Railway vehicle emergency braking safety control device and control method

Abstract

The invention discloses a rail vehicle emergency braking safety control device and method, and relates to the technical field of rail traffic vehicle braking system emergency braking. A speed sensor; the electronic braking control unit is used for acquiring the running speed of the railway vehicle and calculating a normal control signal and a safe switching control signal required by emergency braking of the railway vehicle based on the operation speed; the first-path pre-control pressure output unit is used for acquiring a normal control signal output by the electronic brake control unit and transmitting the normal control signal to the control electromagnetic valve to generate first-path pre-control pressure; the second-path pre-control pressure output unit is used for acquiring a safety switching control signal output by the electronic brake control unit and transmitting the safety switching control signal to the emergency switching electromagnetic valve to generate second-path pre-control pressure; and a relay valve. According to the invention, the relay valve is used for taking large output of the multi-stage emergency braking pressure of the rail train from the two paths of pre-control pressure, so that the running safety of the train is ensured.

Description

Technical Field

[0001] This invention relates to the field of emergency braking technology for rail transit vehicle braking systems, and more specifically, to a safety control device and control method for emergency braking of rail vehicles. Background Technology

[0002] Emergency braking is a braking method required for high safety levels of trains (SIL3 for individual cars, SIL4 for the entire train). Its implementation method determines the safety of the train's braking function. Emergency braking is typically triggered through an emergency loop, and braking action is achieved in each car by applying braking force through the de-energization of the emergency solenoid valve. This method, based on a de-energization-guided safety strategy, offers high safety and reliability.

[0003] If emergency braking is triggered solely through the emergency loop, only a constant emergency braking force can be achieved. However, the braking force that a train can apply at high speeds is limited by the adhesion between the wheel and rail. The higher the speed, the lower the adhesion. If the braking force exceeds the adhesion between the wheel and rail, skidding or locking may occur. Therefore, pressure switching control is required based on speed when outputting emergency braking force, outputting a high level of braking force at low speeds and a low level of braking force at high speeds.

[0004] However, this control needs to ensure that the following situations do not occur during emergency braking: first, no braking force output; second, the braking force output is too low. Existing rail transit vehicles use speed-related emergency braking control methods. By setting one or more switching valves in the emergency braking control circuit, the electronic brake control unit controls the switching valve to operate according to the speed, outputting two or more levels of emergency braking pressure. However, this braking pressure is only one channel. At the same time, the electronic brake control unit uses software control. When multiple switching solenoid valves are set, the emergency braking pressure may be insufficient in case of software malfunction, resulting in relatively low safety.

[0005] No effective solutions have yet been proposed to address the problems in the relevant technologies. Summary of the Invention

[0006] In view of the problems in the related technologies, the present invention proposes an emergency braking safety control device and control method for rail vehicles to overcome the above-mentioned technical problems existing in the existing related technologies.

[0007] Therefore, the specific technical solution adopted by the present invention is as follows: In a first aspect, the present invention provides an emergency braking safety control device for rail vehicles, comprising: The train emergency safety loop is used to detect the power failure state of emergency braking of rail vehicles; Speed ​​sensors are used to collect the operating speed of rail vehicles; The electronic braking control unit is used to acquire the running speed of the rail vehicle and calculate the normal control signals and safety switching control signals required for emergency braking of the rail vehicle based on the calculated speed. The first pre-control pressure output unit is used to acquire the normal control signal output by the electronic brake control unit and transmit it to the control solenoid valve to generate the first pre-control pressure. The second pre-control pressure output unit is used to acquire the safety switching control signal output by the electronic brake control unit and transmit it to the switching solenoid valve to generate the second pre-control pressure. The relay valve is used to amplify the flow of the pre-control pressure output from the first pre-control pressure output unit and the second pre-control pressure output unit, and output braking pressure to the brake cylinder of the rail vehicle to generate braking effect, thereby realizing emergency braking safety control. The output terminals of the train emergency safety loop and the speed sensor are both connected to the input terminal of the electronic brake control unit. The input terminals of the first pre-control pressure output unit and the second pre-control pressure output unit are respectively connected to the output terminal of the electronic brake control unit. The output terminals of the first pre-control pressure output unit and the second pre-control pressure output unit are respectively connected to the input terminal of the relay valve.

[0008] Preferably, the electronic braking control unit includes a microcontroller module and a programmable gate array module; Among them, the microcontroller module is used to acquire the travel speed of the rail vehicle during operation, and output the normal control signal and switching control signal required for emergency braking of the rail vehicle based on the travel speed. The programmable gate array module is used to acquire the pressure of the brake cylinder of the rail vehicle and the life status of the microcontroller module, and output the safety switching control signal required for the emergency braking of the rail vehicle.

