Train braking control method and system

Abstract

The invention belongs to the technical field of rail transit, and particularly relates to a train braking control method and system. Comprising the steps that a train network penetrating through the whole train is established, an electric control braking channel is established, train pipes penetrating through the whole train are established, and an air braking channel is established; when the electric control brake access works normally, the electric control brake access is used as a main access, a brake instruction is synchronously transmitted to each section of vehicle through a train network, the pressure of a brake cylinder of the whole train is controlled, and brake and brake release of each section of vehicle are achieved; the air brake passage is used as a standby passage and is controlled to be in a standby state; and when the electric control brake access fails, the standby access is switched, the air brake access is controlled to work, the air distribution valve of each section of vehicle is triggered to act through the pressure change of the train pipe, and brake and brake release of each section of vehicle are achieved. According to the application, through a built'electric control main use and air standby 'dual-channel framework, the unification of high performance and high reliability of the brake control system is realized.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of rail transit, and in particular relates to a train braking control method and system. BACKGROUND

[0002] With the development of rail transit towards higher speed, larger formation and more intelligentization, the reliability, response speed and control accuracy of the train braking system, as the core of ensuring operation safety, are facing increasingly severe challenges.

[0003] The traditional automatic air brake system relies on a train pipe running through the whole train, and through locomotive operation, the air pressure in the train pipe is changed. The pressure wave is transmitted along the length direction of the train at the air wave speed, triggering the action of the air distribution valve on each vehicle, so as to control the charging and discharging of the brake cylinder, and realize braking and release.

[0004] However, this method has many defects. First, the braking synchronization is poor. Due to the significant delay in the transmission of the pressure wave, the front and rear vehicles of the train start braking at different times, which will cause a large longitudinal impulse under the conditions of long formation and high speed, affecting the ride comfort and increasing the stress of the coupler and other mechanical parts. Second, the control accuracy is limited. Based on the control method of pressure step change, it is difficult to realize fine and stepless adjustment of the braking force.

[0005] Therefore, there is an urgent need for a train braking control method and system to overcome the defects of the existing braking control system and fundamentally improve the operation safety and braking performance of high-speed and long-formation trains. SUMMARY

[0006] The present application at least solves the above technical problems to some extent, and provides a train braking control method and system. The synchronization and consistency of the braking command are ensured through the train network, so as to reduce the difference in braking force between trains, reduce the longitudinal impulse of the train, and further improve the safety and reliability of the braking system.

[0007] The first aspect of the embodiment of the present disclosure provides a train braking control method, which is applied to a train formation including a power car, a control car and at least one trailer. The method comprises: establishing a train network running through the whole train to build an electric brake control path for the train formation, and establishing a train pipe running through the whole train to build an air brake path for the train formation, wherein the electric brake control path and the air brake path are connected with the brake cylinder respectively; when the electric brake control path is working normally, the electric brake control path is used as the main path, the braking command is transmitted to each vehicle through the train network, the pressure of the brake cylinder of the whole train is controlled, and then the braking and braking release of each vehicle are realized; The air brake passage is used as a backup passage, and is controlled to be in a standby state; When the electric control brake passage fails, the backup passage is switched to, the air brake passage is controlled to work, the air distribution valves of each vehicle are triggered to act by pressure change of the train pipe, the pressure of the brake cylinder of the whole train is controlled, and then the braking and braking relief of each vehicle are realized. The technical scheme provided by the application at least brings the following beneficial effects: by constructing the dual-passage architecture of "electric control main and air backup", the unification between high performance and high reliability of the brake control system is realized. The electric control passage is the main one, which ensures the rapid, synchronous and accurate control of braking; the air passage is an independent backup, which provides an ultimate safety guarantee independent of electricity, and forms a redundant brake system with higher functional safety level.

[0008] In some other embodiments of the application, a switching valve is arranged on each vehicle of the train consist, and by controlling the state of the switching valve, the switching between the electric control brake passage and the air brake passage is realized.

[0009] The technical scheme provided by the application at least brings the following beneficial effects: by locally deploying the switching valve on each vehicle, the physical switching of the brake control right at the system level is realized. This design decomposes the complex system switching problem into independent actions of each vehicle, improves the reliability and speed of switching, and facilitates fault isolation and maintenance.

[0010] In some other embodiments of the application, when the switching valve is controlled to be in the first state, the electric control brake passage is in communication with the brake cylinder, and the electric control brake passage is started to work; When the switching valve is controlled to be in the second state, the air brake passage is in communication with the brake cylinder, and the air brake passage is started to work.

[0011] The technical scheme provided by the application at least brings the following beneficial effects: by defining the correspondence between the two states of the switching valve and the two brake passages, a clear and unambiguous interface standard is defined, which ensures the functional determinacy and consistency of the system in different states.

[0012] In some other embodiments of the application, the logic for controlling the switching valve includes: When the electric control brake passage works normally, the switching valve is controlled to be in the first state; When the electric control brake passage fails, the switching valve is controlled to be switched to the second state.

[0013] The technical scheme provided by the application at least has the following beneficial effects: the switching logic determined by the scheme ensures that the air path is switched to the electric control path only when the electric control brake needs to act, and the brake cylinder is managed by the air path at other times. This helps to maintain the basic braking safety state of the vehicle by using the mature air brake system during standby of the electric control system.

