Locomotive brake control system and method based on average pipe pressure control

Abstract

The invention provides a locomotive brake control system based on average pipe pressure control. The locomotive brake control system comprises a brake cylinder control module, an average pipe control module and a main air reservoir. Wherein the brake cylinder control module can output brake cylinder pressure to a brake cylinder for braking; the average pipe control module comprises a second relay valve and a second main air reservoir; wherein the fourth pre-control pressure can reach the control port of the second relay valve; an inlet of the second relay valve is connected to the main air reservoir through the one-way valve, after flow amplification, an outlet of the second relay valve can output average pipe pressure PA to an average pipe, and a brake air source can be provided for an external reconnection locomotive; the second main air reservoir is connected to the main air reservoir through the one-way valve; a first shutoff valve and a second shutoff valve are arranged between the outlet of the second relay valve and the average pipe in parallel; and the two pneumatic valves are provided with control ports.

Description

Technical Field

[0001] The present application belongs to the field of locomotive brake control, and specifically relates to a locomotive brake control system and method based on average pipe pressure control. Background Art

[0002] The locomotive brake control system is one of the most important systems of the locomotive and has a significant impact on the safety of the train. A key function of the system is to control the pressure of the average pipe. The locomotive brake control system realizes the braking and relief functions of the reconnected locomotive by controlling the average pipe pressure value. The conventional method of average pipe pressure control is to control the pre-control pressure through a high-frequency solenoid valve, and then output the brake cylinder pressure consistent with the pre-control pressure through the relay valve.

[0003] In the existing locomotive braking system, when the solenoid valves and sensors related to the average pipe pressure control fail, the average pipe pressure control will fail. Once the average pipe pressure control fails, the train will not be able to output the required average pipe pressure, and all the reconnected locomotives will not be able to apply braking force, which will cause immeasurable losses to the locomotive, railway and personnel safety. The braking system is the core system of rail transit safety. The average pipe pressure control is the main function of the system. Improving the safety and reliability of this function and ensuring the safety bottom line are the core elements of the braking system design. Summary of the invention

[0004] In view of some problems existing in the prior art, the present application provides a locomotive brake control system and method based on average pipe pressure control; multiple redundancy can be achieved to improve the reliability of the system.

[0005] In a first aspect, the present application provides a locomotive brake control system based on average pipe pressure control, comprising a brake cylinder control module, an average pipe control module and a total air cylinder capable of providing total air for the control system; wherein:

[0006] The brake cylinder control module includes a first relay valve, whose inlet is connected to the main air cylinder, whose outlet is connected to the brake cylinder, and whose control port is connected to the third pre-control pressure P3 to output the amplified third pre-control pressure P3 as the brake cylinder pressure PB to the brake cylinder for braking.

[0007] The averaging pipe control module includes a second inflation solenoid valve and a second exhaust solenoid valve connected to the main air cylinder via a one-way valve, and the two can control the input total air pressure to output the required fourth pre-control pressure P4 through inflation and exhaust actions.

[0008] The average pipe control module also includes a second relay valve and a second main air cylinder; wherein the fourth pre-control pressure P4 can reach the control port of the second relay valve; the inlet of the second relay valve is connected to the main air cylinder through the one-way valve, and after flow amplification, the outlet of the second relay valve can output the average pipe pressure PA to the average pipe, which can provide a brake air source for the external reconnected locomotive. The second main air cylinder is connected to the main air cylinder through the one-way valve; the main air cylinder provides an air source for the average pipe control module in one direction.

[0009] A first shut-off valve and a second shut-off valve are arranged in parallel between the outlet of the second relay valve and the averaging pipe; both are pneumatic valves with control ports. A third electrically controlled valve is arranged between the main air cylinder and the control port of the first shut-off valve, which is configured to be connected when powered on, and the total air from the main air cylinder reaches the control port of the first shut-off valve through the third electrically controlled valve, so that the first shut-off valve is connected. A fourth electrically controlled valve is arranged between the second main air cylinder and the control port of the second shut-off valve, which is configured to be connected when powered on, and the total air from the second main air cylinder reaches the control port of the second shut-off valve, so that the second shut-off valve is connected. When the main air cylinder is under-pressured, the first shut-off valve is cut off due to insufficient air pressure at its control port, but the second shut-off valve uses the total air from the second main air cylinder and remains connected, so that the average pipe pressure PA can be output normally to the average pipe.

[0010] In one embodiment, the control system also includes a first cut-off valve connected between the pipeline where the brake cylinder pressure PB is located and the pipeline where the average pipe pressure PA is located; the first cut-off valve is configured as follows: in normal working mode, the first cut-off valve is in a cut-off state; when an air circuit failure occurs in one of the brake cylinder pressure PB and the average pipe pressure PA, the first cut-off valve switches to a connected state, so that the brake cylinder pressure PB and the average pipe pressure PA are connected to each other, and one of them provides power to the other.

[0011] In one embodiment, the first cut-off valve is a pneumatic valve with a control port, and a fifth electrically-controlled valve is arranged between the main air cylinder and the control port of the first cut-off valve; wherein, the fifth electrically-controlled valve is cut off when power is lost, and no total air reaches the control port of the first cut-off valve, thereby controlling the first cut-off valve to be cut off; the fifth electrically-controlled valve is connected when power is supplied, and the total air from the main air cylinder reaches the control port of the first cut-off valve through the fifth electrically-controlled valve, thereby controlling the first cut-off valve to be connected.

[0012] In one embodiment, the control system further includes a sixth electrically controlled valve, a seventh electrically controlled valve and a second shut-off valve; wherein the inlet of the sixth electrically controlled valve is connected to a balancing air cylinder capable of providing balancing air, and the outlet thereof is connected to an exhaust pipe through a shrink plug. The sixth electrically controlled valve is configured to be in a cut-off state when powered on; and to be switched to a connected state when powered off, so that the balancing air in the balancing air cylinder can flow out. The second shut-off valve is a pneumatic valve with a control port, and the inlet and outlet of the second shut-off valve are respectively connected to the pipelines where the brake cylinder pressure PB and the average pipe pressure PA are located. The seventh electrically controlled valve is located between the control port of the second cut-off valve and the pipeline between the sixth electrically controlled valve and the shrinkage plug; wherein the seventh electrically controlled valve is configured as follows: it is cut off when energized, so that there is no air source at the control port of the second cut-off valve, the second cut-off valve is in a cut-off state, and the brake cylinder pressure PB and the average pipe pressure PA are not connected; it is connected when power is lost, so that after the balanced air from the balanced air cylinder passes through the sixth electrically controlled valve, a part of the balanced air passes through the seventh electrically controlled valve to reach the control port of the second cut-off valve, so that the second cut-off valve is switched to a connected state, the brake cylinder pressure PB and the average pipe pressure PA are connected, and the brake cylinder pressure PB provides an air source for the average pipe; the other part of the balanced air is exhausted to the exhaust pipe through the shrinkage plug; when the pressure of the balanced air exhausted to the exhaust pipe by the shrinkage plug is lower than the control pressure of the control port of the second cut-off valve, the second cut-off valve is cut off again, and the brake cylinder pressure PB and the average pipe pressure PA are not connected.

[0013] In one embodiment, the brake cylinder control module includes a first charging solenoid valve and a first exhausting solenoid valve connected to the main air cylinder, which can control the input total air pressure to the required first pre-control pressure P1 through charging and exhausting actions. The brake cylinder control module also includes a first switching valve and a mechanical three-way valve; wherein the first pre-control pressure P1 is connected to the first inlet of the first switching valve; the mechanical three-way valve is a mechanical valve capable of outputting the second pre-control pressure P2; the first inlet of the mechanical three-way valve is connected to the train pipe to provide an air source; the outlet of the mechanical three-way valve is connected to the second inlet of the first switching valve to output the second pre-control pressure P2; the first switching valve is configured to be able to switch between its first inlet and second inlet to output one of the first pre-control pressure P1 and the second pre-control pressure P2 as the third pre-control pressure P3, reaching the control port of the first relay valve.

[0014] In one embodiment, the averaging tube control module has a second switching valve, whose first inlet is connected to the fourth pre-control pressure P4, and whose second inlet is connected to the first pre-control pressure P1; the second switching valve is configured to be able to switch between its first inlet and the second inlet to output one of the fourth pre-control pressure P4 and the first pre-control pressure P1 as the fifth pre-control pressure P5, reaching the control port of the second relay valve (instead of the previous solution in which the fourth pre-control pressure P4 directly reaches the control port of the second relay valve).

[0015] In one embodiment, the mechanical three-way valve is a regulating three-way valve; the second inlet of the mechanical three-way valve is connected to the working air cylinder, and when the pressure of the train pipe changes, the train pipe and the working air cylinder achieve dynamic balance.

[0016] In one embodiment, the first switching valve is a mechanical pneumatic switching valve with a control port; wherein, a first electrically controlled valve is arranged between the control port of the first switching valve and the main air cylinder, and is configured as follows: when powered on, the main air cylinder and the control port of the first switching valve are connected to input the total air, and the first inlet of the first switching valve is controlled to connect to the first pre-control pressure P1, which is output as the third pre-control pressure P3 to the control port of the first relay valve; when powered off, the control port of the main air cylinder and the first switching valve is cut off to cut off the input of the total air, and the second inlet of the first switching valve is controlled to connect to the second pre-control pressure P2, which is output as the third pre-control pressure P3 to the control port of the first relay valve.

[0017] In one embodiment, the second switching valve is also a mechanical pneumatic switching valve with a control port; wherein a second electrically controlled valve is arranged between the control port of the second switching valve and the one-way valve, and is configured as follows: when powered on, the control port of the main air cylinder and the second switching valve is connected to input the total air, and the first inlet of the second switching valve is controlled to connect to the fourth pre-control pressure P4, which is output to the control port of the second relay valve as the fifth pre-control pressure P5; when powered off, the control ports of the main air cylinder and the second switching valve are cut off to cut off the input of the total air, and the second inlet of the second switching valve is controlled to connect to the first pre-control pressure P1, which is output to the control port of the second relay valve as the fifth pre-control pressure P5.

