High-redundancy microcomputer control electric pneumatic braking control system and control method for motor train unit

Abstract

The invention relates to a motor train unit high-redundancy microcomputer control electric pneumatic brake control system which comprises a brake control device, a working air cylinder, an auxiliary air cylinder and a cutout cock, and the brake control device comprises an air brake valve, an electric pneumatic brake module, a relay valve, an empty and load valve, the cutout cock, a pressure reducing valve, a one-way valve, an electromagnetic valve and a pneumatic control valve. The electric pneumatic braking module comprises an electric pneumatic valve, a switching valve, a two-way valve, a shutoff valve and an electronic braking control unit; the electric pneumatic valve is of a redundant structure and comprises an inflation electromagnetic valve and an exhaust electromagnetic valve. One path of the auxiliary air cylinder is supplied by total air through a cutout cock, a pressure reducing valve and a one-way valve, and the other path is supplied by an air brake valve; opening and closing of the brake pipeline can be completed through manual operation of the cutout cock and electric control of train control signals. The technical problems that emergency braking is caused by low air pressure of an auxiliary air cylinder during frequent braking or skid prevention of an existing system, electric pneumatic braking reliability is guaranteed, and maintenance cannot be conducted in time when a braking pipeline breaks down are solved.

Description

Technical Field

[0001] The invention belongs to the technical field of rail transit, and in particular relates to a high-redundancy microcomputer-controlled electro-pneumatic brake control system and a control method for a motor vehicle group. Background Art

[0002] At present, the air used for the electro-pneumatic braking and air brake valves, anti-skid and other functions of the microcomputer-controlled electro-pneumatic braking system of power-centralized EMUs comes from the auxiliary air cylinder. Although the auxiliary air cylinder of existing vehicles has a large volume, when the train performs frequent braking operations or anti-skid operations, the compressed air in the auxiliary air cylinder is frequently consumed, resulting in the low air pressure alarm of the auxiliary air cylinder triggering emergency braking.

[0003] The microcomputer-controlled electro-pneumatic brake system usually consists of an electro-pneumatic control module and an air brake valve. Under normal circumstances, the electro-pneumatic control module is mainly used for microcomputer electro-pneumatic brake control, and the air brake valve is used as hot standby redundancy. When the electro-pneumatic control module fails, the system switches to the air brake valve. When switching to the air brake valve, the output of the air brake valve is unstable, resulting in poor synchronization of train braking relief and low accuracy of braking force output. There is also a risk of no braking force output, which brings great inconvenience to on-site use.

[0004] In addition, when the braking control system, basic braking device or brake pipeline of the centralized power EMU fails, it is necessary to operate the shut-off gate under the vehicle to isolate the single vehicle (close the door vehicle processing). However, when the vehicle stops at the station, it is impossible to get off the vehicle in time to operate the shut-off gate, which will make it impossible to carry out timely maintenance of the vehicle. Summary of the invention

[0005] Aiming at the deficiencies existing in the related technologies, the present invention solves the technical problems that the low air pressure of the auxiliary air cylinder in the existing system during frequent braking or anti-skid causes emergency braking, and the reliability of electro-pneumatic braking and the inability to timely maintain the brake line when the brake line fails. The present invention provides a high-redundancy microcomputer-controlled electro-pneumatic braking control system and control method for EMUs.

[0006] In a possible embodiment, a high-redundancy microcomputer-controlled electro-pneumatic brake control system for a multiple unit is provided, including a brake control device, the brake control device including: an air brake valve, an electro-pneumatic brake module, an auxiliary chamber, a local reduction chamber, a volume chamber, a relay valve, an empty and loaded vehicle valve, a first shut-off valve, a second shut-off valve, a pressure reducing valve, a one-way valve, a second solenoid valve, and a second air-controlled valve; wherein the air brake valve includes an emergency valve and a main valve, the main valve and the emergency valve of the air brake valve are both connected to the train pipe, and a pre-control pressure is generated according to the air brake command of the train pipe; the emergency valve is connected to the auxiliary chamber, and the main valve is connected to the local reduction chamber and the volume chamber; the brake control device charges air to the working air cylinder and the auxiliary air cylinder through the air brake valve; the electro-pneumatic control module includes a pre-control volume chamber, an electro-pneumatic valve, a switching valve, a two-way valve, a shut-off valve and an electronic brake control unit; the input end of the electro-pneumatic valve is connected to the air control valve, and the air brake valve is connected to the air control valve. Between the main valve and the auxiliary air cylinder of the movable valve, the output end of the electric pneumatic valve is connected to an input end of the switching valve; the other input end of the switching valve is connected to the main valve and the volume chamber through the empty and loaded vehicle valve; the output end of the switching valve is connected to a comparison end of the two-way valve; the other comparison end of the two-way valve is connected to the output end of the shut-off valve; the output end of the two-way valve is connected to the pre-control end of the relay valve; the input end of the relay valve is connected to the total air through the main air duct, and the output end is connected to the brake cylinder through the brake pipe; the output end of the relay valve is connected to the brake pipe through the second air-controlled valve and the first shut-off valve; the total air is connected to the input end of the second solenoid valve through the second shut-off valve and the pressure reducing valve, and the output end of the second solenoid valve is connected to the control end of the second air-controlled valve; the pre-control end of the second solenoid valve is controlled by the train control signal to be energized or de-energized; the train pipe charges the auxiliary air cylinder through the main valve; the total air charges the auxiliary air cylinder through the second shut-off valve, the pressure reducing valve and the one-way valve.

[0007] In a possible implementation, in the brake electro-pneumatic input mode, the electro-pneumatic control module controls the electro-pneumatic valve to generate pre-control pressure according to network instructions, switches the valve to the electro-pneumatic position, and the pre-control pressure reaches the relay valve through the two-way valve.

[0008] In a possible implementation, the input end of the shut-off valve is connected between the main valve and the volume chamber through the empty and loaded vehicle valve, and the pre-control end of the shut-off valve is connected to the total air through the train pipe; in the common braking electro-pneumatic input mode, the train pipe pressure is higher than the action value of the shut-off valve, the shut-off valve is in the shut-off state, the output pressure of the air brake valve is cut off by the shut-off valve, the passage between the shut-off valve and the two-way valve is connected to the atmosphere, and the two-way valve is always in the electro-pneumatic position.

[0009] In one possible embodiment, the electric air valve is a redundant structure, including an inflation solenoid valve and an exhaust solenoid valve; wherein the inflation solenoid valve is connected in parallel and the exhaust solenoid valve is connected in series; the input end of the inflation solenoid valve is connected between the main valve and the auxiliary air cylinder; the output ends of the inflation solenoid valves are connected to the input end of the exhaust solenoid valve; the middle point of the exhaust solenoid valves in series is connected to an input end of the switching valve; the middle point of the exhaust solenoid valves in series is connected to the pre-control volume chamber; the pre-control ends of the inflation solenoid valve and the exhaust solenoid valve are controlled by the power on or off of the electronic brake control unit.