[0014] In some other embodiments of the application, when the electric control brake path fails, the switching valve is controlled to switch to the second state after a first predetermined time delay.

[0015] The technical scheme provided by the application at least has the following beneficial effects: by introducing a time delay switching mechanism, pressure disturbance or accidental braking caused by premature switching of the air path to the air path during electric control brake relief is avoided. The smoothness and completeness of the brake relief process are ensured, and the comfort is improved.

[0016] In some other embodiments of the application, a central control unit is provided in the power car or the control car. When the electric control brake path is used as the main path, the central control unit performs train-level brake management, which includes: calling the electric power brake of the power car; calculating the required supplemental air brake force according to the difference between the total required braking force and the electric power brake; generating a brake command according to the electric power brake of the power car and the required supplemental air brake force, and sending the brake command to each vehicle through the train network, each vehicle outputting corresponding electric brake force and air brake force according to the brake command, thereby realizing braking and brake relief of each vehicle.

[0017] The technical scheme provided by the application at least has the following beneficial effects: a train-level intelligent brake management strategy is introduced, and the optimal use of braking energy is realized. The electric power brake, which is non-wearing and recyclable, is used preferentially, which greatly reduces the wear and tear of mechanical brake components and operating costs, and improves energy efficiency.

[0018] In some other embodiments of the application, the train-level brake management further includes: identifying a vehicle with a failed brake in the train consist; determining a lost brake quota due to the vehicle with a failed brake when calculating the required supplemental air brake force; redistributing the lost brake quota to other normal vehicles in the train consist except the vehicle with a failed brake according to a preset rule.

[0019] The technical scheme provided by the application at least has the following beneficial effects: dynamic redistribution of braking force is realized, which is the embodiment of the "fail-safe" and "fail-operational" concepts. Even if part of the vehicle braking function completely fails, the total braking force of the train can be ensured not to be lost through rebalancing of the total braking capacity of the train, and the availability and safety of the system under fault conditions are greatly improved.

[0020] In some other embodiments of the application, the preset rule is to distribute according to the proportion of the basic braking capacity of each normal vehicle.

[0021] The technical scheme provided by the application at least has the following beneficial effects: a fair, effective and easy-to-implement braking force redistribution algorithm is provided. According to the capacity proportion distribution, the braking load of each normal vehicle can be matched with its design capacity, so that the stability and controllability of the redistribution process can be ensured.

[0022] In some other embodiments of the application, a brake control device is arranged in each section vehicle, and when the electric control brake path is used as the main path: The brake control device of each section vehicle receives the brake instruction transmitted by the train network; According to the brake instruction, the on-off time and frequency of the charging electromagnetic valve and the exhaust electromagnetic valve of the brake control device are controlled to adjust the air flow into or out of the brake cylinder, so as to realize the phased pressure increasing and decreasing control of the brake cylinder pressure.

[0023] The technical scheme provided by the application at least has the following beneficial effects: through pulse width modulation or switch control of the high-speed electromagnetic valve, high-resolution and fast-response adjustment of the brake cylinder pressure can be realized, which is the key technical basis for the electric control brake to be superior to the traditional air brake.

[0024] The second aspect of the embodiments of the present disclosure discloses a train brake control system for realizing the train brake control method disclosed by the first aspect of the embodiments of the present disclosure, and the system comprises: A train network is connected to each section vehicle in the train consist; An air brake subsystem comprises a train pipe running through the whole train, and an air distribution valve arranged in each section vehicle, which is connected to the brake cylinder of the section vehicle and is configured to drive the brake cylinder of each section vehicle to work according to the pressure change of the train pipe; An electric control brake subsystem is connected to the train network and the brake cylinder of each section vehicle, and is configured to drive the brake cylinder of each section vehicle to work according to the instruction received by the train network; A switch valve group is arranged in each section vehicle, and the input end can selectively communicate with the air brake subsystem and the electric control brake subsystem, and the output end is connected to the brake cylinder of the section vehicle; The electric control brake subsystem is also configured to: when the electric control brake subsystem is normal, control the switching valve group to be connected to the electric control brake subsystem, drive brake cylinders of each vehicle by the electric brake subsystem, to realize braking and brake release of the train; when the electric control brake subsystem fails, control the switching valve group to be switched to be connected to the air brake subsystem, drive brake cylinders of each vehicle by the air brake subsystem, to realize braking and brake release of the train.

[0025] In a third aspect, an embodiment of the present disclosure provides a computer readable medium, the computer readable medium storing program codes, the program codes being executed by one or more processors, and when the program codes are run on the processors, causing an apparatus comprising the one or more processors to perform the train brake control method in the first aspect.

[0026] In a fourth aspect, an embodiment of the present disclosure provides a computer program product, the computer program product comprising: computer program codes, when the computer program codes are run on a computer, causing the computer to perform the train brake control method in the first aspect.

[0027] In a fifth aspect, an embodiment of the present disclosure provides a chip system, the chip system comprising a processor, for invoking computer programs or computer instructions stored in a memory, to cause the processor to perform the train brake control method in the first aspect.

[0028] Compared with the prior art, the present application has the following beneficial effects: 1) Through the dual-path redundancy design of "electric control main use and air backup", the electric control system is used to realize rapid synchronous braking, and when the electric control fails, it is automatically switched to air braking, thereby building an uninterrupted safety guarantee system.