[0018] In one embodiment, a working air cylinder is provided on the pipeline where the second pre-control pressure P2 is located, which is used to store compressed air to provide a wind source as the second pre-control pressure P2. In one embodiment, a first pre-control air cylinder is provided on the pipeline where the third pre-control pressure P3 is located, which can store compressed air to provide a wind source as the third pre-control pressure P3. In one embodiment, a second pre-control air cylinder is provided on the pipeline where the fifth pre-control pressure P5 is located, which is used to store compressed air to provide a wind source as the fifth pre-control pressure P5.

[0019] The second aspect of the present application provides another locomotive brake control system based on average pipe pressure control, comprising a brake cylinder control module, an average pipe control module and a total air cylinder capable of providing total air for the control system; wherein:

[0020] The brake cylinder control module includes a first relay valve, whose inlet is connected to the main air cylinder, whose outlet is connected to the brake cylinder, and whose control port is connected to the third pre-control pressure P3 to output the amplified third pre-control pressure P3 as the brake cylinder pressure PB to the brake cylinder for braking.

[0021] The averaging pipe control module includes a second relay valve, the inlet of the second relay valve is connected to the main air cylinder, the outlet is connected to the averaging pipe, and the control port is connected to the fifth pre-control pressure P5 to output the amplified fifth pre-control pressure P5 as the average pipe pressure PA to the averaging pipe, which can provide a braking air source for an external reconnected locomotive.

[0022] The control system also includes a first cut-off valve connected between the pipeline where the brake cylinder pressure PB is located and the pipeline where the average pipe pressure PA is located; the first cut-off valve is configured as follows: in normal working mode, the first cut-off valve is in a cut-off state; when an air circuit failure occurs in one of the brake cylinder pressure PB and the average pipe pressure PA, the first cut-off valve switches to a connected state, so that the brake cylinder pressure PB and the average pipe pressure PA are connected to each other, and one of them provides power to the other.

[0023] In one embodiment, the first cut-off valve is a pneumatic valve with a control port, and a fifth electrically-controlled valve is arranged between the main air cylinder and the control port of the first cut-off valve; wherein, the fifth electrically-controlled valve is cut off when power is lost, and no total air reaches the control port of the first cut-off valve, thereby controlling the first cut-off valve to be cut off; the fifth electrically-controlled valve is connected when power is supplied, and the total air from the main air cylinder reaches the control port of the first cut-off valve through the fifth electrically-controlled valve, thereby controlling the first cut-off valve to be connected.

[0024] In addition, the control system provided in the second aspect may adopt the embodiment of the control system provided in the first aspect, and therefore, the relevant embodiments will not be described in detail.

[0025] The third aspect of the present application provides a locomotive brake control method based on average pipe pressure control, which can adopt the control system in any embodiment described in the first aspect above, and the control method includes:

[0026] In the brake cylinder control module:

[0027] The third pre-control pressure P3 reaches the control port of the first relay valve. The total air is input into the inlet of the first relay valve. After flow amplification, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking.

[0028] In the averaging tube control module:

[0029] The second inflation solenoid valve and the second exhaust solenoid valve control the pressure of the total air input through the one-way valve to output the required fourth pre-control pressure P4 through inflation and exhaust actions, and reach the control port of the second relay valve.

[0030] After the total air from the main air cylinder passes through the one-way valve, it enters the second main air cylinder for storage on the one hand, and reaches the inlet of the second relay valve on the other hand, providing an air source for the average pipe pressure PA output of the second relay valve.

[0031] After flow amplification, the second relay valve outlet outputs the average pipe pressure PA, which is output to the average pipe through the first shut-off valve and the second shut-off valve; when the main air cylinder is under-pressure, the first shut-off valve is cut off due to insufficient air pressure at its control port, while the second shut-off valve remains connected because its control port has the total air from the second main air cylinder, and can still output the average pipe pressure PA to the average pipe normally; at this time, the third electrically controlled valve and the fourth electrically controlled valve are always in the energized state.

[0032] The fourth aspect of the present application provides a locomotive brake control method based on average pipe pressure control, which can adopt the control system in any embodiment described in the second aspect above, and the control method includes:

[0033] In the brake cylinder control module:

[0034] The third pre-control pressure P3 reaches the control port of the first relay valve. The total air is input into the inlet of the first relay valve. After flow amplification, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking.

[0035] In the averaging tube control module:

[0036] The fifth pre-control pressure P5 reaches the control port of the second relay valve. The total air is input into the inlet of the second relay valve. After flow amplification, the outlet of the second relay valve outputs the average pipe pressure PA to the average pipe, which can provide brake air source for the external reconnected locomotive.

[0037] In normal working mode, the first cut-off valve is in the cut-off state; when an air circuit failure occurs in one of the brake cylinder pressure PB and the average pipe pressure PA, the first cut-off valve switches to the connected state, so that the brake cylinder pressure PB and the average pipe pressure PA are connected to each other, and one of them provides power to the other.

[0038] In a fifth aspect, the present application provides a locomotive brake control method based on average pipe pressure control, which may adopt the control system in at least one embodiment of the first aspect or the second aspect, and the control method includes at least one of the following modes:

[0039] (1) Normal working mode

[0040] In the brake cylinder control module:

[0041] The first charging solenoid valve and the first exhausting solenoid valve control the input total air pressure to output the required first pre-control pressure P1 through the charging and exhausting actions, and reach the control port of the first relay valve as the third pre-control pressure P3 through the first switching valve. At this time, the first electric control valve is energized and connected, and the total air reaches the control port of the first switching valve through the first electric control valve, so that the first inlet of the first switching valve is connected and the first pre-control pressure P1 is input.

[0042] The inlet of the first relay valve inputs total air, and after flow amplification, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking.

[0043] In the averaging tube control module:

[0044] The second charging solenoid valve and the second exhausting solenoid valve control the pressure of the total air input through the one-way valve to output the required fourth pre-control pressure P4 through the charging and exhausting action, and reach the control port of the second relay valve as the fifth pre-control pressure P5 through the second switching valve. At this time, the second electric control valve is energized and connected, and the total air passing through the one-way valve reaches the control port of the second switching valve through the second electric control valve, so that the first inlet of the second switching valve is connected, and the fourth pre-control pressure P4 is input.

[0045] After the total air from the main air cylinder passes through the one-way valve, it enters the second main air cylinder for storage on the one hand, and reaches the inlet of the second relay valve on the other hand, providing an air source for the average pipe pressure PA output of the second relay valve.

[0046] After flow amplification, the second relay valve outlet outputs the average pipe pressure PA, which is output to the average pipe through the first shut-off valve and the second shut-off valve. When the main air cylinder is under-pressure, the first shut-off valve is cut off due to insufficient pressure at its control port, and the second shut-off valve remains connected because its control port has the total air from the second main air cylinder, and can still output the average pipe pressure PA to the average pipe normally. At this time, the third and fourth electric control valves are always in the energized state.

[0047] In addition, the fifth electronically controlled valve loses power and is cut off, and no wind source reaches the control port of the first cut-off valve, controlling the first cut-off valve to cut off; the brake cylinder pressure PB is not connected to the average pipe pressure PA, and the two are output independently.

[0048] (2) Failure mode of the average tube control module

[0049] In the brake cylinder control module:

[0050] The first charging solenoid valve and the first exhausting solenoid valve control the input total air pressure to output the required first pre-control pressure P1 through the charging and exhausting actions, and reach the control port of the first relay valve as the third pre-control pressure P3 through the first switching valve. At this time, the first electric control valve is energized and connected, and the total air reaches the control port of the first switching valve through the first electric control valve, so that the first inlet of the first switching valve is connected and the first pre-control pressure P1 is input.

[0051] The inlet of the first relay valve inputs total air, and after flow amplification, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking.

[0052] In the averaging tube control module:

[0053] The average pipe control module cannot normally output the fourth pre-control pressure P4.

[0054] The second electrically controlled valve loses power and is cut off. No wind source reaches the control port of the second switching valve. The second switching valve switches to connect to its second inlet, and outputs the first pre-control pressure P1 from the brake cylinder module as the fifth pre-control pressure P5 to the control port of the second relay valve.

[0055] After the total air from the main air cylinder passes through the one-way valve, it enters the second main air cylinder for storage on the one hand, and reaches the inlet of the second relay valve on the other hand, providing an air source for the average pipe pressure PA output of the second relay valve.

[0056] After flow amplification, the second relay valve outlet outputs the average pipe pressure PA, which is output to the average pipe through the first shut-off valve and the second shut-off valve. When the main air cylinder is under-pressure, the first shut-off valve is cut off due to insufficient pressure at its control port, and the second shut-off valve remains connected because its control port has the total air from the second main air cylinder, and can still output the average pipe pressure PA to the average pipe normally. At this time, the third and fourth electric control valves are always in the energized state.

[0057] In addition, the fifth electronically controlled valve loses power and is cut off, and no wind source reaches the control port of the first cut-off valve, controlling the first cut-off valve to cut off; the brake cylinder pressure PB is not connected to the average pipe pressure PA, and the two are output independently.

[0058] (3) Failure mode of the first relay valve

[0059] In the brake cylinder control module:

[0060] The first relay valve is faulty and cannot effectively output the brake cylinder pressure PB.

[0061] At this time, the fifth electronically controlled valve is energized and connected, and the total air passes through the fifth electronically controlled valve to reach the control port of the first cut-off valve. The first cut-off valve switches to the connected state, and the average pipe pressure PA from the average pipe control module provides the brake cylinder with the brake cylinder pressure PB.

[0062] In the averaging tube control module:

[0063] The second charging solenoid valve and the second exhausting solenoid valve control the pressure of the total air input through the one-way valve to output the required fourth pre-control pressure P4 through the charging and exhausting action, and reach the control port of the second relay valve as the fifth pre-control pressure P5 through the second switching valve. At this time, the second electric control valve is energized and connected, and the total air passing through the one-way valve reaches the control port of the second switching valve through the second electric control valve, so that the first inlet of the second switching valve is connected, and the fourth pre-control pressure P4 is input.

[0064] After the total air from the main air cylinder passes through the one-way valve, it enters the second main air cylinder for storage on the one hand, and reaches the inlet of the second relay valve on the other hand, providing an air source for the average pipe pressure PA output of the second relay valve.