[0010] In a possible implementation, the switching valve includes a first solenoid valve and a first air-controlled valve; the input end of the first solenoid valve is connected between the main valve and the local reduction chamber, and the output end is connected to the pre-control end of the first air-controlled valve, and the pre-control end of the first solenoid valve is controlled by the power on or off of the electronic brake control unit; in the brake electro-pneumatic input mode, the first solenoid valve is energized, and the first air-controlled valve is in the electro-pneumatic position, and the electro-pneumatic valve controls the pre-control volume chamber pressure and outputs the relay valve pre-control pressure through the two-way valve.

[0011] In one possible implementation mode, in the common brake air input mode, the switching valve is to the air position, the pre-control pressure generated by the electric pneumatic valve is cut off, and the pre-control pressure output by the air brake valve reaches the relay valve through the empty and loaded vehicle valve, the switching valve, and the two-way valve. The brake cylinder pressure is generated by the flow amplification effect of the relay valve and is passed into the brake cylinder through the air control valve and the first shut-off valve; the train pipe pressure is higher than the shut-off valve action value, the shut-off valve is in the shut-off state, the output pressure of the air brake valve is cut off by the shut-off valve, and the passage between the shut-off valve and the two-way valve is connected to the atmosphere.

[0012] In one possible implementation, during emergency braking, the pre-control emergency pressure generated by the electric-pneumatic valve according to the emergency braking command or the pre-control pressure generated by the air brake valve according to the train pipe reaches the two-way valve via the empty and loaded vehicle valve and the switching valve; when the train pipe pressure is discharged to a certain value, the shut-off valve is in a conducting state, and the pre-control pressure generated by the air brake valve according to the train pipe reaches the two-way valve via the empty and loaded vehicle valve and the shut-off valve. The two pre-control pressures are increased by the two-way valve and reach the relay valve, and the brake cylinder pressure is generated by the flow amplification effect of the relay valve, which is passed into the brake cylinder via the air-controlled valve and the first shut-off valve.

[0013] In one possible implementation, when the brake is in the common electro-pneumatic mode, the electro-pneumatic control module is configured as follows: when the brake is in the common electro-pneumatic mode, the air brake valve generates a pre-control pressure according to the decompression of the train pipe, and the pressure reaches the switching valve through the empty and loaded vehicle valve. The empty and loaded vehicle valve limits the pre-control pressure according to the air spring pressure. At this time, the switching valve is in the electro-pneumatic position and serves as a hot standby redundancy; when the brake is in the common air mode, the air brake valve generates a pre-control pressure according to the decompression of the train pipe, and the pressure reaches the switching valve through the empty and loaded vehicle valve. The empty and loaded vehicle valve limits the pre-control pressure according to the air spring pressure. At this time, the switching valve is in the air position, and the pre-control pressure reaches the relay valve through the switching valve and the two-way valve, and the corresponding brake cylinder pressure is generated through the flow amplification effect of the relay valve. ; In the emergency braking electro-pneumatic mode, the switching valve is to the electro-pneumatic position, and the electro-pneumatic control module performs electronic empty and weight vehicle adjustment according to the pressure value of the empty spring pressure sensor, and calculates and outputs the pre-control pressure according to the vehicle weight and the emergency braking command. The pre-control pressure reaches the two-way valve through the switching valve. At this time, the switching valve is to the electro-pneumatic position, and the pre-control pressure output by the air brake valve that is limited by the empty and weight vehicle valve is cut off; in the emergency braking air mode, the air brake valve generates pre-control pressure according to the train pipe decompression amount, and reaches the switching valve through the empty and weight vehicle valve. The empty and weight vehicle valve limits the pre-control pressure according to the air spring pressure. The pre-control pressure reaches the relay valve through the switching valve and the two-way valve, and the corresponding brake cylinder pressure is generated through the flow amplification effect of the relay valve.

[0014] In one possible implementation, a high-redundancy microcomputer-controlled electro-pneumatic brake control method for EMUs is provided, which is applied to a high-redundancy microcomputer-controlled electro-pneumatic brake control system for EMUs, including dual-source air supply redundancy control: when the train pipe pressure is higher than the auxiliary air cylinder pressure, the train pipe provides air supply to the auxiliary air cylinder; or when the total air pressure is higher than the auxiliary air cylinder pressure, the main air duct supplies air through the auxiliary air cylinder; and four-level redundant control of braking force, including: judging whether the commonly used charging and exhaust solenoid valve is working normally; if so, charging the brake cylinder with air through a relay valve flow amplification; if not, detecting whether the standby charging and exhaust solenoid valve is working normally; if so, The relay valve amplifies the flow to charge the brake cylinder; if not, check whether the emergency brake bypass is working properly; if yes, charge the brake cylinder with air through the relay valve amplification; if no, check whether the switching valve functions normally; if yes, charge the brake cylinder with air through the relay valve amplification; if no, perform brake isolation, including: check whether the second solenoid valve is working properly, if not, manually operate the first cut-off valve to cut off the brake control device and the brake pipeline; if yes, check whether the air control valve is working properly, if not, manually operate the first cut-off valve to cut off the brake control device and the brake pipeline; if yes, perform microcomputer-controlled isolation.

[0015] Based on the above technical scheme, the high-redundancy microcomputer-controlled electro-pneumatic brake control system of the EMU of the present invention can realize flexible switching between different braking modes through dynamic adjustment of the switching valve: when the system is in the electro-pneumatic brake mode, the switching valve is placed in the electro-pneumatic position, and the pre-control pressure output by the electro-pneumatic control module is transmitted to the two-way valve through the switching valve, and is transmitted to the brake cylinder through the flow amplification effect of the relay valve; when the system is switched to the air brake mode, the switching valve is placed in the air position, and the pre-control pressure output by the air brake valve is transmitted to the two-way valve through the empty and loaded vehicle valve and the switching valve, and is also amplified by the relay valve and acts on the brake cylinder; the high-redundancy microcomputer-controlled electro-pneumatic brake control system and control method of the EMU, on the basis of the EMU microcomputer-controlled electro-pneumatic brake system, adds an air supply passage to realize dual-source air supply redundancy of the brake system; the system implements a four-level redundant control design for braking force output to ensure reliable and accurate application of vehicle braking force; the system implements a redundant design for brake isolation, which can achieve that when the vehicle braking system fails and cannot output effective braking force, it does not affect the normal operation and safe operation of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0017] Figure 1 This is a gas circuit schematic diagram of a high-redundancy microcomputer-controlled electro-pneumatic brake control system for a train set according to an embodiment of the present invention;

[0018] Figure 2 A dual-source air supply redundancy control flow chart of a high-redundancy microcomputer-controlled electro-pneumatic brake control method for a motor vehicle unit according to an embodiment of the present invention;

[0019] Figure 3 A four-level redundant control flow chart of a high-redundancy microcomputer-controlled electro-pneumatic brake control method for a train set according to an embodiment of the present invention;

[0020] Figure 4 The present invention is a flow chart of brake isolation redundancy control of a high-redundancy microcomputer-controlled electro-pneumatic brake control method for a multiple unit according to an embodiment of the present invention.