[0029] 2) Through train-level intelligent management, regenerative braking is preferentially used, energy saving is realized, and mechanical wear is reduced; the braking force dynamic calculation and redistribution function is provided, and even if part of the vehicle fails, the whole vehicle braking force demand can be guaranteed.

[0030] 3) Based on the automatic switching mechanism of the switching valve, the switching conditions of the main and backup systems are clear, seamless conversion under failure is realized, the operation complexity is reduced, and the availability and robustness of the system are enhanced.

[0031] The above description is only a summary of the technical solutions of the present disclosure, in order to more clearly understand the technical means of the present disclosure, the specific embodiments of the present disclosure can be implemented according to the content of the description, and in order to make the above and other purposes, features and advantages of the present disclosure more obvious and easy to understand, the following specific embodiments of the present disclosure are described. BRIEF DESCRIPTION OF DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, the drawings in the following description only constitute some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0033] Figure 1 is a flow chart of the train braking control method in the embodiment of the present application; Figure 2 is a flow chart of the train braking control method in the embodiment of the present application; Figure 3 is a schematic diagram of the train braking control system architecture in the embodiment of the present application. DETAILED DESCRIPTION

[0034] In order to make the technical problems, technical solutions and beneficial effects of the present application more clearly understood, the present application will be further described in detail below in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application.

[0035] In the embodiments of the present application, the prefix words such as "first", "second" are only used to distinguish different description objects, and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of ordinal words such as ordinal words in the embodiments of the present application does not limit the described objects, and the description of the described objects should be seen in the context of the claims or embodiments, and should not be limited by the use of such prefix words. In addition, in the description of the embodiments, unless otherwise stated, the meaning of "multiple" is two or more.

[0036] The technical solutions in the embodiments of the present application will be described below in combination with the drawings in the embodiments of the present application. In the description of the embodiments of the present application, unless otherwise stated, " / " represents the meaning of or, for example, A / B can represent A or B; "and / or" in this paper is only a description of the association between the associated objects, which means that there can be three kinds of relationships, for example, A and / or B, which can represent three cases: A alone, A and B exist together, and B alone.

[0037] It should be understood that the disclosed system and method can be implemented in other ways. For example, the device embodiments described above are merely illustrative, and the division of the units is merely a logical function division. In actual implementation, another division manner can be used, for example, a plurality of units or components can be combined or integrated into another system, or some features can be omitted or not executed. In addition, the coupling or direct coupling or communication connection between the units or components shown or discussed can be indirect coupling or communication connection through some interfaces, devices or units, and can be electrical, mechanical or other forms.

[0038] In this application, the terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" etc. mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, the person skilled in the art can combine and combine the different embodiments or examples described in the specification and the features of the different embodiments or examples without contradiction.

[0039] At present, the power concentration motor train unit adopts automatic electric air brake, in which the power car and the control car (head car) adopt CAB type microcomputer controlled brake system, and the trailer adopts F8 type and 104 type electric air brake device. The head car brake controls the change of compressed air pressure in the train pipe, and sends brake and release instructions to the trailer through 5-line electric air command line, so that the brake solenoid valve, release solenoid valve, pressure maintaining or emergency solenoid valve of the trailer brake are powered on or off, to realize the electric air brake function. The trailer brake generates braking force according to the train pipe exhaust pressure reduction, and releases the braking force according to the train pipe inflation pressure increase. The main disadvantages are as follows: 1) Longitudinal impulse problem in train braking and release process. Although the train electric air brake function is used, the synchronization of braking can be basically realized, but due to the mechanical characteristics of the automatic air brake of each car, and the change of train pipe pressure is transmitted from the head car to the rear vehicle, affected by brake wave speed, etc., the synchronization and consistency indexes of brake cylinder pressure increase and pressure reduction are poor, thereby causing a certain degree of train impulse between trains in the process of braking and release.

[0040] 2) No stage release function. Since the 104 type electric air brake has no stage release function, the F8 type electric air brake has stage release function, but the stage release function has certain operation problems.

[0041] 3) Cannot realize self-diagnosis and fault-oriented safety function.

[0042] 4) Train-level braking force management is not possible. Because the braking force of the trailer is based on the decompression of the train pipe, it is impossible to accurately control and finely adjust the braking force, making it difficult to fully utilize the power car's braking power and thus impossible to achieve train-level braking force management.

[0043] In view of the braking defects existing in the prior art, this application provides a train braking control method and system. The specific embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0044] like Figure 1 The flowchart of the train braking control method shown in this application illustrates that, in its first aspect, this application provides a train braking control method, comprising: S01: Establish a train network that runs through the entire train, construct an electric control braking path for train formation, establish a train pipe that runs through the entire train, and construct an air braking path for train formation.

[0045] like Figure 3 The schematic diagram of the train braking control system shows that the train formation consists of a power car, a control car, and several trailer cars. Each trailer car is equipped with a braking control device and a basic braking device. The braking control device includes an air brake valve and a microprocessor-controlled module (MSC). The MSC module includes a switching valve, which is connected to both the control brake valve and the basic braking device (e.g., a brake cylinder). The switching valve is controlled by the MSC module. The power car and control car also contain brakes and train control units, respectively. Through the MSC module in each trailer car, and the train control units in the power car and control car, a distributed electronic braking path based on a train network is constructed for the train formation. The train network consists of… Figure 3 The dashed line indicates that the physical medium can be twisted-pair cable or optical fiber, running through and connecting all vehicles, including the power car, control car, and trailers 1 to N. In the power car and control car, the train control unit acts as a high-level node in the network. In each car, the microprocessor-controlled module (MSC) is connected to the train network as a network terminal node.

