Complementary locomotive brake cylinder pressure control device, method, equipment, medium and program

Abstract

The invention relates to a pressure control device for a brake cylinder of a supplementary locomotive, which comprises an electric pneumatic switching valve, the electric pneumatic switching valve is connected with a brake cylinder pre-control pressure control passage, a mechanical distribution valve pressure control passage and a first two-way valve, the first two-way valve is connected with an operating valve, and the operating valve is connected with a second two-way valve and a main air source. The second two-way valve is connected with the emergency pressurizing valve, and the electric pneumatic switching valve controls the output pressure of the brake cylinder pre-control air cylinder pressure control channel or the output pressure of the mechanical distribution valve pressure control channel to enter the first two-way valve according to the potential. A first two-way valve compares a brake cylinder pressure target value with an average pipe pressure and then inputs the larger pressure into an operating valve, the operating valve outputs the brake cylinder pressure to a second two-way valve according to the input pressure, and an emergency pressurization valve pressurizes the pressure of a main air source and then inputs the pressure into the second two-way valve. The second two-way valve enables the larger pressure in the output pressure of the operating valve and the emergency pressurizing valve to enter the brake cylinder.

Description

Technical Field

[0001] The present disclosure relates to the technical field of braking of diesel locomotives and electric locomotives, and in particular to a brake cylinder pressure control device, method, equipment, storage medium and computer program for a booster locomotive. Background Art

[0002] With the development of locomotive freight technology, there are more and more locomotive formations. The traditional locomotive braking system often only considers the use of an average pipe running through the entire locomotive as the only source of brake cylinder pre-control pressure in the case of a fixed auxiliary locomotive. There is insufficient redundancy in braking safety. If the front average pipe pressure control fails or malfunctions, the auxiliary locomotive may have no brake cylinder pressure, resulting in no braking force for the auxiliary locomotive, causing safety risks.

[0003] In order to improve the reliability and safety of the braking system, a new method for controlling the brake cylinder pressure of a fixed auxiliary locomotive is needed. This method can ensure that the auxiliary locomotive can obtain appropriate brake cylinder pressure under various working conditions to achieve safe and effective braking. Summary of the invention

[0004] The present invention provides a brake cylinder pressure control device, method, equipment, storage medium and computer program for a booster locomotive to improve the braking effect and safety of the locomotive.

[0005] In a first aspect, the present disclosure provides a brake cylinder pressure control device for a supplementary locomotive, the brake cylinder pressure control device for a supplementary locomotive comprising a mechanical distribution valve pressure control passage, an electric-pneumatic switching valve, a first two-way valve, an average pipe, an average pipe sensor, an action valve, a second two-way valve, a total air source and an emergency pressurizing valve, characterized in that:

[0006] The input port of the electro-pneumatic switching valve is connected to the brake cylinder pre-control pressure control passage and the mechanical distribution valve pressure control passage, and the electro-pneumatic switching valve is connected to the input port of the first two-way valve;

[0007] The first two-way valve is connected to an averaging pipe, and the averaging pipe is connected to an averaging pipe sensor;

[0008] The first two-way valve is connected to the working valve, and the working valve is connected to the second two-way valve and the total air source;

[0009] The second two-way valve is connected to the output port of the emergency pressurizing valve, and the input port of the emergency pressurizing valve is connected to the total air source;

[0010] The electro-pneumatic switching valve controls the output pressure of the brake cylinder pre-control air cylinder pressure control passage or the output pressure of the mechanical distribution valve pressure control passage according to the potential to enter the first two-way valve, and uses the average pipe sensor to collect the average pipe pressure. The brake cylinder pre-control air cylinder pressure control passage outputs the brake cylinder pressure target value according to the average pipe pressure and the preset target value. The first two-way valve compares the brake cylinder pressure target value with the average pipe pressure and inputs the larger pressure into the working valve. The working valve outputs the brake cylinder pressure to the second two-way valve according to the input pressure. The emergency pressurizing valve pressurizes the pressure of the total air source and inputs it into the second two-way valve. The second two-way valve compares the output pressures of the working valve and the emergency pressurizing valve and outputs a larger pressure into the brake cylinder.

[0011] In some embodiments, a switching valve is arranged between the pressure control passage of the mechanical distribution valve and the electric-pneumatic switching valve, the control port of the switching valve is connected to a single-delay solenoid valve, an emergency switching valve is arranged between the emergency pressurizing valve and the second two-way valve, the emergency switching valve is connected to a third two-way valve, the first input port of the third two-way valve is connected to the single-delay solenoid valve, and the input port of the single-delay solenoid valve is connected to the total air source, thereby achieving brake cylinder pressure relief.

[0012] In some embodiments, the second input port of the third two-way valve is connected to the train pipe, so that the brake cylinder pressure can be relieved separately under the air level.

[0013] In some embodiments, the train pipe is connected to a train pipe sensor, which can detect the train pipe pressure value in real time to help determine whether the train is in a disconnected state.

[0014] In some embodiments, the main air source is connected to the main air coupling pipe air source, and the main air coupling pipe air source is connected to a main air coupling pipe sensor, which can detect the main air coupling pipe pressure value in real time to help determine whether the train is in a disconnected state.