[0021] In the figure:

[0022] Braking control device B01, working air cylinder B02, auxiliary air cylinder B03, first cut-off valve B04;

[0023] Inside the brake control device B01:

[0024] Air brake valve B11, auxiliary chamber B15, local reduction chamber B16, volume chamber B17, electric-pneumatic control module B12, relay valve B13, empty and loaded vehicle valve B14, second cut-off valve B18, pressure reducing valve B19, one-way valve B20, second solenoid valve B21, second air control valve B22;

[0025] Among them, in the electro-pneumatic control module B12:

[0026] Electronic control unit B12.01, filter B12.02, pre-control volume chamber B12.03, electric air valve B12.04 (inflating solenoid valve B12.04-1, exhaust solenoid valve B12.04-2, sensor B12.04-3; switching valve B12.05, first solenoid valve B12.05-1, first air control valve B12.05-2, two-way valve B12.06, shut-off valve B12.07;

[0027] Pressure measuring points: B12.08, B12.09, B12.12, B12.14, B12.16, B12.18, B12.19;

[0028] Pressure sensor: B12.10, B12.11, B12.13, B12.15, B12.17, B12.20;

[0029] Simulated weighing B12.21. DETAILED DESCRIPTION

[0030] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0031] In the description of the present invention, it should be understood that the terms "center", "lateral", "longitudinal", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships 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 should not be understood as a limitation on the present invention.

[0032] The terms "first", "second", and "third" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Thus, a feature defined as "first", "second", and "third" may explicitly or implicitly include one or more of the features.

[0033] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0034] In order to solve the technical problems of the existing system in which the auxiliary air cylinder air pressure is low during frequent braking or anti-skid, resulting in emergency braking, unstable braking force output during air brake valve switching, and failure to timely maintain when the brake pipeline fails, the present invention provides a high-redundancy microcomputer-controlled electro-pneumatic brake control system and control method for EMUs.

[0035] See also Figure 1In a possible implementation, the EMU high-redundancy microcomputer-controlled electro-pneumatic brake control system includes a brake control device B01, which includes: an air brake valve B11, an electro-pneumatic brake module B12, an auxiliary chamber B15, a local reduction chamber B16, a volume chamber B17, a relay valve B13, an empty and loaded vehicle valve B14, a first cut-off valve B04, a second cut-off valve B18, a pressure reducing valve B19, a one-way valve B20, a second solenoid valve B21, and a second air-controlled valve B22; wherein the air brake valve B11 includes: an emergency valve and a main valve, and the air brake valve B11 The main valve and the emergency valve are both connected to the train pipe, and the pre-control pressure is generated according to the air brake command of the train pipe; the emergency valve is connected to the auxiliary chamber B15, and the main valve is connected to the local reduction chamber B16 and the volume chamber B17; the brake control device B01 charges the working air cylinder B02 and the auxiliary air cylinder B03 through the air brake valve B11; the electro-pneumatic control module B12 includes: pre-control volume chamber B12.03, electro-pneumatic valve B12.04, switching valve B12.05, two-way valve B12.06, shut-off valve B12.07 and electronic brake control unit B12.01; the input end of the electro-pneumatic valve B12.04 is connected Between the main valve of the air brake valve B11 and the auxiliary air cylinder B03, the output end of the electric air valve B12.04 is connected to an input end of the switching valve B12.05; the other input end of the switching valve B12.05 is connected to the main valve and the volume chamber B17 through the empty and loaded vehicle valve B14; the output end of the switching valve B12.05 is connected to a comparison end of the two-way valve B12.06; the other comparison end of the two-way valve B12.06 is connected to the output end of the shut-off valve B12.07; the output end of the two-way valve B12.06 is connected to the pre-control end of the relay valve B13; the input end of the relay valve B13 is connected to the main air valve B14 through the total air valve B14. The pipe is connected to the total air, and the output end is connected to the brake cylinder through the brake pipe; the output end of the relay valve B13 is connected to the brake pipe through the second air-controlled valve B22 and the first shut-off valve B04; the total air is connected to the input end of the second solenoid valve B21 through the second shut-off valve B18 and the pressure reducing valve B19, and the output end of the second solenoid valve B21 is connected to the control end of the second air-controlled valve B22; the pre-control end of the second solenoid valve B21 is controlled by the train control signal to be energized or de-energized; the train pipe charges the auxiliary air cylinder B03 through the main valve; the total air charges the auxiliary air cylinder B03 through the second shut-off valve B18, the pressure reducing valve B19 and the one-way valve B20.

[0036] The high-redundancy microcomputer-controlled electro-pneumatic brake control system of the EMU of the present invention realizes the train braking function through the brake control device B01, integrating the two modes of air braking and electro-pneumatic braking. The air brake generates pre-control pressure by the air brake valve B11 according to the pressure change of the train pipe, and controls the air filling of the working air cylinder B02 and the auxiliary air cylinder B03; the electro-pneumatic brake generates pre-control pressure through the electro-pneumatic control module B12, which acts on the brake cylinder after being amplified by the two-way valve B12.06 and the relay valve B13. The system adopts a double air supply redundancy design. The auxiliary air cylinder can supply air through the train pipe or the main air duct. Combined with electronic control and solenoid valve switching, multi-level redundant control is realized, which effectively ensures the reliability and safety of the braking system.

[0037] In a possible implementation, in the brake electro-pneumatic input mode, the electro-pneumatic control module B12 controls the electro-pneumatic valve B12.04 to generate pre-control pressure according to network instructions, switches valve B12.05 to the electro-pneumatic position, and the pre-control pressure reaches the relay valve B13 through the two-way valve B12.06.

[0038] In a possible implementation, the input end of the shut-off valve B12.07 is connected between the main valve and the volume chamber B17 via the empty and loaded vehicle valve B14, and the pre-control end of the shut-off valve B12.07 is connected to the total air via the train pipe; in the common braking electro-pneumatic mode, the train pipe pressure is higher than the action value of the shut-off valve B12.07, the shut-off valve B12.07 is in the shut-off state, the output pressure of the air brake valve B11 is cut off by the shut-off valve B12.07, the passage between the shut-off valve B12.07 and the two-way valve B12.06 is connected to the atmosphere, and the two-way valve B12.06 is always in the electro-pneumatic position.

[0039] In a possible implementation, the electric pneumatic valve B12.04 is a redundant structure, including: inflation solenoid valves B12.04-1, B12.04-4 and exhaust solenoid valves B12.04-2, B12.04-5; wherein, the inflation solenoid valves B12.04-1, B12.04-4 are connected in parallel, and the exhaust solenoid valves B12.04-2, B12.04-5 are connected in series; the input ends of the inflation solenoid valves B12.04-1, B12.04-4 are connected between the main valve and the auxiliary air cylinder B03; the inflation solenoid valves B12.04-1, B12.04-4 are connected in parallel, and the exhaust solenoid valves B12.04-2, B12.04-5 are connected in series; the input ends of the inflation solenoid valves B12.04-1, B12.04-4 are connected between the main valve and the auxiliary air cylinder B03; The output ends are connected to the input ends of the exhaust solenoid valves B12.04-2 and B12.04-5; the middle point of the exhaust solenoid valves B12.04-2 and B12.04-5 connected in series is connected to an input end of the switching valve B12.05; the middle point of the exhaust solenoid valves B12.04-2 and B12.04-5 connected in series is connected to the pre-control volume chamber B12.03; the pre-control ends of the inflation solenoid valves B12.04-1, B12.04-4 and the exhaust solenoid valves B12.04-2 and B12.04-5 are controlled by the power-on or power-off of the electronic brake control unit B12.01.

