Method, device and system for brake control, freight vehicle power supply and information management

Abstract

According to the braking control, freight vehicle power supply and information management method, device and system, a real-time communication network among the devices is formed through a three-dimensional multi-dimensional communication mode or a communication technology in the three-dimensional multi-dimensional communication mode, time is calibrated through the network or a satellite and the like for synchronization, and the vehicle is provided with an electric pneumatic braking control unit, an electromagnetic valve, a pressure sensor and the like. Electric pneumatic braking control of the rolling stock is achieved through an electric signal transmission instruction, the braking and relieving time is shortened, the braking and relieving consistency is improved, meanwhile, automatic air braking is reserved, and hot standby redundancy of train braking is provided; stable and continuous power is obtained from a locomotive through a redundant through power line, or a motor is driven to generate power through rotation of wheels or axles of the locomotive, and an energy storage unit is configured to provide stable and continuous power; a vehicle information management method is provided.

Description

Technical Field

[0001] This invention pertains to the field of rail transit. It utilizes low-latency communication from a low-Earth orbit (LEO) satellite constellation to establish a real-time data exchange channel between the terminal and ground equipment. This can be achieved by using mobile communication technologies such as GSM-R, LTE, and 5G, or wireless communication technologies such as WLAN and WiMAX, or microwave communication, to construct a real-time communication network. Navigation enhancement information is transmitted through the communication, navigation, and timing functions of the LEO satellite constellation, and / or the transmission channels of the mobile communication network. Alternatively, it can be supplemented with joint positioning using GNSS systems, ground reference stations, and mobile communication base stations. Continuous speed measurement and positioning methods, such as inertial navigation, can be used individually or in combination to improve the availability of positioning and speed measurement for terminal equipment. The system achieves high accuracy and precision. Terminal time is synchronized via communication, navigation, and timing functions of a low-Earth orbit satellite constellation. Synchronization can be achieved independently or by integrating the device's own maintenance clock through distributed network communication. Redundant power lines are used, and generators can be driven by wheel or axle rotation, with energy storage devices such as batteries configured to provide a stable and continuous power supply. Through the aforementioned communication, positioning, speed measurement, time synchronization, and vehicle power supply methods and equipment, and by installing electro-pneumatic braking control units, solenoid valves, pressure sensors, and switches on each freight car, real-time dynamic synchronous closed-loop control of the freight train's electro-pneumatic braking is achieved. Faults are downgraded to automatic air braking, improving transportation efficiency and safety. Background Technology

[0002] Railway transport is busy, requiring trains to carry more and run faster. Freight trains are getting longer and longer, which puts higher demands on braking. Reducing braking distance and braking impact makes the braking system of trains, especially freight trains, a key technology.

[0003] The current status of train braking systems, especially braking systems for long and long freight trains, and the current status of vehicle power supply have the following problems: Currently, locomotives use electro-pneumatic brakes, while vehicle braking uses automatic air brakes. Braking commands are transmitted between vehicles via air waves, which results in inconsistent braking and large longitudinal impacts, especially in heavy-haul and long-haul trains.

[0004] Currently, freight vehicles do not have their own power supply, so a stable and continuous power supply method is needed.

[0005] Therefore, it is necessary to further improve the braking technology of freight trains to ensure the safety and efficiency of train operation.

[0006] According to patent searches, the following patents are mainly related to this invention: 1. Chinese invention patent application number "201911414101.2", application date "2019-12-31", publication number "CN111284522A", publication date "2020-06-16", titled "Train Braking System and Braking Control Method", with China State Railway Group Co., Ltd. as the applicant, provides a train braking system and braking control method. This system, by installing a switching valve, a microcomputer control mechanism, and other control components on the train vehicle, combined with the air brake valve originally installed on the train vehicle, constitutes the train vehicle's braking system. The microcomputer control mechanism controls the opening of the switching valve based on network control commands to implement direct-flow electro-pneumatic braking. The air brake valve implements automatic air braking based on the pressure changes in the train pipe. In actual operation, the train first performs direct-flow electro-pneumatic braking. The braking or release commands sent via network broadcast can be received by each car simultaneously, and the corresponding braking or release control is performed. The synchronicity of braking and release of all cars in the train is almost completely consistent, ensuring the smooth operation of the train. At the same time, the pressure changes in the train pipe also reach each car sequentially, and the air brake valve performs automatic air braking, thus providing a hot standby redundancy function for train braking.

[0007] 2. Chinese invention patent with application number "201210021295.1", application date "2012-01-31", publication number "CN102530017A", publication date "2012-07-04", title "A logic-based electro-pneumatic braking system and its control method for heavy-haul trains", and applicant "Sichuan Braking Technology Co., Ltd". This invention discloses a logic-based electro-pneumatic braking system and its control method for heavy-haul trains, including a locomotive unit, a vehicle unit, and a tail device. The locomotive unit includes a locomotive power supply, an electro-pneumatic controller, and a locomotive air brake. The vehicle unit includes a vehicle power supply, an electronic control unit, and a vehicle air brake. This invention employs logic-encoded signals to control the braking system of long and heavy-haul trains. The locomotive unit's electro-pneumatic controller converts the operating signals of the locomotive's air brake into logic electrical signals and sends them to each vehicle unit. This achieves synchronous braking and release of the entire train's braking system, reducing the longitudinal impact force and idle travel time during braking and release of long and heavy-haul trains. The electrical signals run parallel to the air wave signals, without altering the structure or operating habits of the existing automatic air brakes on the locomotive and vehicles, and is compatible with currently used automatic air brakes.

[0008] 3. Chinese invention patent with application number "201910541538.6", application date "2019-06-21", publication number "CN110174868A", publication date "2019-08-27", title "A Synchronization Control Method and System for Train Management of Heavy-Duty Combined Trains", and applicant "CRRC Zhuzhou Electric Locomotive Co., Ltd.", discloses a synchronization control method and system for train management of heavy-duty combined trains. The main implementation process of this method includes: A. Calculating and verifying the delay time parameter of the transmission of the master locomotive command to the slave locomotive, and establishing a delay parameter model; B. After the master locomotive sends a synchronization command to the slave locomotive, the master locomotive waits for the execution time according to the delay parameter model. After the delay timer expires, the master locomotive and the slave locomotive simultaneously execute the target command received by the master locomotive. This invention significantly improves the synchronization performance between the master locomotive and the slave locomotive through a delayed synchronization control strategy. It reduces the problems of poor vehicle braking synchronization performance and excessive longitudinal impulse caused by communication and relay delays between multiple processing devices, thereby greatly improving the safety of heavy-haul train transportation.

[0009] 4. Chinese invention patent application number "201110128693.9", application date "2011-05-18", publication number "CN102275591A", publication date "2011-12-14", titled "A Train Braking Wireless Control System", applicant "CRRC Changjiang Vehicle Co., Ltd.", relates to a braking control device for railway trains, and more particularly to a train braking wireless control system, comprising a locomotive subsystem installed on a locomotive and several vehicle subsystems installed on each train. The locomotive subsystem and each vehicle subsystem transmit braking control signals via radio carrier frequency. The locomotive subsystem includes a braking control module, a head-end control module, a locomotive signal receiving and transmitting module, and a train formation information module. The vehicle subsystem includes an intelligent control module, a vehicle signal receiving and transmitting module, a vehicle marking module, a vehicle control module, a solenoid valve, a vehicle information acquisition module, and a power supply. The beneficial effects of this invention are that freight cars using this system can be assembled in unit form, or can be combined into heavy-duty combined trains using LOCOTROL and similar technologies, or can be operated by a single car; its wireless control method can superimpose the two major modules of traditional air braking system and wireless control system, which is particularly suitable for China's national conditions and will be widely used.

[0010] 5. Chinese invention patent with application number "201911149999.5", application date "2019-11-21", publication number "CN112825465A", publication date "2021-05-21", title "Converter and Axle-End Power Generation System for Railway Vehicle Axle-End Power Generation System", and applicant "CRRC Zhuzhou Times Electric Co., Ltd.", discloses a converter for a railway vehicle axle-end power generation system, including a power conversion unit and a control unit. The power conversion unit includes an uncontrolled rectifier module and a voltage regulation module. The output terminal of the uncontrolled rectifier module is connected to the input terminal of the voltage regulation module. The output terminal of the uncontrolled rectifier module is connected to the power supply terminal of the control unit to provide power to the control unit. The signal terminal of the control unit is connected to the voltage regulation module to control the voltage regulation module to output the voltage required by the load. This invention also discloses a railway vehicle axle-end power generation system, comprising one or more axle-end generators and one or more converters as described above, wherein the output terminal of each axle-end generator is connected to the input terminal of the uncontrolled rectifier module of each converter. The converter and power generation system of this invention have advantages such as simple structure, self-starting capability, reliable operation, small size, and low cost.