[0046] Electro-pneumatic braking commands and status data are transmitted through this train network. Specifically, when braking is required, the braking request issued by the driver or automatic control system is first received by the train control unit in the power car or control car. After performing train-level calculations (such as braking force distribution calculations), the train control unit encapsulates the generated specific braking commands (such as target deceleration or target braking force) into digital data frames, which are then transmitted via… Figure 3 The dashed line represents the train network, which transmits data synchronously and in parallel to the microprocessor control modules of all cars in the train formation. At the same time, the status data of each car (such as actual braking force and fault codes) collected by each microprocessor control module is also transmitted back to the train control unit through the same network, forming a closed-loop control and status monitoring system.

[0047] Upon receiving a network braking command, each vehicle's microprocessor-controlled module (MSC) independently takes charge of its own braking control. One of its core functions is to actuate the switching valve. Simultaneously, based on the command, the MSC regulates the air pressure in the air path leading to the basic braking system (e.g., the brake cylinder) by controlling electro-pneumatic components (such as proportional valves or high-speed switching valves) in the braking control device.

[0048] The advantage of this pathway is that it enables millisecond-level synchronization of commands and high-precision independent control of pressure.

[0049] like Figure 3 The schematic diagram of the train braking control system shows that an air braking path, independent of the train network, is simultaneously constructed within the train formation. Specifically, the air braking path is based on... Figure 3 The solid line indicates that its core is a train pipe that runs through all the cars. This train pipe connects to the brakes at the power car and control car ends. In each car, this train pipe connects to the car's air brake valve via branch pipes, and each car's air brake valve is connected to the car's basic braking system (e.g., brake cylinder).

[0050] Air braking commands are transmitted through changes in air pressure within the train pipe. When the brakes are applied, a decompression wave in the train pipe, representing the braking command, is generated; upon release, a pressurization wave occurs. This pressure change propagates at the speed of sound along the train pipe, represented by the solid line, from the front to the rear of the car. Each car's air brake valve, upon detecting a pressure change in the train pipe at its inlet, operates based on purely mechanical-pneumatic logic, directing compressed air pre-stored in the car's auxiliary air reservoir to the output port, thereby generating a control pressure proportional to the decompression in the train pipe.

[0051] When the electrically controlled braking circuit is operating normally, the air brake circuit is in standby mode. At this time, the train pipe is maintained at its rated pressure by the brakes, and although the output of the air brake valves in each car has driving capability, its passage is blocked by the switching valve, so it is not connected to the basic braking device. Once the electrically controlled braking circuit fails, the switching valve changes position, and the control pressure output from the air brake valve is immediately connected to the basic braking device (e.g., brake cylinder) through the switching valve, taking over the braking control.

[0052] This pathway is completely independent of power and network, providing the highest level of security redundancy.

[0053] S02: When the electric braking circuit is working normally, it is used as the main circuit to transmit braking commands synchronously to each car through the train network, control the pressure of the brake cylinders of the entire train, and thus realize the braking and braking release of each car.

[0054] For example, when the electrically controlled braking path is working normally, the system automatically sets it as the primary path. In specific implementation, when the driver issues a braking command, the train control unit located in the power car or control car synchronously and in real-time sends the braking command in digital signal form to the microcomputer-controlled electronic control module (MCC-ECU) of each car in the trainset via the train network that runs throughout the entire train. Upon receiving the command, each car's MCC-ECU immediately controls its internal switching valve to switch to the electrically controlled position, thereby connecting the air path of the brake cylinder to the control pressure generated by its own braking control device. Immediately afterwards, the MCC-ECU enters a closed-loop control state, driving the charging and venting solenoid valves to perform high-frequency adjustment by comparing the target pressure with the actual brake cylinder pressure fed back by the sensor, controlling the brake cylinder pressure of its own car at the target value, thus achieving rapid and synchronous braking of the entire train. When release is needed, the train control unit sends a release command via the network, and each car's MCC-ECU controls the venting valve to release the brake cylinder pressure, completing the release. Throughout the entire process, the braking status data of each car is also transmitted back via the network for centralized monitoring.

[0055] In a specific illustrative embodiment, a central control unit is installed in the power car or control car. When the electric braking path is used as the primary path, the central control unit performs train-level braking management, such as... Figure 2 As shown, train-level braking management includes: S21: Activate the electric braking of the power vehicle; S22: Calculate the required additional air braking force based on the difference between the total required braking force and the electric braking force. S23: Based on the electric braking of the power car and the required supplemental air braking force, a braking command is generated and sent to each car through the train network. Each car outputs the corresponding electric braking force and air braking force according to the braking command, thereby realizing the braking and braking release of each car.