[0040] In one possible embodiment, the switching valve B12.05 includes a first solenoid valve B12.05-1 and a first air-controlled valve B12.05-2; the input end of the first solenoid valve B12.05-1 is connected between the main valve and the local reduction chamber B16, and the output end is connected to the pre-control end of the first air-controlled valve B12.05-2. The pre-control end of the first solenoid valve B12.05-1 is controlled by the power-on or power-off of the electronic brake control unit B12.01; in the braking electric-pneumatic input mode, the first solenoid valve B12.05-1 is energized, and the first air-controlled valve B12.05-2 is in the electric-pneumatic position. The electric-pneumatic valve B12.04 controls the pressure of the pre-control volume chamber B12.03 and outputs the pre-control pressure of the relay valve B13 through the two-way valve B12.06.

[0041] In one possible implementation, in the common brake air input mode, the switching valve B12.05 is to the air position, the pre-control pressure generated by the electric-pneumatic valve B12.04 is cut off, and the pre-control pressure output by the air brake valve B11 reaches the relay valve B13 through the empty and loaded vehicle valve B14, the switching valve B12.05, and the two-way valve B12.06. The brake cylinder pressure is generated by the flow amplification effect of the relay valve B13, and is passed into the brake cylinder through the air control valve B22 and the first shut-off valve B04; the train pipe pressure is higher than the action value of the shut-off valve B12.07, and the shut-off valve B12.07 is in the shut-off state. The output pressure of the air brake valve B11 is cut off by the shut-off valve B12.07, and the passage between the shut-off valve B12.07 and the two-way valve B12.06 is connected to the atmosphere.

[0042] In one possible implementation, during emergency braking, the pre-control emergency pressure generated by the electric-pneumatic valve B12.04 according to the emergency braking command or the pre-control pressure generated by the air brake valve B11 according to the train pipe reaches the two-way valve B12.06 through the empty and loaded vehicle valve B14 and the switching valve B12.05; when the train pipe pressure is discharged to a certain value, the shut-off valve B12.07 is in a conducting state, and the pre-control pressure generated by the air brake valve B11 according to the train pipe reaches the two-way valve B12.06 through the empty and loaded vehicle valve B14 and the shut-off valve B12.07. The two pre-control pressures are greater than each other through the two-way valve B12.06 and reach the relay valve B13. The brake cylinder pressure is generated by the flow amplification effect of the relay valve B13 and is passed into the brake cylinder through the air-controlled valve B22 and the first shut-off valve B04.

[0043] In a possible implementation, in the common braking electro-pneumatic mode, the electro-pneumatic control module B12 is configured as follows: in the common braking electro-pneumatic mode, the air brake valve B11 generates a pre-control pressure according to the decompression of the train pipe, and reaches the switching valve B12.05 through the empty and loaded vehicle valve B14. The empty and loaded vehicle valve limits the pre-control pressure according to the air spring pressure. At this time, the switching valve B12.05 is in the electro-pneumatic position, serving as a hot standby redundancy; in the common braking air mode, the air brake valve B11 generates a pre-control pressure according to the decompression of the train pipe, and reaches the switching valve B12.05 through the empty and loaded vehicle valve B14. The empty and loaded vehicle valve limits the pre-control pressure according to the air spring pressure. At this time, the switching valve B12.05 is in the air position, and the pre-control pressure reaches the relay valve B13 through the switching valve B12.05 and the two-way valve B12.06, and the corresponding brake cylinder pressure is generated through the flow amplification effect of the relay valve B13; emergency braking electric In the empty mode, the switching valve B12.05 is in the electric empty position, and the electro-pneumatic control module B12 performs electronic empty and loaded vehicle adjustment according to the pressure value of the empty spring pressure sensor B12.20, and calculates and outputs the pre-control pressure according to the vehicle weight and the emergency braking command. The pre-control pressure reaches the two-way valve B12.06 through the switching valve B12.05. At this time, the switching valve B12.05 is in the electric empty position, and the pre-control pressure output by the air brake valve B11 and limited by the empty and loaded vehicle valve B14 is cut off; in the emergency braking air mode, the air brake valve B11 generates a pre-control pressure according to the train pipe decompression amount, and reaches the switching valve B12.05 through the empty and loaded vehicle valve B14. The empty and loaded vehicle valve limits the pre-control pressure according to the air spring pressure. The pre-control pressure reaches the relay valve B13 through the switching valve B12.05 and the two-way valve B12.06, and the corresponding brake cylinder pressure is generated through the flow amplification effect of the relay valve B13.

[0044] In a possible implementation manner, a high-redundancy microcomputer-controlled electro-pneumatic brake control method for an EMU is provided. The high-redundancy microcomputer-controlled electro-pneumatic brake control method for an EMU is based on any of the above-mentioned high-redundancy microcomputer-controlled electro-pneumatic brake control systems for an EMU, and includes:

[0045] Dual-source air supply redundant control:

[0046] When the train pipe pressure is higher than the auxiliary air cylinder pressure, the train pipe provides air supply to the auxiliary air cylinder; or when the total air pressure is higher than the auxiliary air cylinder pressure, the main air pipe supplies air through the auxiliary air cylinder;

[0047] Four-level redundant control of braking force, including:

[0048] Determine whether the commonly used charging and exhaust solenoid valves B12.04-1 and B12.04-2 are working normally; if so, charge the brake cylinder with air through the relay valve flow amplification; if not, then:

[0049] Check whether the spare charging and exhaust solenoid valves B12.04-4 and B12.04-5 are working normally; if so, charge the brake cylinder with air through the relay valve flow amplification; if not, then:

[0050] Check whether the emergency brake bypass cut-off valve B12.07 works normally; if so, fill the brake cylinder with air through the relay valve flow amplification; if not, then:

[0051] Check whether the switching valve B12.05 functions normally; if so, fill the brake cylinder with air through the relay valve flow amplification; if not, then:

[0052] The brake isolation includes: detecting whether the second solenoid valve B21 works normally, if not, manually operating the first cut-off valve B04 to cut off the brake control device B01 and the brake pipeline; if yes, then:

[0053] Check whether the air control valve B22 works normally. If not, manually operate the first cut-off valve B04 to cut off the brake control device B01 and the brake pipeline. If yes, then:

[0054] Carry out microcomputer control isolation.

[0055] The high-redundancy microcomputer-controlled electro-pneumatic brake control system and control method of the EMU of the present invention, based on the EMU microcomputer-controlled electro-pneumatic brake system, adds an air supply path to achieve dual-source air supply redundancy of the brake system; the system implements a four-level redundant control design for braking force output to ensure reliable and accurate application of vehicle braking force; the system implements a redundant design for brake isolation to ensure that the normal operation and safe operation of the train are not affected when the vehicle braking system fails and cannot output effective braking force.