[0011] 6. Chinese Invention Patent Application No. "201610971364.3", application date "2016-10-31", publication number "CN106428081A", publication date "2017-02-22", titled "A Railway Vehicle Bogie and Its Axle-End Power Generation Device", applicant "CRRC Qiqihar Rolling Stock Co., Ltd.", provides a railway vehicle bogie and its axle-end power generation device. The axle-end power generation device is installed below the bogie frame, which does not occupy space above the frame, has a simple structure, occupies little space, has minimal impact on the bogie frame structure, and enables optimization of vehicle design parameters. The axle-end power generation device of this invention includes a generator suspended from the bogie frame and connected to the axle via a belt, and a belt tensioning mechanism disposed below the frame. The belt tensioning mechanism has longitudinal deformation capability and longitudinally abuts against the guide frame between the generator and the bogie side frame in a pre-compressed state to provide tension force on the belt. The belt tensioning mechanism is longitudinally pressed between the generator and the bogie guide frame in a pre-compressed state, thereby providing belt tension that can vary with vehicle conditions. It is not only simple in structure but also occupies little space and can help optimize vehicle design parameters.

[0012] The aforementioned patents and documents point out that current freight train braking systems, which use air waves for signal transmission, suffer from problems such as inconsistent braking and large longitudinal impacts. Although they propose using microcomputers to control braking commands at the vehicle end and transmitting them via electrical signals, they do not address issues such as continuous and stable power supply, reliable communication, and fault-tolerant strategies for vehicle-end equipment. This invention employs three-dimensional multi-dimensional communication or its associated communication technology, precise and continuous spatiotemporal positioning technology, and electro-pneumatic braking control for train vehicles. The vehicle's electro-pneumatic braking control unit adopts a redundant safety architecture and achieves real-time interaction of commands and status through three-dimensional multi-dimensional communication or its associated communication technology. It also employs a fault-tolerant strategy to ensure safety, with faults downgrading to automatic air braking, where vehicle braking is controlled by train pipe pressure, thus improving train transportation efficiency and safety. Currently, vehicle self-generation often utilizes axle rotation, vehicle vibration, photovoltaics, and wind energy. This patent proposes using rotating wheels to drive wheel-side motors and configuring energy storage devices to provide a stable and continuous power supply. Summary of the Invention

[0013] This invention belongs to the field of rail transit. The technical problem it addresses is the deficiencies in existing technologies. It proposes utilizing low-latency communication from a low-Earth orbit (LEO) satellite constellation to establish a real-time data exchange channel between the terminal and ground equipment. This can be achieved by using mobile communication technologies such as 5G, wireless communication technologies such as WLAN and WiMAX, or microwave communication to construct a real-time communication network. Navigation enhancement information is transmitted through the communication, navigation, and timing functions of the LEO satellite constellation, and / or the transmission channels of the mobile communication network. Joint positioning is achieved using or supplemented by GNSS systems, ground reference stations, and mobile communication base stations. Continuous velocity and positioning methods, such as inertial navigation, can be used individually or in combination to improve the positioning and velocity measurement accuracy of the terminal equipment. Availability; Terminal time is synchronized via communication, navigation, and timing functions of a low-Earth orbit satellite constellation; synchronization can be achieved independently or in combination using the equipment's own maintenance clock via distributed network communication; stable and continuous power supply is provided through redundant power lines, or by generating electricity via wheel or axle rotation drive motors and configuring energy storage devices such as batteries; through the aforementioned communication, positioning, speed measurement, time synchronization, and power supply methods and equipment, and by installing vehicle electro-pneumatic braking control units, solenoid valves, air pressure sensors, etc. on each vehicle, real-time dynamic synchronous closed-loop control of locomotive and rolling stock electro-pneumatic braking control is achieved, with automatic switching to automatic air braking in case of fault degradation; simultaneously, methods for automatic vehicle information management are provided to improve transportation efficiency and safety.

[0014] Currently, freight vehicles generally use automatic air brakes, with braking commands transmitted via air waves. To improve the synchronization and speed of train air braking and reduce longitudinal impact, the original braking structure of the vehicle (currently, the 120 series brakes are widely used) is kept unchanged or minimally changed. Solenoid valves, pressure sensors, communication equipment, power supply equipment, and vehicle electro-pneumatic braking control units are added to realize vehicle electro-pneumatic braking control and direct-acting electro-pneumatic braking control, thereby improving braking and release rates.

[0015] Currently, locomotive braking systems utilize electro-pneumatic braking control units such as CCB-Ⅱ, DK2, and EUROTROL. Locomotives are equipped with additional formation braking control units, or these units are integrated into the locomotive's BCU, CCU, TCMS main control unit, or intelligent multiple-unit train control system. The locomotive's formation braking control unit manages the vehicle's electro-pneumatic braking control units, such as monitoring equipment status and broadcasting vehicle braking commands. Without altering the locomotive's braking structure, it independently controls the locomotive's braking and release, or controls the charging and discharging of the train's tailpipes to achieve braking and release control. Through the formation braking control unit's communication network, it broadcasts braking electrical signals to achieve vehicle electro-pneumatic braking control and control the charging and discharging of the tailpipes on the train's tail equipment platform, thereby realizing the electro-pneumatic braking control of the entire train. Braking control: When the vehicle's electro-pneumatic braking fails, it automatically switches to automatic air braking. At this time, the vehicle's braking and release can be controlled by the train pipe pressure. Alternatively, the locomotive braking control logic and the distribution valve braking structure can be adjusted. When implementing electro-pneumatic braking for the entire train, the locomotive's electro-pneumatic braking control is achieved by directly controlling the locomotive's brake cylinder pressure (similar to the original locomotive's individual brake release control function). The vehicle's electro-pneumatic braking control is achieved by broadcasting braking electrical signals through the group braking control unit network. The train pipe pressure does not need to be adjusted. In the event of a locomotive's individual brake release control failure, or / and a certain number of vehicle electro-pneumatic braking failures, the system can switch to adjusting the train pipe pressure to implement train braking. The faulty locomotive or vehicle switches to train pipe pressure control for braking and release, while other normal vehicles can continue to use electro-pneumatic braking control.

[0016] If there is no locomotive at the rear of the train, a tail equipment carrying platform can be configured. The tail equipment carrying platform can be used only for feedback such as tail pressure and positioning status, or the tail equipment carrying platform can be equipped with a braking system including a wind source system, an electro-pneumatic braking control system, pressure and air flow sensors, etc., to realize the status acquisition and dynamic closed-loop control of the charging and discharging of the tail of the train, integrate the braking system of the whole train or serve as braking redundancy, and optimize the train braking, as shown in patents CH202110202106.X and CH202110159519.4.

[0017] The locomotive of a unit train (pulled by only one locomotive) is equipped with a formation braking control unit, which is responsible for the braking management of the locomotive, rolling stock, and tail braking systems of the train. For centralized multiple-unit trains, the electro-pneumatic braking control of the rolling stock and the tail braking control can be controlled by the formation braking control unit of the main locomotive. The train pipe running through the train can be controlled by the relevant equipment of the main locomotive and coordinated by the equipment carrying platforms of each locomotive, rolling stock, and tail. For distributed multiple-unit trains, the electro-pneumatic braking of the rolling stock is controlled by the formation braking control unit of the corresponding locomotive, and the tail braking control is controlled by the formation braking control unit of the main locomotive or the nearest locomotive. The generation and distribution of multiple-unit locomotive workshop instructions and the workshop coordinated control refer to patent CH202210290638.8. The following mainly describes the braking of unit trains, but the claims include braking control methods, equipment, and systems for multiple-unit trains.

[0018] Virtual coupled trains, with each train formation managed by the corresponding locomotive's formation braking control unit.

[0019] The vehicle can be equipped with an emergency venting valve. An emergency braking command is broadcast through the locomotive's formation braking control unit. The vehicle's electro-pneumatic braking control unit can synchronously control the emergency venting valve to implement emergency braking according to the received command. The tail equipment carrying platform can also synchronously control the train pipe to exhaust air according to the received command. The locomotive's emergency braking exhaust air can be directly output by the actuator.

[0020] Both the locomotive's formation braking control unit and the vehicle's electro-pneumatic braking control unit are equipped with wireless transceiver modules to enable mutual data exchange. They can also achieve real-time exchange of commands and status through a network line running through the train. Wireless communication is preferred, and the network line running through the train may not be configured or may be used as a redundant backup.

[0021] The through-line network can use a single or multiple sets of the same type but different types of communication methods, such as CAN, MVB and other bus technologies, or use ring network communication technology to improve communication reliability.

[0022] The locomotive's formation braking control unit, vehicle electro-pneumatic braking control unit, and tail-end equipment carrier platform can communicate wirelessly in real time. Satellite communication modules can be configured to utilize the low-latency transmission characteristics of low-Earth orbit (LEO) satellite constellations. Terminals can be directly connected via LEO satellite constellations or accessed through ground control equipment via ground gateway stations. Two-way communication can be established between locomotives and vehicles, between multiple-unit locomotives, and between locomotives and tail-end equipment carrier platforms (or tail-end devices) using the LEO satellite constellation's transmission channels. Two-way communication between locomotives, vehicles, and tail-end equipment carrier platforms and ground control equipment can also be achieved, enabling real-time data and status interaction between various braking control devices on the locomotives and vehicles and the tail-end equipment carrier platform. Mobile communication technologies such as GSM-R, LTE-R, and 5G, and wireless communication technologies such as WLAN and WiMAX, microwave communication, and inductive loops can be used individually or in combination to further improve communication reliability and continuity as redundancy. Communication technologies can be selected based on field application conditions. Simultaneously, technologies such as modulation, channel coding and interleaving, power control, multiple access, spread spectrum, frequency hopping, and smart directional antennas can be employed to improve communication reliability.