[0065] After flow amplification, the second relay valve outlet outputs the average pipe pressure PA, which is output to the average pipe through the first shut-off valve and the second shut-off valve. When the main air cylinder is under-pressure, the first shut-off valve is cut off due to insufficient pressure at its control port, and the second shut-off valve remains connected because its control port has the total air from the second main air cylinder, and can still output the average pipe pressure PA to the average pipe normally. At this time, the third and fourth electric control valves are always in the energized state.

[0066] (4) Second relay valve failure mode

[0067] In the brake cylinder control module:

[0068] The first charging solenoid valve and the first exhausting solenoid valve control the input total air pressure to output the required first pre-control pressure P1 through the charging and exhausting actions, and reach the control port of the first relay valve as the third pre-control pressure P3 through the first switching valve. At this time, the first electric control valve is energized and connected, and the total air reaches the control port of the first switching valve through the first electric control valve, so that the first inlet of the first switching valve is connected and the first pre-control pressure P1 is input.

[0069] The inlet of the first relay valve inputs total air, and after flow amplification, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking.

[0070] In the averaging tube control module:

[0071] The second relay valve fails and cannot effectively output the average pipe pressure PA.

[0072] At this time, the fifth electronically controlled valve is energized and connected, and the total air passes through the fifth electronically controlled valve to reach the control port of the first cut-off valve. The first cut-off valve switches to the connected state, and the brake cylinder pressure PB from the brake cylinder control module provides the average pipe pressure PA to the average pipe.

[0073] (5) Failure modes of the brake cylinder control module and the averaging tube control module

[0074] In the brake cylinder control module:

[0075] The brake cylinder control module cannot output the first pre-control pressure P1 normally.

[0076] At this time, the first electrically controlled valve loses power, and no air source reaches the control port of the first switching valve, causing the first switching valve to switch to the second inlet to connect to the mechanical three-way valve. The mechanical three-way valve generates a second pre-control pressure P2 according to the pressure change of the train pipe, and outputs it to the second inlet of the first switching valve.

[0077] The first switching valve outputs the second pre-control pressure P2 as the third pre-control pressure P3 to the control port of the first relay valve.

[0078] The inlet of the first relay valve inputs total air, and after flow amplification, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking.

[0079] In the averaging tube control module:

[0080] The average pipe control module cannot normally output the fourth pre-control pressure P4; since the first pre-control pressure P1 and the fourth pre-control pressure P4 cannot be effectively output, the second switching valve cannot output the fifth pre-control pressure P5, and thus the second relay valve cannot output the average pipe pressure PA.

[0081] At this time, the fifth electronically controlled valve is energized and connected, and the total air passes through the fifth electronically controlled valve to reach the control port of the first cut-off valve. The first cut-off valve switches to the connected state, and the brake cylinder pressure PB from the brake cylinder control module provides the average pipe pressure PA to the average pipe.

[0082] (6) Average tube control module power-off mode

[0083] In the brake cylinder control module:

[0084] When the brake cylinder control module is powered, the first charging solenoid valve and the first exhaust solenoid valve control the input total air pressure to the required first pre-control pressure P1 through charging and exhausting actions, and reach the control port of the first relay valve as the third pre-control pressure P3 through the first switching valve. At this time, the first electric control valve is powered and connected, and the total air passes through the first electric control valve to reach the control port of the first switching valve, so that the first inlet of the first switching valve is connected and the first pre-control pressure P1 is input. The total air is input to the inlet of the first relay valve, and after flow amplification, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking.

[0085] When the brake cylinder control module loses power, the first inflation solenoid valve and the first exhaust solenoid valve lose power and cannot output the first pre-control pressure P1 normally. At this time, the first electrically controlled valve loses power, and no wind source reaches the control port of the first switching valve, causing the first switching valve to switch to the second inlet to connect the mechanical three-way valve. The mechanical three-way valve generates a second pre-control pressure P2 according to the pressure change of the train pipe and outputs it to the second inlet of the first switching valve. The first switching valve outputs the second pre-control pressure P2 as the third pre-control pressure P3 to the control port of the first relay valve. The total air is input to the inlet of the first relay valve, and after flow amplification, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking.

[0086] In the averaging tube control module:

[0087] When the average pipe control module loses power, the average pipe pressure PA cannot be output.

[0088] At this time, the sixth electrically controlled valve and the seventh electrically controlled valve are both de-energized and connected, so that after the balanced air from the balancing air cylinder passes through the sixth electrically controlled valve, a part of the balanced air is exhausted to the exhaust pipe after passing through the shrinkage plug. Due to the flow limiting of the shrinkage plug, the pressure in the balancing air cylinder gradually decreases; the other part of the balanced air passes through the seventh electrically controlled valve to reach the control port of the second cut-off valve, so that the second cut-off valve switches to the connected state, and the brake cylinder pressure PB from the brake cylinder control module provides the average pipe pressure PA to the average pipe.

[0089] When the pressure of the balanced air is lower than the control pressure of the control port of the second cut-off valve, the second cut-off valve is cut off again, and the brake cylinder pressure PB and the average pipe pressure PA are no longer connected.

[0090] In addition, the fifth electrically controlled valve loses power and is cut off, and no total air reaches the control port of the first cut-off valve, so the first cut-off valve is in a cut-off state.

[0091] Compared with the prior art, the beneficial effects of this application are:

[0092] The control system or control method provided by at least one embodiment of the present application addresses the problem of low redundancy of the average pipe pressure pre-control part in the locomotive brake control system, and proposes a locomotive brake control system average pipe pressure control device with multiple redundancies; its core control module includes an average pipe control module and a brake cylinder control module.

[0093] The control system or control method provided by at least one embodiment of the present application is used in a locomotive brake control system. When the second charging and exhaust solenoid valve or the second relay valve fails, redundancy is achieved by using direct backup of the brake cylinder to achieve redundant control of the average pipe pressure.

[0094] The control system or control method provided by at least one embodiment of the present application has a redundant design for the failure of different solenoid valves in the average pipe control module. When different valves in the average pipe module fail, the functions of the original valves can be replaced by different redundant methods to achieve normal control of the average pipe pressure, thereby improving the availability of the system. The braking system is a key safety system, and the control of the average pipe pressure is crucial to the safe driving of the crew. Even if the system has a reliability failure, the safety and consistency of the system can still be guaranteed.

[0095] The control system or control method provided in at least one embodiment of the present application uses a modular design. When one module fails, another module can redundantly implement functional control, and the system can still be used normally, thereby improving the availability of the system. When one module fails, the corresponding module can be replaced after the maintenance conditions are met, thereby improving the maintainability of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0096] Figure 1 is a schematic diagram of a control system of one embodiment;

[0097] Figure 2 It is an enlarged view of the brake cylinder control module;

[0098] Figure 3 This is an enlarged view of the averaging tube control module;

[0099] Numbers in the figure: 1 brake cylinder control module, 101 first charging solenoid valve, 102 first exhaust solenoid valve, 103 first switching valve, 104 first relay valve, 105 mechanical three-way valve, 106 first electric control valve; 2 average pipe control module, 201 second charging solenoid valve, 202 second exhaust solenoid valve, 203 second switching valve 204 second relay valve, 205 second electric control valve, 206 one-way valve, 207 first shut-off valve, 208 second shut-off valve, 209 third electric control Valve, 210 the fourth electrically controlled valve; 301 the main air cylinder, 302 the working air cylinder, 303 the acting air cylinder, 304 the first pre-control air cylinder, 305 the second pre-control air cylinder, 306 the first main air cylinder, 307 the second main air cylinder, 308 the balancing air cylinder; 401 the train pipe, 402 the brake cylinder, 403 the averaging pipe, 404 the exhaust pipe; 501 the first cut-off valve, 502 the fifth electrically controlled valve, 503 the sixth electrically controlled valve, 504 the second cut-off valve, 505 the shrinkage plug, 506 the seventh electrically controlled valve. DETAILED DESCRIPTION

[0100] The technical solution of the present application is described in detail below in conjunction with specific implementations. However, it should be understood that without further description, the elements, structures and features in one implementation may also be beneficially combined with other implementations.

[0101] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, features defined as "first" and "second" may explicitly or implicitly include one or more of the features.

[0102] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "connected" and "connection" 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 directly connected, or indirectly connected through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0103] The relay valve in the present application has a flow amplification function, and provides a wind source through the inlet so that the pressure of the output gas at the outlet is consistent with the pressure provided by the control port. The relay valve selects a mechanical valve, which can effectively deal with the power failure state. The various valves in the present application are selected to achieve the corresponding functions and may not be limited to a fixed valve type. The various components are mainly connected by pipelines. The "front" and "back" in the present application are relative to the direction of gas source flow. Generally, the inlet of the same component is in the "front" and the outlet is in the "back".

[0104] The first embodiment of the present application provides a locomotive brake control system based on average pipe pressure control (hereinafter referred to as the control system), such as Figure 1-3 As shown, it includes a brake cylinder control module 1, an average pipe control module 2 and a total air cylinder 301 capable of providing total air for the control system.

[0105] 1. Brake cylinder control module

[0106] like Figure 1 and Figure 2 As shown, the brake cylinder control module 1 includes a first charging solenoid valve 101 and a first exhaust solenoid valve 102 connected to the main air cylinder 301, which can control the input total air pressure to output the required first pre-control pressure P1 through charging and exhausting actions. The setting of the total air, the first charging solenoid valve and the first exhaust solenoid valve here belongs to the conventional technical solution in the field, and can be implemented by the technical solution in the prior art, such as the second total air, the third solenoid valve and the fourth solenoid valve in CN111634304A.

[0107] The brake cylinder control module 1 further comprises a first switching valve 103 , a first relay valve 104 and a mechanical three-way valve 105 . The first pre-control pressure P1 is connected to a first inlet of the first switching valve 103 .

[0108] The mechanical three-way valve 105 is a mechanical valve capable of outputting the second pre-control pressure P2, and can be a regulating three-way valve.