[0056] The high-redundancy microcomputer-controlled electro-pneumatic brake control system of an EMU according to one embodiment of the present invention is described in detail as follows:

[0057] 1. Introduction to system composition and principle

[0058] (1) System composition:

[0059] like Figure 1 As shown in the figure, the high-redundancy microcomputer-controlled electro-pneumatic brake system of the EMU mainly includes a brake control device B01, a working air cylinder B02, an auxiliary air cylinder B03 and a first cut-off valve B04. Among them, the brake control device is the most important component in the high-redundancy microcomputer-controlled electro-pneumatic brake system, which is used to realize network communication, brake cylinder pressure control, brake mode switching, empty and loaded vehicle adjustment, redundant control and other functions. The brake control device mainly consists of an air brake valve B11 and its matching air cylinder (auxiliary chamber B15, local reduction chamber B16, volume chamber B17), an electro-pneumatic control module B12, a relay valve B13, an empty and loaded vehicle valve B14, a second cut-off valve B18, a pressure reducing valve B19, a one-way valve B20, a second solenoid valve B21, a second air control valve B22 and the like.

[0060] 1) Air brake valve B11 includes a main valve and an emergency valve, which can respond to changes in train pipe pressure and output corresponding pre-control pressure

[0061] 2) The electro-pneumatic control module B12 integrates key components such as switching valves, solenoid valves, pressure sensors, power supplies and electronic control units, and is an important component for achieving adaptive control of braking force.

[0062] a. The electric air valve B12.04 (inflating solenoid valve B12.04-1, exhaust solenoid valve B12.04-2, sensor B12.04-3) realizes the control of the pressure of the pre-control volume chamber B12.03.

[0063] b. The switching valve B12.05 (the first solenoid valve B12.05-1, the first air control valve B12.05-2) realizes the redundant switching between the electro-pneumatic control of the brake cylinder pressure and the air brake valve control. When the electro-pneumatic brake is put into use, the first solenoid valve B12.05-1 is energized, and the first air control valve B12.05-2 is in the electro-pneumatic position. The electro-pneumatic valve B12.04 controls the pressure of the pre-controlled volume chamber B12.03 and outputs the pre-controlled pressure of the relay valve B13 through the two-way valve B12.06, that is, the brake cylinder pressure is controlled. When the electro-pneumatic control module fails or loses power, the first solenoid valve B12.05-1 loses power, the first air control valve B12.05-2 is in the air position, and the volume chamber B17 is connected to the pre-controlled pressure of the relay valve B13 to realize the control of the brake cylinder pressure.

[0064] c. The shut-off valve B12.07 is controlled by the train pipe pressure to realize the air brake emergency bypass function.

[0065] d. The two-way valve B12.06 can compare the output pressures of the shut-off valve B12.07 and the switching valve B12.05, and output a larger side pressure.

[0066] e. Pressure sensors (B12.10, B12.11, B12.13, B12.15, B12.17, B12.20) realize the collection of pressure of each air cylinder and control pressure.

[0067] f.Pressure measuring points (B12.08, B12.09, B12.12, B12.14, B12.16, B12.18, B19) are used for experimental testing and troubleshooting.

[0068] g. Simulated weight measurement B12.21 realizes the empty spring circuit pressure test and empty and loaded vehicle debugging.

[0069] 3) Relay valve B13 is used to amplify the pre-control pressure flow. It can fill the compressed air of the auxiliary air cylinder into the brake cylinder (braking condition) according to the change of the pre-control pressure, or discharge the compressed air of the brake cylinder into the atmosphere (relieving condition), or maintain a certain pressure in the brake cylinder (pressure maintaining condition), and finally make the brake cylinder pressure consistent with the requirements of the braking command.

[0070] 4) The empty and loaded vehicle valve B14 is used for empty and loaded vehicle adjustment, and can limit the maximum pre-control pressure of the brake cylinder in proportion to the air spring pressure. Under different empty spring pressures, when the input pressure is lower than its maximum limit pressure, the empty and loaded vehicle valve directly outputs the input pressure; when the input pressure exceeds its maximum limit pressure, the empty and loaded vehicle valve outputs the maximum limit pressure corresponding to the air spring pressure.

[0071] 5) The second shut-off valve B18 is used to cut off the air supply from the main wind direction to the auxiliary air cylinder.

[0072] 6) Pressure reducing valve B19 is used to adjust the air supply pressure to the auxiliary air cylinder of the total air direction.

[0073] 7) Check valve B20 prevents the auxiliary air cylinder from charging air into the main air cylinder.

[0074] 8) The second solenoid valve B21 is used to control the on or off state of the air control valve B23.

[0075] 9) The second air-controlled valve B22 is used to cut off or open the passage between the brake control device B01 and the brake cylinder.

[0076] (2) Working principle:

[0077] The system principle is shown as follows Figure 2 shown.

[0078] The system is a highly integrated mechatronic control system that transmits commands through network / air pressure signals and coordinates the work of the electric-pneumatic system. The system has two control systems: microcomputer-controlled electro-pneumatic brake and automatic air brake. The automatic air brake serves as hot standby redundancy. The charging and exhausting of the brake cylinder is controlled by the train network throughout the entire train and the train control system responds to the train control commands. Under normal circumstances, the microcomputer-controlled electro-pneumatic brake is used for braking and relief control. When the microcomputer-controlled electro-pneumatic brake fails or is pulled by the locomotive, the automatic air brake is used.

[0079] The train has no braking demand, the train pipe is filled with air to a fixed pressure (usually 600kPa), the brake control device fills the working air cylinder B02 and the auxiliary air cylinder B03 with air through the air distribution valve B11, and the main air duct supplies air to the auxiliary air cylinder through the pressure reducing valve and the one-way valve, the air distribution valve B11 is relieved, and the volume chamber B17 has no automatic air brake pre-control pressure. The electro-pneumatic control module B12 instructs the electro-pneumatic valve B12.04 according to the train network, and the pre-control volume chamber B12.04 has no direct brake pre-control pressure. The train has no braking force and is in a relieved state.

[0080] In the common brake electric-pneumatic input mode, the electric-pneumatic control module B12 controls the electric-pneumatic valve B12.04 according to the network command to generate pre-control pressure. At this time, the switch valve B12.05 is in the electric-pneumatic position, and the pre-control pressure reaches the relay valve B13 through the two-way valve B12.06. The brake cylinder pressure is generated by the flow amplification effect of the relay valve B13, and is passed into the brake cylinder through the second air control valve B22 and the first cut-off valve B04; at the same time, the output pressure of the air brake valve B11 is cut off by the switch valve B12.05 through the empty and loaded vehicle valve B14, and is in a hot standby redundant state. In addition, the train pipe pressure is higher than the action value of the cut-off valve B12.07, the cut-off valve is in the cut-off state, and the output pressure of the air brake valve B11 is also cut off by the cut-off valve B12.07. The passage between the cut-off valve B12.07 and the two-way valve B12.06 is connected to the atmosphere, and the two-way valve B12.06 is always in the electric-pneumatic position, and the common brake can be applied and released normally. The electro-pneumatic valve B12.04 is of redundant design, including the charging solenoid valves B12.04-1, B12.04-4 and the exhaust solenoid valves B12.04-2, B12.04-5. When the solenoid valve fails, it can be redundantly controlled to ensure the reliable application of the micro-electro-pneumatic brake and the output accuracy of the braking force.