[0015] In a second aspect, the present disclosure provides a method for controlling brake cylinder pressure of a booster locomotive, comprising:

[0016] When receiving the electric-pneumatic position working instruction, the preset electric-pneumatic switching valve is used to connect the brake cylinder pre-control air cylinder pressure control passage with the preset first two-way valve;

[0017] The brake cylinder pre-control air cylinder pressure control passage calculates the final pressure according to the pre-acquired average pipe pressure value and the brake cylinder pressure target value, and transmits the final pressure to the first two-way valve by using the electric-pneumatic switching valve;

[0018] If the final pressure is greater than the average pipe pressure value, the first two-way valve transmits the final pressure to a preset action valve, and the action valve outputs the brake cylinder pressure according to the pre-control pressure of the total air source and the final pressure;

[0019] If the final pressure is less than or equal to the average pipe pressure value, the average pipe pressure is transmitted to the application valve, and the application valve outputs the brake cylinder pressure according to the pre-control pressure of the total air source and the average pipe pressure;

[0020] The pre-controlled pressure output by the total air source is pressurized by a preset emergency pressurizing valve to obtain a pressurized pressure, and the pressurized pressure is transmitted to a preset second two-way valve;

[0021] delivering the brake cylinder pressure to the second two-way valve by using the application valve;

[0022] If the brake cylinder pressure is greater than or equal to the pressurized pressure, the brake cylinder pressure is transmitted to the brake cylinder by the second two-way valve to realize brake cylinder pressure control;

[0023] If the brake cylinder pressure is less than the boost pressure, the boost pressure is delivered to the brake cylinder by the second two-way valve to achieve brake cylinder pressure control;

[0024] The brake cylinder pressure is relieved according to the received brake cylinder pressure relief command.

[0025] In a third aspect, the present disclosure provides a computer device, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method described in the above aspects.

[0026] In a fourth aspect, the present disclosure provides a computer-readable storage medium having a computer program stored thereon, which implements the steps of the method described in the above aspects when executed by a processor.

[0027] In a fifth aspect, the present disclosure provides a computer program product, including a computer program, which implements the steps of the method described in the above aspects when executed by a processor.

[0028] The present disclosure provides a brake cylinder pressure control device, method, equipment, storage medium and computer program for a booster locomotive. When receiving an electric-pneumatic working instruction, a preset electric-pneumatic switching valve is used to connect the brake cylinder pre-control air cylinder pressure control path with a preset first two-way valve. The brake cylinder pre-control air cylinder pressure control path calculates the final pressure according to the pre-acquired average pipe pressure value and the brake cylinder pressure target value, and the electric-pneumatic switching valve is used to transmit the final pressure to the first two-way valve. If the final pressure is greater than the average pipe pressure value, the first two-way valve transmits the final pressure to a preset action valve. The action valve outputs the brake cylinder pressure according to the pre-control pressure of the total air source and the final pressure. If the final pressure is less than or equal to the average pipe pressure value, the average pipe pressure is transmitted. The force is transmitted to the acting valve, and the acting valve outputs the brake cylinder pressure according to the pre-control pressure of the total air source and the average pipe pressure. The pre-control pressure output by the total air source is pressurized by a preset emergency pressurizing valve to obtain the pressurized pressure, and the pressurized pressure is transmitted to a preset second two-way valve. The acting valve is used to transmit the brake cylinder pressure to the second two-way valve. If the brake cylinder pressure is greater than or equal to the pressurized pressure, the second two-way valve is used to transmit the brake cylinder pressure to the brake cylinder to realize brake cylinder pressure control. If the brake cylinder pressure is less than the pressurized pressure, the second two-way valve is used to transmit the pressurized pressure to the brake cylinder to realize brake cylinder pressure control. The brake cylinder pressure is relieved according to the received brake cylinder pressure relief instruction; the braking effect and safety of the locomotive are improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The present disclosure will be described in more detail below based on embodiments and with reference to the accompanying drawings:

[0030] Figure 1 A schematic diagram of the structure of a brake cylinder pressure control device for a booster locomotive provided in an embodiment of the present disclosure;

[0031] Figure 2 A schematic diagram of the structure of a brake cylinder pressure control device for a booster locomotive capable of relieving brake cylinder pressure provided by an embodiment of the present disclosure;

[0032] Figure 3 A schematic flow chart of a method for controlling brake cylinder pressure of a booster locomotive provided in an embodiment of the present disclosure.

[0033] In the drawings, the same reference numerals are used for the same components, and the drawings are not drawn to scale.

[0034] Reference numerals

[0035] 1. Mechanical distribution valve pressure control passage;

[0036] 2. Brake cylinder pre-control air cylinder pressure control passage;

[0037] 3. Average pipe;

[0038] 4. Total wind source;

[0039] 5. Brake cylinder;

[0040] 6. Train management;

[0041] 7. Total air joint pipe air source;

[0042] 101. Single slow solenoid valve;

[0043] 102. Electric-pneumatic switching valve;

[0044] 103. Emergency pressure valve;

[0045] 104. Switching valve;

[0046] 105. A first two-way valve;

[0047] 106. The third two-way valve;

[0048] 107. Emergency switching valve;

[0049] 108. Action valve

[0050] 109. Second two-way valve;

[0051] 110. Average tube sensor;

[0052] 111. Train pipe sensor;

[0053] 112. Main air pipe sensor. DETAILED DESCRIPTION

[0054] In order to enable those skilled in the art to better understand the technical solution of the present disclosure, and to fully understand and implement how the present disclosure applies technical means to solve technical problems and achieve the corresponding technical effects, the technical solution in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only embodiments of a part of the present disclosure, not all of the embodiments. The embodiments of the present disclosure and the various features in the embodiments can be combined with each other without conflict, and the technical solutions formed are all within the scope of protection of the present disclosure. Based on the embodiments in the present disclosure, all other embodiments obtained by ordinary technicians in this field without making creative work should fall within the scope of protection of the present disclosure.

[0055] It should be noted that the terms "first", "second", etc. in the specification and claims of the present disclosure and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present disclosure described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products, or devices.