[0009] Preferably, the microcontroller module includes: The first speed acquisition module is used to acquire the axle speed of the rail vehicle during operation based on the speed sensor, and select the maximum axle speed as the vehicle speed of the rail vehicle. The first instruction acquisition module is used to acquire the power failure status of the train's emergency safety loop; The first pressure acquisition module is used to acquire the pressure values ​​of the first pre-control pressure output unit, the second pre-control pressure output unit and the brake cylinder of the rail vehicle. The first serial communication module is used to communicate and interact with the programmable gate array module; The first frequency signal module is used to interact with the programmable gate array module for frequency data; The drive and control solenoid valve module is used to output normal control signals; The first drive switching solenoid valve module is used to output the control combination signal for switching solenoid valves.

[0010] Preferably, the programmable gate array module includes: The second speed acquisition module is used to acquire the axle speed of the rail vehicle during operation based on the speed sensor when the first drive switching solenoid valve module fails, and to select the maximum axle speed as the vehicle speed of the rail vehicle. The second command acquisition module is used to acquire the power failure status of the train's emergency safety loop; The second pressure acquisition module is used to acquire the braking pressure status and determine the safety status of the braking pressure. The second serial communication module is used to receive communication data from the first serial communication module and determine the serial communication status of the first serial communication module. The second frequency signal module is used to receive frequency data from the first frequency signal module and determine the frequency status of the first frequency signal module. The second drive switching solenoid valve module is used to output safety control pressure and acquire safety switching control signals. The switching solenoid valve power cut-off module is used to de-energize the switching solenoid valve when the microcontroller module has no state change or the brake cylinder pressure is in an unsafe pressure state, so as to ensure that there is no output of the switching control signal. Switch the solenoid valve feedback acquisition module to monitor the fault status of the microcontroller module.

[0011] Preferably, the first pre-controlled pressure output unit includes: The first pre-control pressure output terminal is used to generate the first pre-control pressure based on the output result of the electronic brake control unit. The control solenoid valve is used to generate the first pre-control pressure according to the normal control signal. It is connected to the first input terminal of the relay valve and stops outputting the first pre-control pressure when the electronic brake control unit malfunctions and stops outputting the normal control signal.

[0012] Preferably, the second pre-controlled pressure output unit includes: An emergency solenoid valve is used to open and supply pressure when power is lost during emergency braking of a rail vehicle; The switching solenoid valve is used to generate a second pre-control pressure according to the switching control signal, which is connected to the second input terminal of the relay valve. When the electronic brake control unit outputs a safety switching control signal in case of a fault, it ensures that there is still a safe emergency braking function in the fault state. The second pre-control pressure output terminal is used to generate a switching control signal to the switching solenoid valve based on the output result of the electronic brake control unit, thereby generating the second pre-control pressure.

[0013] Preferably, the relay valve includes two sets of pre-controlled chambers; Among them, two sets of pre-control chambers are used to receive the first pre-control pressure and the second pre-control pressure, and after receiving them, the first pre-control pressure and the second pre-control pressure are compared, and the maximum pre-control pressure is selected as the output pressure.

[0014] Secondly, the present invention also provides a safety control method for emergency braking of rail vehicles, the control method comprising: The power failure status of the train's emergency safety loop is collected using the first instruction acquisition module. After the train's emergency safety loop, the first multi-stage pre-control pressure is output based on the micro-control module. The second pre-control pressure is the highest safety level loop, which is multi-stage and has the same pressure magnitude as the first pre-control pressure. It consists of two processes: Under normal circumstances, the microcontroller module generates a switching control signal based on the vehicle speed, which produces the second multi-stage pre-control pressure. The microcontroller is monitored by a programmable gate array module. When the microcontroller malfunctions or the output pressure is unsafe, the switching control signal is cut off and the output is directed to a safe output. That is, when the control signals are all de-energized, the switching solenoid valve defaults to outputting a one-stage safe pressure.

[0015] Preferably, after the train's emergency safety loop loses power, the first pre-control pressure output based on the microcontroller module includes: After the power is lost in the emergency safety loop of the train, several sets of axle speeds during the operation of the rail vehicle are obtained through the first speed acquisition module. The maximum axle speed is selected as the rail vehicle speed, and the control pressure required for the rail vehicle speed is calculated based on the relationship between running speed and pressure. Based on the control pressure, the drive control solenoid valve module outputs a normal control signal. The first pressure acquisition module is used to perform closed-loop regulation of the normal control signal and transmit it to the control solenoid valve to output the first multi-stage pre-control pressure.

[0016] Prioritizes the selection of the maximum shaft speed as the rail vehicle speed, and divides the vehicle speed into four segments based on the relationship between the running speed and the switching solenoid valve control. By driving the switching solenoid valve module to output the switching solenoid valve control combination signal, the switching solenoid valve adjusts the supply pressure to the second multi-stage pre-control pressure.

