation heavy-load train. Based on the braking control system of the long-formation heavy-load train described in the first aspect, the braking control method includes the following steps:

[0024] The brake signal control device sends a brake deceleration instruction to the brake output device installed on each vehicle of the train through the wireless communication module;

[0025] The inclination sensor and weight detection device installed on each vehicle respectively obtain the inclination angle data and vehicle weight of the corresponding vehicle when receiving the braking deceleration instruction;

[0026] The brake cylinder pressure of the vehicle brake module is determined according to the braking deceleration instruction, the tilt angle data and the vehicle weight, so that the deceleration of each section of the vehicle tends to be consistent.

[0027] The embodiments of the present invention have at least the following technical effects:

[0028] The braking control system and method for long-formation heavy-load trains provided by the present invention dynamically adjust the braking force according to the inclination sensor data and the vehicle weight. This function can ensure that the braking deceleration of each vehicle is consistent under different terrain conditions, so that the coupler force between the vehicles tends to zero; and through the mobile communication network and satellite timing to transmit braking control instructions, it can be ensured that each device implements the braking action at a commonly agreed time after receiving the braking control instruction containing time information, which can ensure the consistency of the braking response of the brake mechanisms of each vehicle on the train, and through the mobile communication network and satellite positioning to automatically form heavy-load trains, the efficiency of heavy-load train formation can be improved.

[0029] In addition, the present invention realizes the detection of vehicle weight by a distance detection sensor, which can improve the vehicle weight detection accuracy and make the braking force control input value more accurate; it realizes the use of compressed air to generate electricity to provide electricity for freight vehicles. This solution does not require changing the vehicle structure and does not consume the train's traction power. It is a new direction for self-generation of railway freight vehicles; through the purely mechanical automatic switching between electronically controlled braking and air braking, it can not only ensure the safe operation of the train, but also can be unconditionally mixed with existing trains, which is simple and practical. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0031] Figure 1A schematic diagram of the connection modules of a brake control system for a long-formation heavy-load train provided by an embodiment of the present invention;

[0032] Figure 2 A schematic diagram of a long-formation heavy-load train running on a slope provided by an embodiment of the present invention;

[0033] Figure 3 A schematic diagram of the internal module connections of a brake output device for a long-formation heavy-load train provided by an embodiment of the present invention;

[0034] Figure 4 A schematic diagram of the connection of a wireless communication module for a long-formation heavy-load train provided by an embodiment of the present invention;

[0035] Figure 5 A schematic diagram of wireless communication networking for a long-formation, heavy-load train provided in an embodiment of the present invention.

[0036] Icons: 1- cab; 100- brake signal control device; 2- vehicle; 200- wireless communication module; 300- brake output device; 310- brake control module; 320- tilt detection sensor; 330- weight detection device; 340- vehicle brake module; 341- brake cylinder; 350- brake cylinder pressure sensor; 360- air brake drive module; 370- two-way valve; 400- pneumatic power generation module. DETAILED DESCRIPTION

[0037] The following will clearly and completely describe the technical solutions of the present invention in conjunction with the embodiments. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0038] Those skilled in the art will understand that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by those skilled in the art in the art to which this invention belongs. It should also be understood that terms such as those defined in common dictionaries should be understood to have meanings consistent with their meanings in the context of the prior art and, unless specifically defined as such, will not be interpreted in an idealized or overly formal sense.

[0039] It will be understood by those skilled in the art that, unless otherwise stated, the singular forms "a," "an," "said," and "the" used herein may also include plural forms. It should be further understood that the term "comprising" used in the specification of the present invention refers to the presence of the stated features, integers, steps, operations, elements, and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. The term "and / or" used herein includes all or any unit and all combinations of one or more associated listed items.

[0040] like Figures 1 to 3 As shown, an embodiment of the present invention provides a braking control system for a long-formation heavy-load train, wherein the long-formation heavy-load train includes multiple vehicles 2 ( Figure 2 (Six vehicles are shown in the figure), each vehicle 2 is connected in sequence to form a whole. The brake control system includes a brake signal control device 100, a wireless communication module 200, a brake output device 300, and a weight detection device 330 installed on each vehicle 2.