[0056] It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and that, although a logical order is shown in the flowcharts, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0057] Embodiment 1

[0058] Figure 1 The structure diagram of a brake cylinder pressure control device for a booster locomotive provided by an embodiment of the present disclosure is shown in FIG. Figure 1 As shown, a brake cylinder pressure control device for a supplementary locomotive includes a mechanical distribution valve pressure control passage 1, an electric-pneumatic switching valve 102, a first two-way valve 105, an average pipe 3, an average pipe sensor 110, an action valve 108, a second two-way valve 109, a total air source 4 and an emergency pressurizing valve 103, and is characterized in that:

[0059] The input port of the electro-pneumatic switching valve 102 is connected to the brake cylinder pre-control pressure control passage 1 and the mechanical distribution valve pressure control passage 2, and the electro-pneumatic switching valve 102 is connected to the input port of the first two-way valve 105;

[0060] The first two-way valve 105 is connected to the averaging pipe 3, and the averaging pipe 3 is connected to the averaging pipe sensor 110;

[0061] The first two-way valve 105 is connected to the working valve 108, and the working valve 108 is connected to the second two-way valve 109 and the total air source 4;

[0062] The second two-way valve 109 is connected to the output port of the emergency pressurizing valve 103, and the input port of the emergency pressurizing valve 103 is connected to the total air source 4;

[0063] The electro-pneumatic switching valve 102 controls the output pressure of the brake cylinder pre-control air cylinder pressure control passage 1 or the output pressure of the mechanical distribution valve pressure control passage 2 according to the potential to enter the first two-way valve 105, and uses the average pipe sensor 110 to collect the average pipe pressure. The brake cylinder pre-control air cylinder pressure control passage 1 outputs the brake cylinder pressure target value according to the average pipe pressure and the preset target value. The first two-way valve 105 compares the brake cylinder pressure target value with the average pipe pressure and inputs the larger pressure into the working valve 108. The working valve 108 outputs the brake cylinder pressure to the second two-way valve 109 according to the input pressure. The emergency pressurizing valve 103 pressurizes the pressure of the total air source 4 and inputs it into the second two-way valve 109. The second two-way valve 109 compares the output pressures of the working valve 108 and the emergency pressurizing valve 103 and outputs a larger pressure into the brake cylinder 5.

[0064] In detail, the electro-pneumatic switching valve 102 controls the brake cylinder pre-control air cylinder pressure control passage 1 or the mechanical distribution valve pressure control passage 2 to communicate with the first two-way valve 105 according to the received potential command.

[0065] In detail, when the electro-pneumatic switching valve 102 receives the electro-pneumatic position working instruction, it controls the brake cylinder pre-control air cylinder pressure control passage 1 to be connected to the first two-way valve 105 .

[0066] In detail, when the electro-pneumatic switching valve 102 receives an air position working instruction, the electro-pneumatic switching valve 102 loses power, and the mechanical distribution valve pressure control passage 2 is connected to the first two-way valve 105 .

[0067] In detail, the main air source 4 is connected to the main air joint pipe air source 7, and the main air joint pipe air source 7 is connected to the main air joint pipe sensor 112, which can help determine whether the locomotive is in a disconnected state and ensure the safety of the locomotive operation.

[0068] In detail, the total air source 4 is connected to the total air joint pipe air source 7 , and the total air joint pipe air source 7 is provided with a total air joint pipe sensor 112 .

[0069] In detail, the total air source 4 is a pre-control air source required for brake cylinder pressure control.

[0070] In detail, the first two-way valve 105 has two input ports and one output port, and the first two-way valve 105 outputs the larger pressure of the input pressures of the two input ports from the output port.

[0071] In detail, the second two-way valve 109 has two input ports and one output port, and the second two-way valve 109 outputs the larger pressure of the input pressures of the two input ports from the output port.

[0072] In detail, the brake cylinder pre-control air cylinder pressure control passage 1 calculates the brake cylinder target pressure value according to the average pipe pressure of the average pipe and the preset target pressure value using a preset algorithm.

[0073] In detail, the preset algorithm may be to calculate the average value of the two pressure values, or to add the two pressure values ​​according to a certain weight coefficient.

[0074] Working principle:

[0075] When receiving the point empty position working instruction, the electro-pneumatic switching valve 102 controls the brake cylinder pre-control air cylinder pressure control passage 1 to be connected with the first two-way valve 105, and uses the average pipe sensor 110 to collect the average pipe pressure of the average pipe. The brake cylinder pre-control air cylinder pressure control passage 1 outputs the brake cylinder pressure target value according to the average pipe pressure and the preset target value. The first two-way valve 105 compares the brake cylinder pressure target value with the average pipe pressure, and inputs the larger pressure into the action valve 108. The action valve 108 outputs the brake cylinder pressure to the second two-way valve 109 according to the input pressure and the pre-control pressure. The emergency pressurizing valve 103 pressurizes the pre-control pressure output by the total air source 4 and inputs it into the second two-way valve 109. The second two-way valve 109 compares the output pressures of the action valve 108 and the emergency pressurizing valve 103 and then outputs a larger pressure into the brake cylinder 5 to realize brake cylinder pressure control.

[0076] The embodiment of the present invention provides a method for controlling the brake cylinder pressure of a booster locomotive, comprising:

[0077] S1. When receiving the electric-pneumatic position working instruction, the brake cylinder pre-control air cylinder pressure control passage 1 is connected to the preset first two-way valve 105 by using the preset electric-pneumatic switching valve 101.

[0078] S2. Use the brake cylinder pre-control air cylinder pressure control passage 1 to calculate the final pressure according to the pre-acquired average pipe pressure value and the brake cylinder pressure target value, and use the electric-pneumatic switching valve 102 to transmit the final pressure to the first two-way valve 105.