[0081] In the common brake air input mode, the switch valve B12.05 is in the air position, the pre-control pressure generated by the electric air valve B12.04 is cut off, and the pre-control pressure output by the air brake valve B11 reaches the relay valve B13 through the empty and loaded vehicle valve B14, the switch valve B12.05, and the two-way valve B12.06. The brake cylinder pressure is generated through the flow amplification effect of the relay valve B13, and is passed into the brake cylinder through the second air control valve B22 and the first shut-off valve B04. The train pipe pressure is higher than the action value of the shut-off valve B12.07, the shut-off valve is in the shut-off state, the output pressure of the air brake valve B11 is also cut off by the shut-off valve B12.07, and the passage between the shut-off valve B12.07 and the two-way valve B12.06 is connected to the atmosphere, and the common brake can be applied and released normally.

[0082] During emergency braking, the pre-controlled emergency pressure generated by the electric air valve B12.04 according to the emergency braking command or the pre-controlled pressure generated by the air brake valve B11 according to the train pipe reaches the two-way valve B12.06 through the empty and loaded vehicle valve B14 and the switching valve B12.05. At the same time, when the train pipe pressure is discharged to a certain value, the shut-off valve B12.07 is in the conducting state, and the air brake valve B11 according to the pre-controlled pressure generated by the train pipe reaches the two-way valve B12.06 through the empty and loaded vehicle valve B14 and the shut-off valve B12.07. At this time, the two-way pre-controlled pressure reaches the relay valve B13 after the two-way valve B12.06 is larger than the two-way valve B12.06, and the brake cylinder pressure is generated through the flow amplification effect of the relay valve B13, and is passed into the brake cylinder through the second air control valve B22 and the first cut-off valve B04. The electro-pneumatic valve B12.04 is of redundant design, including the charging solenoid valves B12.04-1, B12.04-4 and the exhaust solenoid valves B12.04-2, B12.04-5. When the solenoid valve fails, it can be redundantly controlled to ensure the reliable application of the micro-electro-pneumatic brake and the output accuracy of the braking force.

[0083] The system has the function of adjusting empty and loaded vehicles.

[0084] During normal braking, the electro-pneumatic control module B12 performs electronic empty-weight vehicle adjustment based on the pressure value of the air spring pressure sensor B12.20, and calculates and outputs the pre-control pressure based on the vehicle weight and the braking command. At this time, the pre-control pressure reaches the relay valve B13 through the switching valve B12.05 and the two-way valve B12.06, and the flow amplification effect of the relay valve B13 generates a brake cylinder pressure corresponding to the vehicle weight.

[0085] In the emergency braking electro-pneumatic mode, the switching valve B12.05 is in the electro-pneumatic position, and the electro-pneumatic control module B12 performs electronic empty and loaded vehicle adjustment according to the pressure value of the air spring pressure sensor B12.20, and calculates and outputs the pre-control pressure according to the vehicle weight and the emergency braking command. The pre-control pressure reaches the two-way valve B12.06 through the switching valve B12.05. At this time, the switching valve B12.05 is in the electro-pneumatic position, and the pre-control pressure output by the air brake valve B11, which is limited by the empty and loaded vehicle valve B14, is cut off. At the same time, when the train pipe pressure is discharged to a certain value, the shut-off valve B12.07 is in the on state, and the air brake valve B11 limits the pressure through the empty and loaded vehicle valve B14 according to the pre-control pressure generated by the train pipe, and reaches the two-way valve B12.06 through the shut-off valve B12.07. At this time, the two-way pre-control pressure is greater than the pressure of the two-way valve B12.06 and reaches the relay valve B13. The brake cylinder pressure is generated through the flow amplification effect of the relay valve B13, and is passed into the brake cylinder through the second air control valve B22 and the first shut-off valve B04.

[0086] In the emergency brake air mode, the air brake valve B11 limits the pressure through the empty and loaded vehicle valve B14 according to the pre-control pressure generated by the train pipe, and reaches the two-way valve B12.06 through the switching valve B12.05. At this time, the switching valve B12.05 is in the air position, and the pre-control pressure output by the electric air control module B12 after electronic empty and loaded vehicle adjustment according to the pressure value of the air spring pressure sensor B12.20 is cut off by the switching valve B12.05. At the same time, when the train pipe pressure is discharged to a certain value, the shut-off valve B12.07 is in the conducting state, and the air brake valve B11 limits the pressure through the empty and loaded vehicle valve B14 according to the pre-control pressure generated by the train pipe, and reaches the two-way valve B12.06 through the shut-off valve B12.07. At this time, the two-way pre-control pressure reaches the relay valve B13 after the two-way valve B12.06 is greater than the two-way valve B12.06, and the brake cylinder pressure is generated through the flow amplification effect of the relay valve B13, and is passed into the brake cylinder through the air control valve B22 and the first cut-off valve B04.

[0087] The brake system has dual-source air supply. One way is that when the train pipe pressure is higher than the auxiliary air cylinder pressure, the train pipe supplies air to the auxiliary air cylinder B03 through the air brake valve B11, and the other way is that the total air supplies air to the auxiliary air cylinder B03 through the second cut-off valve B18, the pressure reducing valve B19, and the one-way valve B20. The second cut-off valve B18 is used to cut off the total air supply to the auxiliary air cylinder; the pressure reducing valve B19 is used to adjust the total air supply pressure to the auxiliary air cylinder; the one-way valve B20 prevents the auxiliary air cylinder from charging air to the main air cylinder.

[0088] In addition, in the event of abnormal output of the vehicle brake control device B01, brake cylinder failure, brake line leakage, etc., you can get off the vehicle and manually cut off the brake control device and the brake pipe and brake cylinder passage through the first shut-off valve B04 to close the door of the vehicle; in addition, if you are unable to get off the vehicle at the stop station and operate the first shut-off valve B04, you can also control the second solenoid valve B21 in the brake control device B01 to be energized, so that the auxiliary air cylinder and the air control valve B23 pre-control passage are connected, and the air control valve B23 is switched from the conduction position to the cut-off position, thereby cutting off the brake control device and the brake pipe and brake cylinder passage.

[0089] 2. Introduction to Redundancy Control Method

[0090] (1) Dual-source air supply redundancy

[0091] In order to ensure that the vehicle brake cylinder has sufficient compressed air for charging, the system has a dual-source air supply redundancy design. Its control process is as follows: Figure 2 shown.

[0092] (2) Braking control redundancy

[0093] In order to ensure the reliable application of vehicle braking force, the system has a four-level redundant control design for braking force output. The control process is as follows: Figure 3 shown.

[0094] (3) Brake isolation redundancy

[0095] When the vehicle braking system fails and cannot output effective braking force, in order not to affect the normal operation of the train, the system has a redundant design of brake isolation. The control process is as follows Figure 4 shown.