[0023] Networking technologies such as wireless routing and packet forwarding can be used to achieve broadcasting and multi-point communication. This enables the locomotive's formation braking control unit to broadcast commands to the electro-pneumatic braking control units of each vehicle and the tail-end equipment platform. A multi-node hierarchical group management system is adopted, and hierarchical communication is used to receive status information from the electro-pneumatic braking control units of each vehicle and the tail-end equipment platform. The status of equipment within a group is managed by the group's master node, and the status of equipment or equipment groups at the same level is managed by the same-level master node, which then feeds back the status upwards. The number of groups and hierarchical levels is determined by the number of nodes and communication latency requirements. Low-latency transmission communication using low-Earth orbit satellite constellations can be prioritized. In areas with high pedestrian traffic or stations, mobile communication technology or microwave communication can be integrated, or mobile communication technology can be used alone or in combination. In areas with weak signals, repeaters or repeaters can be used to enhance the signal. Microwave communication (which can be enhanced by repeaters) or inductive communication can be used as a backup or redundancy to further improve communication reliability and continuity.

[0024] High-bandwidth wireless communication modules can be shared with onboard signaling equipment, intelligent multiple-unit train control systems, and locomotive formation and braking control units. Data sharing can be achieved through a bus or by using combiners to simplify communication equipment.

[0025] The locomotive's formation braking control unit, the electro-pneumatic braking control units of each vehicle, and the tail equipment carrying platform can maintain their local system clocks independently. The local clocks of each device are synchronized in a distributed manner through communication. The time of the locomotive's formation braking control unit can be used as a reference, and the time of the locomotive's formation braking control unit can be used as a reference for the onboard signaling system of the locomotive / train's main control locomotive. Satellite terminal equipment can be installed on the locomotive's formation braking control unit, the electro-pneumatic braking control units of each vehicle, and the tail equipment carrying platform. Time synchronization can be achieved through low-orbit satellite constellations, GNSS systems, ground satellite augmentation stations, etc., or by obtaining time synchronization through communication. Time synchronization can be obtained through communication base stations, etc. Each device can also perform time calibration by obtaining the time synchronization to keep the devices synchronized, thereby ensuring the timeliness of braking commands and status feedback.

[0026] Vehicles can be equipped with positioning and speed measurement units as needed. They can utilize the communication, navigation, and timing functions of low-Earth orbit satellite constellations, and can be used in conjunction with or independently with medium- and high-Earth orbit GNSS systems and ground augmentation stations. They can also assist mobile communication base stations in joint positioning to further reduce weak and blind areas of ground navigation signals along railway lines, and improve the accuracy, availability, and continuity of positioning of ground terminal equipment such as locomotives, rolling stock, and tail-end equipment platforms. They can use inertial navigation, radar, wheel and axle speed measurement, and other continuous speed measurement and positioning methods, either individually or in combination, to achieve continuous positioning and speed measurement of vehicles.

[0027] The locomotive's formation braking control unit can send braking commands (braking, release, pressure holding, emergency braking, pressure reduction or deceleration value, etc.) via broadcast. It can also achieve real-time monitoring of vehicle braking status and train tail braking status through communication technologies such as packet routing. The locomotive's formation braking control unit is responsible for identifying, reading the status of vehicle electro-pneumatic braking control units and train tail equipment carrying platforms, as well as formation and disgrouping.

[0028] The configurable vehicle information reading and writing module connects to the vehicle electro-pneumatic braking control unit, enabling bidirectional transmission of vehicle information between systems such as station yards, dispatching, and train transportation management systems, and achieving automatic vehicle information management and automatic tracking of vehicle journeys.

[0029] The locomotive's formation braking control unit obtains braking commands from manually operated driver control console equipment such as brake controllers, or through penalty braking applied by onboard signaling equipment such as ATP or LKJ, or through automatic driving operation of onboard signaling equipment such as ATO, or through direct output from the CCU (or TCMS main control unit or intelligent multiple-unit train control system) or through air braking commands calculated by combined pneumatic and electrical braking. It obtains the locomotive braking status through the locomotive network or the signal acquisition unit in the driver's cab and engine room, and obtains the vehicle braking status (such as auxiliary air cylinder pressure, braking mechanism temperature, axle temperature, etc.), vehicle weight, and the status of the tail equipment carrying platform through communication. Then, based on the train braking equipment formation information, it generates braking commands and transmits them to the locomotive's BCU, the vehicle's electro-pneumatic braking control unit, and the tail equipment carrying platform through electrical signals or air waves from the train pipe, implementing electro-pneumatic braking control or automatic air braking for the entire train.

[0030] The locomotive's formation braking control unit receives emergency braking commands from manually operated console equipment such as brake controllers and vent valves, or from onboard signaling equipment such as ATP or LKJ, or from the CCU (or TCMS main control unit or intelligent multiple-unit train control system). The locomotive's formation braking control unit broadcasts the emergency braking commands. The vehicle's electro-pneumatic braking control unit can simultaneously control the emergency vent valve to implement emergency braking according to the received commands. The tail equipment carrying platform can also simultaneously control the emergency exhaust of the train's tailpipe according to the received commands. The locomotive's emergency braking exhaust can be output directly by the operating mechanism or through the BCU.

[0031] When the equipment and communication status are normal, the locomotive's formation braking control unit generates locomotive braking commands based on the acquired common air braking commands, equipment status, and formation information. These commands are then sent to the locomotive's BCU unit. The BCU performs individual locomotive braking control or achieves locomotive braking electro-pneumatic control through train pipe pressure control. Simultaneously, the locomotive's formation braking control unit broadcasts commands to the vehicle's electro-pneumatic braking control unit, which then implements the vehicle's electro-pneumatic braking control. The locomotive's BCU and the vehicle's electro-pneumatic braking control unit provide real-time feedback on their status, achieving synchronized braking and release of the locomotive and vehicles, forming a closed-loop dynamic control system.

[0032] The vehicle electro-pneumatic braking control unit acquires the status of the vehicle and braking system through sensors and feeds it back to the locomotive's formation braking control unit. The vehicle electro-pneumatic braking control unit adjusts the braking by acquiring the status of the vehicle and braking system through sensors such as acceleration sensors to monitor vehicle acceleration, temperature sensors to monitor the temperature of the braking mechanism and axles, pressure sensors to monitor the pressure information of the train pipe, auxiliary air cylinder, and brake cylinder, and weighing equipment to obtain the vehicle weight, etc.

[0033] The locomotive's formation braking control unit monitors equipment status in real time, such as real-time monitoring of the vehicle's electro-pneumatic braking control unit's life signals to ensure normal operation of the unit and to ensure braking execution and switching. If an equipment status fault or communication timeout is detected, and if it's a vehicle electro-pneumatic braking control fault, the vehicle should be confirmed to enter automatic air braking mode. During subsequent braking, train pipe control should be used for vehicle braking. Simultaneously, normal vehicles can receive braking electrical signals for electro-pneumatic braking control. If it's a locomotive-only electro-pneumatic braking fault, the locomotive braking can be switched to train pipe pressure control. If the locomotive braking fails, for locomotives equipped with a tail-end equipment carrier platform (configured with braking control equipment), the tail-end equipment carrier platform is responsible for controlling the charging and discharging of the train pipe to implement automatic air braking. If the braking system equipped with a tail-end equipment control system fails, automatic air braking control can be automatically isolated. If automatic isolation fails, the tail-end braking control must be manually isolated. When the tail-end pressure is normal, it can only be used for tail-end status detection and feedback to the locomotive's formation braking control unit.

[0034] When the braking system of a few cars cannot be released, the braking system of that car can be manually released by disconnecting the bypass valve, thus maintaining normal train operation. The tail-end equipment carrying platform can work in conjunction with the locomotive's braking control equipment to control the train's air supply and exhaust, thereby optimizing braking control.

[0035] The train braking control unit can alert and record faults, and can detect and locate faults for fault elimination.

[0036] The entire train's electro-pneumatic control braking can be downgraded to automatic air braking. The output command is implemented by the locomotive's formation braking control unit to control the pressure of the train pipe. It can assist the braking control of the train tail pipe on the tail equipment carrying platform and collect the status of the train tail pipe air pressure, etc. If the positive output braking fails when using the locomotive braking control under normal conditions, it will be downgraded to train pipe control braking. The locomotive's BCU control logic needs to be modified to prevent the locomotive braking from splitting, as well as the situation where the train pipe releases the locomotive braking for a short time and then gradually applies the braking again. However, compared with the normal use of train pipe pressure control to achieve locomotive braking, this method has the advantages of faster air filling of the auxiliary air cylinder after braking and better continuous braking effect.

[0037] The vehicle electro-pneumatic brake control unit can dynamically adjust the brake cylinder pressure according to the decompression command, or adaptively adjust the brake cylinder pressure according to the acceleration command to optimize braking control. It supports adjusting the brake cylinder pressure according to the vehicle weight, so that the empty vehicle does not slip and the loaded vehicle has sufficient braking force, and realizes the graded or stepless precise control of commonly used braking.