[0079] In detail, the brake cylinder pre-control air cylinder pressure control passage 1 uses a preset algorithm to calculate the brake cylinder target pressure value based on the average pipe pressure of the average pipe and the preset target pressure value. The preset algorithm can be to calculate the average of the two pressure values, or to add the two pressure values ​​according to a certain weight coefficient.

[0080] S3. Determine whether the final pressure is greater than the average pipe pressure.

[0081] If the final pressure is greater than the average pipe pressure value, S4 is executed, and the final pressure is delivered to the preset action valve 108 by using the first two-way valve 105. The action valve outputs the brake cylinder pressure according to the pre-control pressure of the total air source 4 and the final pressure.

[0082] If the final pressure is less than or equal to the average pipe pressure value, S5 is executed to transmit the average pipe pressure to the application valve 108, and the application valve 108 outputs the brake cylinder pressure according to the pre-control pressure of the total air source 4 and the average pipe pressure.

[0083] In detail, the first two-way valve 105 has two input ports and one output port, and the first two-way valve 105 outputs the larger pressure of the input pressures of the two input ports from the output port.

[0084] S6. Use the preset emergency pressurizing valve 103 to pressurize the pre-controlled pressure output by the total air source 4 to obtain a pressurized pressure, and transmit the pressurized pressure to the preset second two-way valve 109.

[0085] S7 . Use the application valve 108 to deliver the brake cylinder pressure to the second two-way valve 109 .

[0086] S8. Determine whether the brake cylinder pressure is less than the pressurized pressure.

[0087] If the brake cylinder pressure is greater than or equal to the pressurized pressure, step S9 is executed to transmit the brake cylinder pressure to the brake cylinder 5 by using the second two-way valve 109 to realize brake cylinder pressure control.

[0088] If the brake cylinder pressure is less than the boost pressure, step S10 is executed to transmit the boost pressure to the brake cylinder 5 by using the second two-way valve 109 to achieve brake cylinder pressure control.

[0089] In detail, the second two-way valve 109 has two input ports and one output port, and the second two-way valve 109 outputs the larger pressure of the input pressures of the two input ports from the output port.

[0090] Embodiment 2

[0091] Based on the above embodiments, Figure 2As shown, an embodiment of the present invention provides a brake cylinder pressure control device for a supplementary locomotive that can relieve brake cylinder pressure. The brake cylinder pressure control device for a supplementary locomotive includes a mechanical distribution valve pressure control passage 1, an electric-pneumatic switching valve 102, a first two-way valve 105, an average pipe 3, an average pipe sensor 110, an action valve 108, a second two-way valve 109, a total air source 4, an emergency pressurizing valve 10, a single slow electromagnetic valve 101, an emergency switching valve 107, a third two-way valve 106 and a train pipe 6, characterized in that:

[0092] The input port of the electro-pneumatic switching valve 102 is connected to the brake cylinder pre-control pressure control passage 1 and the mechanical distribution valve pressure control passage 2, and the electro-pneumatic switching valve 102 is connected to the input port of the first two-way valve 105;

[0093] The first two-way valve 105 is connected to the averaging pipe 3, and the averaging pipe 3 is connected to the averaging pipe sensor 110;

[0094] The first two-way valve 105 is connected to the working valve 108, and the working valve 108 is connected to the second two-way valve 109 and the total air source 4;

[0095] The second two-way valve 109 is connected to the output port of the emergency pressurizing valve 103, and the input port of the emergency pressurizing valve 103 is connected to the total air source 4;

[0096] A switching valve 104 is provided between the mechanical distribution valve pressure control passage 2 and the electric-pneumatic switching valve 102, and a control port of the switching valve 104 is connected to the single-slow electromagnetic valve 101;

[0097] An emergency switching valve 107 is provided between the emergency pressurizing valve 103 and the second two-way valve 109, and the emergency switching valve 107 is connected to the third two-way valve 106, and the third two-way valve 106 is respectively connected to the single slow electromagnetic valve 101 and the train pipe 6;

[0098] The input port of the single slow solenoid valve 101 is connected to the total air source 4;

[0099] The electro-pneumatic switching valve 102 controls the output pressure of the brake cylinder pre-control air cylinder pressure control passage 1 or the output pressure of the mechanical distribution valve pressure control passage 2 according to the potential to enter the first two-way valve 105, and uses the average pipe sensor 110 to collect the average pipe pressure. The brake cylinder pre-control air cylinder pressure control passage 1 outputs the brake cylinder pressure target value according to the average pipe pressure and the preset target value. The first two-way valve 105 compares the brake cylinder pressure target value with the average pipe pressure and inputs the larger pressure into the action valve 108. The action valve 108 outputs the brake cylinder pressure to the second two-way valve 109 according to the input pressure. The emergency pressurizing valve 103 pressurizes the pressure of the total air source 4 and inputs it to the second two-way valve 109. The second two-way valve 109 compares the output pressure of the action valve 108 with that of the emergency pressurizing valve 103. After the force is increased, a larger pressure is output to enter the brake cylinder 5. After receiving the instruction to relieve the brake cylinder pressure, the single-delay solenoid valve 101 is connected with the switching valve 104 and the third two-way valve 106, and the switching valve 104 is controlled to cut off the output pressure of the mechanical distribution valve pressure control passage 2. The single-delay solenoid valve 101 delivers pressure to the third two-way valve 106, and the third two-way valve 106 outputs pressure to the control port of the emergency switching valve 107, and the emergency switching valve 107 is controlled to cut off the output pressure of the emergency pressurizing valve 103. When there is no single-delay signal, the single-delay solenoid valve 101 cuts off the pressure output, and the train pipe 6 outputs pressure to the third two-way valve 106, and the third two-way valve 106 outputs pressure to the control port of the emergency switching valve 107, and the emergency switching valve 107 is controlled to cut off the output pressure of the emergency pressurizing valve 103.