[0041] Specifically, the brake signal control device 100 is used to issue a braking deceleration command. For example, when an operator in cab 1 detects an obstacle ahead and needs to stop, they press the brake button in cab 1, thereby issuing a braking deceleration command based on the braking distance. The brake output device 300 includes a brake control module 310, an inclination detection sensor 310 electrically connected to the brake control module 310, a vehicle brake module 340, and a weight detection device 330. The inclination detection sensor 310 is used to obtain inclination angle data of the corresponding vehicle 2 upon receiving a braking deceleration command. The vehicle brake module 340 includes a brake cylinder 341, which brakes the vehicle 2 by controlling the brake cylinder pressure. The weight detection device 330 is used to obtain the weight of the corresponding vehicle 2. Because the weight of the load on each vehicle 2 varies, the braking force of the corresponding vehicle needs to be adjusted based on the weight of each vehicle 2.

[0042] The brake control module 310 is in communication with the brake signal control device 100 via the wireless communication module 200 and is used to adjust the brake cylinder pressure according to the brake deceleration instruction, the tilt angle data and the weight of the vehicle 2 so that the deceleration of each section of the vehicle 2 tends to be consistent.

[0043] The brake cylinder pressure is calculated according to the following formula:

[0044] P=(M+D*Msinα)*a / S / μ / η / ε / 1000+P0;

[0045] Among them, M is the weight of vehicle 2; D is the direction of end A of the vehicle (if the direction of end A is in the same direction as the train, D=1; if the direction of end A is in the opposite direction to the train, D=-1); α is the inclination angle of the line connecting end A and end B of the vehicle to the horizontal line. End A and end B are the two end faces of the vehicle, which are randomly distributed in the train formation when the vehicle is formed. α may be at a negative angle or a positive angle when going uphill or downhill, so D and α are used to determine whether D*Msinα is positive or negative. It can be understood that when the vehicle is going downhill, D*Msinα is positive, and the brake cylinder pressure needs to be appropriately increased, while when the vehicle is going uphill, D*Msinα is negative, and the brake cylinder pressure needs to be appropriately reduced; a is the train braking deceleration; S is the brake cylinder piston area; μ is the braking ratio; η is the braking efficiency; ε is the friction coefficient; P0 is the brake cylinder pressure at level 0 braking.

[0046] For example, Figure 2 Among the 6 carriages, the A end of the No. 3 car is in the same direction as the train, D is 1, the line from A to B is above the horizontal line, and the inclination angle α is positive, that is, when calculating the brake cylinder pressure of the No. 3 car, D*Msinα is positive; the A end of the No. 4 car is in the opposite direction of the train, D is -1, the line from A to B is below the horizontal line, and the inclination angle α is negative, that is, when calculating the brake cylinder pressure of the No. 4 car, D*Msinα is also positive (both No. 3 and No. 4 cars are in the downhill stage), and the braking force pressure is the same. For increase; the A end of vehicle No. 5 is in the opposite direction of the train, D is -1, the line from A to B is above the horizontal line, and the inclination angle α is positive, that is, D*Msinα of vehicle No. 3 is negative when calculating the brake cylinder pressure; the A end of vehicle No. 6 is in the same direction as the train, D is 1, the line from A to B is below the horizontal line, and the inclination angle α is negative, that is, D*Msinα of vehicle No. 4 is also negative when calculating the brake cylinder pressure (vehicles No. 5 and 6 are both in the uphill stage), and the brake cylinder pressure is relatively reduced.

[0047] The braking control system of a long-formation heavy-load train provided in an embodiment of the present invention adjusts the brake cylinder pressure through parameters such as braking deceleration instructions, tilt angle data, and the weight of vehicle 2, which is conducive to more precise adjustment of the braking force of each vehicle 2, thereby ensuring that the braking deceleration of each vehicle 2 tends to be consistent, which is conducive to reducing the longitudinal impact force of the train, and thus ensuring the safety and braking effect of vehicle 2.

[0048] In some embodiments, the weight detection device 330 includes a data processing module and two distance detection sensors. The two distance detection sensors are mounted on the bottom of each vehicle 2, facing the rails, and are used to detect the distance between the vehicle 2 and the rails. The data processing module is electrically connected to the two distance detection sensors and is used to calculate the corresponding vehicle weight M based on the average distance between the two distance detection sensors on the same vehicle 2. The data processing module is also connected to the brake control module 310 and is used to transmit data corresponding to the vehicle weight M to the brake control module 310.

[0049] Optionally, the data processing module processes the data according to a relevant calculation formula for the weight M of the vehicle 2, as follows:

[0050] When Hk-H<h: M=M0+2*k2*(Hk-H) / 9.8;

[0051] When Hk-H≥h: M=M0+2*(k2*h+k3*(Hk-Hh)) / 9.8.

[0052] Among them, Hk is the empty vehicle distance value of vehicle 2 during factory calibration; M0 is the weight of vehicle 2; H is the actual detection distance value after marshalling; k2 is the level 2 spring stiffness; k3 is the level 3 spring stiffness; and h is the critical point height for the transition from level 2 spring to level 3 spring.