[0017] Preferably, the microcontroller module's operating status is monitored by a programmable gate array (PGA) module, and a safety switching control signal is generated when the microcontroller module malfunctions or its output pressure is unsafe, thus creating a second safety pre-control pressure, including: The operating status of the microcontroller module is determined based on the interaction status of the first serial communication module, the first frequency signal module, and the programmable gate array module. When the first serial communication module and the first frequency signal module are both in a lifeless transition state, the control of the microcontroller module is cut off by the programmable gate array module, the solenoid valve control combination signal is switched to a power-off state, and the default output is a one-stage safety pressure. When the brake cylinder pressure is found to be unsafe pressure by the second pressure acquisition module, if it remains in a low-pressure state after emergency braking is applied, it is determined that the pressure is abnormal. The control of the microcontroller module is cut off by the programmable gate array module, and the solenoid valve control combination signal is switched to a de-energized state. The default output is a one-stage safe pressure. When the output of the first drive switching solenoid valve module and the feedback state are inconsistent, the control is transferred to the programmable gate array module. The speed of the rail vehicle is obtained by driving the second speed acquisition module using a programmable gate array module, and the vehicle speed is divided into four segments. The switching solenoid valve module is driven to output a switching solenoid valve control combination signal, and the switching solenoid valve adjusts the supply pressure to the second pre-controlled pressure.

[0018] The beneficial effects of this invention are as follows: This invention utilizes a first route electronic control unit to collect vehicle speed data via a speed sensor, generating a normal control signal to control a solenoid valve to produce a first-path pre-control pressure. Simultaneously, based on a second route electronic control unit, a second route electronic control unit collects vehicle speed data via a speed sensor, generating a switching control signal to switch a solenoid valve to produce a second-path safety pre-control pressure. A relay valve is used to select the larger of the two pre-control pressures to output the braking pressure of the railcar, thereby ensuring train operation safety and improving emergency braking performance. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the structure of an emergency braking safety control device for rail vehicles according to an embodiment of the present invention; Figure 2 This is a flowchart of a rail vehicle emergency braking safety control method according to an embodiment of the present invention; Figure 3 This is a schematic block diagram of an emergency braking safety control device for rail vehicles according to an embodiment of the present invention; Figure 4 This is a schematic diagram of an embodiment of the safety control of the electronic control unit in an emergency braking safety control device for rail vehicles according to an embodiment of the present invention; Figure 5 This is a schematic diagram of an embodiment of a multi-stage emergency braking pressure output in an emergency braking safety control device for rail vehicles according to an embodiment of the present invention; Figure 6 This is a schematic diagram of an embodiment of an emergency braking safety control device for rail vehicles according to an embodiment of the present invention, showing the output of a single-stage emergency braking pressure. Figure 7 This is a schematic diagram of the second pre-control pressure safety control in an emergency braking safety control device for rail vehicles according to an embodiment of the present invention.

[0021] In the picture: 1. First pre-control pressure output unit; 2. Second pre-control pressure output unit; 10. Train emergency safety loop; 20. Speed ​​sensor; 400. Relay valve; 500. Electronic brake control unit. Detailed Implementation

[0022] To further illustrate the various embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. These drawings are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these drawings, those skilled in the art should be able to understand other possible implementation methods and the advantages of the present invention.

[0023] According to an embodiment of the present invention, an emergency braking safety control device and control method for rail vehicles are provided.

[0024] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments, such as... Figure 1 As shown, the emergency braking safety control device for rail vehicles according to an embodiment of the present invention includes: Train emergency safety loop 10 is used to detect the power failure state of emergency braking of rail vehicles; Speed ​​sensor 20 is used to collect the running speed of the rail vehicle; The electronic braking control unit 500 is used to acquire the running speed of the rail vehicle and calculate the normal control signal and safety switching control signal required for emergency braking of the rail vehicle based on the calculated speed. The first pre-control pressure output unit 1 is used to acquire the normal control signal output by the electronic brake control unit 500 and transmit it to the control solenoid valve 100 to generate the first pre-control pressure. The second pre-control pressure output unit 2 is used to acquire the safety switching control signal output by the electronic brake control unit 500 and transmit it to the emergency solenoid valve 200 and the switching solenoid valve 300 to generate the second pre-control pressure. The relay valve 400 is used to amplify the flow of the pre-control pressure output by the first pre-control pressure output unit 1 and the second pre-control pressure output unit 2, and output the braking pressure to the brake cylinder of the rail vehicle to generate a braking effect, thereby realizing emergency braking safety control. The output terminals of the train emergency safety loop 10 and the speed sensor 20 are both connected to the input terminal of the electronic brake control unit 500. The input terminals of the first pre-control pressure output unit 1 and the second pre-control pressure output unit 2 are respectively connected to the output terminal of the electronic brake control unit 500. The output terminals of the first pre-control pressure output unit 1 and the second pre-control pressure output unit 2 are respectively connected to the input terminal of the relay valve 400.

[0025] In one embodiment, the electronic braking control unit 500 includes a microcontroller module (first safety level control module) 510 and a programmable gate array module (high safety level control module FPGA) 520; wherein, the microcontroller module 510 is used to acquire the travel speed of the rail vehicle during operation, and output the normal control signal and switching control signal required for emergency braking of the rail vehicle based on the travel speed; the programmable gate array module 520 is used to acquire the pressure of the rail vehicle brake cylinder and the life status and switching control signal status of the microcontroller module 510, and output the safety switching control signal required for emergency braking of the rail vehicle.