[0056] For example, when the driver pushes the brake lever to trigger braking, the braking demand is received by the train control unit in the power car or control car. The train control unit, acting as the central brain, immediately initiates train-level braking management, including: Step 1: Based on information such as the target deceleration, current speed, train weight, and track gradient, calculate the total braking force (F_total) required to stop the train at the prescribed deceleration. Step 2: The train control unit sends commands to the traction systems of each power car via the vehicle bus to maximize the use of electric braking. The system summarizes the total electric braking force (F_ep) actually fed back by each power car in real time and calculates the differential force that needs to be supplemented by air braking, F_air = F_total - F_ep. Subsequently, the train control unit calculates the target brake cylinder pressure value (P_target) required by the braking control device of each car based on the load weight signal of each car.

[0057] Step 3: Based on the above calculation results, the train control unit generates a braking command data packet containing key information such as vehicle address, target brake cylinder pressure P_target, command sequence number, and timestamp. Through the train network shown by the dashed line, the data packet is broadcast or multicast to the microcomputer control modules of all cars in the train formation. The microcomputer control modules of each car output the corresponding electric braking force and air braking force according to the command data packet to achieve the braking of the train.

[0058] This application's technical solution optimizes the utilization of braking energy by introducing a train-level intelligent braking management strategy. It prioritizes the use of wear-free, recyclable electro-dynamic braking, significantly reducing wear and operating costs of mechanical braking components and improving energy efficiency.

[0059] Furthermore, in a specific illustrative embodiment, the train-level braking management process also includes a dynamic redistribution mechanism for braking force in response to vehicle malfunctions, specifically including: S241: Identify vehicles in a train formation that have lost braking force; S242: When calculating the required additional air braking force, determine the braking force quota lost due to a vehicle with brake failure. S243: The lost braking force quota will be redistributed to the other normal cars in the train formation, excluding those with braking failure, according to preset rules.

[0060] For example, the central control unit continuously monitors the train network communication status and receives periodic self-test reports and command responses from the braking control devices of each vehicle to diagnose the braking health status of the entire train in real time. When a vehicle's braking control device reports a serious fault (such as pressure sensor failure, serious air leakage, or stuck critical valve), or when the central control unit detects that the vehicle is unresponsive to braking commands or that there is a persistent and significant deviation between the actual braking force and the command value, the central control unit will identify and mark it as a vehicle with braking force failure.

[0061] During routine air braking force calculations and allocation, the central control unit (CCU) handles these failed vehicles specially. Specifically, the CCU identifies the braking force quota that was pre-allocated to the failed vehicle according to certain rules. This quota cannot be executed due to the vehicle's failure, constituting a loss quota for the entire train's braking force. If not reallocated, the train's total braking force will have a shortfall equal to this loss quota, potentially leading to excessive braking distance.

[0062] Therefore, the central control unit initiates a compensatory redistribution calculation. Based on a set of preset rules, it decomposes and superimposes the aforementioned loss quota, distributing it to all other functionally functioning vehicles. During distribution, the central control unit ensures that the superimposed new target braking force does not exceed the physical limit (i.e., maximum brake cylinder pressure) of each functional vehicle's own braking system. After the calculation is complete, the central control unit sends an updated, higher target brake cylinder pressure command to all functional vehicles via the network. Thus, all functional vehicles will share the braking load of the failed vehicle, thereby maintaining the overall braking performance of the train even under conditions of partial subsystem failure.

[0063] The technical solution proposed in this application realizes the dynamic redistribution of braking force, which embodies the concepts of "fail-safe" and "fail-operation". Even if the braking function of some vehicles fails completely, the total braking force of the train can be ensured by rebalancing the braking capacity of the entire train, greatly improving the availability and safety of the system under fault conditions.

[0064] Furthermore, in a specific illustrative embodiment, the preset rule is to allocate braking capacity according to the proportion of the basic braking capacity of each normal vehicle. Basic braking capacity refers to the maximum theoretical or rated power that the basic braking actuators in a vehicle's braking system can stably and reliably output under normal operating conditions. It is determined by the inherent design parameters of the vehicle's basic braking device (the mechanical component that directly interacts with the wheels to generate friction), and is a relatively fixed physical characteristic value that typically does not depend on the real-time state of the control system.

[0065] For example, the basic braking capacity parameters of each vehicle are pre-stored in the database of the central control unit during system initialization or routine maintenance, or may be periodically reported by the vehicle braking control device. When the control unit identifies a vehicle with brake failure and calculates the loss quota F_loss, the redistribution process is performed according to the following steps: First, the central control unit removes the faulty vehicles from the train formation list, filters out all the normal vehicles, and reads or calculates their respective basic braking capacity values.

[0066] Next, the central control unit calculates the sum of the basic braking capabilities of all normal vehicles, F_all. Then, for each normal vehicle i, the central control unit calculates its capacity share R_i, where R_i is the ratio of the basic braking capacity of each normal vehicle i to the sum of the basic braking capacities of all normal vehicles F_all. The additional compensating braking force ΔF_i required for each vehicle i is allocated from the loss quota F_loss according to its capacity share, i.e., ΔF_i = F_loss × R_i.

[0067] Finally, for each normal vehicle i, the central control unit superimposes ΔF_i onto the vehicle's baseline braking force to obtain the vehicle's new total target braking force, and converts it into a brake cylinder pressure command which is then sent through the network.