[0053] In some embodiments, continue to refer to Figure 1 The brake output device 300 further includes: a pneumatic power generation module 400; the pneumatic power generation module 400 is driven by compressed air delivered by the train's air compressor through the train pipeline, thereby powering the wireless communication module 200 and the brake output device 300.

[0054] This embodiment uses the compressed air delivered by the train air compressor to each vehicle 2 through the train pipe to drive the air pump, thereby driving the generator to provide electrical energy to the brake of vehicle 2, and also to power the auxiliary equipment of the wireless communication module 200. The use of the pneumatic power generation module 400 for power supply does not require changing the structure of vehicle 2 and does not consume the train's traction power.

[0055] In some embodiments, as Figure 1 and Figure 3 As shown, the brake output device 300 also includes an air brake actuation module 360 ​​and a two-way valve 370. The two-way valve 370 includes a first and second driving ends positioned opposite each other, as well as a brake output end. Actuation of either of the two driving ends can drive the brake output end to move, thereby outputting braking force to brake vehicle 2. Specifically, the air brake actuation module 360 ​​is linked to the first driving end, the brake control module 310 is linked to the second driving end via a drive unit (e.g., an application valve), and the brake cylinder 341 is driven by the brake output end.

[0056] Specifically, the braking control system provided in this embodiment, in addition to realizing pressure control of the brake cylinder 341 through wireless communication, also includes an air brake drive module 360, which jointly controls the brake cylinder 341 of vehicle 2 through a two-way valve 370. If either of these two control systems is effective, the train braking will be effective, which can not only ensure the safe operation of the train, but also can be unconditionally mixed with existing trains.

[0057] This embodiment provides for the priority use of a wireless direct intelligent braking control system. The air brake system is always in an inflation relief state. When the wireless direct intelligent braking control system fails, the air brake system can be operated to implement braking. The wireless direct intelligent braking control system is designed for power-off relief and can be unconditionally mixed with other vehicles 2.

[0058] In some embodiments, continue to refer to Figure 1 To more accurately control the pressure in the brake cylinder 341, the brake output device 300 provided in this embodiment further includes a brake cylinder pressure sensor 350, which is connected to the brake cylinder 341 and is used to obtain the real-time pressure in the brake cylinder 341. The brake control module 310 is electrically connected to the brake cylinder pressure sensor 350 and is used to compare the real-time pressure with the brake cylinder pressure to be adjusted, thereby calibrating the brake cylinder pressure and avoiding the mismatch between the output brake cylinder pressure and the actual pressure in the brake cylinder 341.

[0059] In some embodiments, as Figure 4 and Figure 5 As shown, the wireless communication module 200 includes a wireless data transmission module, an IoT card, and a satellite positioning module. The satellite positioning module is in communication with the brake control module 310 and is used to locate vehicles 2 via satellite to achieve automatic grouping. Both the wireless data transmission module and the IoT card are in communication with the brake control module 310. The wireless data transmission module, through wireless communication with a mobile base station and a cloud server, automatically networks the IoT cards of different vehicles 2, thereby achieving synchronous transmission of braking deceleration commands and vehicle 2 status information across different networks. This status information includes the vehicle 2 grouping number, vehicle 2 speed, braking status, signal strength, and time.

[0060] Alternatively, the brake signal control device 100 can be a smart mobile terminal pre-installed with a train brake control system. It communicates with the brake control module 310 of each vehicle 2 via an external wireless data transmission module, an Internet of Things card, and a satellite positioning module. It can be placed in the cab 1 in an easily accessible location for the driver to control via a touchscreen, completely independent of the existing train controller. Trains equipped with this brake control system can achieve normal speed regulation and parking simply by operating the brake signal control device 100.

[0061] This embodiment uses a satellite positioning navigation system to accurately synchronize the time of all brake control modules 310 of each vehicle 2 in the train, which can ensure that each brake control module 310 implements the braking action at a commonly agreed time after receiving the braking instruction containing time information. It can ensure that the response consistency of the brake mechanism of each vehicle 2 in a 100,000-ton train is less than 2s, greatly improving the consistency of train braking, thereby reducing the longitudinal impact of vehicle 2, and helping to improve train safety.

[0062] For example, the brake signal control device 100 sends a release instruction and a 0 to 9 level braking instruction to the brake control module 310 simultaneously through the wireless ad hoc network (Internet of Things card) and the mobile communication network (wireless data transmission module). Each level of braking instruction can be fine-tuned in 10 levels. Each level of instruction corresponds to a deceleration value. Level 0 means that the brake shoe just contacts the wheel tread. The maximum level is 10, and the corresponding deceleration value is 1m 2 / s, where each command needs to be confirmed before it can be sent.