[0026] In one embodiment, the microcontroller module 510 includes: The first speed acquisition module 511 is used to acquire the axle speed during the operation of the vehicle based on the speed sensor 20, and to select the maximum axle speed as the vehicle speed of the rail vehicle. The first instruction acquisition module 512 is used to acquire the power failure status of the train emergency safety loop 10; The first pressure acquisition module 513 is used to acquire the pressure values ​​of the first pre-control pressure, the second pre-control pressure and the brake cylinder of the rail vehicle. The first serial communication module 514 is used to communicate and interact with the programmable gate array module 520; The first frequency signal module 515 is used to interact with the programmable gate array module 520 for frequency data exchange. The drive control solenoid valve module 516 is used to output normal control signals; The first drive switching solenoid valve module 517 is used to output the switching solenoid valve control combination signal.

[0027] In one embodiment, the programmable gate array module 520 includes: The second speed acquisition module 521 is used to acquire the axle speed during vehicle operation based on the speed sensor 20 when the first drive switching solenoid valve module 517 fails, and to select the maximum axle speed as the vehicle speed of the rail vehicle. The second instruction acquisition module 522 is used to acquire the power failure status of the train emergency safety loop 10; The second pressure acquisition module 523 is used to acquire the braking pressure status P600 and determine the safety status of the braking pressure status P600. The second serial communication module 524 is used to receive communication data from the first serial communication module 514 and determine the serial communication status of the first serial communication module 514. The second frequency signal module 525 is used to receive frequency data from the first frequency signal module 515 and determine the frequency status of the first frequency signal module 515. The second drive switching solenoid valve module 527 is used to output switching control signals; The switching solenoid valve power cut-off module 528 is used to control the switching solenoid valve 300 to de-energize when the microcontroller module 510 has no state change or when the brake cylinder pressure 600 is in an unsafe pressure state, so as to ensure that there is no output of the switching control signal. The solenoid valve feedback acquisition module 529 is switched to monitor the fault status of the microcontroller module 510.

[0028] In one embodiment, the first pre-controlled pressure output unit 1 includes: The first pre-control pressure output terminal P200 is used to generate the first pre-control pressure based on the output result of the electronic brake control unit 500. The control solenoid valve 100 is used to generate a first pre-control pressure P200 according to the normal control signal S400, which is connected to the first input terminal of the relay valve 400. When the electronic brake control unit 500 malfunctions, the control solenoid valve 100 stops outputting the first pre-control pressure output terminal P200 and stops outputting the normal control signal.

[0029] In one embodiment, the second pre-controlled pressure output unit 2 includes: Emergency solenoid valve 200 is used to open and supply pressure when the rail vehicle loses power during emergency braking; The switching solenoid valve 300 is used to generate a second pre-control pressure P300 according to the switching control signal S500, which is connected to the second input terminal of the relay valve 400. When the electronic brake control unit 500 fails, it outputs a safety cut-off switching control signal to ensure that there is still a safe emergency braking function in the fault state. The second pre-control pressure output terminal P300 is used to generate a safety switching control signal to the switching solenoid valve 300 based on the output result of the electronic brake control unit 500, thereby generating the second pre-control pressure.

[0030] In one embodiment, the relay valve 400 includes two sets of pre-controlled chambers; Among them, two sets of pre-control chambers are used to receive the first pre-control pressure and the second pre-control pressure, and after receiving them, the first pre-control pressure and the second pre-control pressure are compared, and the maximum pre-control pressure is selected as the output pressure.

[0031] Specifically, such as Figure 3 As shown, the emergency braking safety control device for rail vehicles proposed in this embodiment mainly consists of a first pre-control pressure P200, a second pre-control pressure P300, and a relay valve 400. The first pre-control pressure is generated by the electronic control unit 500 through the speed sensor 20, which collects the vehicle speed to generate a normal control signal and sends it to the control solenoid valve 100 to produce the pre-control pressure. The second pre-control pressure P300 is generated by the electronic control unit 500 through the speed sensor 20, which collects the vehicle speed to generate a switching control signal and sends it to the switching solenoid valve 300 to produce the pre-control pressure. The second pre-control pressure P300 is monitored by a high-safety-level control module FPGA (programmable gate array module 520). In the event of a control failure, the switching control signal output is cut off, and the switching solenoid valve 300 defaults to outputting a safe control pressure to ensure the safe operation of the train.

[0032] When the rail vehicle applies emergency braking, the train emergency safety loop 10 loses power, and the first pre-control pressure P200 and the second pre-control pressure P300 are output. The first pre-control pressure P200 and the second pre-control pressure P300 are dual-channel redundant control air circuits. The relay valve 400 takes the larger of the pre-control pressure and amplifies the flow to output the braking pressure P400, which generates the braking effect.