[0096] The high-redundancy microcomputer-controlled electro-pneumatic brake control method of the EMU of the present invention has the following features:

[0097] Innovation point 1:

[0098] The dual-source air supply design allows both the train duct and the main air duct to supply air to the auxiliary air cylinder, ensuring that the auxiliary air cylinder has stable and reliable air supply and that the vehicle brake cylinder has sufficient compressed air for charging. In addition, the volume of the auxiliary air cylinder can be appropriately reduced, thereby reducing the space requirements under the vehicle.

[0099] Innovation point 2:

[0100] The braking force output is controlled at four levels of redundancy, with electro-pneumatic braking as the main braking mode and redundant control of micro-electro-pneumatic solenoid valves to ensure precise control of the vehicle's braking force; automatic braking is hot standby redundancy, which improves the reliability of the braking action and ensures the safe operation of the EMU train.

[0101] Innovation point three:

[0102] Vehicle brake isolation has two modes: manual and automatic. When the vehicle brake system fails and cannot output effective braking force, the door closing vehicle can be quickly handled to improve operation and maintenance efficiency.

[0103] The high-redundancy microcomputer-controlled electro-pneumatic brake control system and control method for EMUs described in the present invention, based on the microcomputer-controlled electro-pneumatic brake system for EMUs, newly adds an air supply path to achieve dual-source air supply redundancy for the brake system; the system implements a four-level redundant control design for braking force output to ensure reliable and accurate application of vehicle braking force; the system implements a redundant design for brake isolation to ensure that the normal operation and safe operation of the train are not affected when the vehicle braking system fails and cannot output effective braking force.

[0104] The successful application of this technology, in terms of reliability, has implemented redundant design in three aspects: air supply, braking force control, and brake isolation, thus ensuring the safety of train operation. In terms of stability, the multi-channel redundant control of the electro-pneumatic solenoid valves can still achieve precise micro-electro-pneumatic control even when a single-channel solenoid valve fails, thus ensuring the synchronization of train braking and relief, and improving the running stability of the EMU and the riding comfort of passengers. In terms of maintainability, the isolated maintenance of the train braking system has been added, which facilitates the operation of mechanics or crew members and reduces the operation and maintenance costs to a certain extent.

[0105] The above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention is described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the specific implementation methods of the present invention can still be modified or some technical features can be replaced by equivalents without departing from the spirit of the technical solution of the present invention, which should be included in the scope of the technical solution for protection of the present invention.

Claims

1. A high-redundancy microcomputer-controlled electro-pneumatic brake control system for a train set, comprising a brake control device (B01), the brake control device (B01) comprising: Air brake valve (B11), electro-pneumatic brake module (B12), auxiliary chamber (B15), local reduction chamber (B16), volume chamber (B17), relay valve (B13), empty and loaded vehicle valve (B14), first cut-off valve (B04), second cut-off valve (B18), pressure reducing valve (B19), one-way valve (B20), second solenoid valve (B21), second air control valve (B22); The air brake valve (B11) includes an emergency valve and a main valve. The main valve and the emergency valve of the air brake valve (B11) are both connected to the train pipe and generate pre-control pressure according to the air brake command of the train pipe. The emergency valve is connected to the auxiliary chamber (B15), and the main valve is connected to the local reduction chamber (B16) and the volume chamber (B17). The brake control device (B01) charges air to the working air cylinder (B02) and the auxiliary air cylinder (B03) through the air brake valve (B11). The electro-pneumatic control module (B12) includes: a pre-control volume chamber (B12.03), an electro-pneumatic valve (B12.04), a switching valve (B12.05), a two-way valve (B12.06), a shut-off valve (B12.07) and an electronic brake control unit (B12.01); The input end of the electro-pneumatic valve (B12.04) is connected between the main valve of the air brake valve (B11) and the auxiliary air cylinder (B03), and the output end of the electro-pneumatic valve (B12.04) is connected to an input end of the switching valve (B12.05); The other input end of the switching valve (B12.05) is connected between the main valve and the volume chamber (B17) through the empty and loaded vehicle valve (B14); The output end of the switching valve (B12.05) is connected to a comparison end of the two-way valve (B12.06); the other comparison end of the two-way valve (B12.06) is connected to the output end of the shut-off valve (B12.07); the output end of the two-way valve (B12.06) is connected to the pre-control end of the relay valve (B13); the input end of the relay valve (B13) is connected to the main air through the main air duct, and the output end is connected to the brake cylinder through the brake pipe; The output end of the relay valve (B13) is connected to the brake pipe via the second air control valve (B22) and the first cut-off valve (B04); the total air is connected to the input end of the second solenoid valve (B21) via the second cut-off valve (B18) and the pressure reducing valve (B19); the output end of the second solenoid valve (B21) is connected to the control end of the second air control valve (B22); the pre-control end of the second solenoid valve (B21) is controlled by the train control signal to be energized or de-energized; The train pipe is charged with air to the auxiliary air cylinder (B03) through the main valve; the auxiliary air cylinder (B03) is always charged with air through the second shut-off valve (B18), the pressure reducing valve (B19) and the one-way valve (B20).

2. The high-redundancy microcomputer-controlled electro-pneumatic brake control system for EMUs according to claim 1 is characterized in that: In the brake electro-pneumatic input mode, the electro-pneumatic control module (B12) controls the electro-pneumatic valve (B12.04) to generate pre-control pressure according to the network command, switches the valve (B12.05) to the electro-pneumatic position, and the pre-control pressure reaches the relay valve (B13) through the two-way valve (B12.06).

3. The high-redundancy microcomputer-controlled electro-pneumatic brake control system for EMUs according to claim 2 is characterized in that: The input end of the shut-off valve (B12.07) is connected between the main valve and the volume chamber (B17) via the empty and loaded vehicle valve (B14), and the pre-control end of the shut-off valve (B12.07) is connected to the total air via the train pipe; in the common braking electro-pneumatic input mode, the train pipe pressure is higher than the action value of the shut-off valve (B12.07), the shut-off valve (B12.07) is in the shut-off state, the output pressure of the air brake valve (B11) is cut off by the shut-off valve (B12.07), the passage between the shut-off valve (B12.07) and the two-way valve (B12.06) is connected to the atmosphere, and the two-way valve (B12.06) is always in the electro-pneumatic position.

4. The high-redundancy microcomputer-controlled electro-pneumatic brake control system for EMUs according to claim 3 is characterized in that: The electric pneumatic valve (B12.04) is a redundant structure, including: charging solenoid valve (B12.04-1, B12.04-4) and exhaust solenoid valve (B12.04-2, B12.04-5); among which, The charging solenoid valves (B12.04-1 and B12.04-4) are connected in parallel, and the exhaust solenoid valves (B12.04-2 and B12.04-5) are connected in series; the input ends of the charging solenoid valves (B12.04-1 and B12.04-4) are connected between the main valve and the auxiliary air cylinder (B03); the output ends of the charging solenoid valves (B12.04-1 and B12.04-4) are connected to the input ends of the exhaust solenoid valves (B12.04-2 and B12.04-5); the middle point of the exhaust solenoid valves (B12.04-2 and B12.04-5) connected in series is connected to an input end of the switching valve (B12.05); the middle point of the exhaust solenoid valves (B12.04-2 and B12.04-5) connected in series is connected to the pre-control volume chamber (B12.03); The pre-control ends of the charging solenoid valve (B12.04-1, B12.04-4) and the exhaust solenoid valve (B12.04-2, B12.04-5) are controlled by the power-on or power-off of the electronic brake control unit (B12.01).