[0063] In some embodiments, the brake signal control device 100 is used to automatically determine the master node and branch node identities of the vehicle 2 according to the assigned group sequence number.

[0064] Specifically, the main nodes transmit the braking deceleration command from the brake signal control device 100 to the end of the column through relay, and at the same time transmit the status information of each vehicle 2 from the end of the column to the driver brake control module 310; among them, the main node and the branch node adopt a one-to-many communication mode to transmit the braking deceleration command and the vehicle 2 status information.

[0065] Specifically, see Figure 5 This embodiment adopts a fixed node network, which consists of a main network and a branch network. The main network consists of a train driver controller node and a main node with a fixed sequence number, with a main node set for every five vehicles. After the train is automatically marshaled, the brake signal control devices of vehicles numbered 1, 5, 10, and 14 are automatically set as the main node. The two closest main nodes can communicate with each other. Since each relay requires a delay of about 20ms, for a train with 108 vehicles, the fastest transmission time of the brake command is about 0.5s. The branch network consists of a main node and two adjacent branch nodes. The branch nodes are relayed through the main node to achieve mutual communication among the entire train. In order to ensure the reliability of the wireless self-organizing network, this solution uses two sets of wireless data transmission modules with different frequency bands (band 1 and band 2) to work simultaneously. Even if one frequency band is interfered with, the other frequency band can still operate normally. After the train formation is completed, the brake signal control device 100 placed in the train cab 1 can query the vehicle position of each formation on the server through the mobile network, automatically identify the vehicle behind the vehicle in the same formation as the current train formation, determine the serial number of each vehicle according to the distance between the vehicles, and assign the serial number to the intelligent brake motor of each vehicle.

[0066] It should be noted that brake signal control device 100 can be controlled by the driver via touch or voice, or by the train's automated driving system or ground monitoring. It issues various braking-related commands, which are transmitted via mobile networks and wireless ad hoc networks to the brake motor of Car 2 in the same train. Brake signal control device 100 receives feedback from Car 2's brake motor on its own vehicle's braking status, assesses the train's braking status, and provides the driver with braking information.

[0067] Based on the same inventive concept, an embodiment of the present invention further provides a braking control method for a long-formation heavy-load train. Based on the braking control system of the long-formation heavy-load train of the aforementioned embodiment, the braking control method includes the following steps:

[0068] The brake signal control device 100 sends a brake deceleration instruction to the brake output device 300 installed on each vehicle 2 of the train through the wireless communication module 200.

[0069] The inclination sensor and weight detection device 330 installed on each vehicle 2 obtains the inclination angle data of the corresponding vehicle 2 and the weight of the vehicle 2 when receiving the braking deceleration instruction.

[0070] The brake cylinder pressure of the vehicle brake module 340 is determined according to the brake deceleration instruction, the tilt angle data and the weight of the vehicle 2 so that the deceleration of each section of the vehicle 2 tends to be consistent.

[0071] It should be noted that the braking control method provided in this embodiment is based on the long-formation heavy-load train in the aforementioned embodiment, so the control steps of the train will not be repeated.

[0072] In the description of the present invention, it should be understood that the terms "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention.

[0073] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0074] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to direct connections, indirect connections through an intermediate medium, or internal connections between two components. A person of ordinary skill in the art can understand the specific meanings of the above terms in the present invention based on the specific circumstances. In the description of this specification, specific features, structures, materials, or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0075] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A braking control system for a long-formation heavy-load train, wherein the long-formation heavy-load train comprises multiple vehicles, characterized in that: The brake control system includes: a brake signal control device, a wireless communication module and a brake output device installed on each vehicle; The brake signal control device is used to issue a brake deceleration instruction; The brake output device includes a brake control module and an inclination detection sensor electrically connected to the brake control module, a vehicle brake module, and a weight detection device; the inclination detection sensor is used to obtain the corresponding vehicle inclination angle data when receiving the brake deceleration command; the vehicle brake module includes a brake cylinder, which brakes the vehicle by controlling the brake cylinder pressure; the brake control module is electrically connected to the weight detection module, and is used to obtain the corresponding vehicle weight; The brake control module is in communication with the brake signal control device via the wireless communication module, and is configured to adjust the brake cylinder pressure according to the brake deceleration instruction, the tilt angle data, and the vehicle weight, so that the deceleration of each vehicle section tends to be consistent; wherein the brake cylinder pressure is specifically calculated according to the following formula: P=(M+D*Msinα)*a / S / μ / η / ε / 1000+P0; Where M is the vehicle weight; D is the direction of the vehicle's end A, where D = 1 if the direction of end A is in the same direction as the train, and D = -1 if the direction of end A is in the opposite direction to the train; α is the inclination angle between the line connecting the vehicle's ends A and B and the horizontal line, where ends A and B are the two end faces of the vehicle respectively; a is the train braking deceleration; S is the brake cylinder piston area; μ is the braking ratio; η is the braking efficiency; ε is the friction coefficient; and P0 is the brake cylinder pressure at level 0 braking. The weight detection device includes a data processing module and two distance detection sensors, which are installed at the bottom of each vehicle and facing the rails, respectively, for detecting the distance between the vehicle and the rails; the data processing module is electrically connected to the two distance detection sensors, and is used to calculate the corresponding vehicle weight M based on the average distance of the two distance detection sensors on the same vehicle; the data processing module and the brake control module are used to transmit the data corresponding to the vehicle weight M to the brake control module.