[0109] The working principle of the regulating three-way valve is to change the direction and size of the fluid channel by changing the position of the valve core. The valve core can change its position by manual device or automatic control. If you need to increase the flow, the valve core will move to the inlet, making it easier for the fluid to pass through the flow channel. On the contrary, if you need to reduce the flow, the valve core will move to the outlet, covering a part of the pipeline and reducing the flow.

[0110] The first inlet of the mechanical three-way valve 105 is connected to the train pipe 401 (also called the brake pipe), which provides the air source; the second inlet of the mechanical three-way valve 105 is connected to the working air cylinder 302. When the pressure of the train pipe 401 changes, the train pipe 401 and the working air cylinder 302 achieve dynamic balance. The outlet of the mechanical three-way valve 105 is connected to the second inlet of the first switching valve 103 to output the second pre-control pressure P2.

[0111] An acting air cylinder 303 may also be provided on the pipeline where the second pre-control pressure P2 is located, for storing compressed air to provide an air source as the second pre-control pressure P2.

[0112] The mechanical three-way valve 105 uses the pressure of the train pipe 401 to charge the working air cylinder 302. When the pressure of the train pipe 401 drops, the pressure of the working air cylinder 302 will be connected to the working air cylinder 303, controlling the working air cylinder 303 to generate corresponding pressure. When the train is depressurized, the mechanical three-way valve 105 controls the train pipe pressure to output the required second pre-control pressure P2.

[0113] The first inlet of the second switching valve 103 is connected to the first pre-control pressure P1, the second inlet is connected to the second pre-control pressure P2, and the outlet is connected to the control port of the first relay valve 104; it is configured to switch the connection between the first pre-control pressure P1 and the second pre-control pressure P2, and output one of them as the third pre-control pressure P3 to reach the control port of the first relay valve 104.

[0114] The inlet of the first relay valve 104 is connected to the main air cylinder 301, and the outlet thereof is connected to the brake cylinder 402, so as to output the amplified third pre-control pressure P3 as the brake cylinder pressure PB to the brake cylinder 402 for braking.

[0115] A first pre-control air cylinder 304 can be provided on the pipeline where the third pre-control pressure P3 is located, which can store compressed air from the third pre-control pressure P3 to provide an air source as a backup third pre-control pressure P3 to act on the control port of the first relay valve 104 .

[0116] In one embodiment, the first switching valve 103 is a pneumatic switching valve with a control port, and when there is an air source at its control port, it is connected to the first pre-control pressure P1; when there is no air source at its control port, it is switched to the second pre-control pressure P2. More specifically, the brake cylinder control module 1 is further provided with a first electric control valve 106 for controlling the first switching valve 103 to switch between the first pre-control pressure P1 (first inlet) and the second pre-control pressure P2 (second inlet), wherein the inlet of the first electric control valve 106 is connected to the main air cylinder 301, and the outlet thereof is connected to the control port of the first switching valve 103. The first electric control valve 106 is configured as follows: when powered on, the control port of the main air cylinder 301 and the first switching valve 103 are connected to input the total air, so that the first inlet of the first switching valve 103 is connected to the first pre-control pressure P1, and output as the third pre-control pressure P3 to the control port of the first relay valve 104; when powered off, the control port of the main air cylinder 301 and the first switching valve 103 is cut off to cut off the input of the total air, so that the second inlet of the first switching valve 103 is connected to the second pre-control pressure P2, and output as the third pre-control pressure P3 to the control port of the first relay valve 104. That is, when powered off, the first switching valve 103 will automatically switch to connect to its second inlet and output P2 as P3.

[0117] 2. Average tube control module

[0118] like Figure 1 and Figure 3 As shown, the average pipe control module 2 includes a second inflation solenoid valve 201 and a second exhaust solenoid valve 202 connected to the total air cylinder 301, which can control the pressure of the input total air to be output as the required fourth pre-control pressure P4 through inflation and exhaust actions. The setting of the total air, the second inflation solenoid valve and the second exhaust solenoid valve here also belongs to the conventional technical solution in this field, and can be implemented by the technical solution in the prior art, such as the first total air, the first solenoid valve and the second solenoid valve in CN111634304A.

[0119] The averaging pipe control module 2 further includes a second switching valve 203 and a second relay valve 204. The first inlet of the second switching valve 203 is connected to the fourth pre-control pressure P4, the second inlet of the second switching valve 203 is connected to the first pre-control pressure P1, and the outlet of the second switching valve 203 is connected to the control port of the second relay valve 204; it is configured to switch the fourth pre-control pressure P4 and the first pre-control pressure P1, and output one of them as the fifth pre-control pressure P5 to reach the control port of the second relay valve 204.

[0120] The inlet of the second relay valve 204 is connected to the main air cylinder 301, and the outlet is connected to the averaging pipe 403, so as to output the amplified fifth pre-control pressure P5 as the average pipe pressure PA to the averaging pipe 403, which can be used for braking of an external reconnected locomotive.

[0121] A second pre-control air cylinder 305 can be provided on the pipeline where the fifth pre-control pressure P5 is located, which can store compressed air from the fifth pre-control pressure P5 to provide an air source as a backup fifth pre-control pressure P5 to act on the control port of the second relay valve 204 .

[0122] In one embodiment, the second switching valve 203 is a pneumatic switching valve with a control port, and when there is a wind source at its control port, it is connected to the fourth pre-control pressure P4; when there is no wind source at its control port, it is switched to the first pre-control pressure P1. More specifically, the averaging pipe control module 2 is further provided with a second electric control valve 205 for controlling the second switching valve 203 to switch between the fourth pre-control pressure P4 (first inlet) and the first pre-control pressure P1 (second inlet), wherein the inlet of the second electric control valve 205 is connected to the main air cylinder 301, and the outlet thereof is connected to the control port of the second switching valve 203. The second electric control valve 205 is configured as follows: when powered on, it connects the main air cylinder 301 and the control port of the second switching valve 203 to input the total air, so that the first inlet of the second switching valve 203 connects the fourth pre-control pressure P4, and outputs the fifth pre-control pressure P5 to the control port of the second relay valve 204; when powered off, it cuts off the control port of the main air cylinder 301 and the second switching valve 203 to cut off the input of the total air, so that the second inlet of the second switching valve 203 connects the first pre-control pressure P1, and outputs the fifth pre-control pressure P5 to the control port of the second relay valve 204. That is, when powered off, the second switching valve 203 will automatically switch to connect its second inlet, and output P1 as P5.

[0123] The averaging pipe control module 2 may be provided with a first main air cylinder 306 which is in communication with the main air cylinder 301 and is capable of storing the total air (compressed air) from the main air cylinder 301 as a backup total air.

[0124] The total air led out between the main air cylinder 301 and the first main air cylinder 306 to the average pipe control module 2 is provided with a one-way valve 206 before entering the average pipe control module 2, which can control the total air reaching the average pipe control module 2 not to return to the main air cylinder 301 and the first main air cylinder 306. Specifically, the one-way valve 206 is located before the second charging solenoid valve 201 and the second exhaust solenoid valve 202, before the second electric control valve 205, and before the second relay valve 204.

[0125] A second main air cylinder 307 can be set on the pipeline between the one-way valve 206 and the second relay valve 204, which can store the total air (compressed air) from the main air cylinder 301 or the first main air cylinder 306 as a backup total air.

[0126] In one embodiment, a first shutoff valve 207 and a second shutoff valve 208 may be arranged in parallel between the outlet of the second relay valve 204 and the averaging pipe 403. Both of them are in a connected state in the normal working mode, and both can output the average pipe pressure PA to the averaging pipe 403. Specifically, the first shutoff valve 207 and the second shutoff valve 208 are pneumatic valves with control ports, respectively. When there is a wind source at their control ports, the shutoff valves 207 and 208 are connected; when there is no wind source at their control ports, the shutoff valves 207 and 208 are cut off. More specifically, a third electric-controlled valve 209 is arranged between the main air cylinder 301 and the control port of the first shutoff valve 207, and a fourth electric-controlled valve 210 is arranged between the second main air cylinder 307 and the control port of the second shutoff valve 208; wherein, the third electric-controlled valve 209 is connected when it is energized, and the total wind from the main air cylinder 301 passes through the third electric-controlled valve 209 to reach the control port of the first shutoff valve 207, so that the first shutoff valve 207 is connected. The fourth electric control valve 210 is energized and connected, and the total air from the second total air cylinder 307 reaches the control port of the second shut-off valve 208, so that the second shut-off valve 208 is connected. When the total air pressure of the total air cylinder 301 is insufficient, the first shut-off valve 207 is cut off due to insufficient air pressure at its control port, but the second shut-off valve 208 uses the spare total air from the second total air cylinder 307 and remains connected, so that the average pipe pressure PA can be output normally to the average pipe 403. Through the redundancy of the two shut-off valves, it can be ensured that even if the external air filling is insufficient, the average pipe pressure PA can still be output normally.

[0127] The control system (or the average pipe control module 2) further includes a first cut-off valve 501 connecting the pipeline where the brake cylinder pressure PB is located and the pipeline where the average pipe pressure PA is located; in the normal working mode, the first cut-off valve 501 remains in a cut-off state, so that the brake cylinder 402 and the average pipe 403 work independently of each other. When one of the brake cylinder pressure PB and the average pipe pressure PA has an air circuit failure (i.e., the corresponding pressure cannot be output), the first cut-off valve 501 switches to a connected state, so that the brake cylinder pressure PB and the average pipe pressure PA are connected to each other, and one provides power for the other. More specifically, the first cut-off valve 501 is a pneumatic valve with a control port, and a fifth electrically controlled valve 502 is arranged between the main air cylinder 301 and the control port of the first cut-off valve 501; wherein, the fifth electrically controlled valve 502 is energized and connected, and the total air from the main air cylinder 301 passes through the fifth electrically controlled valve 502 to reach the control port of the first cut-off valve 501, and the first cut-off valve 501 is controlled to be connected; the fifth electrically controlled valve 502 is de-energized and cut-off, and no total air reaches the control port of the first cut-off valve 501, and the first cut-off valve 501 is controlled to be cut-off. In the normal working mode, the fifth electrically controlled valve 502 is de-energized, and the first cut-off valve 501 remains in the cut-off state, so that the brake cylinder 402 and the average pipe 403 work independently of each other. With such a configuration, when the brake cylinder control module 1 cannot output the brake cylinder pressure PB (for example, the first relay valve 104 fails), the fifth electrically controlled valve 502 can be controlled to be energized, thereby controlling the first cut-off valve 501 to be connected, so that the average pipe pressure PA reaches the brake cylinder 402 as the brake cylinder pressure PB, and brakes are performed. When the average pipe control module 2 cannot output the average pipe pressure PA (for example, the average pipe control module 2 loses power, the second relay valve 204 fails, etc.), the fifth electric control valve 502 can also be controlled to be energized, thereby controlling the first cut-off valve 501 to be connected, so that the brake cylinder pressure PB reaches the average pipe 403 as the average pipe pressure PA, providing braking force for the external reconnected locomotive. Even if the entire control system loses power, the average pipe 403 can still output the average pipe pressure PA due to the output of the mechanical three-way valve 105.