[0038] When the locomotive's formation braking control unit detects equipment failure or communication interruption, it can feed back the failure to the main control unit of the CCU or TCMS, or the BCU, or the on-board signaling system such as ATO / ATP / LKJ, or prompt the driver, etc. The locomotive's formation braking control unit will then implement air wave control braking of the train pipe, the vehicle's electro-pneumatic braking control unit will enter the safety mode, and the vehicle's brakes will enter the automatic air braking mode.

[0039] The vehicle's braking system can be modified to support electro-pneumatic braking control without affecting the original automatic air braking function and performance. This can be achieved by adding a normally open solenoid valve for switching between electro-pneumatic and air braking to the air passage between the air control valve and the brake cylinder, and adding a new air passage 'a' from the auxiliary air reservoir to the brake cylinder. This air passage 'a' is equipped with a normally closed braking solenoid valve and a normally closed release solenoid valve. The normally closed braking solenoid valve controls the opening and closing of air passage 'a', while the normally closed release solenoid valve controls the opening and closing of air passage 'a' with the atmosphere. This enables vehicle electro-pneumatic braking control. Switching to automatic air braking can be achieved by changing the default states of the solenoid valves, braking solenoid valve, and release solenoid valve; alternatively, the air control valve can be modified. In addition to the existing braking and release states, a third state of electronic control is added, namely, an air path from the auxiliary air cylinder to the brake cylinder. The new air path can be equipped with a normally closed braking solenoid valve and a normally closed release solenoid valve. The normally closed braking solenoid valve controls the opening and closing of this air path a, and the normally closed release solenoid valve controls the opening and closing of this air path a with the atmosphere, realizing the vehicle's electro-pneumatic braking control. The depressurization of the train pipe can allow the air control valve to enter the original braking air path state. At the same time, the electric drive of the air control valve in the third state adopts dynamic pulse drive. Once there is no pulse, the air control valve returns to the train pipe control state, disconnecting the new air path, and can directly switch to the original automatic air brake, improving braking availability and safety.

[0040] The vehicle electro-pneumatic braking control unit can employ a redundant and safe architecture to meet fail-safe orientation.

[0041] Only when the vehicle's electro-pneumatic braking control unit is in normal condition, communicates normally with the train braking control unit, and receives an electro-pneumatic braking command, can the solenoid valve be controlled by dynamic pulses or PWM waves. The normally open or normally closed state of the solenoid valve can be set according to fail-safe measures. By setting a stop valve, the vehicle can be manually switched to automatic air braking when the vehicle's electro-pneumatic braking fails or the solenoid valve fails to switch to automatic air braking, thereby improving transportation efficiency.

[0042] The above-described vehicle electro-pneumatic braking control can realize a vehicle direct-drive electro-pneumatic control braking system.

[0043] Through the train braking control unit and the tail equipment carrying platform, the train pipe filling and venting control, as well as the monitoring of train pipe pressure, are implemented to achieve the through test.

[0044] The vehicle electro-pneumatic braking control unit can serve as a vehicle identification, vehicle information carrier, data recording and tracking device, enabling information-based full-process tracking of freight vehicles and remote monitoring of ground control equipment, as well as the input, storage and retrieval of vehicle information.

[0045] It can support ground-based independent control of vehicle braking and release. By ensuring sufficient pressurized air in the auxiliary air reservoir (which can be achieved by increasing the volume of the auxiliary air reservoir), the shut-off gate is closed. The vehicle's own power generation and storage device continuously and stably supplies power to the vehicle's electro-pneumatic braking control unit and other equipment. Through a wireless connection between the ground control equipment and the vehicle's electro-pneumatic braking control unit, braking and release commands are sent through the ground equipment to realize vehicle braking and release. It is applicable to the decoupling and uncoupling of hump trucks and the need for independent vehicle braking control.

[0046] The power supply for the vehicle's electro-pneumatic braking control unit and actuators can be provided by the locomotive using redundant through power lines, or by having its own generator (such as axle or wheel rotation driving a generator at the axle end or wheel-side (including hub generators) to generate electricity) and equipped with a converter and energy storage device to provide a stable and continuous power supply. Referring to patent CH202110202106X, the vehicle's electro-pneumatic braking control unit monitors the power supply status and feeds it back to the locomotive's formation braking control unit for monitoring.

[0047] Wireless communication transmission requires encryption. Technologies such as identity authentication, data integrity detection, encryption, or digital signatures can be used to ensure the security and integrity of data transmission. The key management is handled by the train braking control unit.

[0048] The beneficial effects of this invention are as follows: a real-time communication network is formed between various devices through a three-dimensional multi-dimensional communication method or the communication technology therein; synchronization is achieved by calibrating time through networks or satellites; the vehicle is equipped with an electro-pneumatic braking control unit, solenoid valves, and pressure sensors, etc.; the locomotive and rolling stock electro-pneumatic braking control is realized through electrical signal transmission commands, shortening braking and release time and improving braking and release consistency; at the same time, the automatic air brake is retained, providing hot backup redundancy for train braking; a stable and continuous power supply is obtained from the locomotive through redundant through power lines, or a stable and continuous power supply is provided by generating electricity through the rotation of the vehicle's wheels or axles to drive the motor and configuring an energy storage unit. Attached Figure Description

[0049] Figure 1 This is a diagram illustrating train braking. Figure 2 This is a diagram of the vehicle's braking structure. Figure 3 This is a diagram of the vehicle's braking system. Figure 4 Functional diagram of the grouped braking control unit, Figure 5 This is a diagram of the vehicle's power generation system.

[0050] In the diagram: 1—Vehicle electro-pneumatic brake control unit; 11—Vehicle electro-pneumatic brake control unit main control unit; 12—Status acquisition; 13—Drive output; 14—Continuous speed measurement unit such as inertial navigation; 15—Wireless communication unit; 151—Wireless communication module; 152—Combiner and antenna; 16—Satellite receiving module; 17—Through-communication line communication module; 2—Group brake control unit; 3—Air cylinder; 31—Auxiliary air cylinder; 32—Release air cylinder; 4—Brake cylinder and basic brake structure; 5—Air control valve; 6—Plug; 61—Angle plug; 62—Cut-off plug; 63—Air from auxiliary air cylinder to brake cylinder. 64 - New air passage to atmospheric airlock valve, 7 - Solenoid valve, 71 - Switching normally open solenoid valve, 72 - Braking normally closed solenoid valve, 73 - Releasing normally closed solenoid valve, 8 - Pressure sensor, 81 - Auxiliary air cylinder pressure sensor, 82 - Brake cylinder pressure sensor, 83 - Train pipe pressure sensor, 9 - Vehicle power supply system, 91 - Self-generating system, 911 - Axle or wheel, 912 - Axle-end motor or wheel-side motor, 913 - Rectifier equipment, 92 - Power generation and supply control unit, 93 - Energy storage unit, 94 - Power distribution unit, 95 - DC / DC, 96 - Power distribution, 97 - Protection device. Detailed Implementation

[0051] The present invention will be further described below with reference to specific embodiments and accompanying drawings: The locomotive of a unit train (pulled by only one locomotive) is equipped with a formation braking control unit 2, which is responsible for the braking management of the locomotive, rolling stock, and tail braking system (configurable as needed). For centralized coupling locomotives, the vehicle electro-pneumatic braking control 1 and tail braking control can be controlled by the formation braking control unit 2 of the main locomotive. The train pipe running through the train can be commanded by the relevant equipment of the main locomotive and coordinated by the electro-pneumatic braking control units 1 of each locomotive and rolling stock, and the tail equipment carrying platform. For distributed coupling trains, the vehicle electro-pneumatic braking 1 is controlled by the formation braking control unit 2 of the corresponding locomotive, and the tail braking control is controlled by the formation braking control unit 2 of the main locomotive. The generation and distribution of coupling locomotive workshop commands and the workshop coordinated control refer to patent CH202210290638.8. The following mainly describes the braking of unit trains, but the claims still include the braking control method, equipment, and system of coupling trains.

[0052] Currently, locomotive braking systems utilize electro-pneumatic braking control units such as CCB-Ⅱ, DK2, and EUROTROL. Locomotives are equipped with a swarm braking control unit 2, or this unit can be integrated into the locomotive's BCU, CCU, TCMS main control unit, or intelligent multiple-unit train control system. The swarm braking control unit 2 manages the vehicle electro-pneumatic braking control unit 1, such as monitoring equipment status and broadcasting vehicle braking commands. Without altering the locomotive's braking structure, braking control is achieved by controlling the train pipe charging and venting through the locomotive's own BCU. The swarm braking control unit 2 broadcasts braking electrical signals via a network to achieve electro-pneumatic braking control of the vehicles and to control the charging and venting of the train tailpipe on the tail-end equipment platform, thus realizing electro-pneumatic braking control for the entire train. In the event of a faulty air brake, the system automatically switches to automatic air brake. At this time, vehicle braking control can be implemented via train pipe pressure. Alternatively, the locomotive braking control logic and distribution valve braking structure can be adjusted. When implementing full-train electro-pneumatic braking, the locomotive's electro-pneumatic braking control is achieved by directly controlling the locomotive brake cylinder pressure (similar to the original locomotive's individual brake release control function). Vehicle electro-pneumatic braking control is achieved by broadcasting braking electrical signals via the group braking control unit 2 network. Train pipe pressure does not need to be adjusted. In the event of a faulty locomotive individual brake release control, or / and a certain number and location of vehicle electro-pneumatic braking faults, the locomotive braking can switch to adjusting train pipe pressure to implement braking for both the locomotive and vehicles. The faulty locomotive or vehicle switches to train pipe pressure control for braking and release, while other normal vehicles can continue to use electro-pneumatic braking control.