[0100] In detail, the electro-pneumatic switching valve 102 controls the brake cylinder pre-control air cylinder pressure control passage 1 or the mechanical distribution valve pressure control passage 2 to communicate with the first two-way valve 105 according to the received potential command.

[0101] In detail, when the electro-pneumatic switching valve 102 receives the electro-pneumatic position working instruction, it controls the brake cylinder pre-control air cylinder pressure control passage 1 to be connected to the first two-way valve 105 .

[0102] In detail, when the electro-pneumatic switching valve 102 receives an air position working instruction, the electro-pneumatic switching valve 102 loses power, and the mechanical distribution valve pressure control passage 2 is connected to the first two-way valve 105 .

[0103] In detail, the main air source 4 is connected to the main air joint pipe air source 7, and the main air joint pipe air source 7 is connected to the main air joint pipe sensor 112, which can help determine whether the locomotive is in a disconnected state and ensure the safety of the locomotive operation.

[0104] In detail, the train pipe 6 is connected to a train pipe sensor 111, which can detect the train pipe pressure value in real time to help determine whether the train is in a disconnected state.

[0105] In detail, the total air source 4 is a pre-control air source required for brake cylinder pressure control.

[0106] In detail, the first two-way valve 105 has two input ports and one output port, and the first two-way valve 105 outputs the larger pressure of the input pressures of the two input ports from the output port.

[0107] In detail, the second two-way valve 109 has two input ports and one output port, and the second two-way valve 109 outputs the larger pressure of the input pressures of the two input ports from the output port.

[0108] In detail, the brake cylinder pre-control air cylinder pressure control passage 1 calculates the brake cylinder target pressure value according to the average pipe pressure of the average pipe and the preset target pressure value using a preset algorithm.

[0109] In detail, the preset algorithm may be to calculate the average value of the two pressure values, or to add the two pressure values ​​according to a certain weight coefficient.

[0110] In detail, the single buffer signal refers to a button signal on the locomotive, which triggers the signal when the air position is working.

[0111] Working principle:

[0112] When receiving the point empty position working instruction, the electric-pneumatic switching valve 102 controls the brake cylinder pre-control air cylinder pressure control passage 1 to be connected with the first two-way valve 105, and uses the average pipe sensor 110 to collect the average pipe pressure of the average pipe. The brake cylinder pre-control air cylinder pressure control passage 1 outputs the brake cylinder pressure target value according to the average pipe pressure and the preset target value. The first two-way valve 105 compares the brake cylinder pressure target value with the average pipe pressure, and inputs the larger pressure into the action valve 108. The action valve 108 outputs the brake cylinder pressure to the second two-way valve 109 according to the input pressure and the pre-control pressure. The emergency pressurizing valve 103 pressurizes the pre-control pressure output by the total air source 4 and inputs it into the second two-way valve 109. The second two-way valve 109 outputs a larger pressure after comparing the output pressures of the action valve 108 and the emergency pressurizing valve 103. Pressure enters the brake cylinder 5 to realize brake cylinder pressure control. After receiving the instruction to relieve the brake cylinder pressure, the single-delay solenoid valve 101 is connected with the switching valve 104 and the third two-way valve 106, and the switching valve 104 is controlled to cut off the output pressure of the mechanical distribution valve pressure control passage 2. The single-delay solenoid valve 101 delivers pressure to the third two-way valve 106, and the third two-way valve 106 outputs pressure to the control port of the emergency switching valve 107, and the emergency switching valve 107 is controlled to cut off the output pressure of the emergency pressurizing valve 103. When there is no single-delay signal, the single-delay solenoid valve 101 cuts off the pressure output, and the train pipe 6 outputs pressure to the third two-way valve 106, and the third two-way valve 106 outputs pressure to the control port of the emergency switching valve 107, and the emergency switching valve 107 is controlled to cut off the output pressure of the emergency pressurizing valve 103, so as to relieve the brake cylinder pressure.

[0113] Reference Figure 3 As shown, it is a flow chart of a method for controlling brake cylinder pressure of a booster locomotive provided by the present invention.

[0114] The embodiment of the present invention provides a method for controlling the brake cylinder pressure of a booster locomotive, comprising:

[0115] S1. When receiving the electric-pneumatic position working instruction, the brake cylinder pre-control air cylinder pressure control passage 1 is connected to the preset first two-way valve 105 by using the preset electric-pneumatic switching valve 101.

[0116] S2. Use the brake cylinder pre-control air cylinder pressure control passage 1 to calculate the final pressure according to the pre-acquired average pipe pressure value and the brake cylinder pressure target value, and use the electric-pneumatic switching valve 102 to transmit the final pressure to the first two-way valve 105.

[0117] In detail, the brake cylinder pre-control air cylinder pressure control passage 1 uses a preset algorithm to calculate the brake cylinder target pressure value based on the average pipe pressure of the average pipe and the preset target pressure value. The preset algorithm can be to calculate the average of the two pressure values, or to add the two pressure values ​​according to a certain weight coefficient.

[0118] S3. Determine whether the final pressure is greater than the average pipe pressure.

[0119] If the final pressure is greater than the average pipe pressure value, S4 is executed, and the final pressure is delivered to the preset action valve 108 by using the first two-way valve 105. The action valve outputs the brake cylinder pressure according to the pre-control pressure of the total air source 4 and the final pressure.