[0128] The control system (or the average pipe control module 2) further includes a sixth electric control valve 503 and a second cut-off valve 504; wherein the inlet of the sixth electric control valve 503 is connected to the balancing air cylinder 308 that can provide balancing air (wind source), and the outlet thereof is connected to the exhaust pipe 404 through the shrink plug 505. The sixth electric control valve 503 is configured to be in a cut-off state when powered on; and to be switched to a connected state when powered off, so that the balancing air in the balancing air cylinder 308 can be gradually emptied. The second cut-off valve 504 is a pneumatic valve with a control port, and the inlet and outlet of the second cut-off valve 504 are respectively connected to the pipelines where the brake cylinder pressure PB and the average pipe pressure PA are located, so that the brake cylinder pressure PB and the average pipe pressure PA can be connected; on the brake cylinder side, it can be connected to the pipeline between the brake cylinder 402 and the first cut-off valve 501; on the average pipe side, it can be connected to the pipeline between the average pipe 403 and the first cut-off valve 501. More specifically, a seventh electrically controlled valve 506 is provided between the control port of the second cut-off valve 504 and the pipeline between the sixth electrically controlled valve 503 and the shrink plug 505; wherein the seventh electrically controlled valve 506 is cut off when energized, so that the control port of the second cut-off valve 504 has no wind source, the second cut-off valve 504 is in a cut-off state, and the brake cylinder pressure PB and the average pipe pressure PA are not connected; the seventh electrically controlled valve 506 is connected when it loses power, so that after the balanced wind from the balanced air cylinder 308 passes through the sixth electrically controlled valve 503, a part of the balanced wind passes through the seventh electrically controlled valve 506 to reach the control port of the second cut-off valve 504, so that the second cut-off valve 504 is switched to a connected state, and the brake cylinder pressure PB and the average pipe pressure PA are connected; the other part of the balanced wind is slowly exhausted to the exhaust pipe 404 through the shrink plug 505; when the pressure of the balanced wind exhausted to the exhaust pipe 404 by the shrink plug 505 is lower than the control pressure of the control port of the second cut-off valve 504 (for example, lower than 120 kPa), the second cut-off valve 504 is cut off again, and the brake cylinder pressure PB and the average pipe pressure PA are not connected. Such a configuration allows the brake cylinder pressure PB to be temporarily distributed to the averaging pipe 403 and maintained for a period of time (the exhaust time of the shrink plug 505) when the control system or the averaging pipe control module 2 loses power, so that the external reconnected locomotive connected to the averaging pipe 403 has enough time to brake; but the brake cylinder pressure PB will not be excessively used to avoid safety hazards of the vehicle's braking. The shrink plug 505 is a channel with a gradually reduced cross-section, which can reduce the flow of gas in the pipeline and achieve slow exhaust.

[0129] The first cut-off valve 501 and the second cut-off valve 504 can both connect or disconnect the brake cylinder pressure PB and the average pipe pressure PA. The main difference between the two is that the first cut-off valve 501 is mainly applicable to the state where the control system is powered on, and can connect the brake cylinder pressure PB and the average pipe pressure PA to each other; the second cut-off valve 504 is mainly applicable to the state where the control system is powered off, and the brake cylinder pressure PB is mainly provided to the average pipe.

[0130] It is worth understanding that the total wind in the present application, unless otherwise specified, may refer to the total wind at the same place, or the total wind at different places (such as branches of the total wind), and may refer to the total wind from the total air cylinder. A plurality of sensors, such as pressure sensors, may also be provided in the control system in the present application to measure the pressure at different parts, so as to increase or reduce the pressure, or to give early warning, etc., which can be understood by those skilled in the art. In addition, the various electrically controlled valves in the present application, such as various solenoid valves, etc., their states of power on or power off, and the aforementioned various sensors can be controlled by a control unit, and the control unit can use various processors that can meet the conditions, such as CPU, PLC, etc., to implement the above functions by programming, which is a conventional control method that can be thought of, and can be understood by those skilled in the art.

[0131] A second embodiment of the present application provides a locomotive brake control method based on average pipe pressure control (hereinafter referred to as the control method), which adopts the control system described in any of the above embodiments and includes at least one of the following modes:

[0132] (1) Normal working mode

[0133] In the brake cylinder control module:

[0134] The first charging solenoid valve 101 and the first exhausting solenoid valve 102 control the input total air pressure to the required first pre-control pressure P1 through the charging and exhausting actions, and reach the control port of the first relay valve 104 as the third pre-control pressure P3 through the first switching valve 103, and store it in the first pre-control air cylinder 304. At this time, the first electric control valve 106 is energized and connected, and the total air reaches the control port of the first switching valve 103 through the first electric control valve 106, so that the first inlet of the first switching valve 103 is connected, and the first pre-control pressure P1 is input.

[0135] The inlet of the first relay valve 104 inputs total air, and after flow amplification, the outlet of the first relay valve 104 outputs the brake cylinder pressure PB to the brake cylinder 402 for braking.

[0136] In the averaging tube control module:

[0137] The second charging solenoid valve 201 and the second exhausting solenoid valve 202 control the pressure of the total air input through the one-way valve 206 to be output as the required fourth pre-control pressure P4 through the charging and exhausting actions, and reach the control port of the second relay valve 204 as the fifth pre-control pressure P5 through the second switching valve 203, and store it in the second pre-control air cylinder 305. At this time, the second electric control valve 205 is energized and connected, and the total air passing through the one-way valve 206 reaches the control port of the second switching valve 203 through the second electric control valve 205, so that the first inlet of the second switching valve 203 is connected, and the fourth pre-control pressure P4 is input.

[0138] The total wind from the main air cylinder 301 enters the first main air cylinder 306 for storage, and on the other hand, reaches the inlet of the second relay valve 204 after passing through the one-way valve 206, providing an air source for the average pipe pressure PA output of the second relay valve 204. In addition, the second main air cylinder 307 located on the pipeline between the one-way valve 206 and the inlet of the second relay valve 204 can provide a backup air source for the second relay valve 204; once the total wind pressure from the main air cylinder 301 decreases, the one-way valve 206 can cut off the second main air cylinder 307 from flowing back to the main air cylinder 301 or the first main air cylinder 306, and continue to provide an air source for the second relay valve 204.

[0139] After flow amplification, the second relay valve 204 outputs the average pipe pressure PA at the outlet, which is output to the average pipe 403 through the first shut-off valve 207 and the second shut-off valve 208. Once the total air pressure from the total air cylinder 301 decreases, the first shut-off valve 207 is cut off because the pressure at its control port is too low, and the second shut-off valve 208 remains connected because its control port has the total air from the second total air cylinder 307, and can still output the average pipe pressure PA to the average pipe 403 normally. The redundancy of the two shut-off valves can ensure that the average pipe pressure PA can still be output normally even when the external air filling is insufficient. At this time, the third electrically controlled valve 209 and the fourth electrically controlled valve 210 are always in the energized state.

[0140] In addition, the fifth electrically controlled valve 502 loses power and is cut off, and no wind source reaches the control port of the first cut-off valve 501, controlling the first cut-off valve 501 to be cut off; the brake cylinder pressure PB is not connected to the average pipe pressure PA, and the two are output independently.

[0141] (2) Failure mode of the average tube control module

[0142] The average pipe control module cannot normally output the fourth pre-control pressure, for example, the second charging solenoid valve 201 and the second exhaust solenoid valve 202 are faulty.

[0143] In the brake cylinder control module:

[0144] The working mode of the brake cylinder control module 1 is the same as that in the normal working mode, which will not be described again here.

[0145] In the averaging tube control module:

[0146] The second charging solenoid valve 201 and the second exhaust solenoid valve 202 fail and cannot normally output the fourth pre-control pressure P4.

[0147] The second electrically controlled valve 205 loses power and is cut off. No wind source reaches the control port of the second switching valve 203. The second switching valve 203 switches to connect to its second inlet, and outputs the first pre-control pressure P1 from the brake cylinder module 1 as the fifth pre-control pressure P5 to the control port of the second relay valve 204 and stores it in the second pre-control air cylinder 305.

[0148] On the one hand, the total air from the main air cylinder 301 enters the first main air cylinder 306 for storage, and on the other hand, reaches the inlet of the second relay valve 204 after passing through the one-way valve 206, providing an air source for the average pipe pressure PA output of the second relay valve 204; in addition, the second main air cylinder 307 can provide a backup air source for the second relay valve 204; once the total air pressure from the main air cylinder 301 decreases, the one-way valve 206 can cut off the second main air cylinder 307 from reflux to the main air cylinder 301 or the first main air cylinder 306, and continue to provide an air source for the second relay valve 204.

[0149] After flow amplification, the second relay valve 204 outputs the average pipe pressure PA at the outlet, which is output to the average pipe 403 through the first shut-off valve 207 and the second shut-off valve 208. Once the total air pressure from the total air cylinder 301 decreases, the first shut-off valve 207 is cut off because the pressure at its control port is too low, and the second shut-off valve 208 remains connected because its control port has the total air from the second total air cylinder 307, and can still output the average pipe pressure PA to the average pipe 403 normally. The redundancy of the two shut-off valves can ensure that the average pipe pressure PA can still be output normally even when the external air filling is insufficient. At this time, the third electrically controlled valve 209 and the fourth electrically controlled valve 210 are always in the energized state.