[0033] The first pre-control pressure P200 includes the control solenoid valve 100 and the MCU unit 510 in the electronic brake control unit 500, i.e., the microcontroller module 510, which collects the vehicle speed S300 through the speed sensor 20 and generates a normal control signal S400 to the control solenoid valve 100, thereby generating the first pre-control pressure P200.

[0034] like Figure 4 As shown, the MCU unit 510 includes a speed acquisition module 511, a command acquisition module 512, a drive control solenoid valve module 516, and a pressure acquisition module 513. After the train emergency braking safety loop 10 loses power, the MCU unit 510, through the command acquisition module 512, outputs the first pre-control pressure P200 according to the following logic: The speed acquisition module 511 acquires the speeds S301, S302, S303, and S304 of axles 1 to 4, and takes the maximum value as the vehicle speed S300. Figure 5 The speed-pressure relationship shown is used to calculate the control pressure required for the corresponding speed. This is then used to drive and control the solenoid valve module 516, which outputs a normal control signal S400. The pressure acquisition module 513 performs closed-loop regulation on the control signal S400 to ensure that the output pressure P200 is consistent with... Figure 5When the target pressure is consistent, the control solenoid valve 100, under the control of the control signal S400, adjusts the supply pressure P100 to the first pre-control pressure P200. When the MCU unit 510 malfunctions, it stops outputting the normal control signal S400, and the control solenoid valve 100 does not output the pre-control pressure by default. The MCU unit 510 collects and diagnoses the first pre-control pressure P200 and the brake cylinder pressure P400 through the pressure acquisition module 513, and reports a fault when the deviation exceeds the limit.

[0035] The second pre-control pressure P300 includes an emergency solenoid valve 200 and a switching solenoid valve 300. The emergency solenoid valve 200 is powered by the train emergency safety loop 10 via a power supply signal S100. When the train brakes suddenly, the train emergency safety loop 10 loses power, and the emergency solenoid valve 200 also loses power, opening the supply pressure P100 to the switching solenoid valve 300, generating the second pre-control pressure P200. The supply pressure P100 to the switching solenoid valve 300 is opened when either the train emergency safety loop 10 or the emergency solenoid valve 200 loses power, ensuring emergency braking in cases of power failure, separation, or emergency solenoid valve failure. Regardless of whether the switching solenoid valve 300 operates normally, at least pressure output is guaranteed. The electronic brake control unit 500 collects the vehicle speed S300 through the speed sensor 20 and generates a safety switching control signal S500 to the switching solenoid valve 300, generating the second pre-control pressure P300.

[0036] The second-path pre-control pressure P300 divides the vehicle speed into four segments according to the relationship between the operating speed and the switching solenoid valve control, as shown in Table 1. By driving the switching solenoid valve module S517 or S527 to output the switching solenoid valve control combination signal, the switching solenoid valve adjusts the supply pressure to the second-path pre-control pressure.

[0037] Table 1: Control Table for Switching Solenoid Valves

[0038] like Figure 7 As shown, the electronic brake control unit 500 includes a first-level safety MCU unit 510 and a high-level safety FPGA unit 520. It employs a safety monitoring and confirmation mechanism. Under normal circumstances, the MCU unit 510 collects the vehicle speed S300 and controls the switching solenoid valve 300 according to Table 1. The FPGA unit 520 monitors the control status, including the brake cylinder pressure P600 and the MCU life statuses S506 and S507. When the brake cylinder pressure P600 is at an unsafe pressure or the MCU life statuses S506 and S507 do not change, the FPGA cuts off all control via signals S503 and S504, ensuring no output of the switching control signal. The switching solenoid valve, according to the state where valves 1, 2, and 3 are all de-energized as shown in Table 1, defaults to outputting a safe control pressure, a secondary high-pressure staged pressure.Figure 6 As shown.

[0039] like Figure 4 As shown, the MCU unit 510 includes a speed acquisition module 511, a drive switching solenoid valve module 517, a pressure acquisition module 513, a serial communication module 514, and a frequency signal module 515. Regardless of whether the train emergency braking safety loop 10 is de-energized, the MCU unit 510 outputs the second pre-control pressure P200 according to the following logic: The speed acquisition module 511 acquires the speeds S301, S302, S303, and S304 of axles 1 to 4, takes the maximum value as the vehicle speed, and divides the vehicle speed into 4 segments according to Table 1. The drive switching solenoid valve module 517 outputs the switching solenoid valve control combination signal S501, and the switching solenoid valve 300 adjusts the supply pressure to the second pre-control pressure P300. The pressure value meets the requirements. Figure 5 The MCU unit 510 collects and diagnoses the second pre-control pressure P300 and the brake cylinder pressure P400 through the pressure acquisition module 513, and reports a fault when the pressure exceeds the tolerance.

[0040] As shown in Table 1, the switching solenoid valve 300 includes valves 1 / 2 / 3, which output various levels of pre-control pressure through combination, including low pressure, sub-low pressure, sub-high pressure, and high pressure. When all switching solenoid valves 300 are de-energized, the default output is a sub-high pressure stage, which can ensure the braking distance.