[0120] If the final pressure is less than or equal to the average pipe pressure value, S5 is executed to transmit the average pipe pressure to the application valve 108, and the application valve 108 outputs the brake cylinder pressure according to the pre-control pressure of the total air source 4 and the average pipe pressure.

[0121] In detail, the first two-way valve 105 has two input ports and one output port, and the first two-way valve 105 outputs the larger pressure of the input pressures of the two input ports from the output port.

[0122] S6. Use the preset emergency pressurizing valve 103 to pressurize the pre-controlled pressure output by the total air source 4 to obtain a pressurized pressure, and transmit the pressurized pressure to the preset second two-way valve 109.

[0123] S7 . Use the application valve 108 to deliver the brake cylinder pressure to the second two-way valve 109 .

[0124] S8. Determine whether the brake cylinder pressure is less than the pressurized pressure.

[0125] If the brake cylinder pressure is greater than or equal to the pressurized pressure, step S9 is executed to transmit the brake cylinder pressure to the brake cylinder 5 by using the second two-way valve 109 to realize brake cylinder pressure control.

[0126] If the brake cylinder pressure is less than the boost pressure, step S10 is executed to transmit the boost pressure to the brake cylinder 5 by using the second two-way valve 109 to achieve brake cylinder pressure control.

[0127] In detail, the second two-way valve 109 has two input ports and one output port, and the second two-way valve 109 outputs the larger pressure of the input pressures of the two input ports from the output port.

[0128] S11, after receiving the brake cylinder pressure relief instruction, determining whether the single-delay solenoid valve receives a single-delay signal;

[0129] If there is a single-delay signal, S12 is executed, and the single-delay solenoid valve 101 is used to connect the switching valve 104 and the third two-way valve 106, and the switching valve 104 is controlled to cut off the output pressure of the mechanical distribution valve pressure control passage 2 by delivering pressure to the switching valve 104 and the third two-way valve 106, and the third two-way valve 106 is controlled to input pressure to the control card of the emergency switching valve 107, and then the emergency switching valve 107 is controlled to cut off the output pressure of the emergency pressurizing valve 103, so as to achieve brake cylinder pressure relief;

[0130] If there is no single-delay signal, S13 is executed to control the single-delay solenoid valve 101 to stop pressure output. The output pressure of the train pipe enters the control port of the emergency switching valve 107 through the third two-way valve, and then controls the emergency switching valve 107 to cut off the output pressure of the emergency pressurizing valve 103, thereby relieving the brake cylinder pressure.

[0131] In detail, after the single-speed solenoid valve 101 stops outputting pressure, the pressure on the side of the third two-way valve 106 connected to the single-speed solenoid valve 101 is exhausted, and the output pressure of the train pipe enters the control port of the emergency switching valve 107 through the third two-way valve 106.

[0132] Embodiment 3

[0133] Based on the above embodiments, this embodiment provides an application example.

[0134] The embodiment of the present invention discloses a method for controlling the brake cylinder pressure of a locomotive in a fixed auxiliary engine state, comprising:

[0135] During normal electro-pneumatic operation, the electro-pneumatic switching valve 102 connects the brake cylinder pre-control air cylinder pressure control path to the two-way valve 105. The brake cylinder pre-control air cylinder pressure control path outputs the final brake cylinder pressure target value of the auxiliary locomotive according to the signal collected by the averaging tube sensor and the brake cylinder pressure target value of the main control locomotive. After being compared with the pressure from the averaging tube through the two-way valve 105, the larger one is taken and then enters the pre-control port of the action valve 108. The action valve outputs the brake cylinder pressure according to the pre-control pressure. The output pressure of the action valve is compared with the pressure from the output port of the emergency switching valve 107 through the two-way valve 109, and the larger one is taken and then enters the brake cylinder, thereby finally realizing the brake cylinder pressure control.

[0136] When the air position is reached, the electric-pneumatic switching valve 102 loses power, connecting the output port of the switching valve 104 with the input port of the two-way valve 105. At this time, the brake cylinder action valve of the auxiliary locomotive can output the brake cylinder pressure according to the larger of the mechanical distribution valve and the average pipe pressure.

[0137] When the air position or the electric air position needs to relieve the brake cylinder pressure, the single-delay solenoid valve 101 can control the total air to the input ports of the switching valve 104 and the two-way valve 106 respectively, thereby controlling the switching valve 104 to cut off the locomotive distribution valve passage and controlling the switching valve 107 to cut off the emergency boost passage pressure. At the same time, in the absence of a single-delay signal, the single-delay solenoid valve will exhaust the pressure on the upper side of the two-way valve 106, and the train pipe pressure on the lower side of the two-way valve 106 can be output to the control port of the switching valve 107, thereby controlling the relief of the emergency boost passage.

[0138] In the embodiment of the present invention, whether under normal conditions or under air level conditions, the system has two control paths to realize the control of the brake cylinder pressure, so that the brake cylinder pressure can still be output in the event of an average pipe pressure failure, thereby ensuring the braking safety of the locomotive.

[0139] Embodiment 4

[0140] On the basis of the above embodiments, this embodiment provides a computer device, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method described in the above embodiments.

[0141] In some implementations of this embodiment, a computer-readable storage medium is provided, on which a computer program is stored, characterized in that when the computer program is executed by a processor, the following steps are implemented:

[0142] S1. When receiving the electric-pneumatic position working instruction, the brake cylinder pre-control air cylinder pressure control passage 1 is connected to the preset first two-way valve 105 by using the preset electric-pneumatic switching valve 101.