[0150] In addition, the fifth electrically controlled valve 502 loses power and is cut off, and no wind source reaches the control port of the first cut-off valve 501, controlling the first cut-off valve 501 to be cut off; the brake cylinder pressure PB is not connected to the average pipe pressure PA, and the two are output independently.

[0151] (3) Failure mode of the first relay valve

[0152] When the first relay valve 104 fails and cannot output the third pre-control pressure P3 as the brake cylinder pressure PB, the average pipe control module 2 directly controls the output brake cylinder pressure PB. The specific implementation is as follows:

[0153] In the averaging tube control module:

[0154] The working mode of the averaging tube control module 2 is the same as that of the normal working mode, which will not be described again here.

[0155] In the brake cylinder control module:

[0156] The first relay valve 104 fails and cannot effectively output the brake cylinder pressure PB.

[0157] At this time, the fifth electrically controlled valve 502 is energized and connected, and the total air passes through the fifth electrically controlled valve 502 to reach the control port of the first cut-off valve 501. The first cut-off valve 501 switches to a connected state, and the average pipe pressure PA from the average pipe control module 2 provides the brake cylinder 402 with the brake cylinder pressure PB, thereby ensuring that even if the first relay valve 104 fails, the brake cylinder pressure PB can still be output to the brake cylinder 402, thereby ensuring the reliability of braking.

[0158] (4) Second relay valve failure mode

[0159] When the second relay valve 204 fails and cannot output the fifth pre-control pressure P5 as the average pipe pressure PA, the brake cylinder control module 1 directly controls the output of the average pipe pressure PA. The specific implementation is as follows:

[0160] In the brake cylinder control module:

[0161] The working mode of the brake cylinder control module 1 is the same as that in the normal working mode, which will not be described again here.

[0162] In the averaging tube control module:

[0163] The second relay valve 204 fails and cannot effectively output the average pipe pressure PA.

[0164] At this time, the fifth electrically controlled valve 502 is energized and connected, and the total air passes through the fifth electrically controlled valve 502 to reach the control port of the first cut-off valve 501. The first cut-off valve 501 switches to a connected state, and the brake cylinder pressure PB from the brake cylinder control module 1 provides the average pipe pressure PA to the average pipe 403, thereby ensuring that even if the second relay valve 204 fails, the average pipe 403 can still output the average pipe pressure PA.

[0165] (5) Failure modes of the brake cylinder control module and the averaging tube control module

[0166] The brake cylinder control module cannot normally output the first pre-control pressure P1, for example, the first charging solenoid valve 101 and the first exhaust solenoid valve 102 are faulty, etc.; and the average pipe control module cannot normally output the fourth pre-control pressure P4, for example, the second charging solenoid valve 201 and the second exhaust solenoid valve 202 are faulty, etc. At this time, the brake cylinder control module 1 directly controls the output of the average pipe pressure PA. The specific implementation is as follows:

[0167] In the brake cylinder control module:

[0168] The first charging solenoid valve 101 and the first exhaust solenoid valve 102 fail and cannot normally output the first pre-control pressure P1.

[0169] At this time, the first electrically controlled valve 106 loses power, and no wind source reaches the control port of the first switching valve 103, causing the first switching valve 103 to switch to the second inlet to connect to the mechanical three-way valve 105. The mechanical three-way valve 105 generates a second pre-control pressure P2 according to the pressure change of the train pipe 401, and outputs it to the second inlet of the first switching valve 103.

[0170] The first switching valve 103 outputs the second pre-control pressure P2 as the third pre-control pressure P3 to the control port of the first relay valve 104 , and stores the pressure in the first pre-control air cylinder 304 .

[0171] The inlet of the first relay valve 104 inputs total air, and after flow amplification, the outlet of the first relay valve 104 outputs the brake cylinder pressure PB to the brake cylinder 402 for braking.

[0172] In the averaging tube control module:

[0173] Since the first and fourth pre-control pressures P1 and P4 cannot be effectively output, the second switching valve 203 cannot output the fifth pre-control pressure, and thus the second relay valve 204 cannot output the average pipe pressure PA.

[0174] At this time, the fifth electrically controlled valve 502 is energized and connected, and the total air passes through the fifth electrically controlled valve 502 to reach the control port of the first cut-off valve 501. The first cut-off valve 501 switches to a connected state, and the brake cylinder pressure PB from the brake cylinder control module 1 provides the average pipe pressure PA to the average pipe 403, thereby ensuring that even if the average pipe pressure PA cannot be output through the average pipe control module 2, the average pipe 403 can still output the average pipe pressure PA.

[0175] (6) Average tube control module power-off mode

[0176] In the brake cylinder control module:

[0177] When the brake cylinder control module 1 is powered on, it works in the same way as in the normal working mode, which will not be described here.

[0178] When the brake cylinder control module 1 loses power:

[0179] The first inflation solenoid valve 101 and the first exhaust solenoid valve 102 lose power and cannot normally output the first pre-control pressure P1.

[0180] At this time, the first electrically controlled valve 106 loses power, and no wind source reaches the control port of the first switching valve 103, causing the first switching valve 103 to switch to the second inlet to connect to the mechanical three-way valve 105. The mechanical three-way valve 105 generates a second pre-control pressure P2 according to the pressure change of the train pipe 401, and outputs it to the second inlet of the first switching valve 103.

[0181] The first switching valve 103 outputs the second pre-control pressure P2 as the third pre-control pressure P3 to the control port of the first relay valve 104 , and stores the pressure in the first pre-control air cylinder 304 .

[0182] The inlet of the first relay valve 104 inputs total air, and after flow amplification, the outlet of the first relay valve 104 outputs the brake cylinder pressure PB to the brake cylinder 402 for braking.

[0183] That is, no matter whether the brake cylinder control module 1 is powered on or off, the brake cylinder control module 1 can always output the brake cylinder pressure PB.

[0184] In the averaging tube control module:

[0185] When the average tube control module 2 loses power, the average tube pressure PA cannot be output; wherein, the second inflation solenoid valve 201 and the second exhaust solenoid valve 202 cannot normally output the fourth pre-control pressure P4, and the first shut-off valve 207 and the second shut-off valve 208 are also unable to output the average tube pressure PA due to the loss of power to the third electrically controlled valve 209 and the fourth electrically controlled valve 210.

[0186] At this time, the sixth electrically controlled valve 503 and the seventh electrically controlled valve 506 are both powered off and connected, so that after the balanced air from the balancing air cylinder 308 passes through the sixth electrically controlled valve 503, a part of the balanced air is exhausted to the exhaust pipe 404 through the shrink plug 505. Due to the flow limiting of the shrink plug 505, the pressure of the balancing air cylinder 308 slowly decreases; the other part of the balanced air passes through the seventh electrically controlled valve 506 to the control port of the second cut-off valve 504, so that the second cut-off valve 504 switches to the connected state, and the brake cylinder pressure PB from the brake cylinder control module 1 provides the average pipe pressure PA to the average pipe 403, thereby ensuring that even if the average pipe control module 2 loses power, the average pipe 403 can still output the average pipe pressure PA within the time period when the balancing air cylinder 308 is exhausted.

[0187] When the shrink plug 505 is slowly exhausted to the point where the pressure of the balanced air is lower than the control pressure of the control port of the second shut-off valve 504 (for example, lower than 120 kPa), the second shut-off valve 504 is cut off again, and the brake cylinder pressure PB and the average pipe pressure PA are no longer connected. This setting allows the brake cylinder pressure PB to be temporarily allocated to the average pipe 403 when the module loses power, and to be maintained for a period of time (the exhaust time of the balanced air cylinder 308 is approximately 30-40 seconds), so that the reconnected locomotive connected to the average pipe has enough time to brake; but the brake cylinder pressure PB will not be overused to avoid potential safety hazards. Even if the entire control system loses power, this setting can stably output the average pipe pressure PA for a period of time, ensuring the normal operation of the system.

[0188] In addition, the fifth electric control valve 502 loses power and is cut off, and no total air reaches the control port of the first cut-off valve 501, so the first cut-off valve 501 is in a cut-off state; when the averaging pipe control module 2 or the entire control system loses power, the brake cylinder pressure PB in the brake cylinder control module will not be exhausted, thereby ensuring the safety of the system.

[0189] The working mode in the averaging tube control module is also particularly suitable for the situation where the control system loses power as a whole, including the brake cylinder control module and the averaging tube control module both lose power.

[0190] Through the above control system settings and control method settings, this embodiment can at least achieve one or more of the following functions:

[0191] The averaging pipe control module in the present application has redundant control circuits for backup control in the event of failures in the electric control valves, relay valves, low total air flow, module power failure (failure), system power failure, etc. Even if an occasional failure occurs, the averaging pipe control can be prevented from failing, and the external coupled locomotive connected to the averaging pipe can be prevented from losing braking force, thereby improving the safety of the system.

[0192] When a mean pipe pressure control failure occurs in the mean pipe control module, the first charging and exhaust solenoid valve can be automatically switched through the second switching valve 203 for redundant control.

[0193] In the averaging pipe control module, the second electric control valve 205 is energized during normal operation and loses power during redundant operation; when the averaging pipe control module loses power, the redundant averaging pipe control module of the brake cylinder control module can also be realized.

[0194] The seventh electric control valve 506, the second cut-off valve 504 and the shrink plug 505 are used to ensure the braking safety when the system is powered off, and to ensure that the average pipe can build up pressure normally after power failure.

[0195] The first cut-off valve 501 is used to realize the brake cylinder take-over average pipe control, and realize redundant control when the relay valve fails.

[0196] The one-way valve 206, the second total air cylinder 307 and the second shut-off valve 208 realize the effective control of the averaging pipe when the total air pressure is under-pressure.

[0197] When the average pipe control module fails and the brake cylinder control module is redundant with the average pipe control module, the mechanical three-way valve 105 and the acting air cylinder 303 input the pre-control pressure, which acts on the control port of the first relay valve 104 through the first switching valve 103. In the brake cylinder control module, the first charging and exhausting solenoid valve provides the third pre-control pressure P3 for the brake cylinder, and the mechanical three-way valve 105 acting air cylinder can still provide the second pre-control pressure P2 for the brake cylinder control module as a backup.