[0068] This application provides a fair, effective, and easy-to-implement braking force redistribution algorithm. Distributing braking force proportionally according to capacity ensures that the braking load of each normal vehicle matches its design capacity, preventing individual vehicles from reaching their braking limits prematurely and ensuring the stability and controllability of the redistribution process.

[0069] Furthermore, in a specific illustrative embodiment, each vehicle is equipped with a braking control device, and when the electric braking path is used as the primary path: The braking control devices of each car receive braking commands transmitted from the train network. According to the braking command, the on / off time and frequency of the air charging solenoid valve and the air venting solenoid valve of the braking control device are controlled to regulate the air flow into or out of the brake cylinder, thereby realizing the phased increase or decrease control of the brake cylinder pressure.

[0070] For example, such as Figure 3 As shown, the brake control unit is the core electronic control unit of each vehicle. When used as the primary path, the brake control unit receives braking commands from the network, for example, a target pressure value. Internally, the brake control unit compares the target pressure with the actual brake cylinder pressure fed back by the pressure sensor. Based on the magnitude and direction of the deviation, the brake control unit uses a closed-loop control algorithm to calculate the control signals for the inflation and deflation solenoid valves. By controlling the duty cycle and opening / closing frequency of these two high-speed switching valves, the flow rate of compressed air entering or exiting the brake cylinder can be precisely adjusted, thereby gradually adjusting the brake cylinder pressure to the target value in an incremental or decremental manner, achieving smooth and precise braking and release.

[0071] The technical solution of this application can achieve high-resolution and rapid response regulation of brake cylinder pressure by using pulse width modulation or switching control of a high-speed solenoid valve.

[0072] S03: Set the air brake path as a backup path and keep it in standby mode.

[0073] S04: When the electric braking circuit fails, switch to the backup circuit to control the air brake circuit. The pressure change in the train pipe triggers the air distribution valve of each car to control the pressure of the brake cylinders of the entire train, thereby achieving braking and brake release of each car.

[0074] In a specific illustrative embodiment, when a systemic failure occurs in the train network spanning the entire train, such as a main switch failure or a cut communication cable, the digital command transmission between the central control unit and all vehicle braking control devices is completely interrupted. At this time, neither the central control unit nor the braking control devices of each car receive a valid command signal within a preset timeout period. The system then determines that the electric braking path has failed. The brakes located in the power car / control car are immediately activated. The driver or automatic system manipulates the brakes to begin depressurizing the train pipe. This depressurization signal propagates backward along the train pipe spanning the entire train at air wave speed. Due to the network interruption, each car's braking control device loses control power to the switching valve or receives a hard-wired fault signal. The switching valve automatically resets to the air position under spring action, thereby physically connecting the output port of the car's air distribution valve to the air circuit of the basic braking device. When the depressurization wave reaches each car, its air distribution valve responds immediately, outputting control pressure proportionally according to the train pipe depressurization amount, driving the brake cylinder to actuate and achieving synchronized pneumatic braking across the entire train. To release the pressure, the brakes are manipulated to pressurize the train pipe.

[0075] In a specific illustrative embodiment, when the braking control device of a certain car (such as trailer 1) suffers a severe power module failure, resulting in its inability to receive network commands, perform logical operations, or drive valves, the faulty braking control device will report its failure to the central control unit via a hard-wired fault signal or its last reported information. After identifying the car as the fault point, the central control unit, while performing the aforementioned brake force redistribution, sends a final network command to the faulty car, forcing its switching valve to the fail-safe position. For the faulty car itself, since its braking control device can no longer achieve electronic closed-loop pressure regulation, this switching action completely transfers control of its brake cylinders to the car's air distribution valve. When the entire train needs braking, the central control unit controls the brakes to depressurize the train pipe. At this time, all normal cars in the train, except for the faulty car, still operate in electronic braking mode; while the faulty car responds to the train pipe depressurization through its air distribution valve and operates in pure air braking mode. Although the two modes are used in combination, the faulty car can still provide braking force because the air brake circuit is always in standby mode, and its magnitude is uniformly coordinated through the pressure reduction of the train pipe, realizing the system degraded operation under fault conditions.

[0076] This application's technical solution achieves a balance between high performance and high reliability in the braking control system by constructing a dual-path architecture of "electronic control as primary and air backup." The electronic control path, as the primary path, ensures rapid, synchronous, and precise braking control; the air path, as an independent backup, provides an ultimate safety guarantee independent of electricity, forming a redundant braking system with a higher level of functional safety.

[0077] In other embodiments of this application, a switching valve is provided on each car of the train formation, and the switching between the electric braking path and the air braking path is realized by controlling the state of the switching valve.

[0078] For example, a two-position three-way or two-position multi-way electrically controlled switching valve is installed in the brake air circuit of each vehicle. One air inlet of the valve is connected to the electrically controlled braking circuit to receive the control pressure output from the brake control device, and the other air inlet is connected to the air brake circuit to receive the control pressure output from the air distribution valve. Its outlet is connected to the brake cylinder. By controlling the energization and de-energization of the valve coil, the position of its valve core can be changed, thereby selecting which control pressure is directed to the brake cylinder, achieving selection and isolation of the two circuit outputs.

[0079] The technical solution presented in this application achieves a physical transfer of braking control at the system level by deploying switching valves locally in each vehicle section. This design decomposes the complex system switching problem into independent actions for each vehicle, improving the reliability and speed of switching, and facilitating fault isolation and maintenance.