[0143] S2. Use the brake cylinder pre-control air cylinder pressure control passage 1 to calculate the final pressure according to the pre-acquired average pipe pressure value and the brake cylinder pressure target value, and use the electric-pneumatic switching valve 102 to transmit the final pressure to the first two-way valve 105.

[0144] S3. Determine whether the final pressure is greater than the average pipe pressure.

[0145] If the final pressure is greater than the average pipe pressure value, S4 is executed, and the final pressure is delivered to the preset action valve 108 by using the first two-way valve 105. The action valve outputs the brake cylinder pressure according to the pre-control pressure of the total air source 4 and the final pressure.

[0146] If the final pressure is less than or equal to the average pipe pressure value, S5 is executed to transmit the average pipe pressure to the application valve 108, and the application valve 108 outputs the brake cylinder pressure according to the pre-control pressure of the total air source 4 and the average pipe pressure.

[0147] S6. Use the preset emergency pressurizing valve 103 to pressurize the pre-controlled pressure output by the total air source 4 to obtain a pressurized pressure, and transmit the pressurized pressure to the preset second two-way valve 109.

[0148] S7 . Use the application valve 108 to deliver the brake cylinder pressure to the second two-way valve 109 .

[0149] S8. Determine whether the brake cylinder pressure is less than the pressurized pressure.

[0150] If the brake cylinder pressure is greater than or equal to the pressurized pressure, step S9 is executed to transmit the brake cylinder pressure to the brake cylinder 5 by using the second two-way valve 109 to realize brake cylinder pressure control.

[0151] If the brake cylinder pressure is less than the boost pressure, step S10 is executed to transmit the boost pressure to the brake cylinder 5 by using the second two-way valve 109 to achieve brake cylinder pressure control.

[0152] S11, after receiving the brake cylinder pressure relief instruction, determining whether the single-delay solenoid valve receives a single-delay signal;

[0153] If there is a single-delay signal, S12 is executed, and the single-delay solenoid valve 101 is used to connect the switching valve 104 and the third two-way valve 106, and the switching valve 104 is controlled to cut off the output pressure of the mechanical distribution valve pressure control passage 2 by delivering pressure to the switching valve 104 and the third two-way valve 106, and the third two-way valve 106 is controlled to input pressure to the control card of the emergency switching valve 107, and then the emergency switching valve 107 is controlled to cut off the output pressure of the emergency pressurizing valve 103, so as to achieve brake cylinder pressure relief;

[0154] If there is no single-delay signal, S13 is executed to control the single-delay solenoid valve 101 to stop pressure output. The output pressure of the train pipe enters the control port of the emergency switching valve 107 through the third two-way valve, and then controls the emergency switching valve 107 to cut off the output pressure of the emergency pressurizing valve 103, thereby relieving the brake cylinder pressure.

[0155] In some implementations of this embodiment, a computer program product is provided, including a computer program, characterized in that when the computer program is executed by a processor, the steps of the method described in the above embodiment are implemented.

[0156] The processor may include, but is not limited to, one or more processors or microprocessors, etc. Each processor may be an application specific integrated circuit (ASIC), a digital signal processor (DSP), a digital signal processing device (DSPD), a programmable logic device (PLD), a field programmable gate array (FPGA), a controller, a microcontroller, a microprocessor or other electronic components to execute the methods in the above embodiments.

[0157] Computer-readable storage media can be implemented by any type of volatile or non-volatile storage device or a combination thereof. Computer-readable storage media may include, but are not limited to, for example, random access memory (RAM), read-only memory (ROM), flash memory, EPROM memory, EEPROM memory, registers, computer storage media (such as hard disks, floppy disks, solid-state drives, removable disks, Blu-ray disks, etc.).

[0158] The computer-readable storage medium may also store at least one computer executable program, such as a computer-readable instruction. The computer-readable storage medium includes, but is not limited to, for example, a volatile memory and / or a non-volatile memory. The volatile memory may include, for example, a random access memory (RAM) and / or a cache memory (cache), etc. The computer-readable storage medium may include, for example, a read-only memory (ROM), a hard disk, a flash memory, etc. For example, a non-transitory computer-readable storage medium may be connected to a computing device such as a computer, and then, when the computing device runs the computer-readable instructions stored on the computer-readable storage medium, the various methods described above may be performed.

[0159] In addition, the computer device may also include (but not limited to) a data bus, an input / output (I / O) bus, a display, and input / output devices (eg, keyboard, mouse, speaker, etc.), etc.

[0160] The processor may communicate with external devices via an I / O bus via a wired or wireless network.

[0161] In one embodiment, the at least one computer executable instruction may also be compiled into or constitute a software product / computer program product, wherein one or more computer executable instructions are executed by a processor to perform the various functions and / or method steps in the embodiments described in the present technology.

[0162] In the embodiments provided in the present disclosure, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely schematic. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the devices, methods and computer program products according to multiple embodiments of the present disclosure. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of a code, and the above-mentioned module, program segment or a part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart can be implemented with a dedicated hardware-based system that performs a specified function or action, or can be implemented with a combination of dedicated hardware and computer instructions.

[0163] It should be noted that in the present disclosure, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element limited by the sentence "includes a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0164] Although the embodiments disclosed in the present disclosure are as above, the above contents are only embodiments adopted for facilitating the understanding of the present disclosure and are not intended to limit the present disclosure. Any technician in the technical field to which the present disclosure belongs can make any modifications and changes in the form and details of the implementation without departing from the spirit and scope disclosed in the present disclosure, but the scope of patent protection of the present disclosure shall still be subject to the scope defined in the attached claims.