[0198] The control module is partitioned, and the average pipe pressure related functions are controlled in the average pipe control module, and the brake cylinder pipe pressure function is controlled in the brake cylinder control module. When one module fails, the other module performs redundant control, and the brake control system functions are used normally, which improves the availability of the system. When a module fails, the corresponding module can be replaced after the maintenance conditions are met, which improves the maintainability of the system.

[0199] The described implementation mode is only a description of the preferred implementation mode of the present application, and does not limit the scope of the present application. Without departing from the design spirit of the present application, various modifications and improvements made to the technical solution of the present application by ordinary technicians in this field should fall within the protection scope determined by the claims of the present application.

Claims

1. A locomotive brake control system based on average pipe pressure control, characterized in that: It includes a brake cylinder control module, an average pipe control module and a total air cylinder capable of providing total air for the control system; wherein: The brake cylinder control module includes a first relay valve, the inlet of the first relay valve is connected to the main air cylinder, the outlet of the first relay valve is connected to the brake cylinder, and the control port of the first relay valve is connected to the third pre-control pressure P3, so as to output the amplified third pre-control pressure P3 as the brake cylinder pressure PB to the brake cylinder for braking; The average pipe control module includes a second charging solenoid valve and a second exhaust solenoid valve connected to the main air cylinder through a one-way valve, and the two can control the input total air pressure to output the required fourth pre-control pressure P4 through charging and exhausting actions; The averaging pipe control module also includes a second relay valve and a second main air cylinder; wherein the fourth pre-control pressure P4 can reach the control port of the second relay valve; the inlet of the second relay valve is connected to the main air cylinder through the one-way valve, and after flow amplification, the outlet of the second relay valve can output the average pipe pressure PA to the average pipe, which can provide a braking air source for the external reconnected locomotive; the second main air cylinder is connected to the main air cylinder through the one-way valve; the main air cylinder provides an air source for the averaging pipe control module in one direction.

2. The control system according to claim 1, characterized in that: A first shut-off valve and a second shut-off valve are arranged in parallel between the outlet of the second relay valve and the averaging pipe; both are pneumatic valves with control ports; a third electrically-controlled valve is arranged between the main air cylinder and the control port of the first shut-off valve, and is configured to be connected when energized, so that the total air from the main air cylinder reaches the control port of the first shut-off valve through the third electrically-controlled valve, thereby connecting the first shut-off valve; a fourth electrically-controlled valve is arranged between the second main air cylinder and the control port of the second shut-off valve, and is configured to be connected when energized, so that the total air from the second main air cylinder reaches the control port of the second shut-off valve, thereby connecting the second shut-off valve; when the main air cylinder is under-pressure, the first shut-off valve is cut off due to insufficient air pressure at its control port, but the second shut-off valve adopts the total air from the second main air cylinder and remains connected, thereby being able to output the average pipe pressure PA to the average pipe normally.

3. The control system according to claim 1, characterized in that: The control system also includes a first cut-off valve connected between the pipeline where the brake cylinder pressure PB is located and the pipeline where the average pipe pressure PA is located; the first cut-off valve is configured as follows: in normal working mode, the first cut-off valve is in a cut-off state; when an air circuit failure occurs in one of the brake cylinder pressure PB and the average pipe pressure PA, the first cut-off valve switches to a connected state, so that the brake cylinder pressure PB and the average pipe pressure PA are connected to each other, and one of them provides power for the other; preferably, the first cut-off valve is a pneumatic valve with a control port, and a fifth electrically-controlled valve is arranged between the main air cylinder and the control port of the first cut-off valve; wherein the fifth electrically-controlled valve is configured as follows: it is cut off when power is lost, and no total air reaches the control port of the first cut-off valve, and the first cut-off valve is controlled to be cut off; it is connected when power is obtained, and the total air from the main air cylinder reaches the control port of the first cut-off valve through the fifth electrically-controlled valve, and the first cut-off valve is controlled to be connected.

4. The control system according to any one of claims 1 to 3, characterized in that: The control system also includes a sixth electrically-controlled valve, a seventh electrically-controlled valve and a second shut-off valve; wherein the inlet of the sixth electrically-controlled valve is connected to a balancing air cylinder capable of providing balancing air, and the outlet of the sixth electrically-controlled valve is connected to an exhaust pipe through a plug; the sixth electrically-controlled valve is configured to be in a shut-off state when powered on; and to be switched to a connected state when powered off, so that the balancing air in the balancing air cylinder can flow out; the second shut-off valve is a pneumatic valve with a control port, and the inlet and outlet of the second shut-off valve are respectively connected to the pipelines where the brake cylinder pressure PB and the average pipe pressure PA are located; the seventh electrically-controlled valve is located between the control port of the second shut-off valve and the pipeline between the sixth electrically-controlled valve and the plug; wherein the seventh electrically-controlled valve is configured to be cut off when powered on, so that There is no air source at the control port of the second cut-off valve, the second cut-off valve is in the cut-off state, and the brake cylinder pressure PB and the average pipe pressure PA are not connected; the power is lost and the connection is made, so that after the balanced air from the balanced air cylinder passes through the sixth electrically controlled valve, a part of the balanced air passes through the seventh electrically controlled valve to reach the control port of the second cut-off valve, so that the second cut-off valve is switched to the connected state, the brake cylinder pressure PB and the average pipe pressure PA are connected, and the brake cylinder pressure PB provides the air source for the average pipe; the other part of the balanced air is exhausted to the exhaust pipe through the shrinkage plug; when the pressure of the balanced air exhausted by the shrinkage plug is lower than the control pressure of the control port of the second cut-off valve, the second cut-off valve is cut off again, and the brake cylinder pressure PB and the average pipe pressure PA are not connected.

5. The control system according to claim 4, characterized in that: The brake cylinder control module includes a first inflation solenoid valve and a first exhaust solenoid valve connected to the main air cylinder, both of which can control the input total air pressure to the required first pre-control pressure P1 through inflation and exhaust actions; the brake cylinder control module also includes a first switching valve and a mechanical three-way valve; wherein, the first pre-control pressure P1 is connected to the first inlet of the first switching valve; the mechanical three-way valve is a mechanical valve capable of outputting the second pre-control pressure P2; the first inlet of the mechanical three-way valve is connected to the train pipe to provide a wind source; the outlet of the mechanical three-way valve is connected to the second inlet of the first switching valve to output the second pre-control pressure P2; the first switching valve is configured to: be able to switch between its first inlet and second inlet to output one of the first pre-control pressure P1 and the second pre-control pressure P2 as the third pre-control pressure P3, reaching the control port of the first relay valve.

6. The control system according to claim 5, characterized in that: The averaging tube control module has a second switching valve, whose first inlet is connected to the fourth pre-control pressure P4, and whose second inlet is connected to the first pre-control pressure P1; the second switching valve is configured to be able to switch between its first inlet and the second inlet to output one of the fourth pre-control pressure P4 and the first pre-control pressure P1 as the fifth pre-control pressure P5, reaching the control port of the second relay valve.

7. The control system according to claim 6, characterized in that: The first switching valve is a mechanical pneumatic switching valve with a control port; wherein a first electrically controlled valve is arranged between the control port of the first switching valve and the main air cylinder, and is configured as follows: when powered on, the main air cylinder and the control port of the first switching valve are connected to input the total air, and the first inlet of the first switching valve is controlled to be connected to the first pre-control pressure P1, which is output as the third pre-control pressure P3 to the control port of the first relay valve; when powered off, the main air cylinder and the control port of the first switching valve are cut off to cut off the input of the total air, and the second inlet of the first switching valve is controlled to be connected to the second pre-control pressure P2, which is output as the third pre-control pressure P3 to the control port of the first relay valve; The second switching valve is also a mechanical pneumatic switching valve with a control port; wherein a second electrically controlled valve is arranged between the control port of the second switching valve and the one-way valve, and is configured as follows: when powered on, the control port of the main air cylinder and the second switching valve is connected to input the total air, and the first inlet of the second switching valve is controlled to connect to the fourth pre-control pressure P4, which is output to the control port of the second relay valve as the fifth pre-control pressure P5; when powered off, the control ports of the main air cylinder and the second switching valve are cut off to cut off the input of the total air, and the second inlet of the second switching valve is controlled to connect to the first pre-control pressure P1, which is output to the control port of the second relay valve as the fifth pre-control pressure P5.

8. The control system according to claim 6 or 7, characterized in that: The pipeline where the second pre-control pressure P2 is located is provided with an effective air cylinder for storing compressed air to provide an air source as the second pre-control pressure P2; the pipeline where the third pre-control pressure P3 is located is provided with a first pre-control air cylinder for storing compressed air to provide an air source as the third pre-control pressure P3; the pipeline where the fifth pre-control pressure P5 is located is provided with a second pre-control air cylinder for storing compressed air to provide an air source as the fifth pre-control pressure P5.

9. A locomotive brake control method based on average pipe pressure control, characterized in that: Using the control system according to any one of claims 1 to 8, the control method comprises: In the brake cylinder control module: The third pre-control pressure P3 reaches the control port of the first relay valve. The total air is input to the inlet of the first relay valve. After flow amplification, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking. In the averaging tube control module: The second charging solenoid valve and the second exhausting solenoid valve control the pressure of the total air input through the one-way valve to output the required fourth pre-control pressure P4 through charging and exhausting actions, and reach the control port of the second relay valve; After passing through the one-way valve, the total air from the main air cylinder enters the second main air cylinder for storage, and reaches the inlet of the second relay valve on the other hand, providing an air source for the average pipe pressure PA output of the second relay valve; After flow amplification, the second relay valve outlet outputs the average pipe pressure PA, which is output to the average pipe through the first shut-off valve and the second shut-off valve; when the main air cylinder is under-pressure, the first shut-off valve is cut off due to insufficient air pressure at its control port, while the second shut-off valve remains connected because its control port has the total air from the second main air cylinder, and can still output the average pipe pressure PA to the average pipe normally; at this time, the third electrically controlled valve and the fourth electrically controlled valve are in the energized state.