[0041] The FPGA unit 520 includes a speed acquisition module 521, an instruction processing module 522, a braking pressure acquisition module 523, a drive switching solenoid valve module 527, a switching solenoid valve feedback acquisition module 529, a switching solenoid valve power cut-off module 528, a serial communication module 524, and a frequency signal module 525. The FPGA unit 520 monitors the MCU's life status through the serial communication module 524 and the frequency signal module 525. When there is no signal in the serial communication S506 and the frequency S507, it is determined that the MCU is in a life state. The power drive signals S503 and S504 are pulled low through the switching solenoid valve power cut-off module, the switching solenoid valve 300 is de-energized, and the default output of the secondary high pressure is directed.

[0042] The FPGA unit 520 collects the braking pressure status P600 through the pressure acquisition module 523. When the braking pressure is in an unsafe pressure, such as a continuous low pressure state, it is determined that the pressure is abnormal. The power drive signals S503 and S504 are pulled low by the switching solenoid valve power cut-off module, and the switching solenoid valve 300 is de-energized, guiding the default output of the secondary high pressure.

[0043] To improve availability, the FPGA unit 520 monitors the MCU switching control output S501 for any fault via the switching solenoid valve feedback acquisition module 529. If this fault occurs, the FPGA unit can pull the power drive signal S504 low via the switching solenoid valve power cut-off module 528, cutting off MCU control and taking over control. The FPGA unit acquires the speeds S301, S302, S303, and S304 of axes 1 to 4 via the speed acquisition module 521, taking the maximum value as the vehicle speed. According to Table 1, the vehicle speed is divided into four segments. The switching solenoid valve control combination signal S502 is output via the driving switching solenoid valve module 527. The switching solenoid valve 300 adjusts the supply pressure to the second pre-controlled pressure P300, and the pressure value meets the requirements. Figure 5 .

[0044] The specific FPGA unit 520 may not be equipped with a braking pressure acquisition module 523 and a speed acquisition module 521. It can receive information sent by the MCU through the serial port. However, at this time, the normal working status of the MCU unit 510 needs to be fully confirmed through the serial port S506 and the frequency S507.

[0045] The relay valve 400 comprises two pre-control chambers, receiving a first pre-control pressure P200 and a second pre-control pressure P300. The larger of the two pre-control pressures is used to open the supply pressure to output pressure air path. When the pre-control pressure and output pressure are balanced, the supply pressure to output pressure air path is closed, and the required brake cylinder pressure P400 is output. In this embodiment, an emergency braking distance of 5625m at an initial speed of 400 km / h is achieved, comparable to the existing EMU's emergency braking distance of 5867m at an initial speed of 350 km / h, representing a 20% improvement in emergency braking performance. Simultaneously, the emergency braking safety level meets the SIL3 standard for a single vehicle and the SIL4 standard for the entire vehicle.

[0046] like Figure 2 As shown, according to another embodiment of the present invention, a safety control method for emergency braking of a rail vehicle is also provided, the control method comprising: Step S1: The first instruction acquisition module 512 is used to acquire the power failure status of the train emergency safety loop 10. After the power failure status of the train emergency safety loop 10 is lost, the first pre-control pressure is output based on the micro-control module 510. In step S2, the microcontroller selects the maximum shaft speed as the speed of the rail vehicle, and divides the vehicle speed into four segments according to the relationship between the running speed and the switching solenoid valve control. By driving the switching solenoid valve module 517 or 527 to output the switching solenoid valve control combination signal, the switching solenoid valve 300 adjusts the supply pressure to the second pre-control pressure. Based on the programmable gate array module 520 monitoring the control status of the microcontroller module 510, a safety switching control signal is generated after the microcontroller module 510 malfunctions, generating the second safety pre-control pressure. Step S3: The relay valve 400 receives the first pre-control pressure and the second pre-control pressure, selects the maximum pre-control pressure, amplifies the flow, and outputs the braking pressure P400 to generate a braking effect to control the rail vehicle.

[0047] In one embodiment, after the train emergency safety loop 10 loses power, the output of the first pre-control pressure based on the microcontroller module 510 includes: after the train emergency safety loop 10 loses power, acquiring several sets of axle speeds during the operation of the rail vehicle through the first speed acquisition module 511; selecting the maximum axle speed as the rail vehicle speed, and calculating the control pressure required for the rail vehicle speed according to the relationship between operating speed and pressure; outputting a normal control signal 400 based on the control pressure using the drive control solenoid valve module 516; and using the first pressure acquisition module 513 to perform closed-loop regulation on the normal control signal 400 and transmit it to the control solenoid valve 100 to output the first pre-control pressure.

[0048] In one embodiment, after the train emergency safety loop 10 loses power, the output of the second pre-control pressure based on the microcontroller module 510 includes: the emergency solenoid valve 200 losing power when the rail vehicle performs emergency braking and opening to supply pressure; the microcontroller module 510 collects the speeds S301, S302, S303, and S304 of axes 1 to 4 through the speed acquisition module 511, takes the maximum value as the vehicle speed, divides the vehicle speed into 4 segments, and outputs the switching solenoid valve control combination signal S501 through the drive switching solenoid valve module 517, and the switching solenoid valve 300 adjusts the supply pressure to the second pre-control pressure P300.