[0053] Currently, most freight cars use automatic air brakes, with braking commands transmitted via air waves. To improve the synchronization and speed of the train's air brakes, the original braking structure of the vehicle (currently, the 120 series brakes are commonly used) is kept largely unchanged or minimally altered. (Refer to...) Figure 2 The vehicle electro-pneumatic braking control unit 1 is added, including communication equipment, solenoid valves 7 (including switching solenoid valve 71, braking solenoid valve 72, release solenoid valve 73 and emergency vent valve 74, etc.), pressure sensors 8 (including auxiliary air cylinder pressure sensor 81, brake cylinder pressure sensor 82, train pipe branch pressure sensor 83), plugs such as newly added air passage plug 63 and exhaust plug 64, power supply equipment 9, etc., to realize electro-pneumatic braking control and direct-through electro-pneumatic braking control, thereby improving the vehicle braking and release rate.

[0054] If there is no locomotive at the rear of the train, a tail equipment carrying platform can be configured. The tail equipment carrying platform can be used only for feedback such as tail pressure and positioning status, or the tail equipment carrying platform can be equipped with a braking system including a wind source system, an electro-pneumatic braking control system, pressure and air flow sensors, etc., to realize the status acquisition and dynamic closed-loop control of the charging and discharging of the tail of the train, integrate the braking system of the whole train or serve as braking redundancy, and optimize the train braking, as shown in patents CH202110202106.X and CH202110159519.4.

[0055] The vehicle can be equipped with an emergency vent valve 74. An emergency braking command is broadcast through the locomotive's formation braking control unit 2. The vehicle's electro-pneumatic braking control unit 1 can synchronously control the emergency vent valve 74 to implement emergency braking according to the received command. The tail equipment carrying platform can also synchronously control the train pipe to exhaust air according to the received command. The locomotive's emergency braking exhaust air can be directly output by the actuator.

[0056] When the train applies emergency braking, the vehicle's electro-pneumatic braking control unit can control the vehicle's brakes to enter automatic air braking when it is functioning normally. When the vehicle's electro-pneumatic braking control unit malfunctions, the vehicle's brakes will automatically switch to automatic air braking. The vehicle's emergency braking is controlled by the air pressure in the train's air pipe.

[0057] Both the locomotive's formation braking control unit 2 and the vehicle's electro-pneumatic braking control unit 1 are equipped with wireless transceiver modules 15 to achieve mutual data interaction. Alternatively, they can be equipped with bus communication modules 17 through the network line running through the train to achieve real-time interaction of commands and status. Wireless communication is preferred, and the network line running through the train may not be configured or may be used as a redundant backup.

[0058] The bus communication module 17 of the through-line network can adopt a single set or multiple sets of the same type but different types of communication methods, such as CAN, MVB and other bus technologies, or adopt ring network communication technology to improve communication reliability.

[0059] The locomotive's formation braking control unit 2, vehicle electro-pneumatic braking control unit 1, and tail-end equipment carrying platform can communicate wirelessly in real time. A communication module 15 can be configured to utilize the low-latency transmission communication of a low-orbit satellite constellation. It can adopt one or more communication technologies, such as mobile communication technologies like 5G, wireless communication technologies like WLAN and WiMAX, and microwave communication, either individually or in combination, and can serve as redundancy to further improve communication reliability and continuity.

[0060] The locomotive's formation braking control unit 2, each vehicle's electro-pneumatic braking control unit 1, and the tail-end equipment carrying platform can maintain their local system clocks independently. The local clocks of each device are synchronized in a distributed manner through a communication network, or through satellite positioning communication 16, or through real-time communication with a base station to obtain time synchronization and perform time calibration, thereby ensuring the timeliness of braking commands and status feedback.

[0061] The vehicle can be equipped with a positioning and speed measurement unit 16 as needed. It can utilize the communication, navigation, and timing functions of the low-orbit satellite constellation, and can be used in conjunction with or independently with the GNSS system and ground augmentation stations on medium and high orbits. It can also assist mobile communication base stations in joint positioning to further reduce weak and blind areas of ground navigation signals along the railway line, and improve the accuracy, availability, and continuity of positioning of ground terminal equipment such as locomotives, rolling stock, and train tail equipment platforms. It can use inertial navigation 14 and other continuous speed measurement and positioning methods alone or in combination to achieve continuous positioning and speed measurement of the vehicle, and at the same time serve as a vehicle acceleration status acquisition device.

[0062] The locomotive's formation braking control unit 2 can send braking commands (braking, release, pressure holding, emergency braking, pressure reduction or deceleration value, etc.) via broadcast. It can also achieve real-time monitoring of vehicle braking status and train tail braking status through communication technologies such as packet routing. The locomotive's formation braking control unit 2 is responsible for the identification, status reading, formation and disgrouping of the vehicle electro-pneumatic braking control unit 1 and the train tail equipment carrying platform.

[0063] The configurable vehicle information reading and writing module connects to the vehicle electro-pneumatic braking control unit, enabling bidirectional transmission of vehicle information between systems such as station yards, dispatching, and train transportation management systems, and achieving automatic vehicle information management and automatic tracking of vehicle journeys.

[0064] The locomotive's formation braking control unit 2 obtains braking commands from manually operated driver control console equipment such as brake controllers, or through penalty braking applied by onboard signaling equipment such as ATP or LKJ, or through automatic driving operation of onboard signaling equipment such as ATO, or through direct output from CCU (or TCMS main control unit or intelligent multiple-unit train control system) or through air braking commands calculated by combined pneumatic and electric braking. It obtains the locomotive braking status through the locomotive network or the signal acquisition unit in the driver's cab and engine room, and obtains the vehicle braking status (such as auxiliary air cylinder pressure, braking mechanism temperature, axle temperature, etc.), vehicle weight, and the status of the tail equipment carrying platform through communication. Then, based on the train braking equipment formation information, it generates braking commands and transmits them to the locomotive's BCU, the vehicle's electro-pneumatic braking control unit 1, and the tail equipment carrying platform through electrical signals or air waves from the train pipe, to implement electro-pneumatic braking control or automatic air braking for the entire train.

[0065] The locomotive's formation braking control unit 2 receives emergency braking commands from manually operated console equipment such as brake controllers and air release valves, or from onboard signaling equipment such as ATP or LKJ, or from the CCU (or TCMS main control unit or intelligent multiple-unit train control system). The locomotive's formation braking control unit broadcasts the emergency braking commands. The vehicle's electro-pneumatic braking control unit 1 can synchronously control the emergency air release valve 74 to implement emergency braking according to the received commands. The tail equipment carrying platform can also synchronously control the emergency exhaust of the train's tailpipe according to the received commands. The locomotive's emergency braking exhaust can be output directly by the operating mechanism or through the BCU.

[0066] The vehicle electro-pneumatic braking control unit 1 acquires the vehicle braking system status by being equipped with pressure sensor 8, acquires vehicle acceleration by inertial navigation and other equipment, monitors the temperature of the braking mechanism and axle by being equipped with temperature sensor, monitors the pressure information of train pipe, auxiliary air cylinder and brake cylinder by being equipped with pressure sensor, and can acquire vehicle weight by being equipped with weighing equipment, and feeds back the status to the locomotive's formation braking control unit 2 in real time.

[0067] The locomotive's formation braking control unit 2 monitors the equipment status in real time, including the life signals and equipment status of the vehicle's electro-pneumatic braking control unit 1. It acquires the locomotive's braking status through the locomotive network or signal acquisition equipment, and obtains the status of the tail-end equipment carrier platform through communication, ensuring braking execution and switching. If an equipment status fault or communication timeout is detected, such as a fault in the vehicle's electro-pneumatic braking control 1, the vehicle should be confirmed to enter automatic air braking mode. During subsequent braking, train pipe control should be used for vehicle braking. Simultaneously, normally functioning vehicles can receive braking electrical signals for electro-pneumatic braking control. If the locomotive's individual electro-pneumatic braking fails, it can switch to train pipe pressure control for locomotive braking. If the locomotive's braking fails, for vehicles equipped with a tail-end equipment carrier platform (configured with braking control equipment), the tail-end equipment carrier platform is responsible for controlling the charging and discharging of the train pipe to implement automatic air braking. If the braking system equipped with the tail-end equipment control system fails, automatic air braking control can be automatically isolated. If automatic isolation fails, the tail-end braking control must be manually isolated. When the tail-end pressure acquisition is normal, it can only be used for tail-end status detection and feedback to the locomotive's formation braking control unit 2.

[0068] When the equipment and communication status are normal, the locomotive's formation braking control unit 2 generates a locomotive braking command based on the acquired common air braking commands, the status of each device, and formation information. This command is then sent to the locomotive's BCU unit, which performs individual locomotive electro-pneumatic braking control or achieves locomotive braking electro-pneumatic control through train pipe pressure control (with the tail equipment carrying platform cooperating to adjust the train pipe charging and discharging). Simultaneously, the locomotive's formation braking control unit sends commands to the vehicle electro-pneumatic braking control unit 1 via broadcast. The vehicle electro-pneumatic braking control unit 1 then implements the vehicle's electro-pneumatic braking control. The locomotive BCU and the vehicle electro-pneumatic braking control unit provide real-time feedback on their status, achieving synchronous braking and release of the locomotive and vehicles, forming a closed-loop dynamic control system.