[0080] Specifically, in some other embodiments of this application, when the control switching valve is in the first state, the electric braking passage is connected to the brake cylinder, and the electric braking passage starts working; When the control switching valve is in the second state, the air brake passage is connected to the brake cylinder, and the air brake passage starts working.

[0081] For example, the first state of the switching valve is the energized state. When the valve coil is energized, the valve core moves, connecting the air passage between the electric braking path and the brake cylinder, while simultaneously closing or blocking the air braking path to the brake cylinder. At this time, the pressure of the brake cylinder is entirely controlled by the electric braking subsystem according to network commands. The second state of the switching valve is the de-energized state. When the valve coil is de-energized, the valve core resets under the action of the spring, connecting the air braking path to the brake cylinder, while simultaneously closing the electric braking path. At this time, the pressure of the brake cylinder is controlled by the air distribution valve according to the train pipe pressure.

[0082] The technical solution of this application defines a clear and unambiguous interface standard by clearly defining the correspondence between the two states of the switching valve and the two sets of braking paths, thus ensuring the functional determinism and consistency of the system under different states.

[0083] Furthermore, in some other embodiments of this application, the logic for controlling the switching valve includes: When the electric braking circuit is working properly, the control switching valve is in the first state; When the electric braking path fails, the control switching valve switches to the second state.

[0084] For example, the core logic of controlling the switching valve is based on continuous and proactive monitoring of the overall operating status of the electronic braking path. During operation, the braking control device of each car continuously performs self-diagnosis and evaluates the train network communication quality to comprehensively determine whether the electronic braking path is working properly. Normal operation criteria include: periodically receiving valid network heartbeat signals from the central control unit; error-free self-testing of key hardware (such as processors, sensors, and valve drive circuits); and receiving complete and correctly verified braking commands. Once all these conditions are met, the braking control device determines that the electronic control path is working properly and immediately energizes the switching valve coil of the car, causing the valve core to switch and remain stably in the first state. In this state, the brake cylinder remains permanently connected to the air circuit of the electronic braking subsystem, while the circuit with the air brake subsystem is completely isolated. This means that as long as the electronic control system is healthy, the control of the brake cylinder is always held by the responsive and precise electronic control system, providing a delay-free physical channel for executing any network command at any time.

[0085] Conversely, when the braking control device detects a network communication interruption timeout, receives an electronic control failure command issued by the system, or experiences a serious malfunction, it immediately determines that the electronic braking path has failed. Once this determination is confirmed, the device will immediately cut off the power supply to the switching valve coil. Under the action of the internal fail-safe spring, the switching valve automatically and reliably resets to the second state. At this time, the control air path of the brake cylinder is seamlessly switched to the output port of the air brake subsystem. Thereafter, the braking and release of this car will be completely handed over to the conventional air distribution valve, controlled according to the pressure changes in the train pipe.

[0086] The technical solution of this application ensures the switching from "electronic control primary" to "air backup" by providing clear switching logic, and realizes seamless takeover of redundant braking under fail-safe guidance.

[0087] In other embodiments of this application, when the electronic braking path fails, the control switching valve is switched to the second state after a first predetermined time delay.

[0088] For example, the first predetermined time is set within the range of 3-5 seconds and is implemented by an internal timer in the brake control device. When the electronic brake control circuit fails, the brake control device executes a brake release command. After the brake cylinder pressure is emptied to zero, the brake control device does not immediately switch the switching valve but initiates a delay. During the delay, the electronic control circuit maintains connection and control over the brake cylinder. After the delay ends, the brake control device then controls the switching valve to switch to the second state.

[0089] The technical solution of this application ensures that the electronic control release process is completely completed and the brake cylinder is fully depressurized before the air system takes over, by setting a delay. This prevents the air distribution valve from malfunctioning due to the detection of residual pressure in the brake cylinder or the pressure drop being too fast.

[0090] A second aspect of the embodiments of this disclosure provides a train braking control system, comprising: Train network, connecting the various cars in a train formation; The air brake subsystem includes a train pipe that runs through the entire train and an air distribution valve installed in each car. The air distribution valve is connected to the brake cylinder of the car and drives the brake cylinder of each car to work according to the pressure change of the train pipe. The electric braking subsystem connects the train network and the brake cylinders of each car. The electric braking subsystem drives the brake cylinders of each car to work according to the instructions received from the train network. The switching valve group is installed in each vehicle section. Its input end can selectively connect to the air brake subsystem and the electric brake subsystem, and its output end is connected to the brake cylinder of the vehicle section. When the electric braking subsystem is working normally, the control switching valve group connects to the electric braking subsystem, and the electric braking subsystem drives the brake cylinders of each car to achieve braking and brake release of the train. When the electric braking subsystem malfunctions, the control switching valve group switches to connect to the air braking subsystem, and the air braking subsystem drives the brake cylinders of each car to achieve braking and brake release of the train.

[0091] A third aspect of this disclosure provides a computer program product comprising computer program code that, when executed on a computer, causes the computer to perform the train braking control method described in the above embodiments. This computer program can be integrated into a train braking control system, such as the central control unit of the train braking control system, for controlling train braking.