[0049] In one embodiment, the programmable gate array module 520 monitors the control status of the microcontroller module 510. When the braking pressure P600 is at an unsafe pressure or there is no signal in the serial communication S506 and frequency S507, the power drive signals S503 and S504 are pulled low by the switching solenoid valve power cut-off module, the switching solenoid valve 300 is de-energized, and the default output of the secondary high pressure stage is directed.

[0050] In one embodiment, when the programmable gate array module 520 monitors the microcontroller module 510 for any fault in output S501, the power drive signal S504 can be pulled low by the switching solenoid valve power cut-off module 528 to cut off MCU control and take over control. The FPGA unit collects the speeds S301, S302, S303, and S304 of axes 1 to 4 through the speed acquisition module 521, takes the maximum value as the vehicle speed, divides the vehicle speed into 4 segments as shown in Table 1, and outputs the switching solenoid valve control combination signal S502 through the drive switching solenoid valve module 527. The switching solenoid valve 300 adjusts the supply pressure to the second pre-control pressure P300.

[0051] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "setting," "connection," "fixing," "screw connection," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components or the interaction between two components. Unless otherwise explicitly limited, those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0052] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A safety control device for emergency braking of rail vehicles, characterized in that, include: The train emergency safety loop is used to detect the power failure state of emergency braking of rail vehicles; Speed ​​sensors are used to collect the operating speed of rail vehicles; The electronic braking control unit is used to acquire the running speed of the rail vehicle and calculate the normal control signals and safety switching control signals required for emergency braking of the rail vehicle based on the calculated speed. The first pre-control pressure output unit is used to acquire the normal control signal output by the electronic brake control unit and transmit it to the control solenoid valve to generate the first pre-control pressure. The second pre-control pressure output unit is used to acquire the safety switching control signal output by the electronic brake control unit and transmit it to the emergency switching solenoid valve to generate the second pre-control pressure. The relay valve is used to amplify the flow rate of the pre-control pressure output by the first pre-control pressure output unit and the second pre-control pressure output unit, and output braking pressure to the brake cylinder of the rail vehicle to generate braking effect, thereby realizing emergency braking safety control. The output terminals of the train emergency safety loop and the speed sensor are both connected to the input terminal of the electronic brake control unit. The input terminals of the first pre-control pressure output unit and the second pre-control pressure output unit are respectively connected to the output terminal of the electronic brake control unit. The output terminals of the first pre-control pressure output unit and the second pre-control pressure output unit are respectively connected to the input terminal of the relay valve.

2. The emergency braking safety control device for rail vehicles according to claim 1, characterized in that, The electronic braking control unit includes a microcontroller module and a programmable gate array module; The microcontroller module is used to acquire the travel speed of the rail vehicle during operation, and output the normal control signal and switching control signal required for emergency braking of the rail vehicle based on the travel speed. The programmable gate array module is used to acquire the pressure of the rail vehicle's brake cylinder and the life status of the microcontroller module, and output the safety switching control signal required for the rail vehicle's emergency braking.

3. The emergency braking safety control device for rail vehicles according to claim 2, characterized in that, The microcontroller module includes: The first speed acquisition module is used to acquire the axle speed of the rail vehicle during operation based on the speed sensor, and select the maximum axle speed as the vehicle speed of the rail vehicle. The first instruction acquisition module is used to acquire the power failure status of the train's emergency safety loop; The first pressure acquisition module is used to acquire the pressure values ​​of the first pre-control pressure output unit, the second pre-control pressure output unit and the brake cylinder of the rail vehicle. The first serial communication module is used to communicate and interact with the programmable gate array module; The first frequency signal module is used to interact with the programmable gate array module in terms of frequency data. The drive and control solenoid valve module is used to output normal control signals; The first drive switching solenoid valve module is used to output the control combination signal for switching solenoid valves.

4. The emergency braking safety control device for rail vehicles according to claim 3, characterized in that, The programmable gate array module includes: The second speed acquisition module is used to acquire the axle speed of the rail vehicle during operation based on the speed sensor when the first drive switching solenoid valve module fails, and to select the maximum axle speed as the vehicle speed of the rail vehicle. The second command acquisition module is used to acquire the power failure status of the train's emergency safety loop; The second pressure acquisition module is used to acquire the braking pressure status and determine the safety status of the braking pressure. The second serial communication module is used to receive communication data from the first serial communication module and determine the serial communication status of the first serial communication module. The second frequency signal module is used to receive frequency data from the first frequency signal module and determine the frequency status of the first frequency signal module. The second drive switching solenoid valve module is used to output safety control pressure and acquire safety switching control signals. The switching solenoid valve power cut-off module is used to control the switching solenoid valve to lose power when the microcontroller module has no state change or the brake cylinder pressure is in an unsafe pressure state, so as to ensure that there is no output of the switching control signal. Switch the solenoid valve feedback acquisition module to monitor the fault status of the microcontroller module.