[0069] The tail-end equipment carrying platform can work in conjunction with the locomotive's braking control equipment to control the train's air supply and exhaust, thereby optimizing braking control.

[0070] The group braking control unit 2 can alert and record faults, and can detect and locate faults for fault elimination.

[0071] The entire train's electro-pneumatic control braking can be downgraded to automatic air braking. The output command is implemented by the locomotive's formation braking control unit 2 to control the pressure of the train pipe. It can assist the braking control of the train tail pipe on the tail equipment carrying platform and collect the status of the train tail pipe air pressure, etc. If the positive output braking fails when using the locomotive braking control alone under normal conditions, it will be downgraded to train pipe control braking. The locomotive's BCU control logic needs to be modified to prevent the locomotive braking from splitting, as well as the situation where the train pipe releases the locomotive braking for a short time and then gradually applies the braking again. However, this method has the advantage of faster air filling of the auxiliary air cylinder after braking and better continuous braking effect compared to the normal use of train pipe pressure control to achieve train braking.

[0072] The vehicle electro-pneumatic brake control unit 1 can dynamically adjust the brake cylinder pressure according to the pressure reduction command, or adaptively adjust the brake cylinder pressure according to the acceleration command to optimize braking control. It supports adjusting the brake cylinder pressure according to the vehicle weight, so that the empty vehicle does not slip and the loaded vehicle has sufficient braking force, and realizes the graded or stepless precise control of commonly used braking.

[0073] When the locomotive's formation braking control unit 2 detects equipment failure or communication interruption, it can feed back the failure to the main control unit of CCU or TCMS, or BCU, or on-board signaling system such as ATO / ATP / LKJ, or prompt the driver, etc. The locomotive's formation braking control unit 2 implements air wave control braking of the train pipe, the vehicle electro-pneumatic braking control unit enters the safety mode, and the vehicle brake enters the automatic air braking mode.

[0074] The vehicle brake system can be modified to support electro-pneumatic braking control without affecting the original automatic air braking function and performance. This can be achieved by adding a normally open solenoid valve (which can be driven by dynamic pulses) to the air passage between the air control valve 5 and the brake cylinder 4 to switch between electro-pneumatic and air braking. A new air passage a is added from the auxiliary air cylinder 31 to the brake cylinder 4. This air passage a is equipped with a normally closed braking solenoid valve 72 and a normally closed release solenoid valve 73. The normally closed braking solenoid valve 72 controls the opening and closing of air passage a, and the normally closed release solenoid valve 73 controls the opening and closing of air passage a with the atmosphere, thus realizing vehicle electro-pneumatic braking control. Switching to automatic air braking can be achieved in case of failure by switching the default states of solenoid valves 71, 72, and 73. Manual switching can also be achieved by adding valves such as 63 / 64. Figure 2 As shown; alternatively, by modifying the air control valve, in addition to the original braking and release states, an electronically controlled third state can be added, namely, an air path from the auxiliary air cylinder to the brake cylinder. The new air path can be equipped with a normally closed braking solenoid valve and a normally closed release solenoid valve. The normally closed braking solenoid valve controls the opening and closing of air path a, and the normally closed release solenoid valve controls the opening and closing of air path a with the atmosphere, thereby realizing the vehicle's electro-pneumatic braking control. The train pipe depressurization can allow the air control valve to enter the original braking air path state. At the same time, the electric drive of the air control valve in the third state adopts dynamic pulse drive. Once there is no pulse, the air control valve returns to the train pipe control state, disconnecting the new air path, and can directly switch to the original automatic air braking, improving braking availability and safety. At the same time, a dual-pipe air supply can be adopted, an air storage cylinder can be added, and a braking control similar to that of EMUs or passenger cars can be used to realize the vehicle's electro-pneumatic braking control or direct-flow electro-pneumatic braking control.

[0075] The vehicle electro-pneumatic braking control unit can employ a redundant and safe architecture to meet fail-safe orientation.

[0076] Only when the vehicle's electro-pneumatic braking control unit is in normal condition, communicates normally with the train braking control unit, and receives an electro-pneumatic braking command, can the solenoid valve be controlled by dynamic pulses or PWM waves. The normally open or normally closed state of the solenoid valve can be set according to fail-safe measures. By setting a stop valve, the vehicle can be manually switched to automatic air braking when the vehicle's electro-pneumatic braking fails or the solenoid valve fails to switch to automatic air braking, thereby improving transportation efficiency.

[0077] The above-described vehicle electro-pneumatic braking control can realize a vehicle direct-drive electro-pneumatic control braking system.

[0078] Through the train braking control unit and the tail equipment carrying platform, the train pipe filling and venting control, as well as the monitoring of train pipe pressure, are implemented to achieve the through test.

[0079] The vehicle electro-pneumatic braking control unit can serve as a vehicle identification, vehicle information carrier, data recording and tracking device, enabling information-based full-process tracking of freight vehicles and remote monitoring of ground control equipment, as well as the input, storage and retrieval of vehicle information.

[0080] It can support ground-based independent control of vehicle braking and release. By ensuring sufficient pressurized air in the auxiliary air reservoir (which can be achieved by increasing the volume of the auxiliary air reservoir), the shut-off gate is closed. The vehicle's own power generation and storage device continuously and stably supplies power to the vehicle's electro-pneumatic braking control unit and other equipment. Through a wireless connection between the ground control equipment and the vehicle's electro-pneumatic braking control unit, braking and release commands are sent through the ground equipment to realize vehicle braking and release. It is applicable to the decoupling and uncoupling of hump trucks and the need for independent vehicle braking control.

[0081] The power supply for the vehicle's electro-pneumatic braking control unit and actuators can be provided by the locomotive using redundant through power lines, or by having its own generator (such as axle or wheel rotation driving a generator at the axle end or wheel side (including hub generators) to generate electricity) and equipped with a converter and energy storage device to provide a stable and continuous power supply. Referring to patent CH202110202106X, the vehicle's electro-pneumatic braking control unit monitors the power supply status and feeds it back to the locomotive's formation braking control unit for monitoring.

[0082] For wheel-side motors, an external rotor motor can be used, where the external rotor is fixed to the wheel and rotates with the wheel to generate electricity; or an internal rotor motor can be used, where the rotor is connected to the axle or wheel and rotates with the vehicle to generate electricity. The motor's rotation direction, speed, and position can be obtained by a position sensor or calculated by a sensorless algorithm. By configuring current and voltage sensors, the power generation and supply control unit 92 rationally controls the pulse output based on the motor's rotation angle and the voltage and current of the rectifier 913, driving the rectifier 913's switching transistors to turn on and off, outputting appropriate DC power. The DC power enters the power distribution unit 94 through the protection circuit, and can supply power to the energy storage unit 93 and, after conversion by DC / DC 95, to the load. When not generating electricity, the power supply equipment is powered by the energy storage unit 93, and a through-power supply line can be configured as required.

[0083] The energy storage unit 93 can be a battery, which can be a solid-state battery with higher power density and safety. The battery is managed by the power generation and supply control unit 92, which monitors the battery status such as SOC and feeds back the battery status to the vehicle electro-pneumatic braking control unit 1 and the train braking control unit 2.

[0084] Wireless communication transmission requires encryption. Technologies such as identity authentication, data integrity detection, encryption, or digital signatures can be used to ensure the security and integrity of data transmission. The key management is handled by the train braking control unit.

[0085] In summary, the beneficial effects of this invention are as follows: A real-time communication network is constructed between various devices through a three-dimensional multi-dimensional communication method or the communication technology thereof; synchronization is achieved through time calibration via network or satellite; the vehicle is equipped with an electro-pneumatic braking control unit, solenoid valves, and pressure sensors; and electro-pneumatic braking control of the locomotive and rolling stock is realized through electrical signal transmission commands, shortening braking and release time and improving braking and release consistency; while retaining automatic air braking, providing hot backup redundancy for train braking; a stable and continuous power supply is obtained from the locomotive through redundant through-power lines, or a stable and continuous power supply is provided by generating electricity through the rotation of the vehicle's wheels or axles and configuring an energy storage unit.

[0086] The above embodiments are for illustrative purposes only and are not intended to limit the invention. Those skilled in the art can make various changes or modifications without departing from the spirit and scope of the invention. Therefore, all equivalent technical solutions should also fall within the protection scope of the invention, which should be defined by the claims.