Claims

1. A brake cylinder pressure control device for a supporting locomotive, comprising a mechanical distribution valve pressure control passage, an electric-pneumatic switching valve, a first two-way valve, an averaging pipe, an averaging pipe sensor, an action valve, a second two-way valve, a total air source and an emergency pressurizing valve, characterized in that: The input port of the electro-pneumatic switching valve is connected to the brake cylinder pre-control pressure control passage and the mechanical distribution valve pressure control passage, and the electro-pneumatic switching valve is connected to the input port of the first two-way valve; The first two-way valve is connected to an averaging pipe, and the averaging pipe is connected to an averaging pipe sensor; The first two-way valve is connected to the working valve, and the working valve is connected to the second two-way valve and the total air source; The second two-way valve is connected to the output port of the emergency pressurizing valve, and the input port of the emergency pressurizing valve is connected to the total air source; The electro-pneumatic switching valve controls the output pressure of the brake cylinder pre-control air cylinder pressure control passage or the output pressure of the mechanical distribution valve pressure control passage according to the potential to enter the first two-way valve, and uses the average pipe sensor to collect the average pipe pressure. The brake cylinder pre-control air cylinder pressure control passage outputs the brake cylinder pressure target value according to the average pipe pressure and the preset target value. The first two-way valve compares the brake cylinder pressure target value with the average pipe pressure and inputs the larger pressure into the working valve. The working valve outputs the brake cylinder pressure to the second two-way valve according to the input pressure. The emergency pressurizing valve pressurizes the pressure of the total air source and inputs it into the second two-way valve. The second two-way valve compares the output pressures of the working valve and the emergency pressurizing valve and outputs a larger pressure into the brake cylinder.

2. The brake cylinder pressure control device for auxiliary locomotive according to claim 1 is characterized in that: Also includes: A switching valve is arranged between the pressure control passage of the mechanical distribution valve and the electric-pneumatic switching valve, and the control port of the switching valve is connected to the single-delay solenoid valve. An emergency switching valve is arranged between the emergency pressurizing valve and the second two-way valve, and the emergency switching valve is connected to the third two-way valve. The first input port of the third two-way valve is connected to the single-delay solenoid valve, and the input port of the single-delay solenoid valve is connected to the total air source, so as to realize the pressure relief of the brake cylinder.

3. The brake cylinder pressure control device for auxiliary locomotive according to claim 1, characterized in that: The second input port of the third two-way valve is connected to the train pipe, so that the brake cylinder pressure can be relieved separately under the air position.

4. The brake cylinder pressure control device for auxiliary locomotive according to claim 3 is characterized in that: The train pipe is connected to a train pipe sensor, which can detect the train pipe pressure value in real time to help determine whether the train is in a disconnected state.

5. The brake cylinder pressure control device for auxiliary locomotive according to claim 1, characterized in that: The total air source is connected to the total air coupling pipe air source, and the total air coupling pipe air source is connected to a total air coupling pipe sensor, which can detect the total air coupling pipe pressure value in real time to help determine whether the train is in a disconnected state.

6. A method for controlling the brake cylinder pressure of a booster locomotive, characterized in that: The method comprises: When receiving the electric-pneumatic position working instruction, the preset electric-pneumatic switching valve is used to connect the brake cylinder pre-control air cylinder pressure control passage with the preset first two-way valve; The brake cylinder pre-control air cylinder pressure control passage calculates the final pressure according to the pre-acquired average pipe pressure value and the brake cylinder pressure target value, and transmits the final pressure to the first two-way valve by using the electric-pneumatic switching valve; If the final pressure is greater than the average pipe pressure value, the first two-way valve transmits the final pressure to a preset action valve, and the action valve outputs the brake cylinder pressure according to the pre-control pressure of the total air source and the final pressure; If the final pressure is less than or equal to the average pipe pressure value, the average pipe pressure is transmitted to the application valve, and the application valve outputs the brake cylinder pressure according to the pre-control pressure of the total air source and the average pipe pressure; The pre-controlled pressure output by the total air source is pressurized by a preset emergency pressurizing valve to obtain a pressurized pressure, and the pressurized pressure is transmitted to a preset second two-way valve; delivering the brake cylinder pressure to the second two-way valve by using the application valve; If the brake cylinder pressure is greater than or equal to the pressurized pressure, the brake cylinder pressure is transmitted to the brake cylinder by the second two-way valve to realize brake cylinder pressure control; If the brake cylinder pressure is less than the boost pressure, the boost pressure is delivered to the brake cylinder by the second two-way valve to achieve brake cylinder pressure control; The brake cylinder pressure is relieved according to the received brake cylinder pressure relief command.

7. The method according to claim 6, characterized in that The step of relieving the brake cylinder pressure according to the received brake cylinder pressure relief instruction includes: After receiving the brake cylinder pressure relief instruction, determining whether the single-delay solenoid valve receives a single-delay signal; If there is a single-delay signal, the single-delay solenoid valve is used to connect the switching valve and the third two-way valve, and the switching valve is controlled to cut off the output pressure of the pressure control passage of the mechanical distribution valve by delivering pressure to the switching valve and the third two-way valve, and the third two-way valve is controlled to input pressure to the control card of the emergency switching valve, thereby controlling the emergency switching valve to cut off the output pressure of the emergency pressurizing valve, so as to achieve brake cylinder pressure relief; If there is no single-delay signal, the single-delay solenoid valve is controlled to stop pressure output, and the output pressure of the train pipe enters the control port of the emergency switching valve through the third two-way valve, and then controls the emergency switching valve to cut off the output pressure of the emergency pressurizing valve, thereby relieving the brake cylinder pressure.

8. A computer device comprising a memory, a processor and a computer program stored in the memory, characterized in that: The processor executes the computer program to implement the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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