5. The emergency braking safety control device for rail vehicles according to claim 1, characterized in that, The first pre-controlled pressure output unit includes: The first pre-control pressure output terminal is used to generate the first pre-control pressure based on the output result of the electronic brake control unit; A control solenoid valve is used to generate a first pre-control pressure based on a normal control signal. It is connected to the first input terminal of a relay valve and stops outputting the first pre-control pressure when the electronic brake control unit malfunctions and stops outputting the normal control signal.

6. The emergency braking safety control device for rail vehicles according to claim 5, characterized in that, The second pre-controlled pressure output unit includes: An emergency solenoid valve is used to open and supply pressure when power is lost during emergency braking of a rail vehicle; The switching solenoid valve is used to generate a second pre-control pressure according to the switching control signal, which is connected to the second input terminal of the relay valve. When the electronic brake control unit fails and outputs the switching control signal to cut off, it ensures that there is still a safe emergency braking function in the fault state. The second pre-control pressure output terminal is used to generate a safety switching control signal to the switching solenoid valve based on the output result of the electronic brake control unit, thereby generating the second pre-control pressure.

7. A rail vehicle emergency braking safety control device according to claim 6, characterized in that, The relay valve includes two sets of pre-controlled chambers; The two sets of pre-controlled chambers are used to receive the first pre-controlled pressure and the second pre-controlled pressure, and after receiving them, the first pre-controlled pressure and the second pre-controlled pressure are compared, and the maximum pre-controlled pressure is selected as the output pressure.

8. A method for emergency braking safety control of rail vehicles, used to implement the control of emergency braking safety of rail vehicles by the rail vehicle emergency braking safety control device according to any one of claims 1-7, characterized in that, The control method includes: The first instruction acquisition module collects the power failure status of the train's emergency safety loop. After the train's emergency safety loop loses power, the microcontroller module outputs a first pre-control pressure. The first pre-control pressure is multi-stage. Under normal circumstances, the microcontroller module generates a switching control signal based on the vehicle speed, producing a second pre-control pressure; wherein the second pre-control pressure is a multi-stage loop with the highest safety level, and the pressure magnitude is the same as the first pre-control pressure; The programmable gate array module monitors the operating status of the microcontroller module, and when the microcontroller module malfunctions or the output pressure is unsafe, a switching solenoid valve is used to output a one-stage safe pressure when all control signals are de-energized.

9. A method for emergency braking safety control of rail vehicles according to claim 8, characterized in that, The step of outputting a first pre-control pressure based on the microcontroller module after the train's emergency safety loop loses power includes: After the train's emergency safety loop loses power, several sets of axle speeds during the operation of the rail vehicle are acquired through the first speed acquisition module. The maximum shaft speed is selected as the rail vehicle speed, and the control pressure required for the rail vehicle speed is calculated based on the relationship between running speed and pressure. Based on the control pressure, the drive control solenoid valve module outputs a normal control signal. The first pressure acquisition module is used to perform closed-loop regulation on the normal control signal and transmit it to the control solenoid valve to output the first multi-stage pre-control pressure.

10. A method for emergency braking safety control of a rail vehicle according to claim 8, characterized in that, The microcontroller module selects the maximum shaft speed as the speed of the rail vehicle, and divides the vehicle speed into four segments according to the relationship between the running speed and the switching solenoid valve control. The switching solenoid valve control combination signal is output through the drive switching solenoid valve module, and the switching solenoid valve adjusts the supply pressure to the second multi-stage pre-control pressure.

11. A method for emergency braking safety control of a rail vehicle according to claim 9, characterized in that, When the microcontroller module malfunctions or outputs an unsafe pressure, the method of using a switching solenoid valve to output a staged safe pressure when all control signals are de-energized includes: The operating status of the microcontroller module is determined based on the interaction status between the first serial communication module, the first frequency signal module and the programmable gate array module. When the operating states of the first serial communication module and the first frequency signal module are both in a lifeless transition state, the control of the microcontroller module is cut off by the programmable gate array module and transferred to the control of the programmable gate array module. The solenoid valve control combination signal is switched to a power-off state, and a one-stage safety pressure is output. When the brake cylinder pressure is found to be unsafe by the second pressure acquisition module, if it remains in a low-pressure state after emergency braking is applied, it is determined that the pressure is abnormal. The programmable gate array module is used to cut off the control of the microcontroller module, and the solenoid valve control combination signal is switched to a de-energized state to output a one-stage safe pressure. When the output and feedback state of the first drive switching solenoid valve module are inconsistent, the control can be transferred to the programmable gate array module. The programmable gate array module drives the second speed acquisition module to obtain the speed of the rail vehicle and divides the vehicle speed into four segments. The drive switching solenoid valve module outputs a switching solenoid valve control combination signal, and the switching solenoid valve adjusts the supply pressure to the second pre-controlled pressure.

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