5. The high-redundancy microcomputer-controlled electro-pneumatic brake control system for EMUs according to claim 4 is characterized in that: The switching valve (B12.05) includes a first solenoid valve (B12.05-1) and a first air-controlled valve (B12.05-2); The input end of the first solenoid valve (B12.05-1) is connected between the main valve and the local reduction chamber (B16), and the output end is connected to the pre-control end of the first air control valve (B12.05-2). The pre-control end of the first solenoid valve (B12.05-1) is controlled by the power on or off of the electronic brake control unit (B12.01); In the brake electro-pneumatic input mode, the first solenoid valve (B12.05-1) is energized, and the first air-controlled valve (B12.05-2) is in the electro-pneumatic position. The electro-pneumatic valve (B12.04) controls the pressure of the pre-control volume chamber (B12.03) and outputs the pre-control pressure of the relay valve B13 through the two-way valve (B12.06).

6. The high-redundancy microcomputer-controlled electro-pneumatic brake control system for EMUs according to claim 5 is characterized in that: In the common brake air input mode, the switching valve (B12.05) is switched to the air position, the pre-control pressure generated by the electric air valve (B12.04) is cut off, and the pre-control pressure output by the air brake valve (B11) reaches the relay valve (B13) through the empty and loaded vehicle valve (B14), the switching valve (B12.05), and the two-way valve (B12.06), and the brake cylinder pressure is generated through the flow amplification effect of the relay valve (B13), and then passes into the brake cylinder through the air control valve (B22) and the first cut-off valve (B04); The train pipe pressure is higher than the action value of the shut-off valve (B12.07), the shut-off valve (B12.07) is in the shut-off state, the output pressure of the air brake valve (B11) is cut off by the shut-off valve (B12.07), and the passage between the shut-off valve (B12.07) and the two-way valve (B12.06) is connected to the atmosphere.

7. The high-redundancy microcomputer-controlled electro-pneumatic brake control system for EMUs according to claim 6 is characterized in that: During emergency braking, the pre-controlled emergency pressure generated by the electric air valve (B12.04) according to the emergency braking command or the pre-controlled pressure generated by the air brake valve (B11) according to the train pipe reaches the two-way valve (B12.06) through the empty and loaded vehicle valve (B14) and the switching valve (B12.05); When the train pipe pressure is discharged to a certain value, the shut-off valve (B12.07) is in the on state, and the air brake valve (B11) passes through the empty and loaded vehicle valve (B14) and the shut-off valve (B12.07) to the two-way valve (B12.06) according to the pre-control pressure generated by the train pipe. The two pre-control pressures are increased by the two-way valve (B12.06) and then reach the relay valve (B13). The brake cylinder pressure is generated through the flow amplification effect of the relay valve (B13) and then passes into the brake cylinder through the air control valve (B22) and the first shut-off valve (B04).

8. The high-redundancy microcomputer-controlled electro-pneumatic brake control system for EMUs according to claim 7 is characterized in that: In normal braking electro-pneumatic mode, the electro-pneumatic control module (B12) is configured as follows: In the common brake electric-pneumatic mode, the air brake valve (B11) generates pre-control pressure according to the train pipe decompression, and reaches the switching valve (B12.05) through the empty-loaded vehicle valve (B14). The empty-loaded vehicle valve pre-controls the pressure according to the air spring pressure limit. At this time, the switching valve (B12.05) is in the electric-pneumatic position, which serves as hot standby redundancy; In the common brake air mode, the air brake valve (B11) generates pre-control pressure according to the train pipe decompression, and reaches the switching valve (B12.05) through the empty and loaded vehicle valve (B14). The empty and loaded vehicle valve limits the pre-control pressure according to the air spring pressure. At this time, the switching valve (B12.05) is in the air position, and the pre-control pressure reaches the relay valve (B13) through the switching valve (B12.05) and the two-way valve (B12.06), and generates the corresponding brake cylinder pressure through the flow amplification effect of the relay valve (B13); In the emergency brake electro-pneumatic mode, the switch valve (B12.05) is switched to the electro-pneumatic position, and the electro-pneumatic control module (B12) performs electronic empty and loaded vehicle adjustment according to the pressure value of the air spring pressure sensor (B12.20), and calculates and outputs the pre-control pressure according to the vehicle weight and the emergency brake command. The pre-control pressure reaches the two-way valve (B12.06) through the switch valve (B12.05). At this time, the switch valve (B12.05) is switched to the electro-pneumatic position, and the pre-control pressure output by the air brake valve (B11) and limited by the empty and loaded vehicle valve (B14) is cut off; In the emergency brake air mode, the air brake valve (B11) generates pre-control pressure according to the decompression of the train pipe, and reaches the switching valve (B12.05) through the empty and loaded vehicle valve (B14). The empty and loaded vehicle valve limits the pre-control pressure according to the air spring pressure. The pre-control pressure reaches the relay valve (B13) through the switching valve (B12.05) and the two-way valve (B12.06), and generates the corresponding brake cylinder pressure through the flow amplification effect of the relay valve (B13).

9. A high-redundancy microcomputer-controlled electro-pneumatic brake control method for EMUs, characterized in that: The high-redundancy microcomputer-controlled electro-pneumatic brake control system for a train set according to any one of claims 1 to 8 comprises: Dual-source air supply redundant control: When the train pipe pressure is higher than the auxiliary air cylinder pressure, the train pipe provides air supply to the auxiliary air cylinder; or when the total air pressure is higher than the auxiliary air cylinder pressure, the main air pipe supplies air through the auxiliary air cylinder; Four-level redundant control of braking force, including: Determine whether the common charging and exhaust solenoid valves (B12.04-1, B12.04-2) are working normally; if so, charge the brake cylinder with air through the relay valve flow amplification; if not, then: Check whether the spare charging and exhaust solenoid valves (B12.04-4, B12.04-5) are working properly; if so, charge the brake cylinder with air through the relay valve flow amplification; if not, then: Check whether the emergency brake bypass (blocking valve B12.07) is working normally; if so, fill the brake cylinder with air through the relay valve flow amplification; if not, then: Check whether the switching valve (B12.05) functions normally; if so, fill the brake cylinder with air through the relay valve flow amplification; if not, then: Perform brake isolation, including: Check whether the second solenoid valve (B21) is working normally. If not, manually operate the first cut-off valve (B04) to cut off the brake control device (B01) and the brake pipeline. If yes, then: Check whether the air control valve (B22) works normally. If not, manually operate the first cut-off valve (B04) to cut off the brake control device (B01) and the brake pipeline. If yes, then: Carry out microcomputer control isolation.

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