2. The braking control system for a long-formation heavy-load train according to claim 1, characterized in that: The calculation formula of vehicle weight M is as follows: When Hk-H<h: M=M0+2*k2*(Hk-H) / 9.8; When Hk-H≥h: M=M0+2*(k2*h+k3*(Hk-Hh)) / 9.8; Among them, Hk is the empty vehicle distance value when the vehicle leaves the factory for inspection; M0 is the vehicle's own weight; H is the actual detection distance value after marshalling; k2 is the level 2 spring stiffness; k3 is the level 3 spring stiffness; h is the critical point height for the transition from level 2 spring to level 3 spring.

3. The braking control system for a long-formation heavy-load train according to claim 1, characterized in that: The brake output device further includes: a pneumatic power generation module; the pneumatic power generation module is driven by compressed air delivered by the train's air compressor through the train pipeline, thereby supplying power to the wireless communication module and the brake output device.

4. The braking control system for a long-formation heavy-load train according to claim 1, characterized in that: The brake output device further comprises: an air brake drive module and a two-way valve; the two-way valve comprises a first drive end and a second drive end that are oppositely arranged, and a brake output end; The air brake drive module is linked to the first drive end, the brake control module is linked to the second drive end through a drive unit, and the brake cylinder is driven by the brake output end.

5. The braking control system for a long-formation heavy-load train according to claim 1, characterized in that: The brake output device further includes: a brake cylinder pressure sensor for obtaining the real-time pressure of the brake cylinder; The brake control module is electrically connected to the brake cylinder pressure sensor and is used for calibrating according to the comparison between the real-time pressure and the brake cylinder pressure.

6. The braking control system for a long-formation heavy-load train according to claim 1, characterized in that: The wireless communication module includes: a wireless data transmission module, an Internet of Things card and a satellite positioning module; The satellite positioning module is communicatively connected to the braking control module and is used for positioning via satellite to realize automatic grouping of vehicles; the wireless data transmission module and the Internet of Things card are both communicatively connected to the braking control module, and the wireless data transmission module is connected to a mobile base station and a cloud server through wireless communication, and the Internet of Things cards of different vehicles are automatically networked, thereby realizing synchronous transmission of braking deceleration instructions and vehicle status information in different networks; wherein, the status information includes the vehicle's grouping number, vehicle speed, braking status, signal strength and time.

7. The braking control system for a long-formation heavy-load train according to claim 1, characterized in that: The brake signal control device is used to automatically determine the main node and branch node identities of the vehicle based on the assigned group sequence number; The main nodes transmit the braking deceleration command from the brake signal control device to the end of the column in a relay manner, and at the same time transmit the status information of each vehicle from the end of the column to the driver's brake control module; wherein, the main node and the branch node adopt a one-to-many communication mode to transmit the braking deceleration command and vehicle status information.

8. A braking control method for a long-formation heavy-load train, based on the braking control system of a long-formation heavy-load train according to any one of claims 1 to 7, characterized in that: The braking control method comprises the following steps: The brake signal control device sends a brake deceleration instruction to the brake output device installed on each vehicle of the train through the wireless communication module; The inclination sensor and weight detection device installed on each vehicle respectively obtain the inclination angle data and vehicle weight of the corresponding vehicle when receiving the braking deceleration instruction; The brake cylinder pressure of the vehicle brake module is determined according to the braking deceleration instruction, the tilt angle data and the vehicle weight, so that the deceleration of each section of the vehicle tends to be consistent.

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