Claims

1. A method, device, and system for braking control, characterized in that: The train's braking control unit 2, located on the main locomotive, manages the braking of all locomotives, cars, and the tail of the train. It acquires the relevant status of each braking device and car, and coordinates the braking release and emergency braking operations of the locomotive braking control equipment, the car electro-pneumatic braking control unit 1, and the tail braking system. The tail braking system can be configured as needed. The train braking control unit 2 can function as a standalone device or be integrated into the locomotive's BCU, CCU, TCMS main control unit, or a device within the intelligent multiple-unit train control system. It is suitable for unit trains, multiple-unit trains, and virtual coupled trains. If the train tail does not have... The locomotive can be equipped with a platform carrying the tail-end equipment of the braking system to realize the status acquisition and dynamic closed-loop control of the charging and discharging of the train tail section, or to serve as redundancy for locomotive braking. It can support ground control equipment to independently control the braking and release of vehicles via wireless communication. The auxiliary air cylinder of the vehicle has sufficient pressurized air to close the angle valves or stop valves at both ends of the vehicle. The vehicle's own power generation and storage device continuously and stably supplies power to the vehicle's electro-pneumatic braking control unit and other equipment. Braking and release commands are sent through wireless communication between the ground control equipment and the vehicle's electro-pneumatic braking control unit to realize the braking and release of individual vehicles.

2. The braking control method, device, and system according to claim 1, characterized in that: For unit trains and coupled trains, the train braking control unit of the main locomotive is responsible for managing the braking of the entire train. The electro-pneumatic braking of the vehicles is managed by the train braking control unit of the corresponding locomotive. The braking control of the tail of the train is managed by the train braking control unit of the main locomotive or the adjacent locomotive. The vehicle electro-pneumatic braking control unit 1 performs electro-pneumatic braking. The train pipe running through the train can be instructed by the relevant equipment of the main locomotive and controlled by the braking systems of each locomotive and the tail of the train for charging and venting. If the vehicle electro-pneumatic braking fails, it can automatically switch to automatic air control braking. For virtual coupled trains, each train is managed by the corresponding train braking control unit. The train braking control unit of the locomotive can record status faults and can detect and locate faults for fault elimination. If the train braking control unit of the locomotive detects equipment faults or communication interruptions, it can feed back the fault to the main control unit of the CCU or TCMS, or the on-board signaling system such as ATO / ATP / LKJ, or prompt the driver.

3. The braking control method, device, and system according to claim 1, characterized in that: The locomotive's formation braking control unit, the car's electro-pneumatic braking control unit, and the tail equipment carrying platform are all equipped with wireless transceiver modules to achieve real-time interaction of commands and status. Real-time interaction of commands and status can also be achieved through the communication line running through the train. Wireless communication is preferred. The network line running through the train may not be configured or may be used as a redundant backup. Networking technologies such as broadcasting and multi-point communication can be achieved through communication technologies such as routing and packet forwarding. The locomotive's formation braking control unit broadcasts commands to the electro-pneumatic braking control units of each car and the tail equipment carrying platform. Multi-node hierarchical group management is adopted, and hierarchical communication is used to receive status information fed back by the electro-pneumatic braking control units of each car and the tail equipment carrying platform. The status of equipment within a group is managed by the master node within the group. The status of equipment or equipment groups at the same level is managed by the master node at the same level, and the master node feeds back the status upward. The number of groups and the number of levels are determined by the number of nodes and communication delay requirements. Wireless real-time communication: Low-latency transmission communication via low-Earth orbit satellite constellations can be used to establish bidirectional communication between locomotives and vehicles, and between locomotives and the tail-end equipment platform or tail-end equipment. It can also facilitate bidirectional communication between locomotives, vehicles, and the tail-end equipment platform or tail-end equipment and ground control equipment, enabling real-time data and status interaction between various braking control devices on locomotives and vehicles, and between the tail-end equipment platform. One or more communication technologies can be used individually or in combination, such as mobile communication, wireless communication (e.g., WLAN and WiMAX), and microwave communication. Technologies such as modulation, channel coding and interleaving, power control, multiple access, spread spectrum, frequency hopping, and smart directional antennas can be employed to improve communication reliability. Low-latency transmission communication via low-Earth orbit satellite constellations can be prioritized, especially in areas with high pedestrian or vehicle traffic. The station can integrate mobile communication technology or microwave communication and other wireless communication technologies, or it can use high-speed mobile communication technology alone or in combination. In areas with weak signal, the signal can be enhanced by means of repeaters or repeaters. Secondly, microwave communication can be further improved in terms of communication reliability and continuity by using repeaters as a supplement or redundancy. For high-bandwidth wireless communication modules, they can be shared among on-board signaling equipment, intelligent multiple-unit train control systems, and locomotive formation braking control units, and data sharing can be achieved through a bus, or by using combiners to simplify communication equipment. Wireless communication transmission needs to be encrypted. The security and integrity of data transmission can be achieved by means of identity authentication, data integrity detection, encryption or digital signature, and key management is performed by the formation braking control unit. Wired real-time communication: The through-line network can use a single or multiple sets of the same type but different types of communication methods, such as CAN, MVB and other bus technologies, or use ring network communication technology to improve communication reliability.

4. The braking control method, device, and system according to claim 1, characterized in that: a. Time Synchronization: The locomotive's formation braking control unit, the electro-pneumatic braking control units of each vehicle, and the tail equipment carrying platform can maintain their local system clocks independently. The local clocks of each device are synchronized in a distributed manner through communication. The time of the locomotive's formation braking control unit can be used as a reference, and the time of the locomotive's formation braking control unit can be used as a reference for the onboard signaling system of the locomotive / train's main control locomotive. Satellite terminal equipment can be installed on the locomotive's formation braking control unit, the electro-pneumatic braking control units of each vehicle, and the tail equipment carrying platform. Time synchronization can be achieved through low-orbit satellite constellations, GNSS systems, ground satellite augmentation stations, etc., or by obtaining time synchronization through communication. Time synchronization can be obtained through communication base stations, etc. Each device can also perform time calibration by obtaining the time synchronization to maintain time synchronization of each device, thereby ensuring the timeliness of braking commands and status feedback. b. Speed ​​and acceleration measurement: The vehicle and tail equipment carrying platform can be equipped with speed measurement units such as inertial navigation to obtain speed and acceleration as needed. It can also utilize the communication, navigation and timing functions of low-orbit satellite constellations, and can be combined with or independently positioned and measured with medium and high orbit GNSS systems, ground augmentation stations and mobile communication base stations. Each device can obtain the speed and acceleration of locomotives, vehicles and tail trains for braking control.

5. The braking control method, apparatus, and system according to claim 1, and the vehicle information management method, apparatus, and system, characterized in that: The management of train formation and decoupling among locomotives, rolling stock, and tail-end equipment platforms is handled by the dispatching or train transport management system. The information is entered into the ground control system through the vehicle information acquisition module and then transmitted to the relevant equipment on the locomotive via vehicle-to-ground communication. The train formation and braking control unit obtains vehicle formation information by interacting with relevant equipment or by manually inputting it into the locomotive's train formation and braking control unit. The locomotive's train formation and braking control unit manages the identification, status reading, and train formation and decoupling of the vehicle electro-pneumatic braking control unit and the tail-end equipment platform through real-time communication, and provides feedback to the ground control equipment for confirmation, forming a closed-loop control for train formation management. The vehicle electro-pneumatic braking control unit can serve as a vehicle identification, vehicle information carrier, data recording, and tracking device, enabling information-based full-process tracking of freight vehicles and remote monitoring by ground control equipment. It can also be configured with a vehicle information reading and writing module connected to the vehicle electro-pneumatic braking control unit to enable bidirectional transmission of vehicle information between systems such as station yards, dispatching, and train transportation management systems, achieving automatic vehicle information management and automatic tracking of vehicle journeys.

6. The braking control method, device, and system according to claim 1, characterized in that: The vehicle electro-pneumatic braking control unit can adopt a redundant and safe architecture. The solenoid valve drive uses a dynamic pulse method to achieve fault-oriented safety, i.e., automatic air braking controlled by the train pipe. Pressure sensors monitor the pressure information of the brake cylinder, auxiliary air cylinder, and train pipe. Temperature sensors, acceleration sensors, and weighing equipment monitor the temperature of the braking mechanism and axles, and obtain vehicle acceleration and weight. Voltage and current sensors monitor the vehicle's power supply, generator, and battery status, and provide real-time feedback to the locomotive's marshalling braking control unit. The locomotive's marshalling braking control unit monitors the life signals and status of the vehicle electro-pneumatic braking control unit and the tail-end equipment platform in real time. It obtains the locomotive's braking status through the locomotive network or signal acquisition equipment, and monitors the locomotive braking status, vehicle braking status, and tail-end equipment. The status of the support platform is monitored and managed. Once a fault is detected in the equipment status or communication timeout, the vehicle electro-pneumatic braking control should enter the automatic air braking state. Normal vehicles can receive braking electrical signals for electro-pneumatic braking control. If the locomotive's electro-pneumatic braking fails alone, the train pipe pressure control can be switched to control the locomotive braking. If the locomotive braking fails, for the train tail equipment support platform equipped with a braking system, the train tail equipment support platform is responsible for the charging and discharging control of the train pipe to implement automatic air train braking. If the braking system equipped at the train tail fails, the air braking control can be exited through automatic isolation. If automatic isolation fails, the train tail braking control needs to be isolated manually. When the train tail pressure is normal, it can only be used for train tail status detection and feedback of the status to the locomotive's marshalling braking control unit.