[0092] A fourth aspect of this disclosure provides a computer-readable storage medium storing program code that is executed by one or more processors. When the program code is executed on the processor, it causes an apparatus including one or more processors to perform the train braking control method described in the above embodiments. The processor running this computer-readable medium can be mounted in a train braking control system for controlling train braking.

[0093] It should be understood that when the modules or units described herein are implemented using software, they can be implemented in whole or in part as a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. The computer-readable storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0094] A fifth aspect of this disclosure provides a chip system including a processor, or the chip system including a memory and a processor, for calling computer programs or computer instructions stored in the memory to cause the processor to execute the interactive methods involved in the above embodiments. The chip system can be a single chip or a chip module composed of multiple chips. This chip system can be mounted in a train braking control system for controlling train braking. Optionally, the memory of the control unit is an in-chip storage unit, such as a register or cache. The storage unit can also be an external storage unit located within a wireless access device, such as a read-only memory (ROM). ROM (Read-Only Memory) or other types of static storage devices that can store static information and instructions, such as random access memory (RAM).

[0095] Those skilled in the art will recognize that the modules, units, and method steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0096] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A train braking control method, characterized in that, This method is applied to train formations including a power car, a control car, and at least one trailer car, and the method includes: A train network is established that runs through the entire train, and an electric braking path is constructed for the train formation. A train pipe is established that runs through the entire train, and an air braking path is constructed for the train formation. The electric braking path and the air braking path are respectively connected to the brake cylinder. When the electric braking circuit is working normally, it is used as the main circuit to transmit braking commands synchronously to each car through the train network, control the pressure of the brake cylinders of the entire train, and thus realize the braking and braking release of each car. The air brake path is used as a backup path and is kept in standby mode. When the electric braking path fails, the system switches to the backup path and controls the air braking path to operate. The pressure change in the train pipe triggers the air distribution valves of each car to control the pressure of the brake cylinders of the entire train, thereby achieving braking and brake release for each car.

2. The train braking control method according to claim 1, characterized in that, Each car in the train formation is equipped with a switching valve. By controlling the state of the switching valve, the switching between the electric braking path and the air braking path can be achieved.

3. The train braking control method according to claim 2, characterized in that, When the switching valve is in the first state, the electric braking passage is connected to the brake cylinder, and the electric braking passage starts working; When the switching valve is in the second state, the air brake passage is connected to the brake cylinder, and the air brake passage is activated.

4. The train braking control method according to claim 3, characterized in that, The logic for controlling the switching valve includes: When the electronic braking circuit is working normally, the switching valve is controlled to be in the first state; When the electronic braking path fails, the switching valve is controlled to switch to the second state.

5. The train braking control method according to claim 4, characterized in that, When the electronic braking path fails, after a first predetermined time delay, the switching valve is controlled to switch to the second state.

6. The train braking control method according to claim 1, characterized in that, A central control unit is installed in the power car or the control car. When the electric braking path is used as the primary path, the central control unit performs train-level braking management, which includes: The electric braking of the vehicle is activated; Calculate the required additional air braking force based on the difference between the total required braking force and the electric braking force. Based on the electric braking of the power car and the required supplemental air braking force, a braking command is generated and sent to each car through the train network. Each car outputs corresponding electric braking force and air braking force according to the braking command, thereby realizing the braking and braking release of each car.

7. The train braking control method according to claim 6, characterized in that, The train-level braking management also includes: Identify vehicles in a train formation that have lost braking force; When calculating the required additional air braking force, determine the braking force quota lost due to the vehicle's braking force failure. The lost braking force quota is redistributed to the other normal vehicles in the train formation, excluding those with braking failure, according to preset rules.

8. The train braking control method according to claim 7, characterized in that, The preset rule is to allocate braking capacity according to the basic braking capacity ratio of each normal vehicle.

9. The train braking control method according to claim 1, characterized in that, Each car is equipped with a braking control device. When the electric braking path is used as the primary path: The braking control device of each car receives braking commands transmitted by the train network. According to the braking command, the on / off time and frequency of the air filling solenoid valve and the air exhaust solenoid valve of the braking control device are controlled to adjust the air flow into or out of the brake cylinder, thereby realizing the phased increase and decrease control of the brake cylinder pressure.

10. A train braking control system, characterized in that, The system, applicable to train formations including a power car, a control car, and at least one trailer car, comprises: Train network, connecting the various cars in a train formation; The air braking subsystem includes a train pipe running through the entire train and air distribution valves installed in each car. The air distribution valves are connected to the brake cylinders of each car and are configured to drive the brake cylinders of each car to operate according to the pressure changes in the train pipe. The electric braking subsystem, which connects the train network and the brake cylinders of each car, is configured to drive the brake cylinders of each car to operate according to instructions received from the train network. A switching valve group is installed in each vehicle section. Its input end can selectively connect to the air brake subsystem and the electric brake subsystem, and its output end is connected to the brake cylinder of the vehicle section. The electric braking subsystem is further configured to: when the electric braking subsystem is working normally, control the switching valve group to connect to the electric braking subsystem, so that the electric braking subsystem drives the brake cylinders of each car to achieve braking and brake release of the train; when the electric braking subsystem malfunctions, control the switching valve group to switch to connect to the air braking subsystem, so that the air braking subsystem drives the brake cylinders of each car to achieve braking and brake release of the train.

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