10. A locomotive brake control method based on average pipe pressure control, characterized in that: Using the control system of claim 7, the control method includes at least one of the following modes: (1) Normal working mode In the brake cylinder control module: The first charging solenoid valve and the first exhausting solenoid valve control the input total air pressure to output the required first pre-control pressure P1 through the charging and exhausting actions, and reach the control port of the first relay valve as the third pre-control pressure P3 through the first switching valve; at this time, the first electric-controlled valve is energized and connected, and the total air reaches the control port of the first switching valve through the first electric-controlled valve, so that the first inlet of the first switching valve is connected, and the first pre-control pressure P1 is input; The inlet of the first relay valve inputs the total air, and after the flow is amplified, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking; In the averaging tube control module: The second charging solenoid valve and the second exhausting solenoid valve control the pressure of the total air input through the one-way valve to output the required fourth pre-control pressure P4 through the charging and exhausting actions, and reach the control port of the second relay valve as the fifth pre-control pressure P5 through the second switching valve; at this time, the second electric-controlled valve is energized and connected, and the total air passing through the one-way valve reaches the control port of the second switching valve through the second electric-controlled valve, so that the first inlet of the second switching valve is connected, and the fourth pre-control pressure P4 is input; After passing through the one-way valve, the total air from the main air cylinder enters the second main air cylinder for storage, and reaches the inlet of the second relay valve on the other hand, providing an air source for the average pipe pressure PA output of the second relay valve; After flow amplification, the second relay valve outlet outputs the average pipe pressure PA, which is output to the average pipe through the first shut-off valve and the second shut-off valve; when the main air cylinder is under-pressure, the first shut-off valve is cut off due to insufficient pressure at its control port, and the second shut-off valve remains connected because its control port has the total air from the second main air cylinder, and can still output the average pipe pressure PA to the average pipe normally; at this time, the third and fourth electric control valves are in the energized state; In addition, the fifth electric control valve loses power and is cut off, and no wind source reaches the control port of the first cut-off valve, controlling the first cut-off valve to cut off; the brake cylinder pressure PB is not connected to the average pipe pressure PA, and the two are output independently; (2) Failure mode of the average tube control module In the brake cylinder control module: The first charging solenoid valve and the first exhausting solenoid valve control the input total air pressure to output the required first pre-control pressure P1 through the charging and exhausting actions, and reach the control port of the first relay valve as the third pre-control pressure P3 through the first switching valve; at this time, the first electric-controlled valve is energized and connected, and the total air reaches the control port of the first switching valve through the first electric-controlled valve, so that the first inlet of the first switching valve is connected, and the first pre-control pressure P1 is input; The inlet of the first relay valve inputs the total air, and after the flow is amplified, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking; In the averaging tube control module: The average pipe control module cannot normally output the fourth pre-control pressure P4; The second electric control valve loses power and is cut off, and no wind source reaches the control port of the second switching valve. The second switching valve switches to connect to its second inlet, and outputs the first pre-control pressure P1 from the brake cylinder module as the fifth pre-control pressure P5 to the control port of the second relay valve; After passing through the one-way valve, the total air from the main air cylinder enters the second main air cylinder for storage, and reaches the inlet of the second relay valve on the other hand, providing an air source for the average pipe pressure PA output of the second relay valve; After flow amplification, the second relay valve outlet outputs the average pipe pressure PA, which is output to the average pipe through the first shut-off valve and the second shut-off valve; when the main air cylinder is under-pressure, the first shut-off valve is cut off due to insufficient pressure at its control port, and the second shut-off valve remains connected because its control port has the total air from the second main air cylinder, and can still output the average pipe pressure PA to the average pipe normally; at this time, the third electric control valve and the fourth electric control valve are in the energized state; In addition, the fifth electric control valve loses power and is cut off, and no wind source reaches the control port of the first cut-off valve, controlling the first cut-off valve to cut off; the brake cylinder pressure PB is not connected to the average pipe pressure PA, and the two are output independently; (3) Failure mode of the first relay valve In the brake cylinder control module: The first relay valve fails and cannot effectively output the brake cylinder pressure PB; At this time, the fifth electric control valve is energized and connected, and the total air passes through the fifth electric control valve to reach the control port of the first cut-off valve. The first cut-off valve is switched to the connected state, and the average pipe pressure PA from the average pipe control module provides the brake cylinder with the brake cylinder pressure PB; In the averaging tube control module: The second charging solenoid valve and the second exhausting solenoid valve control the pressure of the total air input through the one-way valve to output the required fourth pre-control pressure P4 through the charging and exhausting actions, and reach the control port of the second relay valve as the fifth pre-control pressure P5 through the second switching valve; at this time, the second electric-controlled valve is energized and connected, and the total air passing through the one-way valve reaches the control port of the second switching valve through the second electric-controlled valve, so that the first inlet of the second switching valve is connected, and the fourth pre-control pressure P4 is input; After passing through the one-way valve, the total air from the main air cylinder enters the second main air cylinder for storage, and reaches the inlet of the second relay valve on the other hand, providing an air source for the average pipe pressure PA output of the second relay valve; After flow amplification, the second relay valve outlet outputs the average pipe pressure PA, which is output to the average pipe through the first shut-off valve and the second shut-off valve; when the main air cylinder is under-pressure, the first shut-off valve is cut off due to insufficient pressure at its control port, and the second shut-off valve remains connected because its control port has the total air from the second main air cylinder, and can still output the average pipe pressure PA to the average pipe normally; at this time, the third and fourth electric control valves are in the energized state; (4) Second relay valve failure mode In the brake cylinder control module: The first charging solenoid valve and the first exhausting solenoid valve control the input total air pressure to output the required first pre-control pressure P1 through the charging and exhausting actions, and reach the control port of the first relay valve as the third pre-control pressure P3 through the first switching valve; at this time, the first electric-controlled valve is energized and connected, and the total air reaches the control port of the first switching valve through the first electric-controlled valve, so that the first inlet of the first switching valve is connected, and the first pre-control pressure P1 is input; The inlet of the first relay valve inputs the total air, and after the flow is amplified, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking; In the averaging tube control module: The second relay valve fails and cannot effectively output the average pipe pressure PA; At this time, the fifth electronically controlled valve is energized and connected, and the total air passes through the fifth electronically controlled valve to reach the control port of the first cut-off valve. The first cut-off valve is switched to the connected state, and the brake cylinder pressure PB from the brake cylinder control module provides the average pipe pressure PA to the average pipe; (5) Failure modes of the brake cylinder control module and the averaging tube control module In the brake cylinder control module: The brake cylinder control module cannot normally output the first pre-control pressure P1; At this time, the first electric control valve loses power, and no wind source reaches the control port of the first switching valve, so that the first switching valve switches to the second inlet to connect the mechanical three-way valve, and the mechanical three-way valve generates a second pre-control pressure P2 according to the pressure change of the train pipe, and outputs it to the second inlet of the first switching valve; The first switching valve outputs the second pre-control pressure P2 as the third pre-control pressure P3 to the control port of the first relay valve; The inlet of the first relay valve inputs the total air, and after the flow is amplified, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking; In the averaging tube control module: The average pipe control module cannot normally output the fourth pre-control pressure P4; since the first pre-control pressure P1 and the fourth pre-control pressure P4 cannot be effectively output, the second switching valve cannot output the fifth pre-control pressure P5, and thus the second relay valve cannot output the average pipe pressure PA; At this time, the fifth electronically controlled valve is energized and connected, and the total air passes through the fifth electronically controlled valve to reach the control port of the first cut-off valve. The first cut-off valve is switched to the connected state, and the brake cylinder pressure PB from the brake cylinder control module provides the average pipe pressure PA to the average pipe; (6) Average tube control module power-off mode In the brake cylinder control module: When the brake cylinder control module is powered on, the first charging solenoid valve and the first exhaust solenoid valve control the input total air pressure to the required first pre-control pressure P1 through charging and exhausting actions, and reach the control port of the first relay valve as the third pre-control pressure P3 through the first switching valve; at this time, the first electric control valve is powered on and connected, and the total air reaches the control port of the first switching valve through the first electric control valve, so that the first inlet of the first switching valve is connected and the first pre-control pressure P1 is input; the total air is input to the inlet of the first relay valve, and after flow amplification, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking; When the brake cylinder control module loses power, the first inflation solenoid valve and the first exhaust solenoid valve lose power and cannot output the first pre-control pressure P1 normally; at this time, the first electric control valve loses power, and no wind source reaches the control port of the first switching valve, so that the first switching valve switches to the second inlet to connect the mechanical three-way valve, and the mechanical three-way valve generates a second pre-control pressure P2 according to the pressure change of the train pipe, and outputs it to the second inlet of the first switching valve; the first switching valve outputs the second pre-control pressure P2 as the third pre-control pressure P3 to the control port of the first relay valve; the total air is input to the inlet of the first relay valve, and after flow amplification, the outlet of the first relay valve outputs the brake cylinder pressure PB to the brake cylinder for braking; In the averaging tube control module: When the average tube control module loses power, the average tube pressure PA cannot be output; At this time, the sixth and seventh electronically controlled valves are both de-energized and connected, so that after the balanced air from the balanced air cylinder passes through the sixth electronically controlled valve, a part of the balanced air is exhausted to the exhaust pipe after the shrink plug. Due to the flow limitation of the shrink plug, the pressure of the balanced air cylinder gradually decreases; the other part of the balanced air passes through the seventh electronically controlled valve to the control port of the second cut-off valve, so that the second cut-off valve is switched to the connected state, and the brake cylinder pressure PB from the brake cylinder control module provides the average pipe pressure PA to the average pipe; When the pressure of the balanced air after the blockage is reduced and exhausted is lower than the control pressure of the control port of the second cut-off valve, the second cut-off valve is cut off again, and the brake cylinder pressure PB and the average pipe pressure PA are no longer connected; In addition, the fifth electrically controlled valve loses power and is cut off, and no total air reaches the control port of the first cut-off valve, so the first cut-off valve is in a cut-off state.

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