7. The braking control method, device, and system according to claim 1, characterized in that: The locomotive's formation braking control unit receives braking commands from manually operated console equipment such as brake controllers, or from penalty braking applied by onboard signaling equipment such as ATP or LKJ, or from automatic driving operation of onboard signaling equipment such as ATO, or directly outputs or calculates air braking commands through the CCU or TCMS main control unit or intelligent multiple-unit train control system. Simultaneously, based on the status of each device and the train braking equipment formation information, the locomotive's formation braking control unit generates braking commands and sends them to the locomotive's BCU, the car's electro-pneumatic braking control unit, and the tail-end equipment carrying platform braking system to implement electro-pneumatic braking control or automatic air braking for the entire train. The locomotive's formation braking control unit also receives braking commands from manually operated console equipment such as brake controllers and air release valves. Emergency braking commands can be received via onboard signaling equipment such as ATP or LKJ, or output through the CCU or TCMS main control unit or the intelligent multiple-unit train control system. The emergency braking command is broadcast through the locomotive's formation braking control unit. When the vehicle's electro-pneumatic braking control unit is functioning normally, it can control the vehicle's brakes to enter automatic air braking. When the vehicle's electro-pneumatic braking control unit malfunctions, the vehicle's brakes automatically switch to automatic air braking. When the vehicle's electro-pneumatic braking control unit is functioning normally, it can synchronously control the vehicle's emergency venting valve to implement emergency braking according to the received command. The train tail equipment carrying platform can also synchronously control the train's tailpipe emergency exhaust according to the received emergency braking command. The locomotive's emergency braking exhaust can be output directly by the operating mechanism or through the BCU. The vehicle's emergency braking is controlled by the air pressure in the train pipe.

8. The braking control method, device, and system according to claim 1, characterized in that: a. Modified design of vehicle brake system: The vehicle's braking system can be modified by adding a normally open solenoid valve for switching between electro-pneumatic braking and air braking in the air passage between the air control valve and the brake cylinder. A new air passage 'a' from the auxiliary air reservoir to the brake cylinder is added. This air passage 'a' is equipped with a normally closed braking solenoid valve and a normally closed release solenoid valve. The normally closed braking solenoid valve controls the opening and closing of air passage 'a', while the normally closed release solenoid valve controls the opening and closing of air passage 'a' with the atmosphere. This enables electro-pneumatic braking control. Switching to automatic air braking can be achieved by switching the solenoid valves, braking solenoid valve, and release solenoid valve to their default states. Alternatively, the air control valve can be modified to add a third electronically controlled state, namely, a new air passage from the auxiliary air reservoir to the brake cylinder, in addition to the existing braking and release states. The newly added air circuit can be equipped with a normally closed braking solenoid valve and a normally closed release solenoid valve. The normally closed braking solenoid valve controls the opening and closing of air circuit a, while the normally closed release solenoid valve controls the opening and closing of air circuit a with the atmosphere, thus realizing vehicle electro-pneumatic braking control. Pressure reduction in the train pipe allows the air control valve to return to the original braking air circuit state. Simultaneously, the third state of the air control valve's electric drive uses dynamic pulse drive. Once there is no pulse, the air control valve returns to the train pipe control state, isolating the new air circuit and allowing direct switching to the original automatic air braking, improving braking availability and safety. Alternatively, a dual-pipe air supply system can be used, with an added air reservoir, to achieve vehicle electro-pneumatic braking control or a direct-flow electro-pneumatic braking control. b. Modified design of locomotive brake system: The locomotive's BCU control logic and locomotive distribution valve braking structure can be modified to achieve electro-pneumatic braking control of the locomotive by directly controlling the pressure of the locomotive brake cylinder, or by implementing braking control of the locomotive through the train pipe pressure. This prevents the locomotive braking from splitting when switching between direct control of the locomotive brake cylinder pressure and train pipe control, and prevents the locomotive from experiencing a short period of train pipe relief before gradually applying braking. When the locomotive and rolling stock braking equipment are normal, full-train electro-pneumatic braking can be used without adjusting the train pipe pressure, thereby accelerating the air charging rate and improving braking performance. Alternatively, the train pipe pressure can be adjusted simultaneously when the entire train is electro-pneumatic braking, accelerating the transition from vehicle electro-pneumatic braking failure to automatic air braking and improving safety. c. Train braking: When the equipment and communication status are normal, the locomotive's formation braking control unit generates a locomotive braking command and sends it to the locomotive's BCU unit. The BCU then performs individual locomotive braking control or implements electro-pneumatic braking control via train pipe pressure control. The locomotive's formation braking control unit sends a braking command to the vehicle's electro-pneumatic braking control unit, which then implements the vehicle's electro-pneumatic braking control. When the locomotive's electro-pneumatic braking uses a direct control brake cylinder method, the train pipe pressure may not need adjustment. This can lead to a large braking divergence or a short period where the train pipe pressure releases the locomotive braking before gradually resuming. When applying brakes gradually, compared to the normal method of using train pipe pressure control for locomotive braking, the auxiliary air cylinder charges faster after braking, resulting in better continuous braking. When the locomotive's electro-pneumatic braking uses train pipe pressure regulation control, it can coordinate with the braking system of the tail-end equipment platform to adjust the train pipe pressure. The locomotive BCU, the vehicle electro-pneumatic braking control unit, and the tail-end equipment platform provide real-time feedback on their status, achieving synchronous braking and release of the locomotive and vehicles, forming a closed-loop dynamic control. The vehicle electro-pneumatic braking control unit can dynamically adjust the brake cylinder pressure according to the vehicle status, based on the pressure reduction command, or according to the applied pressure. The speed command adaptively adjusts the brake cylinder pressure, optimizing brake control and supporting brake cylinder pressure adjustment based on vehicle weight, enabling graded or stepless precise control of commonly used brakes. The tail-end equipment platform can coordinate with the locomotive's formation brake control unit to control the charging and discharging of train pipes, optimizing brake control. When a vehicle's electro-pneumatic brake fails, it automatically switches to automatic air braking, at which point vehicle braking control can be implemented through train pipe pressure. In the event of a locomotive-only brake relief control failure, the faulty locomotive switches to train pipe pressure control for braking and relief, while other normal vehicles can continue to use electro-pneumatic brake control. When a certain number of vehicle electro-pneumatic brake control units or the locomotive formation brake control unit fails, the entire train's electro-pneumatic brake control can be downgraded to automatic air braking. The output command is implemented by the locomotive's formation brake control unit or locomotive brake control equipment to control the train pipe pressure, which can assist the tail-end equipment platform in collecting and feeding back the status of the train tail pipe's braking control and air pressure. Through the formation brake control unit and the tail-end equipment platform, the charging and discharging control of train pipes and the monitoring of train pipe pressure enable through-tests. The vehicle electro-pneumatic brake control can achieve through-train electro-pneumatic brake control.

9. The braking control method, device, and system according to claim 1, characterized in that: The vehicle's electro-pneumatic braking control unit is in normal condition and communicates normally with the train's braking control unit. The received command is an electro-pneumatic braking command. The operation of the solenoid valve is controlled by dynamic pulses or PWM waves. The normally open or normally closed state of the solenoid valve is set according to the fail-safe guidance measures. By setting a gate, the vehicle can be manually switched to automatic air braking when the electro-pneumatic braking or solenoid valve fails and cannot automatically switch to automatic air braking, thereby improving transportation efficiency. When the braking system of a small number of vehicles cannot be released, the braking system of that vehicle can be bypassed through the gate to manually release the braking of that vehicle and maintain normal train operation.

10. A method, apparatus, and system for braking control and power supply to freight vehicles, characterized in that: The power supply for the vehicle's electro-pneumatic braking control unit and actuators can be provided by the locomotive via redundant through power lines, or by a self-contained generator. The generator utilizes the rotation of the axle or wheels to drive an axle-end generator or wheel-side generator (including hub generators) to generate electricity, and is equipped with a converter for rectification and control. Simultaneously, energy storage devices such as batteries provide a stable and continuous power supply; solid-state batteries with higher power density and safety can be used. The vehicle's electro-pneumatic braking control unit monitors the power supply status and feeds it back to the locomotive's formation braking control unit for monitoring. For wheel-side motors (including hub motors), an external rotor motor can be used, where the external rotor can be directly fixed to the wheel or connected to the wheel via a transmission device, rotating with the wheel to generate electricity. Alternatively, an internal rotor motor can be used, where the rotor can be directly or via a transmission device connected to the axle or wheel, rotating with the axle or wheel to generate electricity. A converter using power switching devices rectifies the current output from the motor. The control equipment obtains the motor's rotation direction, speed, and rotor position through a motor position sensor, or calculates the rotor position using a sensorless algorithm. It collects voltage and current signals using current and voltage sensors. The power generation and supply control unit generates PWM waves or other electrical signals based on the rotor position and voltage / current values ​​to control the switching of power switching devices for rectification. An absorption capacitor and protection circuit can be configured at the rectification end for overvoltage and overcurrent protection. By configuring energy storage devices such as batteries, when the DC power generated by the motor enters the power distribution unit through the protection circuit, it can simultaneously charge the energy storage unit and supply power to the electrical equipment. When not generating electricity, the electrical equipment is powered by the energy storage unit. The power generation and supply control unit monitors the status of the energy storage device, such as SOC, voltage, and temperature, to manage the energy storage device and feeds back the status of the energy storage device and the power supply status to the vehicle's electro-pneumatic braking control unit, which then feeds back to the locomotive's formation braking control unit.

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